ISBT DWARKA, THESIS REPORT

GATEWAY COLLEGE OF ARCHITECTURE AND DESIGN SONIPAT 131001

THESIS REPORT January, 2020

INTER STATE BUS TERMINAL, DWARKA SECTOR-22

SUBMITTED BY: Smriti Gupta (GCAD/15/331)

GUIDED BY: Ar. Bandana Jain Ar. Vipin Gupta

GATEWAY COLLEGE OF ARCHITECTURE AND DESIGN

DECLARATION

I, Smriti Gupta, Roll Number, GCAD/15/331 hereby declare that the thesis titled Inter State Bus Terminal, Dwarka submitted by me, in partial fulfilment of the requirement of the curriculum of Bachelor of Architecture as per the university norms, to Gateway College of Architecture and Design, is a record of my original work with credits given for information collected from any other source.

_________________________________ (Smriti Gupta)

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GATEWAY COLLEGE OF ARCHITECTURE AND DESIGN

CERTIFICATE

This is to certify that the thesis titled Inter State Bus Terminal, Dwarka, submitted in partial fulfilment of the requirement of the curriculum of Bachelor of Architecture is the work of Smriti Gupta, Roll Number GCAD/15/331, who carried out research work under our supervision in Gateway College of Architecture and Design, Sonipat, Haryana.

We recommend that the dissertation report be placed before the examiners for their consideration.

______________________________ (Ar. Bandana Jain)

______________________________ (Ar. Suneet Anand)

(Ar. Vipin Gupta)

Signature of the Guide

Signature of the Coordinator Page iii of xviii

ABSTRACT Transportation is one of the most important requirements for the aid of communication from one place to other for visiting, work play etc. purpose or in the sense of tourism. A number of factors like the convenience from one place to the other, promotion of tourism, or even the communication between the spaces.

Transportation system improves the social, economic, industrial and commercial process and further it transforms the society into organized ones. It is one of the most essential services vital force for direction of development and to achieve the desired transportation balance and for the system to be efficient.

As transportation is concerned with the movement between origin and destination involves the movement of people and goods. There is need for an access point in the system for use.

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DEDICATION My academic career has been revolved around such supporting people who were also inspiring at the same time. I thank my parents and other family members.

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ACKNOWLEDGEMENTS For every new start of any work a mentor, a leader is needed who can guide us in a better and in systematic manner which also gives a path to work on. For our thesis reports our guides plays this role to mentor and guide important figures.

Firstly, I would like to thank my parents for being a constant support all the way which is irreplaceable.

To all the moments call for a person with utmost wisdom and experienced guiding skills, I would like to thank our director, Professor Anil Kumar for his support.

Thirdly, I would like to thank our guides Ar. Bandana Jain and Ar. Vipin Gupta who gave different opinions and guided with their experience also Ar. Manisha Singh for managing all of our report and giving equally support as our guides.

My extended family, my friend and seniors Rijul Nayal and Simran Mitra who supported and helped me with this project.

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TABLE OF CONTENTS Declaration …………………………………………………………………………….........(ii) Certificate…………………………………………………………………………………...(iii) Abstract……………………………………………………………………………………...(iv) Dedication…………………………………………………………………………………....(v) Acknowledgement…………………………………………………………………………..(vi) Table of Content…………………………………………………………………………(vii-x) List of figures………………………………………………………………………….... (xi-xv) CHAPTER 1: INTRODUCTION …………………………………………………… (01-08) 1.1

Background 1.1.1

Road transport in India

1.1.2

Means of transport

1.2

Project description

1.3

Intent of choosing the topic

1.4

Validity of the project 1.4.1

Land use map

1.4.2

Site plan published/certified by Delhi development authority

1.5

Aim & Objectives

1.6

Scope & Limitations

1.7

Methodology

CHAPTER 2: ENVISAGED ACTIVITY ………………………………………… (09-19) 2.1

History

2.2

Bus Terminal 2.2.1

Types of bus terminal

2.2.2

Activities in bus terminal

2.3

Nature of activity

2.4

Need of Activity 2.4.1

T.O.D

2.4.2

Principles of T.O.D Page vii of xviii

2.5

2.4.3

Factors driving the trend toward TOD

2.2.4

Sustainability

Architectural Implications of the activity

CHAPTER 3: ENVISAGED USER PROFILE…….……………………………….. (20-23) 3.1

Identification of the User group 3.1.1

Amenities

3.2

Social aspects

3.3

Psychological aspects

CHAPTER 4: STANDARDS……………...…………………………………………. (24-37) 4.1

Size of bus

4.2

Turning radius

4.3

Bus types and dimension

4.4

Types of bays

4.5

Signages

4.6

Round about and turning radius

4.7

Staircase norms

4.8

Ramp Norms

4.9

Dirt utility

4.10

Special people

CHAPTER 5: LITERATURE STUDY……………………………………………… (38-60) 5.1

Intent of the literature study

5.2

Selection criteria of literature

5.3

Slough Bus Station 5.3.1

Introduction

5.3.2

Location

5.3.3

Concept

5.3.4

Design features

5.3.5

Structure Page viii of xviii

5.3.6 5.4

5.5

5.6

Project details

RATP Bus Terminal 5.4.1

Introduction

5.4.2

Location

5.4.3

Design features

5.4.4

Materials

5.4.5

Project details

Norreport Bus Station 5.5.1

Introduction

5.5.2

Location

5.5.3

Design features

5.5.4

Materials

5.5.5

Project details

Comparative Analysis

CHAPTER 6: CASE STUDY……………………………………………………….. (61-81) 6.1

Maharana Pratap ISBT, Kashmere Gate, New Delhi 6.1.1

Introduction

6.1.2

Location

6.1.3

Site Plan

6.1.4

Aera Statement

6.1.5

Services

6.1.6

Design Inferences

6.1.7

Structure

6.1.8

Circulation

6.1.9

Facility

6.1.10 Plans 6.2

Vivekanand ISBT, Anand Vihar, New Delhi 6.2.1

Introduction

6.2.2

Connections

6.2.3

Provision Page ix of xviii

6.2

6.2.4

Location

6.2.5

Circulation

6.2.6

Design Inference

Comparative Analysis

CHAPTER 7: SITE ANALYSIS …………………………………………………… (82-93) 7.1

Proposed location

7.2

Accessibility

7.3

Development Controls

7.4

Urban Context

7.5

Topography

7.6

Vegetation

7.7

Climatology

7.8

7.7.1

Sun path diagram

7.7.2

Wind chart

Traffic study and Movement Pattern 7.8.1

Metro connectivity

7.8.2

Vehicular movement

7.8.3

Pedestrian movement

7.8.4

Existing public transportation movement

7.8.5

Views from site

7.9

Site Surroundings Photograph

7.10

Site Photograph

7.11

SWOT Analysis 7.11.1 Strengths 7.11.2 Weakness 7.11.3 Opportunity 7.11.4 Threat

CHAPTER 8: CLIENTS BRIEF …………………………………………………….. (94-99) 8.1

Client Page x of xviii

8.2

Client Vision

8.3

Traffic Survey 8.3.1

Traffic Estimation-proposed Dwarka ISBT

8.3.2

Requirements-proposed Dwarka ISBT

CHAPTER 9: ARCHITECT BRIEF ……………………………………………... (100-104) 9.1

Physical Requirements

CHAPTER 10: SPATIAL & DESIGN ANALYSIS…………………...…………. (105-109) 10.1

Individual spatial analysis

10.2

Design Consideration

APPENDIX.……...………………….………….…………………………………… (110-111) BIBLIOGRAPHY ………………….……………………………………….……… (112-114)

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LIST OF FIGURES S.no

Title

Page no.

Source

Figure 1.1.1

Means of transport

03

Author

Figure 1.4.1

Land Use map

05

Google image

Figure 1.4.2

Zonal Plan K-II

06

Google image

Figure 1.4.3

Published site plan by DDA

07

DDA

Figure 2.1.1

First railway engine (1814)

10

Google image

Figure 2.1.2

First Omni bus (1895)

