S TU D I O I X
A M ET R O S TAT I O N A N D INTE R C HANG E AT R ANIP
IN S T R U C TO R S : K I R A N PA N DYA , L E O P EREIR A, UDAY ANDHARE