10

Google image

Figure 2.1.3

George Washington Bus

11

Google image

Station Figure 2.1.4

Port Authority Bus Terminal

11

Google image

Figure 2.2.1

Sequence of movement in

13

Energy efficiency at bus terminal

terminal Figure 2.2.2

Activity Mapping

14

Bus terminal design guideline

Figure 2.3.1

All interchanges at on

15

Author

location Figure 2.4.1

Benefits of T. O. D

17

TOD Guidelines

Figure 2.4.2

Sustainability

17

TOD Guidelines

Figure 4.1.1

Single Decker Bus

25

Bus terminal design guideline

Figure 4.1.2

Double Decker Bus

25

Bus terminal design guideline

Figure 4.2.1

Turning Radius of bus

26

Bus terminal design guideline

Figure 4.2.2

Turning Radius of car

26

Bus terminal design guideline

Figure 4.2.3

Inner and outer Radius

27

Bus terminal design guideline

Figure 4.3.1

City/Transit Bus

27

Internet

Figure 4.3.2

Articulated Bus

28

Internet

Figure 4.3.3

Coach Bus

28

Internet

Figure 4.3.4

Mini Bus

29

Internet

Figure 4.4.1

90-degree bus boarding way

29

Bus terminal design guideline

Figure 4.4.2

60-degree bus boarding way

29

Bus terminal design guideline

Figure 4.4.3

45-degree bus boarding way

30

Bus terminal design guideline Page xii of xviii

Figure 4.4.4

30-degree bus boarding way

30

Bus terminal design guideline

Figure 4.4.5

Saw tooth bus boarding way

30

Bus terminal design guideline

Figure 4.4.6

Parallel bus boarding way

30

Bus terminal design guideline

Figure 4.4.7

Idle Bus Parking

31

Bus terminal design guideline

Figure 4.4.8

Bus Parking Standard

31

Bus terminal design guideline

Figure 4.5.1

Parking Sign

32

Bus terminal design guideline

Figure 4.5.2

Entry drop off lanes

32

Bus terminal design guideline

Figure 4.5.3

No Entry

33

Bus terminal design guideline

Figure 4.5.4

Parking Detail

33

Bus terminal design guideline

Figure 4.6.1

Round About

34

Bus terminal design guideline

Figure 5.3.1

Slough Bus Station, United

40

Internet

Kingdom Figure 5.3.2

Satellite View

41

Google Satellite Image

Figure 5.3.3

Concept

41

Archdaily.com

Figure 5.3.4

Tubular Structure

42

Archdaily.com

Figure 5.3.5

Slender Column

44

Archdaily.com

Figure 5.3.6

Facade

44

Archdaily.com

Figure 5.3.7

Circular Section

44

Archdaily.com

Figure 5.3.8

Beneath Canopy

44

Archdaily.com

Figure 5.3.9

Site Plan

44

Archdaily.com

Figure 5.3.10 Ground Floor Plan

45

Archdaily.com

Figure 5.3.11 First Floor Plan

45

Archdaily.com

Figure 5.3.12 Canopy Section

46

Archdaily.com

Figure 5.3.13 Building Elevation

46

Archdaily.com

Figure 5.3.14 Building Section

46

Archdaily.com

Figure 5.4.1

RATP Bus Terminal

47

Archdaily.com

Figure 5.4.2

Satellite View

47

Google Satellite Image

Figure 5.4.3

Skin of building

48

Archdaily.com

Figure 5.4.4

Wall texture

48

Archdaily.com

Figure 5.4.5

Roof texture

48

Archdaily.com

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Figure 5.4.6

Colors in building

48

Archdaily.com

Figure 5.4.7

Reflective Glazing

49

Archdaily.com

Figure 5.4.8

Interior

49

Archdaily.com

Figure 5.4.9

Façade

49

Archdaily.com

Figure 5.4.10 CafĂŠ interior

50

Archdaily.com

Figure 5.4.11 Colored Glass

50

Archdaily.com

Figure 5.4.12 Ground Floor Plan

51

Archdaily.com

Figure 5.4.13 First Floor Plan

52

Archdaily.com

Figure 5.4.14 Front Elevation

52

Archdaily.com

Figure 5.4.15 South-East Elevation

52

Archdaily.com

Figure 5.4.16 Rear Elevation

53

Archdaily.com

Figure 5.4.17 North- East Elevation

53

Archdaily.com

Figure 5.4.18 Section

53

Archdaily.com

Figure 5.5.1

54

Archdaily.com

Norreport Station, Copenhagen, DK

Figure 5.5.2

Ariel View

55

Google Satellite Image

Figure 5.5.3

Solar Panels

55

Archdaily.com

Figure 5.5.4

The Building

55

Archdaily.com

Figure 5.5.5

Sitting Area

56

Archdaily.com

Figure 5.5.6

Bicycle Stand

56

Archdaily.com

Figure 5.5.7

Staircase leading to

57

Archdaily.com

underground metro Figure 5.5.8

The surroundings

57

Archdaily.com

Figure 5.5.9

Site Plan

57

Archdaily.com

Figure 5.5.10 Elevation

58

Archdaily.com

Figure 5.5.11 Street Section

58

Archdaily.com

Figure 6.1.1

Maharana Pratap ISBT

62

Author

Figure 6.1.2

Delhi Map

63

Google Image

Figure 6.1.3

ISBT, Maharana Pratap

63

Google Satellite Image

Figure 6.1.4

Link via metro line

64

Google Satellite Image & Author

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Figure 6.1.5

Sit Plan

64

Google Image

Figure 6.1.6

Egg crate structure

66

Author

Figure 6.1.7

Bracing of bridge

66

Author

Figure 6.1.8

Coffer Slab

67

Author

Figure 6.1.9

Skylight on exterior wall

67

Author

Figure 6.1.10 Skylight on roof

67

Author

Figure 6.1.11 Column with ventilators

67

Author

Figure 6.1.12 Large cross section column

67

Author

Figure 6.1.13 Buses entry

68

Author

Figure 6.1.14 Buses exit

68

Author

Figure 6.1.15 Pedestrian entry

68

Author

Figure 6.1.16 Reception

68

Author

Figure 6.1.17 Bridge

69

Author

Figure 6.1.18 Boarding Bay

69

Author

Figure 6.1.19 45o bus boarding bay

69

Author

Figure 6.1.20 Bus turning radius

69

Author

Figure 6.1.21 Signages

70

Author

Figure 6.1.22 Ramp

70

Author

Figure 6.1.23 External staircase

70

Author

Figure 6.1.24 Internal staircase

70

Author

Figure 6.1.25 Offices

71

Author

Figure 6.1.26 Waiting Hall

71

Author

Figure 6.1.27 Shops

71

Author

Figure 6.1.28 Ticket Counter

71

Author

Figure 6.1.29 Intrastate ticket counter

71

Author

Figure 6.1.30 Handicap Toilet

71

Author

Figure 6.1.31 Drinking Area

72

Author

Figure 6.1.32 Lift

72

Author

Figure 6.1.33 Ramp

72

Author

Figure 6.1.34 Escalator

72

Author

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Figure 6.1.35 STP Plant

72

Author

Figure 6.1.36 Digital Information

72

Author

Figure 6.1.37 Terminal Layout

73

Author

Figure 6.1.38 Section

73

Author

Figure 6.2.1

Vivekanand ISBT

74

Author

Figure 6.2.2

Delhi Map

75

Google Map

Figure 6.2.3

Vivekananda ISBT

75

Google Satellite Image

Figure 6.2.4

Metro Link

75

Google Satellite Image

Figure 6.2.5

Buses Circulation

76

Author

Figure 6.2.6

Bus Entry

76

Author

Figure 6.2.7

Bus Exit

76

Author

Figure 6.2.8

Metro Connection

76

Author

Figure 6.2.9

Auto Drop off

77

Author

Figure 6.2.10 Round about

77

Author

Figure 6.2.11 Pedestrian Circulation

77

Author

Figure 6.2.12 Local Buses

78

Author

Figure 6.2.13 Interstate Buses

78

Author

Figure 6.2.14 Ticket Counter

78

Author

Figure 6.2.15 Open drain

78

Author

Figure 6.2.16 Toilet

79

Author

Figure 6.2.17 Shop units

79

Author

Figure 6.2.18 Roads

79

Author

Figure 6.2.19 45o boarding bay

80

Author

Figure 6.2.20 Idle boarding bay

78

Author

Figure 7.1.1

India Map

83

Internet

Figure 7.1.2

Delhi Map

83

Google Map

Figure 7.1.3

Dwarka Map

83

Google Map

Figure 7.1.4

ISBT, Dwarka

83

Google Satellite Image

Figure 7.2.1

Accessible Roads

84

Google Satellite Image & Author

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Figure 7.4.1

Proposals on site and

85

Google Satellite Image & Author

surroundings Figure 7.4.2

Site surroundings

85

Google Satellite Image & Author

Figure 7.6.1

Trees and shrubs

86

Google Satellite Image & Author

Figure 7.7.1

Summer solstice

87

Andrewmarsh.com

Figure 7.7.2

Autumn Equinox

87

Andrewmarsh.com

Figure 7.7.3

Winter solstice

87

Andrewmarsh.com

Figure 7.7.4

Spring Equinox

87

Andrewmarsh.com

Figure 7.4.5

Wind Chart

88

Internet

Figure 7.8.1

Delhi metro lines connecting

88

Google Satellite Image & Author

to site Figure 7.8.2

Vehicular Movement

89

Google Satellite Image & Author

Figure 7.8.3

Pedestrian Movement

89

Google Satellite Image & Author

Figure 7.8.4

Public Transportation

90

Google Satellite Image & Author

Movement Figure 7.8.5

Views from site

90

Google Satellite Image & Author

Figure 7.9.1

45 m wide approach road

91

Author

Figure 7.9.2

Dwarka sector 21, metro

91

Author

station Figure 7.9.3

Bus depot

91

Author

Figure 7.9.4

Delhi vehicle impound pit

91

Author

Figure 7.9.5

30 m wide access road

91

Author

Figure 7.9.6

Petrol pump

91

Author

Figure 7.9.7

Residence

91

Author

Figure 7.9.8

Government school

91

Author

Figure 7.10.1 View from 30m wide road

92

Author

Figure 7.10.2 View from 60m wide road

92

Author

Figure 10.1.1 Waiting room-500 people

106

Author

Figure 10.1.2 Cloak Room

106

Author

Figure 10.1.3 Ticket Counter

106

Author

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Figure 10.1.4 Office

107

Author

Figure 10.1.5 Dormitory

107

Author

Figure 10.1.6 A/C Plant Room

108

Google

Figure 10.1.7 Fire Hydrant Room

108

Google

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INTER-STATE BUS TERMINAL, DWARKA

CHAPTER:1

INTRODUCTION

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INTER-STATE BUS TERMINAL, DWARKA

1.1 BACKGROUND A multi modular transportation center point is generally a social affair place for individuals to get to nearby and local goals just as giving a spot to individuals to get to neighborhood enhancements and work openings. Transportation is one of the most significant necessities for the guide of correspondence from one spot to other. Various factors like the accommodation from one spot to the next, advancement of the travel industry for correspondence between places, moving products and so on. It is one of the basic administrations, indispensable power for deciding the course of improvement. To accomplish the ideal transportation balance and for the framework to be productive, it is basic to give composed offices in the framework as transportation is worried about the development among birthplace and goal includes the development of individuals and merchandise, there is requirement for a passageway in the framework for use.

Transportation is not just about highways, shuttle planes, trains and bicycles, it is foremost about the people.

This additionally impact the rules of the TOD which is an approach to structure and create thick, alluring and walkable urban conditions that upgrade the utilization of open transportation. In a more extensive point of view, TOD arrangements with synchronizing urban life its development and advancement, its ordinary exercises and portability designs with open transportation frameworks.

1.1.1 ROAD TRANSPORT IN INDIA •

National Highway, State Highway, District Road and Village Road

•

National Highway carry approximately 30%-40% of the total traffic.

•

The Indian road network need to be more develop. Roads in village, sector and district lack to handle the weather condition especially in the monsoon season which increase the difficulty in travelling and leads to accidents.

•

The roads must also create avenue to stop the dust storm.

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INTER-STATE BUS TERMINAL, DWARKA

1.1.2 MEANS OF TRANSPORT There are three modes of transport •

Air Transport

•

Water Transport

•

Land Transport

Fig.1.1.1 Means of transport

Under the land transport three subcategories are there where the vehicles are the 2,3, and 4 wheelers, heavy loaded vehicles, trains and metro.

1. Railway transport: Railway transport alludes to the development of products and people through trains. It is the most significant methods for land transport and reasonable for conveying overwhelming and massive articles over long separations.

2. Road transport: Road transport transportation alludes to the development of products and people through engine vehicles on road. It is most established and most all-inclusive method of transport and it is manageable for short separation administration and light articles. All aspects of the nation can be effectively come to by street transport and it is more affordable when contrasted with rail and air transport.

3. Rapid transit: Fast travel otherwise called overwhelming rail, metro, tram, cylinder or underground, is a kind of high-limit open transport, for the most part, found in urban zones. In contrast to transports or cable cars, fast travel frameworks are electric railroads that work on a restrictive option to proceed, which can't be gotten to by

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INTER-STATE BUS TERMINAL, DWARKA

people on foot or different vehicles of any kind and which is regularly level isolated in burrows or on raised rail lines.

1.2 PROJECT DESCRIPTION The Delhi Transport Infrastructure Development (DTIDC), which manages the three ISBT’s at Sarai Kale Khan, Kashmere Gate and Anand Vihar, has a 27-acre plot in Sector 22 of Dwarka.

It is expected to register daily presence of 1.5 lakh passengers.

A large number of Volvo buses come to IGI Airport from Punjab, bringing passengers to catch international flights. The bus terminal will also have huge multi-level parking with private cars and two wheelers so that people using buses to commute out of the city and can leave vehicles there. A hotel is also planned in the complex to the international airport, number of passengers may need accommodation for a brief time span.

1.3 INTENT OF CHOOSING THE TOPIC I chose this topic to explore the urban spaces and the connectivity towards each other and how the problems are tackled through architecture and ISBT is one of the projects in which the importance of movement is shown. Moreover, this place will connect to the various places of the outskirts of the city which will reduce the traffic congestion in the city.

Bus terminal also have positive effect on the city development by connecting them with each other and helps to develop and establish more of residential, commercial etc. Thus, spreading people all around for work as well as to live.

1.4 VALIDITY OF THE PROJECT The state of the bus terminal has separate bus bays for local and intercity buses, plus waiting areas equipped with book stalls and restaurants, clean and modern rest rooms and even a hotel in the complex for transiting passengers. It is going to develop on a sprawling 10.9 hectares space in Dwarka.

The ISBT is required to take into account over 1.5 lakhs suburbanites’ day by day and the arrangement is to have between state transports from Haryana to Rajasthan to end itself to diminish the blockage in the city. The all-out traveler trips every day cooked by street-based vehicle are 15.97 lakhs out of which is about 9.54 lakhs (60%) are suburbanites. Majority of Page 4 of 114

INTER-STATE BUS TERMINAL, DWARKA

such trips are by bus. Out of four new Interstate Bus Terminals (ISBT) as proposed in MPD2001 yet to be developed as a part of Metropolitan Rail terminals, only one at Anand Vihar in East Delhi has been developed. The terminal at Dwarkan (Bhartal) has also been included in Dwarka Project. The remaining two at Okhla (Madanpur Khadar) and Narela (Holambi Kalan) have not been developed.

(Times of India Report) 1.4.1 LAND USE MAP

Fig.1.4.1 Land Use Map

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INTER-STATE BUS TERMINAL, DWARKA

Fig.1.4.2 Zonal Plan K-II

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INTER-STATE BUS TERMINAL, DWARKA

1.4.2 SITE

PLAN

PUBLISHED/CERTIFIED

BY

DELHI

DEVELOPMENT

AUTHORITY

Fig.1.4.3 Published site plan by DDA

1.5 AIM AND OBJECTIVES The aim is to incorporate commercial activities with the flawless circulation with sustainable aspects and keeping in mind the residential and school area around the site.

The objectives of the project are: •

To improve the transportation system by planning a good flow in circulation and movement.

•

To serve transportation facility people living in west Delhi.

•

Buses to terminate from entering into the cities.

•

Separate paths for pedestrian and vehicles which will help in reduce accidents.

1.6 SCOPE AND LIMITATIONS

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INTER-STATE BUS TERMINAL, DWARKA

The scope of study and design for the project are: •

Inter connectivity between various mode of transport (Metro, Airport, Railway Station etc)

•

Requirements for a maximum number of passengers per day in both directions.

•

Studying the various technological advancement in the field of surveillance system, communication system, firefighting system, etc.

•

Circulation Pattern- Pattern flow of passengers and buses.

•

Entry & Exit for private car, pre-paid autos, electric autos and taxi.

This thesis report is limited to the movement, design, standards and case study about the project and thus not sharing the other aspects like the structure, energy calculation, depth study of services.

1.7 METHODOLOGY Identification of project

•

Area of interest

Gathering information

•

Site

•

Brief

•

History

•

Concept, Planning and Movement

•

User Pattern

•

Buses movement

•

Problems

•

Requirements

•

Site Analysis

•

Context Study

Standards Literature Study

Case Study

Site Study

Analysis of requirements Concept Development Design Development Final Product

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INTER-STATE BUS TERMINAL, DWARKA

CHAPTER:2

ENVISAGED ACTIVITY CHAPTE

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INTER-STATE BUS TERMINAL, DWARKA

2.1 HISTORY The journey of transport is from ages to move from place to place. It started from the animal power to the steam to fossil fuel and then to electricity and now to the batteries. Human have always been dependent on some sources for the transportation, it helps human from the unwanted barrier in their way and enables to work with flow and give better result in their work.

People without transport would not be able to interact with the outside world and could not gain the knowledge of the things happening in the other side of the area.

•

Middle of the 19th century: The means of transport in India were backward. They were confined to bullock-cart, camel, and packhorse.

•

1814: The first railway engine designed by George Stephenson was put on the rail in England.

•

1853: The first railway line running from Bombay to Thane was opened to traffic.

•

1895: 8 Passenger Omni Bus started.

•

1900: Bus having 20 seating capacity

•

1921: First Chassis vehicle designed for the bus service

•

1939: City lines and intercity lines begin

•

1950: PABT (Pilot Aptitude Battery Test) open to serve communities and residents of New York ISBT

•

1963: George Washington bus station open to public

•

1971: Completion of ISBT Kashmere Gate

Fig.2.1.1 First railway engine (1814)

Fig.2.1.2 First Omni bus (1895)

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Fig.2.1.3 George Washington Bus Station

Fig.2.1.4 Port Authority Bus Terminal

2.2 BUS TERMINAL A bus terminal is here defined as a facility for boarding of passengers from several bus lines for interconnection or transfer to other modes of transport.

Terminals are very important points of transfer of modes, where buses can deliver people from/to the airports, railway station, metro station, docks for loading on ships.

There are three major attributes with the importance and the performance of the transport terminals: •

Location: The major locational factor of a transport terminal is to serve a large number of population, industrial activities and terminal market area. The location should be where routes should logically connect or terminate, as determined by passenger demand patterns. If the station is used as an intermediate stopping point on routes passing through, it should be conveniently located for passengers joining or leaving vehicles.

•

Accessibility: Accessible to other terminal, at local, regional and global scale.

•

Infrastructure: Infrastructure accommodate current traffic and anticipate future trends including technical changes.

A terminal is needed where there is exchange of passenger and goods. Efficient use of public transport will help in decreasing the traffic congestion problem in the city.

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2.2.1 TYPES OF BUS TERMINAL •

Bus Depots

•

Bus Stops and Shelters

•

Intercity bus terminus

•

Airport city bus terminus

•

Interstate bus terminus

2.2.2 ACTIVITIES IN BUS TERMINAL These infrastructural components incorporate transport move, park-and-ride, drop-off, vehicular stopping, and meet-and-welcome zones, just as the different inside-terminal components, for example, walkways, stairways, lifts, gates, ticket machines and stages. They fluctuate with the prerequisites of travelers, staff and drivers.

Essential components to be considered with respect a transport terminal's framework advancement can be grouped for three distinctive client types. These incorporate travelers, terminal staff and transport staff.

Passenger areas •

Ticketing and queuing

•

Passenger waiting areas

•

Passenger conveniences (drinking water facilities

•

and toilets)

•

Passenger circulation

•

Boarding/Departing areas

•

Facility entry

•

Tourist information

•

Security, including CCTV cameras

•

Retail, concessions and lease space

•

Dormitories and lodging (if required)

•

Cloak room

•

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Areas for terminal staff •

Revenue office

•

Security and information

•

Ticketing booth

•

Resting room

•

Staff conveniences (drinking water facilities and toilets)

•

Canteen

•

Maintenance staff (chairs and lockers)

•

Control room (CCTV surveillance)

Areas for bus staff •

Canteen

•

Resting areas

•

Lodging areas (if required)

•

Bus staff conveniences (drinking water facilities and toilets)

High traveler densities which can occur during rush hours require efficient flows of travelers.

The sequence of movement describes a traveler’s possible activities during their stay in the bus terminal. First a traveler passes through an entrance, then the traveler tries to locate himself through information screens or similar. Then the traveler may purchase a ticket before walking to the correct platform or waiting area. To avoid conflicts, the terminal should be designed with direct communications between activities to ensure efficient flows of travelers. This sequence does not apply for all occupants in a bus terminal. Non-travelers may only be passing through or visit stores.

Fig.2.2.1 Sequence of movement in terminal

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Fig.2.2.2 Activity Mapping

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2.3 NATURE OF ACTIVITY This project serves the purpose of collecting the mass of people at one place and then dispersion from one place to many other places, it may be a sector or to the other city through different modes of transportation. Agriculture and industries are the major aspect of the economic growth of the country and to make civilized, along with these two facets transportation also take leads to this part of the society.

Dwarka ISBT will serve as multi modal transit hub. It will connect with a metro station, railway station as well as airport.

A transport hub (also transport interchange) is a place where passengers and cargo are exchanged between vehicles or/and between transport modes. Public transport hubs include train stations, rapid transit stations, bus stops, tram stop, airports and ferry slips.

Fig.2.3.1 All interchanges at on location

2.4 NEED OF ACTIVITY The need of the activity is to provide comfort to the people on the road of the Delhi and to reduce the congestion, the idea is taken out from the TPD (transit oriented development which says people to live, work and play at distance of 5 km and to reduce private vehicles and motivate walking.

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2.4.1 T.O.D (Transit Oriented Development) This model of urban planning focuses on dense, compact, mixed-use neighbourhoods with vibrant streets and safe public spaces for social interaction. TOD is the key to more efficient, sustainable, and equitable communities because it prioritizes the “3Cs”: compact, coordinated and connected.

Transit Oriented Development is developing in many cities and is opted to result in better quality of life with ease of accessibility. It promotes to walk and ask to use more of public transport instead of private vehicles. The site which is proposed in Dwarka is also connected to metro line of Dwarka sec-21 which is on blue line, hence it is part of T.O.D. 2.4.2 Principles of T.O.D There are five principles of T.O.D 1. Quality Public Transit: The goal of a transport system is to connect a high number of riders with the city in a comfortable, efficient, and affordable way.

2. Active Transport: Decision making should shift residents particularly car users to active transport. This will help to promote for walking.

3. Car use management: Car use and parking policies play an important role in creating a safe environment. Some policies should be made so that people could make the minimum use of the personal vehicles.

4. Mixed-Used Buildings: Mixing of residential and non-residential activities will decrease the need of travel.

5. Public Spaces: The purpose of public space is not only to enhance public life and social interaction, but also to provide a safe environment for pedestrians and cyclists.

2.4.3 Factors Driving the Trend Toward TOD •

Rapidly growing, mind-numbing traffic congestion nation-wide

•

Growing distaste for suburbia and fry-pit strip development

•

Growing desire for quality urban lifestyle

•

Growing desire for more walkable lifestyles away from traffic

•

Changes in family structures: more singles, empty-nesters, etc

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•

Growing national support for Smart Growth

Fig.2.4.1 Benefits of T.O.D

2.4.4 Sustainability Well-planned TOD engages individuals with the decision to walk, cycle, or take open transportation to meet their day by day needs by giving more noteworthy travel availability and a blend of employments inside the network texture. This is an urban improvement reaction to the clog, carbon emanations, and wastefulness of single-use, rural spread.

Fig.2.4.2 Sustainability

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The choice is ours – we can stay with business as usual and preside over an economy that continues to destroy its natural support systems until it destroys until it destroys itself, or we can adopt Plan B and be the generation that changes direction, moving the word onto a path of sustained progress, the choice will be made by our generation, but it will affect life on earth for all generations to come.

-Lester Brown

2.5 ARCHITECTURAL IMPLICATIONS OF THE ACTIVITY Access and approach Traditional bus terminal facilities fail to provide convenient access to public buses; their closed confines make access extremely difficult for passengers. Attempt to improve bus-based public transport access, concerned with the improvement of street infrastructure, and focus mainly on pedestrian facilities and bus stops.

Existing capacity and future demand estimation In addition to operational requirements, terminal planning & designing will also factor in the estimates for existing capacity and future demand.

Enhanced level of service The basic premise of the Level of Service (LOS) framework is that passengers are sensitive to the amount of space surrounding them. When this space is compromised by crowding, they perceive it as a deterioration of service (Transportation Research Board 2011).

Integrating multi-modal accessibility and feeder infrastructure Integrating provisions for feeder modes like cycle, rickshaws, auto rickshaws, buses, private vehicles etc in the facility design ensures improves accessibility and conflict free circulation.

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Crime Prevention Through Environmental Design CPTED promotes the notion that it is possible to apply creative urban design principles to reduce incidence and perception of crime. This includes better urban planning, including effective lighting, barrier-free circulation, enhanced visibility, signage and wayfinding, integrated commercial activities (formal or informal) to avoid dark or inactive corners etc.

Integrating universal design India 's Disability Act of 1995 proposes that open framework is sans obstruction for all. This suggests transport terminal offices ought to be comprehensive and open for all, including in an unexpected way abled individual, individuals conveying gear, pregnant ladies, kids, individuals going with newborn children (close by or carriage) and so forth. In this manner, it is imperative to give slopes and lifts to simple access to the open zones.

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CHAPTER:3

ENVISAGED USER PROFILE

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3.1 IDENTIFICATION OF USER GROUP There are different types of users which are listed below: •

Passengers: People who are travelling, coming from different means of transport, via metro line, auto, rickshaw, private vehicle (2-wheeler & 4-wheeler), airports and railway station.

•

Shopkeeper: People who have their shops in the terminal in the food court area especially for the people who are waiting.

•

Bus Staff: It includes the driver, bus conductor and the staff who cleans the bus.

•

Terminal staff: This includes sweepers, people working in offices, security guards etc.

•

Hawkers: People standing near by the roads.

3.1.1 Amenities PASSENGER AMENITIES This is the provision inside the terminal for the passenger convenience: •

Drinking Water

•

Toilets (Men and Women)

•

Free Wi-Fi

•

Waiting Area

•

Food Court

•

Cloak Room

•

Ticket Counter

•

Tourist Information

TERMINAL STAFF AMENITIES This is the provision for the terminal staff: •

Drinking Water

•

Toilets (Men and Women)

•

Dormitory

•

Canteen

•

Office

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BUS STAFF AMENITIES This is the provision for the bus driver and conductor •

Drinking Water

•

Toilets (Men and Women)

•

Canteen

•

Dormitory

3.2 SOCIAL ASPECTS Economic Development A mechanism by which improvements in transport infrastructure impact the economy is a reduction of the costs of moving goods and services, beside other important factors such as speed, reliability and transport security. As the expenses of disseminating products and ventures to topographically scattered commercial centres decay, single locales, just as entire nations, will get the opportunity to benefit from their similar preferred position.

Accessibility Openness to open vehicle and the ease of use of open foundation is a fundamental precondition for equivalent interest. The development of accessible infrastructure, mobility, communication and information is not only an advantage for people with disabilities or the Inter State Bus Terminal, Dwarka elderly, but is for the benefit of all – for persons using pushchairs, for those carrying heavy baggage, for cyclists etc. A complete accessibility will strengthen the economy, because everyone will reach the place where s/he wants to go. The more people are able to use public transport in a comfortable way, the better it is for the environment.

3.3 PSYCHOLOGICAL ASPECTS Using a Space Spatial knowledge is important to understand the character of the space. In order to design a space, we should first get an understanding of the environment around it. The type of space of people spend their time in determines their thought about space & movement through it. Thus, to make people go through a shaded space which is a longer route for them, for example, than

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the route which is in actuality displacement for them, we should cater to the requirements which are needed by them while their movement. These could be shopping, eating, sitting or just simple wayfinding. Minor yet very in effect these attributes make or break designs.

Remembering a Space People tend to rely on their memory in order to identify space or building. A close by landmark which makes up the image for the surrounding space. The Same path towards the destination also leading to a very famous neighborhood, building, natural habitat etc. The Inter State Bus Terminal, relevance of an incident which could have happened in someone's life which would have compelled them to remember that space.

Crowd Crowds are the major hindrance for person with mental problem like people start getting irritated and start losing their patience and people try to avoid peak hours.

Lack of information also hampers the situation and is difficult for the public, therefore digital information, sign boards and help desk can avoid this hyper and confused situation among the public. This helps to tell the information about the buses, the time, distance, boarding and arriving place.

Form and usage A linear route is a way defining route whereas curved route is way confusing. Therefore, the form of the building is a psychological factor in which it is decided so that it does not confuse the people around.

Building path should act as a guide such as: •

Stairs: entrance point, it’s a point of attraction

•

Escalators: most used by the people, the way of escalator itself define the space as it must not confuse while going to the next floor.

•

Transitional Space: Going from another point out into other should not be intrusive but comprehensive.

•

Colors: It has an important role as color has an impact on our mind, as every color has its own role.

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CHAPTER:4

STANDARDS

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A bus terminal site requires planning for significant bus and other vehicular (cars and motorized two wheelers)—circulation within the terminal. This requires development of vehicular infrastructure in the form of carriageways, driveways, parking, and bays (for different purposes) within the terminal complex.

4.1 SIZE OF BUS •

We have several door openings system in different types of buses. All the door will open on left side.

1. Single door- middle, extreme front 2. Double door- middle/rear, front/rear 3. Extreme front/rear

•

Buses capacity like mini (13-22), mid (23- 34), standard (30-50) and high capacity.

•

Geared maximum speed without speed limiter to be 75 km/h.

•

Age of a bus 12 years or 10 00 000 km travelling.

Fig.4.1.1 Single Decker Bus

Fig.4.1.2. Double Decker Bus

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4.2 TURNING RADIUS

Fig.4.2.1 Turning Radius of bus

Fig.4.2.2 Turning Radius of car

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Fig.4.2.3 Inner and outer Radius

4.3 BUS TYPES AND DIMENSION •

City/Transit Bus City transports, or travel transports, are sorts of transports utilized for overhauling short to medium separation trips. Regularly a piece of an openly planned transport administration organize, city transports are intended to augment limit with respect to busy time requests and are consequently outfitted with straightforward seats or basin seats without extra gear spaces.

Capacity: 29 seats+1 and76 standing

Fig.4.3.1 City/Transit Bus

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•

Articulated Bus Explained transports are broadened transports connecting together at least two areas with turning joints to meet higher traveler limits while as yet enabling the transport to move properly. Intended for most extreme productivity and ordinarily fused into mass quick transport travel frameworks, enunciated transports are structured with single-deck or twofold decker bodies for significantly higher limit needs.

Capacity: 48 seats+1 and 98 standing

Fig.4.3.2 Articulated Bus

•

Coach Bus Coach buses are transports structured for longer-separations with more prominent lodging for traveller comfort during these all-encompassing times of movement.

Capacity: 44-49 seats+1

Fig.4.3.3 Coach Bus

•

Mini Bus Mini buses are vehicles with traveller limits beneath the bigger full-size transport and more than the littler minivan. Intended to support an assortment of adaptable vehicle needs, mini busses regularly enlarge open transportation arranges by aiding as a littler scale on-request vehicle commonly utilized for little sanctioned gatherings, taxi shares, air terminal administrations, and little corporate gatherings.

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Fig.4.3.4 Mini Bus

4.4 TYPES OF BAYS 4.4.1 Bus boarding way (100 m length) This arrangement requires minimum combined area per bus (bay + driveway), but maximum driveway width, and higher effort (and time) for pulling in (and out). Perpendicular bays are thus most suitable for idle parking or for boarding bays in small terminals with along layover time.

Fig. 4.4.1: 90-degree bus boarding way

4.4.2 60, 45 & 30 degree bus boarding bays These work well with one-way driveway and allow easy pulling in, but require reversing while pulling out. A reduced angle of bay minimizes driveway width requirement, but increases curb length requirement.

Fig. 4.1.2: 60-degree bus boarding way

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Fig.4.4.3: 45-degree bus boarding way

Fig 4.4.4: 30-degree bus boarding way

4.4.3 Saw tooth bus boarding bays This arrangement works well with one-way driveway (along the bays), and allows easy pulling in and pulling out of buses, without the need to reverse. Additionally, it ensures reduced gap between bus and platform while docking.

Fig.4.4.5: Saw tooth bus boarding way

4.4.4 Parallel bus boarding bays A long linear platform serves multiple buses. Linear bays usually include an overtaking lane which acts as a driveway. They work with one-way driveway, occupy long curb length per bus, but require minimal driveway width. Linear bays find it difficult to allow drivers to reduce gaps between bus and platform while docking.

Fig.4.4.6 Parallel bus boarding way

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4.4.5 Idle bus parking

Fig.4.4.7 Idle Bus Parking

Fig.4.4.8 Bus Parking Standard

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4.5 SIGNAGES

Fig.4.5.1 Parking Sign

Fig.4.5.2 Entry drop off lanes

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Fig. 4.5.3 No Entry

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4.6 ROUND ABOUT AND TURNING RADIUS

Fig. 4.6.1 Round About

4.7 STAIRCASE NORMS

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4.8 RAMP NORMS

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4.9 DIRT UTILITY

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4.10 SPECIAL PEOPLE

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CHAPTER:5

LITERATURE STUDY

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5.1 INTENT OF LITERATURE STUDY The intent of the literature case study is to know about the different types of bus terminal in the different countries and how the movement and pattern is different from each other. Moreover, to get to know the site surroundings and how it is related. It includes: •

Site Planning with respect to program and surroundings.

•

The design impacts.

•

Details of the building, the plans, sections and elevation.

•

Concept

•

Features of the building which attracts the crowd

•

Physical and social infrastructure

The literature case study also draws inferences and comparing further with the thesis project which would help in contributing and better understanding in the design.

It will help with the circulation, movement, traffic and the placement of buses in the design.

5.2 SELECTION CRITERIA OF LITERATURE STUDY The three different case study which are chosen are of three different countries and different types of building where the movement pattern is different from each other. The literature studies are: 1. Slough Bus Station, UK 2. RAPT Bus Terminal 3. Norreport Station, Copenhagen, DK Slough bus station, is large space near a railway line where buses placement is there whereas in there is not and the design of building has a sculpture identity.

The RATP bus station, has a simple façade with vibrant colours which makes a different in its surroundings incorporating recreational areas within it.

Norreport Station, it is an open bus station where bus where bus halt is for few minutes and leaves incorporating landscape features and also keeping in mind the sustainability factor by installing solar panel on the roof. This has a different approach towards the bus station and the building is made up of gas to gain maximum heat and sitting spaces around the pillars.

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5.3 SLOUGH BUS STATION, UNITED KINGDOM Slough Bus Station is a striking new transport exchange that connections the railroad station and transport travelers to the town focus, supplanting its notorious Brunel-planned bus stop. It gives protected, pleasant and effective offices and another course into the primary shopping zones, joining the north and south of the town which had for quite some time been isolated by the A4 trunk street.

Fig.5.3.1 Slough Bus Station, United Kingdom

5.3.1 INTRODUCTION Client: Slough Borough Council Architect: Bblur Architecture Main contractor: McLaren Construction Fabricator: Glass Solutions Installation •

130 m long canopy structure that accommodates bus driver facilities, a waiting room and a ticket office, along with additional service facilities.

•

The first function is the transport interchange with the rail station providing safe, efficient and enjoyable public transport facilities.

•

The second capacity improves the walker penetrability and clarity of the urban domain by making another north-south secured open course from the rail station through to the focal point of Slough.

•

The tubular structure of the station wraps a two-storey building and covers the public route from the rail station through to the center of Slough.

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It plans to fill in as an impetus for further improvement, and connections the Victorian fundamental line train station to the town focus. Its smooth sculptural structure puts Slough immovably on the building map.

5.3.2 LOCATION

Fig.5.3.2 Satellite View

5.3.3 CONCEPT The site for the bus stop lies on another, key north-south walker course. The plan idea conceives the production of another town square, thus the auxiliary structure needs to satisfy a significant job as a spot creator.

Fig.5.3.3 Concept

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The structures of transport convenience building and covering are intended to intervene between people on foot utilizing the new north-south course and the requirements of holding up travelers.

The single auxiliary structure needs to encase the holding up zone, while additionally giving a messiness free traveler condition. Vital section areas and curve spring focuses guarantee detachment from the transport development region and give leeway to transports.

5.3.4 DESIGN FEATURES Sculpture as design: Well-proportioned and modern metallic configuration highlighting a progression of delicate undulating rooftop shelters and joining a 140m since quite a while ago secured person on foot walkway that stretches into the town.

Fig.5.3.4 Tubular Structure

Large span of glass: The only straight lines in the project are in the glazed faรงade which was created using Geode-

MX62 curtain walling.

The framework traverses the full stature of the primary floor on the north and south heights of the settlement building.

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It includes a bespoke head and ledge, and split mullions to interface with the aluminum cladding framework that bends in two ways.

Completed in dull dark, the Géode-MX62 window ornament divider, which was created to suit bigger measurements and augment common light, permitted clear ranges of 6m to be made.

Reducing Artificial Lighting: Larger sizes of glass to help reduce the reliance on artificial lighting.

A maximum weight of 600kg per transom is to up to 400kg for the standard visible grid system.

Sustainability Credentials: It has a BREEAM ‘very good’ rating, is heated and cooled using an energy-efficient heat exchange system with pipes buried underground, and the cladding tiles are made from aluminum that is 97% recyclable.

The canopy cladding sits on layers of recycled plastic.

5.3.5 STRUCTURE The structure is clad in aluminum shingles making a delicately finished metallic surface which continually changes character with the differing light conditions. At the point when the Heart of Slough end-all strategy is finished the bus stop will be encompassed by five 8 to 14 story places of business. The round empty segment picked was marginally lighter, and it was altogether simpler to detail the association for the cladding sections which characterize the outer surface.

The brackets are bolstered by the settlement working, with associations covered up underneath its rooftop. Shingle joint was consolidated into the cladding to suit the development at the interface among covering and the structure.

Thin segments bolster every one of the brackets. These were intended to go about as a solitary stuck help at both their head and base, and put the symmetrical way to give parallel solidness to the brackets. Some likewise go about as water downpipes.

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Fig.5.3.5. Slender Column

Fig.5.3.6. Facade

Fig.5.3.7 Circular Section

Fig.5.3.8 Beneath Canopy

5.3.6 PROJECT DETAILS

1.Bus Station 2. Train Station 3. high Street 4. Offices 5. Proposed Offices 6. Church 7. Library 8. Store 9. Shopping Centre Fig.5.3.9 Site Plan

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Fig.5.3.10 Ground Floor Plan

Fig.5.3.11 First Floor Plan

This building provides flexible space over two levels.

• •

The ground floor has a public cafe and waiting area, newsagent, bus operator facilities, information and a ticket office.

The first floor contains the staff canteen, toilets and bus operator’s administration offices.

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Fig.5.3.12 Canopy Section

Fig.5.3.13 Building Elevation

Fig.5.3.14 Building Section

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5.4 RATP BUS TERMINAL, THIASIS The inside suits 300 transports. 800 transport drivers go through the structure each day, including the authoritative, the security and the upkeep staffs which deal with the Bus Center.

Thiais controls all the bus lines of the south and east of Paris.

Fig.5.4.1 RATP Bus Terminal

5.4.1 INTRODUCTION Architects: Emmanuel Combarel, Dominique Marrec Location: Thiais, France Client: PARIS HABITAT Site Area: 3,5 hรก Project Year: 2007

5.4.2 LOCATION Situated in the southern rural territory of Paris along wide avenues and roadway trades, in a modern scene portrayed by a progression of boxes, (best case scenario fundamental), the RATP Bus Center in Thiais controls all the transport lines of the south and east of Paris.

Fig 5.4.2. Satellite View

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5.4.3 DESIGN FEATURES This rich solid 'skin' runs along the edge of the structure before ascending so the structure (counting the rooftop) and street converge into a solitary intelligent structure – presenting the new Thiais Bus Center structure with its one of a kind personalities.

Fig.5.4.3 Skin of building

Fig.5.4.4 Wall texture

The walls, roof and ground surrounding the administrative center are covered with Ductal, a high-performance concrete with a raised texture.

Fig.5.4.5 Roof texture

The primary colours surrounding the building's apertures are intended to reflect the bright

graphics of surrounding

warehouses and industrial buildings.

Fig.5.4.6 Colours in building

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The reflective structural glazing conveys a sense of elegance, with its tinted or partially frosted glass creating multiple reflections and mirror-like effects.

Fig.5.4.7 Reflective Glazing

The different color schemes used to distinguish the various indoor areas together with the spacious offices, generous lighting and attractive indoor patio area, bathed in a pool of light, all bear witness to this elegance which makes the building pleasing to the eye and a comfortable place to work in.

Fig.5.4.8 Interior

Fig. 5.4.9 Faรงade

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The complex comprises various services on the site. As well as a secure control center which manages three hundred buses, the new bus centre building also houses a rest area with facilities for use by the managers, service personnel and bus drivers.

The complex also includes the realization of a new checkpoint of the centre and a bikes shelter.

Fig.5.4.10 CafĂŠ interior

Fig.5.4.11 Coloured Glass

5.4.4 MATERIALS Solid outside layer that covers the advancement region of the transports is misshaped, demonstrated to cover the managerial focus.

A sheet of ultra-superior concrete, dumbfounding and superlative, 3 cm thick showing a nonelusive surface of specks in alleviation like a round of "LEGO" (24 mm measurement x 7 mm high, inaccessible of 12 mm).

Particular Prefabrication and establishment of a "Ductal shell" for a transport terminal covering a zone of 2,215 sq. m.

The Ductal boards are utilized for cladding within and outside of the structure. This "skin", which is 3 cm thick and secured with a spotted example, and 22 mm profound, is produced in enormous squares made of one piece.

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The parts with a twofold upset shape have required careful investigations for demonstrating its geometry: the design of the focuses required by the draftsmen must be equally spread out disregarding the twists of the format lattice made by the bends and counter-bends. Along these lines, the ultra-high-performing stringy cement (UHPC) structured in close participation with Lafarge makes genuine progression conceivable between the structure and its base.

The plasticity of the material joined with its mechanical presentation prompts an all over proper to a variety of employments and boosted sales, conceivably opened to a non-control of the breaking points and the employments.

Intelligent auxiliary coating makes the structure seems like a stone monument with adjusted edges, cleaned some way or another, required here as a transforming of the setting to cover the corpse of a composite program. The outcome is a thick, dormant and hard of hearing structure.

5.4.5 PROJECT DETAILS

1. Sitting Area 2. Offices 3. Security Room 4. Store 5. Checkpoint 6. Cafeteria 7. Rest area 8. Dormitory 9. Patio

Fig.5.4.12 Ground Floor Plan

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1. Offices 2. Direction 3. Recreation Room 4. Training Room 5. Sitting Area 6. Sanitary 7. Cloak Room 8. Patio

Fig.5.4.13 First Floor Plan

Fig.5.4.14 Front Elevation

Fig.5.4.15 South-East Elevation

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Fig.5.4.16 Rear Elevation

Fig5.4.17. North- East Elevation

Fig.5.4.18 Section

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5.5 NORREPORT STATION, COPENHAGEN, DK •

Norreport Station, Copenhagen's busiest transportation center point, holds underground rail arrange underground with broad transport administration and open air open space at road level.

•

The station has experienced broad redesigns from 2011 to 2014. The open zones give space to road existence with seating, shops and bistros and café with outside help.

•

Types of administration: intercity train, metro, intercity transports, nearby transports

•

Busiest station in Copenhagen with an aggregate of 2,50,000 travelers day by day.

•

2,500 bike stopping slows down in indented 'bicycle beds' just as a bicycle share station.

Fig.5.5.1 Norreport Station, Copenhagen, DK

5.5.1 INTRODUCTION Location: Copenhagen, Denmark Client: Banedanmark, DSB, City of Copenhagen Architect: COBE and Paludan Architects Program: Renovation of Nørreport Station Size: 10,500 m2 urban space, 2,500 parking lots for bikes

This station is made out of a progression of adjusted, drifting rooftops mounted on striking glass structures. Comprising of varieties of natural suspended rooftops and pathways that fluidly coordinate with the city around it.

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5.5.2 LOCATION

Fig.5.5.2 Ariel View

5.5.3 DESIGN FEATURES The forecourt has been planned as an augmentation of the city's 'floor' and direct passerby get to has been set up from the encompassing pedestrianized zones to the station forecourt, while vehicular traffic has been diverted, leaving just one traffic corridor north of the station.

The couple of structures on the forecourt are constructed primarily in glass and have adjusted shapes, giving space to the steady swarm of individuals and underscoring the lucidity and common progression of the design, which gives individuals a feeling that all is well with the world.

The architect has also kept in mind the

sustainability

factor

and

installed the solar panel on the green terrace of the bus station.

Fig.5.5.3 Solar Panels

The building faรงade of glass and concrete

whereas

form

is

emphasizing the natural flow of the layout.

Fig.5.5.4 The Building

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INTER-STATE BUS TERMINAL, DWARKA

5.5.3 MATERIALS Materials are basic with normal surfaces, verifying low support requests white solid, rock, glass and hardened steel. At the point when murkiness falls, the lighting turns into a component just as a method for route and the towers ventilating the underground stages ascend as iridescent milestones for the territory.

"The task ended up being tied in with making another urban space, as opposed to about planning another station building. The hardest part in updating New Nørreport Station was to make this urban space, where individuals can be calm and feel at one with their condition, while simultaneously getting the entire foundation to work."

The change described as a spot where wellbeing, solace and effectiveness are the catchphrases and the every day client is in center. Rather than previously, the territory is presently a place where individuals plunk down, enjoy a reprieve and watch the world pass by.

Sitting spaces were created around the pillar of steel and near the bike stand area which also act as the urban furniture of the place also break the monotony of the busy schedule of life.

Fig.5.5.5 Sitting Area

This place influence more of pedestrian

and

vehicles,

mainly

facility

is

no

polluted

the

parking

provided

for

the

bicycles which 2100 in number.

Fig.5.5.6 Bicycle Stand

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INTER-STATE BUS TERMINAL, DWARKA

It is a space of constant flow that one gradually becomes part of as one moves with the stream of people to and from the many bus stops and underground metro and train lines.

Fig.5.5.7 Staircase leading to underground metro

Fig.5.5.8 The surroundings

5.5.4 PROJECT DETAILS

Fig.5.5.9 Site Plan

Fig.5.5.10 Elevation

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INTER-STATE BUS TERMINAL, DWARKA

Fig.5.5.11 Street Section

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5.7 COMPARATIVE ANALYSIS

LOCATION

SLOUGH BUS

RATP BUS

NORREPORT

STATION

TERMINAL

STATION

United Kingdom

Thias, France

Copenhagen, DK

From 20m & 12m wide

From 10 m wide road. From 15 wide road

PHOTOGRAPH

APPROACH

road.

ACCESSIBILITY

on the both sides.

Accessible from

Approach from

Accessible from

Washington road and a

Reudu Bas Martin

Norre Volgade road

railway line going

road and a flyover

and an underground

besides the station.

moving out from

metro running

thiasis village NEIGHBOURHOOD It is surrounded by the

The site is surrounded The site is

commercial area where

by the thiasis village

surrounded by the

museum, park, Tesco

and a grand hotel

commercial and

company comes in its

nearby at a distance

residential buildings

vicinity whereas a

of 350m

all around. Basically

railway line passing by.

it is within the city.

MOVEMENT

The traffic movement is The traffic is low

The traffic

AROUND THE

heavy because of the

because it is on the

movement is busy

SITE

surroundings and the

outskirts of the

because it is in

commercial sector

village and a flyover

between the

around.

a running which helps residential and to cut the traffic.

commercial sector, whereas it contains bike parking in the middle of the road.

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INTER-STATE BUS TERMINAL, DWARKA

MATERIALS

Metallic design

A high performance Faรงade of glass and

featuring a series of

concrete with a raised concrete.

gentle undulating roof

texture.

canopies.

Reflective

Finished in dark grey MX62 curtain walling.

glazing conveys.

structural Pillar of stainless steel.

Concrete crust that covers the administrative center.

FORM

Curvaceous and

The building faรงade is Forecourt are built

futuristic metallic

designed in such a mainly in glass and

design featuring a

manner that it has have rounded

series of gentle

neither a beginning shapes, providing

undulating roof

nor an end.

canopies and

Simple

incorporating a 140m

faรงade with a glimpse layout, which gives

long covered pedestrian

of

walkway that stretches

which

into the town,

building.

DESIGN

Large span of glass.

Concrete skin run all

Sustainability factor

FEATURES

Reducing artificial

over the faรงade

and

lighting.

merging into coherent

solar panel on the

Sustainability

structure.

green terrace of the

credentials.

The primary colours

bus station.

Slender columns

are intended to reflect

The building faรงade

the bright graphics.

of glass and concrete

Different color

whereas

schemes used to

emphasizing

distinguish the

natural flow of the

various indoor areas.

layout.

room.

rectangular Natural flow of the

primary

colour people a sense of

attracts

the security.

installed

form

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the

is the

INTER-STATE BUS TERMINAL, DWARKA

CHAPTER:6

CASE STUDY

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6.1 MAHARANA PRATAP ISBT, KASHMERE GATE, NEW DELHI

Fig.6.1.1 Maharana Pratap ISBT

6.1.1 INTRODUCTION Maharana Pratap Inter-state bus terminal (ISBT KASHMERE GATE) is the oldest and the biggest Interstate bus terminal in India. Kashmere gate is among the four extant gates of Shahjahanabad, the city built by Shahjahan.

•

Architect: Rajinder Kumar

•

Year of completion: 1971

•

Year of renovation: 2013

•

Site Area: 11 Acres

•

Capacity: 4000 buses, 2 lakhs passengers daily

Per day distribution: •

No. of passengers: 2 lakhs

•

Other users: 18000-22,000

•

Bus trips: 25000-3000

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INTER-STATE BUS TERMINAL, DWARKA

•

Incoming Passengers: 66,000

•

Outgoing passengers: 1,34,000

•

Occupancy in peak hours: 50/bus

•

Peak hour load: 20,000

Connections: •

Delhi Metro

•

DTC

•

Haryana Roadways

•

Himachal Road Transport Corporation

•

Jammu and Kashmir SRTC

•

Punjab Roadways

•

UP roadways

•

Uttarakhand Transport Corporation

Operating bus services between Delhi and 7 states via Jammu & Kashmir, Punjab, Himachal Pradesh & Uttar Pradesh, Rajasthan, Haryana and Uttarakhand.

6.1.2 LOCATION Yudhister Setu, Inter State Bus Terminal, Kashmere Gate, New Delhi, Delhi 110006, India

Fig.6.1.2 Delhi Map

Fig.6.1.3 ISBT, Maharana Pratap

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Fig.6.1.4 Link via metro line

6.1.3 SITE PLAN

Fig.6.1.5 Site Plan

6.1.4 AREA STATEMENT •

Plot Area: 53127 sq,m,

•

Permissible Ground Coverage: 25% (13282sq.m.)

•

Existing Ground Coverage: 10676sq.m.

•

Existing Built up Area: 30169 sq.m.

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6.1.5 SERVICES •

45 departure bus bays

•

8 idle bus bays

•

13 arrival bus bays

•

Local buses for other parts of capital are being operated from the mini bus stand which is known as D.T.C. Block at Inter State Bus Terminus Kashmere Gate.

6.1.6 DESIGN INFERENCES •

Universal accessible design.

•

Arrival and departure are from two different blocks to avoid congestion.

•

The blocks that are, departure, waiting, admin and food court are centrally air conditioned.

•

Reserve Osmosis plants have been installed to supply clean drinking water.

•

Sewage treatment plants has been installed with the capacity of 1000 cubic m/day.

•

High resolution CCTV cameras have been also installed for surveillance.

•

Parking for private motorized at lower level.

•

Parking of auto, rickshaw and bicycle is not permitted in the site.

•

Fixed route bus bays are provided.

•

Designated space for every type of vehicle.

•

Terminal is handicapped friendly with the provision of amenities such as ramps, lifts and the toilets.

•

Provision of various signage to ensure proper circulation is provided within the ISBT.

•

Enquiry offices for various state transport are provided at the arrival block itself.

•

The LCD screens provided at the waiting areas are too small to have a visual information.

•

Clearly marked and well-constructed buses routes and walkways make the movement pleasant and safe.

•

Provision of skylights and wall puncture to create sustainable design.

•

The area provided in front of the ticket counter is not sufficient for the passengers it

•

causes congestion at peak hours and at holidays.

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6.1.7 STRUCTURE The structure is inspired with Le Corbusier works that is the concrete structure and the egg crate faรงade. In this structure the faรงade is installed with the vertical louvers at a certain angle to enter only the diffuse light. The beam and the column structure are heavy to balance the massive structure.

Egg crate structure all over the elevation with windows at 45o angle to avoid direct sunlight in the building.

Fig.6.1.6 Egg crate structure

Bracing

with

steel

member to support long span bridge.

Fig.6.1.7 Bracing of bridge

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INTER-STATE BUS TERMINAL, DWARKA

Coffer slab for large span slabs to avoid column.

Fig.6.1.8 Coffer Slab

Fig.6.1.9 Skylight on exterior wall

Fig.6.1.10 Skylight on roof

Skylight to enter day light instead of artificial light and saves electricity.

Fig.6.1.11 Column with ventilators

Fig.6.1.12 Large cross section column

RCC and steel columns to support this heavy structure.

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6.1.8 CIRCULATION Pedestrian The pedestrian movement can be allowed in four ways •

Via Metro Station

•

Via Taxi and auto (public transport)

•

Via private transport

•

Pedestrian entry to the arrival block

A foot over bridge is provided in front of the terminal from road for easy flow for pedestrian movement.

Fig.6.1.13 Buses entry

Fig.6.1.14 Buses exit

Fig.6.1.15 Pedestrian entry

Fig.6.1.16 Reception

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INTER-STATE BUS TERMINAL, DWARKA

Fig.6.1.17 Bridge

Buses •

Buses arrives at arrival block then lead to the idle or departure bays.

•

To exit they take a full round of the complex to exit.

•

For exit, two lanes are provided but only one is functional.

Fig.6.1.18 Boarding Bay

Fig.6.1.19 45o bus boarding bay

e Fig.6.1.20 Bus turning radius

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INTER-STATE BUS TERMINAL, DWARKA

Taxi •

A corridor for taxi and autos is provided in front of arrival block.

•

Parking space between terminal and metro stations.

•

Flaw: The connection between metro and terminal is not clear therefore for the first timers they go confuse and taxi drivers takes the advantage.

6.1.9 FACILITY

Fig.6.1.21 Signages

Fig.6.1.23 External staircase

Fig.6.1.22 Ramp

Fig.6.1.24 Internal staircase

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INTER-STATE BUS TERMINAL, DWARKA

Fig.6.1.25 Offices

Fig.6.1.27 Shops

Fig.6.1.29 Intrastate ticket counter

Fig.6.1.26 Waiting Hall

Fig.6.1.28 Ticket Counter

Fig.6.1.30 Handicap Toilet

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Fig.6.1.31 Drinking Area

Fig.6.1.33 Ramp

Fig.6.1.35 STP Plant

Fig.6.1.32 Lift

Fig.6.1.34 Escalator

Fig.6.1.36 Digital Information

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INTER-STATE BUS TERMINAL, DWARKA

6.1.10 PLANS

Fig.6.1.37 Terminal Layout

Fig.6.1.38 Section

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INTER-STATE BUS TERMINAL, DWARKA

6.2 VIVEKANAND ISBT, ANAND VIHAR, NEW DELHI

Fig.6.2.1 Vivekanand ISBT

6.2.1 INTRODUCTION Anand Vihar transit Hub is located in Anand Vihar locality of East Delhi, where the three modes of transportation modes (Railways, Metro and Bus Terminus) meet within a distance of 50 m.

The ISBT at Anand Vihar is the city's closest link to neighboring states of Uttar Pradesh and Uttarakhand.The local DTC and cluster buses also ply from Anand Vihar ISBT, where around 1,800 to 2,000 local buses operate every day.

Built in 1993, the inter-state bus terminus is one of the busiest transport hubs in the area, connecting east Delhi with the rest of the city and the NCR through Metro.

6.2.2 CONNECTIONS •

Delhi Metro

•

DTC

•

UP roadways

•

Uttarakhand Transport Corporation

6.2.3 PROVISIONS •

Parking for 207 buses, 171 auto rickshaws, 27 taxis, 438 two- wheelers and 1438 cars.

•

Separate entrances and exits will be provided for the buses, auto rickshaws and taxis in order to avoid congestion.

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INTER-STATE BUS TERMINAL, DWARKA

•

Apart from this, a well-planned network of foot over-bridges with travellators, escalators and elevators will be constructed. This will allow easy and safe movement of pedestrians between the terminals, metro and railway station.

•

The release said ISBT Anand Vihar would be a "green" building and all modes of energy conservation like heat proof design, proper lighting and ventilation will be incorporated in the design itself. The terminal will be secured with CCTVs and Building Management System (BMS).

Source: http://netindian.in

6.2.4 LOCATION

Fig. 6.2.2 Delhi Map

Fig. 6.2.3 Vivekananda ISBT

Fig.6.2.4 Metro Link

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6.2.5 CIRCULATION Buses circulation

Fig.6.2.5 Buses Circulation

Fig.6.2.6 Bus Entry

Fig.6.2.7 Bus Exit

Fig.6.2.8 Metro Connection

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INTER-STATE BUS TERMINAL, DWARKA

Fig.6.2.9 Auto Drop off

Fig.6.2.10 Round about

Pedestrian circulation

Fig.6.2.11 Pedestrian Circulation

There were as such no pedestrian pathways to move around. Footpaths were there for the drop areas where people could stand but no segregation between the roads where bus and pedestrian movement is happening.

Drains were opened and unhealthy condition near the sitting areas and bus boarding bays.

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INTER-STATE BUS TERMINAL, DWARKA

6.2.6 DESIGN INFERENCE There are four platforms •

Platform A: 36 bays for local buses

•

Platform B: 36 bays for interstate and local buses

•

Platform C & D: 46 bays for U.P and Uttarakhand

Fig.6.2.12 Local Buses

Fig.6.2.13 Interstate Buses

Ticket counters on the platform which were congested at peak hours due to lack of management.

Fig.6.2.14 Ticket Counter

Open drains cause to unhygienic conditions all around.

Fig.6.2.15 Open drain Page 78 of 114

INTER-STATE BUS TERMINAL, DWARKA

Toilets are provided near the drop off area of e-rickshaw and autorickshaw.

Fig.6.2.16 Toilet

Shop units are on the platform are more than half width of the platform which affect the pedestrian circulation.

Fig.6.2.17 Shop units

Passengers have to walk on the road to access the platforms.

Fig.6.2.18 Roads

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INTER-STATE BUS TERMINAL, DWARKA

Fig.6.2.19 45o boarding bay

Fig.6.2.20 Idle boarding bay

6.2.7 FACILITIES •

Drinking water taps and coolers

•

Separate toilet facilities of Ladies and Gents

•

Police Post, Bank and Post Office

•

Sitting chairs lights and fans facility on every platform with the automatic generate system

•

Public Addresses System

•

Cloak Room, Porter, PCO/STD/ISD, Parking and Taxi Scooter Tonga Stand.

•

Cabins for distribution of tickets.

•

Shops/counters/trolleys have been allotted for all general items such as tee, juice, fruits, eatables, Newspapers, magazines etc.

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INTER-STATE BUS TERMINAL, DWARKA

6.3 COMPARATIVE ANALYSIS

TYPE

KASHMERE GATE

ANAND VIHAR

ISBT, DELHI

ISBT, DELHI

Interstate

Interstate

SITE AREA

11 acres

9.7 acres

SITE DETAILS

Flat site approaching road Flat

PHOTOGRAPH

through 3 sides.

site

approaching

road

through 2 sides.

OFFICE/COMMERCIAL 10900sq.m, having both offices Commercial

shops

were

SPACE

and shops inside the building.

temporary present in bays.

INGRESS & EGRESS

Entry exits points are from Entry

POINTS

different points but due to intrastate bus stand is the same.

for

interstate

and

inappropriate width of lanes, congestion takes place.

PARKING SECURITY ROOM

20 buses, 55 cars and 260 two 50 buses wheelers.

3 3

SHED

Maintained

FACILITY

Escalators, elevators, waiting None lobby, CCTV cameras, food court.

Yes No

UNIVERSAL DESIGN GREEN AREA

Maintained

Small green areas in front and No green areas along with boundaries.

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INTER-STATE BUS TERMINAL, DWARKA

CHAPTER:7

SITE ANALYSIS

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INTER-STATE BUS TERMINAL, DWARKA

Dwarka is a residential neighborhood at the western edge of the Indian capital, New Delhi.

Framed by the winding Najafgarh drain river to the west, it’s home to sacred sites like the redroofed ISKCON Dwarka Temple and the sprawling Dada Dev Mandir Hindu temple complex.

7.1 PROPOSED LOCATION

Fig.7.1.1 India Map

Fig.7.1.4 ISBT, Dwarka

Fig.7.1.2 Delhi Map

Fig.7.1.3 Dwarka Map

Exixting Site Sec-21, Metro Station

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INTER-STATE BUS TERMINAL, DWARKA

7.2 ACCESSIBILITY The site is in triangular shape surrounded by 30m and 45m Right of Way (RoW).

Fig. 7.2.1 Accessible Roads

7.3 DEVELOPMENT NORMS •

Gross Plot Area: 109867.00 sq.m.

•

Net Plot Area: 100000.00 sq.m.

•

Permissible Ground Coverage: 25% = 25000 sq.m.

•

Permissible F.A.R: 100% = 100000 sq.m.

•

Permissible F.A.R for ISBT: 70% = 70000 sq.m.

•

Permissible F.A.R for Hotel: 30% = 30000 sq.m.

•

Permissible Ground Coverage for ISBT: 25% = 17500 sq.m.

•

Permissible Height: 22m

•

Parking: For passengers and hotel accommodation shall be at the rate of 2 ECS per 100 sq.m. of floor area

•

Informal Shop: 1 unit for 2 bus bays

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7.4 URBAN CONTEXT On the right side of the road, there are residential multistoried apartments, secondary school and on the other side across 45m RoW, Dwarka Sector 21, metro station is there.

On the existing site a HP petrol pump and government vehicle impoundment pit are present.

Fig. 7.4.1 Proposals on site and surroundings

Fig. 7.4.2 Site surroundings

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7.5 TOPOGRAPHY • • •

Relatively flat land The slope is very gentle sloping towards the west Ground water at 21m

7.6 VEGETATION

Fig.7.6.1 Trees and shrubs

The site mainly contains deciduous trees and shrubs.

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7.7 CLIMATOLOGY 7.7.1 SUN PATH DIAGRAM SUMMER SOLSTICE- 21st June

AUTUMN EQUINOX- 23rd September

Fig.7.7.1 Summer solstice

SOLAR INFORMATION

Fig.7.7.2 Autumn Equinox

SOLAR INFORMATION

AZI / ALT

103.50o / 72.85o

AZI / ALT

149.37o / 57.63o

RISE / SET

04:54 / 18:52

RISE / SET

05:39 / 17:47

DAYLIGHT

13:58 hrs

DAYLIGHT

12:08 hrs

WINTER SOLSTICE- 22nd March

SPRING EQUINOX- 21rd March

Fig.7.7.3 Winter solstice

SOLAR INFORMATION

Fig.7.7.4 Spring Equinox

SOLAR INFORMATION

AZI / ALT

160.43o / 35.32o

AZI / ALT

143.39o / 55.46o

RISE / SET

06:40 / 16:59

RISE / SET

05:56 / 18:02

DAYLIGHT

10:19 hrs

DAYLIGHT

12:06 hrs

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7.7.2 WIND CHART

Fig.7.7.5 Wind Chart

7.8 TRAFFIC STUDY AND MOVEMENT PATTERN 7.8.1 METRO CONNECTIVITY

Fig.7.8.1 Delhi metro lines connecting to site

IMPORTANT PLACES IGI Airport HH 8 Dhaula Kaun Connaught Place ISBT Kashmere Gate New Delhi Railway Station ISBT Sarai Kale Khan

DISTANCE (in km) 3 6 15 18 29 23 30 Source: Transport Department, government of NCT of Delhi Page 88 of 114

INTER-STATE BUS TERMINAL, DWARKA

7.8.2 VEHICULAR MOVEMENT

Fig.7.8.2 Vehicular Movement

The major vehicular movement is on road adjacent to metro station as it serves as only catchment area for drop off and pick-ups from metro station, major e-rickshaw, autos and private parking is directed by this road.

7.8.3 PEDESTRIAN MOVEMENT

Fig.7.8.3 Pedestrian Movement

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Movement along the two sides of the site, used by the resident and the metro users, even the street hawkers also participate on the pedestrian movement.

7.8.4 EXISTING PUBLIC TRANSPORTATION MOVEMENT

Fig.7.8.4 Public Transportation Movement

7.8.5 VIEWS FROM SITE

Fig.7.8.5 Views from site

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INTER-STATE BUS TERMINAL, DWARKA

7.9 SITE SURROUNDINGS PHOTOGRAPHS

Fig.7.9.1 45 m wide approach road

Fig.7.9.3 Bus depot

Fig.7.9.5 30 m wide access road

Fig7.9.7. Residence

Fig.7.9.2 Dwarka sector 21, metro station

Fig.7.9.4 Delhi vehicle impound pit

Fig.7.9.6 Petrol pump

Fig.7.9.8 Government school

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7.10 SITE PHOTOGRAPHS

Fig7.10.1. View from 30m wide road

Fig.7.10.2 View from 60m wide road

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7.11 CONCLUSION (SWOT ANALYSIS) 7.11.1 Strengths •

The site is easily accessible by any mode of transportation such as a car, metro & in future railways.

•

Adjacent to the site, commercial area & IT park has been proposed which will increase the use of the site in coming future.

•

A multi-level car parking has been proposed on the site plot which will help in maintain parking issues in the future.

•

The site has a flat terrain which makes it easier to manage.

7.11.2 Weakness •

The site is in close contact with the residential sector which might create disruption in the movement if not designed properly.

•

The site is in air funnel zone of international airport which limits the height of the built structure.

7.11.3 Opportunity •

The site being close to the residential sector provides an opportunity for people getting connected to seamless multi-modal transit hub nearby which will reduce their private vehicle on road.

7.11.4 Threat •

As an I.T sector, housing & commercial area are proposed around the site, these structures might become a hindrance in the functioning of the site due to increased traffic

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INTER-STATE BUS TERMINAL, DWARKA

CHAPTER:8

CLIENT BRIEF

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INTER-STATE BUS TERMINAL, DWARKA

8.1 CLIENT DTIDC (Delhi Infrastructure Development Corporation Limited) Delhi Transport Infrastructure Development Corporation Limited (DTIDC) was consolidated on 16 August 2010 under the Companies Act 1956 as completely possessed by Govt. of NCT of Delhi. The Company falls under the managerial control of Ministry of Transport, Govt of NCT of Delhi. The organization has assumed control over every one of the three-existing operational ISBTs arranged at Kashmere Gate, Anand Vihar and Sarai Kale Khan just as two non-operational ISBTs for which land has been assigned by DDA at Narela and Dwarka in NCT of Delhi alongside its everything resources and liabilities as a going worry with impact from first April, 2011.

8.2 CLIENT VISION They have proposed a modern air-conditioned bus terminal due to climate of the Dwarka, which comes in the South-west Delhi to help to reduce the congestion and hindrances in Delhi.

Facility like community spaces, food court, landscape features to make place more happening.

Therefore, aim is to improve transport of public and private vehicles in the city and make people choose public over private.

Auxiliary offices that go about as feeder to transport terminal, additionally need consideration.

The structure region that houses these offices needs to react to a characterizes level of administration so as to suit the necessary footfall. Primary elements to be considers with regard a bus terminal infrastructure development can be classified for three different user types which include: •

Passengers

•

Terminal staff

•

Bus Staff

The traffic which are coming from different cities and states by different modes of transport weather it is from private modes, metro, bus or the railway station, this will cater all types of traffic which will enter to this space.

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INTER-STATE BUS TERMINAL, DWARKA

8.3 TRAFFIC SURVEY – INFLUENCE AREA OF DWARKA ISBT •

•

•

Bus Traffic on National Highway - 8 Provider

Type of Service

Number

DTC

Local

763

Blue Line

Local

1341

Charted & PVT

Local

727

Minibuses

Local

820

DTC

Intercity

408

Rajasthan

Intercity

589

Haryana

Intercity

521

Chartered & PVT

Intercity

453

Others

Intercity

294

Total

5916

Bus Traffic on National Highway -10 Provider

Type of Service

Number

DTC

Local

229

Blue Line

Local

180

Charted & PVT

Local

78

Minibuses

Local

36

DTC

Intercity

25

Rajasthan

Intercity

24

Haryana

Intercity

185

Chartered & PVT

Intercity

21

Others

Intercity

16

Total

794

Projection for number of interstate bus coming to Dwarka 60% will come to Dwarka ISBT 100% will come to Dwarka ISBT 20% will come to Dwarka ISBT Page 96 of 114

INTER-STATE BUS TERMINAL, DWARKA

8.3.1 Traffic Estimation –Proposed Dwarka ISBT •

Current Estimation of Buses at Proposed Dwarka ISBT

Type of Service

Number

Local

229

Local Minibuses

180

Intercity

78

Provider

Type of Service

Number

DTC

Local

763

Blue Line

Local

1341

Charted & PVT

Local

218

Minibuses

Local

820

DTC

Intercity

270

Rajasthan

Intercity

613

Haryana

Intercity

706

Chartered & PVT

Intercity

95

Others

Intercity

310

Total

5136

•

Forecast of Number of Bus Bays at Dwarka ISBT Year

Local Minibus

Local Normal Intercity Bus Bus

2028

2038

2048

Boarding Bays

20

57

114

Alighting Bays

-

-

29

Boarding Bays

24

69

139

Alighting Bays

-

-

35

Boarding Bays

30

84

170

Alighting Bays

-

-

42

•

Occupancy of outgoing Buses: 50 passengers

•

Occupancy of Incoming Buses: 25 passengers Page 97 of 114

INTER-STATE BUS TERMINAL, DWARKA

Parking Demand Forecasts Type of

Parking Demand

Vehicle

2008

2018

2028

2038

2048

Auto Rickshaw 2420

3253

4164

5076

6188

Taxi

269

361

462

564

687

Two-Wheeler

1137

1528

1956

2384

2906

Car

1028

1382

1769

2157

2629

Peak Hour Parking Demand Forecasts (considering peak hour factor of 10%) Type of

Parking Demand

Vehicle

2008

2018

2028

2038

2048

Auto Rickshaw 242

325

416

508

619

Taxi

27

36

46

56

69

Two-Wheeler

114

153

196

238

291

Car

103

138

177

216

263

8.3.2 Requirements –Proposed Dwarka ISBT The following timings have been taken to decide number of bays: •

10 minutes occupancy time for local bus bays.

•

10 minutes bus bay occupancy time for boarding bus bay.

•

5 minutes occupancy time for intercity buses for alighting bays.

TYPE OF BAYS

NO. OF BAYS

Boarding Bays

100

Alighting Bays

40

Idle Bus Bays

200

Local Bus Bays

70

Cluster

100

Page 98 of 114

INTER-STATE BUS TERMINAL, DWARKA

TYPE OF VEHICLE

NO. OF PARKING SPACE

Ola/Uber

100

Auto Rickshaw

250

Private Car

800

Two-Wheeler

250

Page 99 of 114

INTER-STATE BUS TERMINAL, DWARKA

CHAPTER:9

ARCHITECT BRIEF

Page 100 of 114

INTER-STATE BUS TERMINAL, DWARKA

9.1 PHYSICAL REQUIREMENT S.no

Activity

No. of people Area per person

Area

Quantity

(sqm)

Total area

(sqm)

(sqm)

Entrance Hall

1

1.1

Ticket Counter

1

5

5

20

100

1.2

Queuing Area

15

2.5

37.5

20

750

1.3

Information Desk

3

2.5

7.5

1

7.5

1.4

Public Toilets (M)

19

1.5

28.5

1

28.5

1.5

Public Toilets (F)

15

1.5

22.5

1

22.5

1.6

Cafeteria

15

2

30

1

30

1.7

A.T.M.

1

2.5

2.5

3

7.5

1.8

Lobby area

100

3

300

1

300

1.9

Services

300

1

300

Total area

1246 Departure Hall

2

2.1

Hall

4000

2

8000

1

8000

2.2

Enquiry Area

2

2.5

5

1

5

2.3

Public Toilets (M)

19

1.5

28.5

1

28.5

2.4

Public Toilets (F)

15

1.5

22.5

1

22.5

2.5

Kiosks

2

6

12

3

36

2.6

Services

200

1

200

Total Area

8292

Arrival Hall

3

3.1

Hall

2200

2

4400

1

4400

3.2

Enquiry

2

2.5

5

1

5

3.3

Public Toilets (M)

19

1.5

28.5

1

28.5

3.4

Public Toilets (F)

15

1.5

22.5

1

22.5

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INTER-STATE BUS TERMINAL, DWARKA

3.5

Kiosks

3.6

Services

2

6

12

3

36

200

1

200

Total Area

4692 Waiting Hall

4

4.1

General

800

2

1600

1

1600

4.2

Ladies

250

2

500

1

500

4.3

Deluxe

150

4

600

1

600

4.4

Public Toilets (M)

19

1.5

28.5

1

28.5

4.5

Public Toilets (F)

15

1.5

22.5

1

22.5

4.6

Food Court

100

2.5

250

1

250

4.6.1 Dining Area

100

2.5

250

1

250

4.6.2 Staff

16

2

32

1

32

4.6.3 Kitchen & storage

12

3

36

1

36

4.7

Kiosks

2

6

12

5

60

4.8

A.T.M.

1

2.5

2.5

3

7.5

4.9

Services

150

1

150

Total Area

3536.5 Dormitories

5

5.1

Men Rooms

80

4

320

1

320

5.2

Men Toilets

11

1.5

16.5

1

16.5

5.3

Ladies Rooms

50

4

200

1

200

5.4

Ladies Toilets

10

1.5

15

1

15

5.5

Family Rooms

4

5

20

10

200

5.6

Family Toilets

1

5

5

10

50

5.7

Eating Room

60

2.5

150

1

150

5.8

Kitchen Area

8

3

24

1

24

5.9

Storage

60

1

60

5.1

Reception/Lobby

6

1

6

3

2

Page 102 of 114

INTER-STATE BUS TERMINAL, DWARKA

5.11

Miscellaneous

200

Total Area

1241.5 Tourist Information Area

6

6.1

Lobby & info desk

150

2

300

1

300

6.2

Admin area

5

2

10

1

10

6.3

Cyber Café

15

15

225

2

450

6.4

Money exchange

2

2

4

3

12

6.5

A.T.M.

1

2.5

2.5

3

7.5

6.6

Public Toilets (M)

19

1.5

28.5

1

28.5

6.7

Public Toilets (F)

15

1.5

22.5

1

22.5

Total area

830.5 Office

7

7.1

I.S.B.T offices

900

2

1800

7.2

Govt. Offices

2500

4

10000

7.3

Canteen

450

5

2250

7.4

Toilets

50

6

300

7.5

Services

500

Total area

14850 Bus Crew

8

8.1

Rest Rooms

75

3

225

1

225

8.2

Canteen/Kitchen

75

2

150

1

150

8.3

Dormitories

50

4

200

1

200

8.4

Toilets

20

1.5

30

1

30

Total Area

605 Commercial area

9.1

Shops

50

9.2

Rentable Offices

10

Page 103 of 114

INTER-STATE BUS TERMINAL, DWARKA

9

9.3

Entrance Lobby

1

9.4

Public Toilets (M)

3

9.5

Public Toilets (F)

3

9.6

Services

1

Total Area

7000 Commuter Facilities

10

10.1

Bank

600

1

600

10.2

First Aid Room

35

2

70

1

70

10.3

Fire Control Room

15

2.5

37.5

1

37.5

10.4

Cloak Room

60

4

240

10.5

Post office

150

1

150

10.6

Police Post

50

2

100

10.7

Cafeteria

500

1

500

Total Area

1697.5 Services

11

11.1

Generator Room

300

1

300

11.2

A/C Plant Room

500

1

500

11.3

Pump Room

150

1

150

11.4

Fire Hydrant Room

80

3

240

Total Area

1190

Page 104 of 114

INTER-STATE BUS TERMINAL, DWARKA

CHAPTER:10

SPATIAL AND DESIGN ANALYSIS

Page 105 of 114

INTER-STATE BUS TERMINAL, DWARKA

10.1 SPATIAL ANALYSIS Bus facilities Except where the bus traffic parallels both sides of a building that extends through from street to street, one bus entrance and one exit are normally enough. Their width depends on the width of street and bus turning radius 4.3m to 5.5 m which is preferred. Bus movement should be counter clockwise as passengers loading door is on left side of the bus.

Waiting Room: It should be directly accessible from the entrance. It should be through multiple doorways or gates located to distribute passenger traffic during peak hours.

Fig.10.1.1 Waiting Room-500 people

Cloak Room: It should be accessible from both waiting room and concourse. Used for keeping luggage.

Fig 10.1.2 Cloak Room

Ticket Counter: Ticket counters which are placed outside the terminal or to entry point for purchasing of tickets.

Fig.10.1.3 Ticket Counter Page 106 of 114

INTER-STATE BUS TERMINAL, DWARKA

Office: Office are for maintenance and for control which will be a habitable space of minimum clear height of 2.4 m.

Fig.10.1.4 Office

Dormitory: Rest place for the drivers and staff who work late night.

Beddings of 20 accommodating 20 people at a time.

Fig.10.1.5 Dormitory with toilet

Loading Docks: •

Parallel- This loading an excessive amount of space per bus. Usually, buses in the rear cannot move out until the first bus exists. In a large terminal, several lanes would be requiring and overhead or underground passage would be necessary to several island loading platforms.

•

Right Angle- Right angle or head on loading in acceptable but disadvantages include the swinging bus door which forms a barrier around which passengers must go and difficulty of each bus into a berth.

Page 107 of 114

INTER-STATE BUS TERMINAL, DWARKA •

Straight Saw Tooth- It is efficient and is employed where the lot is comparatively narrow and deep. The passenger has a direct approach to loading bus, baggage truck can operate between parked buses for loading into side baggage door.

A/C Plant Room: The window and split air conditioners are used for single rooms or small office spaces. In the central air conditioning systems, there is a plant room where large compressor, condenser, thermostatic expansion valve and the evaporator are kept in the large plant room.

Analysis: This is ideally kept of the building roof.

Fig.10.1.6 Central Air Conditioning

Pump Room: A fire hydrant is a connection point by which firefighters can tap into a water supply. It is a component of active fire protection.

Analysis: This is ideally kept in building basement.

Fig.10.1.7 Fire Hydrant Room

Page 108 of 114

INTER-STATE BUS TERMINAL, DWARKA

10.2 DESIGN CONSIDERATIONS •

Follow the setback requirements of Institutional Building to enable firefighting services and other emergency infrastructure to be installed in place.

•

Designing with minimum bus and pedestrian conflicts.

•

Keeping circulation of passengers clear from bus area and vehicular parking to provide safe transition for passengers & visitors.

•

Services should be accommodated in the drop-off & pick-up design to avoid accumulating cars within site like signage’s, levels etc.

•

Perpendicular parking is preferred for idle parking in all cases and Saw-tooth is preferred for alighting passenger s in the terminals.

•

Enhance Non-Motorized Transport or NMT as Feeder Services.

•

Encourage use of sustainable energy systems for terminal design.

•

Bus exhaust should be away from the passenger boarding areas.

•

Minimum bus bay width should not be less than 1.5 m.

•

Design should be sensitive towards Differently-able commuters & visitors. Provide basic amenities like toilet & drinking water facilities.

•

Avoid levels within the terminal building complex.

•

Provide barrier free environment and universal design.

•

There should be planning transparency within the complex to discourage anti-social activities.

•

Hawker Zone is included in local Terminal's open area.

•

Heavy landscaping along the site boundary should be designed to reduce noise pollution.

•

All signage should include at least one official language- English or Hindi with standard graphics.

•

Adequate lighting should always be maintained within the complex.

Page 109 of 114

INTER-STATE BUS TERMINAL, DWARKA

APPENDIX

Page 110 of 114

INTER-STATE BUS TERMINAL, DWARKA

Page 111 of 114

INTER-STATE BUS TERMINAL, DWARKA

BIBLIOGRAPHY

Page 112 of 114

INTER-STATE BUS TERMINAL, DWARKA

RESEARCH PAPER •

Multimodal transport: its evolution & application

•

Modal Integration with other modes

•

Multi Modal Transport in a Low Carbon Future

THESIS •

Rijul Nayal, Gateway College of Architecture and Design

•

Simran Mitra, Gateway College of Architecture and Design

•

Sumit Verma, DCRUST

BOOKS •

Bus Terminal Guidelines, SG Architects

•

National Building Code

•

Time Savers

•

Bus terminal design guidelines

•

Energy efficiency at bus terminals

DIRECT SOURCES •

DDA

•

DIMTS

•

DTIDC

•

Zonal Developmental Plans

LINKS •

https://en.wikipedia.org/wiki/Transport

•

http://www.dimts.in/Multi-Modal-Transit-Centers.aspx

•

https://architecturelive.in/b-arch-thesis-transit-hub-at-sector-21-dwarka-new-delhiashwjit-singh/

Page 113 of 114

INTER-STATE BUS TERMINAL, DWARKA

•

http://sciencenordic.com/public-transport-poses-problems-those-mental-disorders

•

http://hmrtc.org.in/Sector21.aspx

•

https://www.tutorialspoint.com/modern_indian_history/modern_indian_history_transp ort_and_communication.htm

•

https://ppiaf.org/sites/ppiaf.org/files/documents/toolkits/UrbanBusToolkit/assets/3/3.1/ 35(vii)a.html

•

https://thecityfix.com/blog/7-principles-transit-oriented-development-tod-nossacidade-luisa-zottis

•

https://economictimes.indiatimes.com/infrastructure/modi-inaugurates-airport-likebus-terminal-in-vadodara/two-sky-walks-also-proposed/slideshow/30607926.cms

•

https://architizer.com/idea/1951460/

•

https://www.archdaily.com/794012/norreport-station-gottlieb-paludan-architects-pluscobe-architects

•

https://en.wkiped ia.org/wiki/Bus

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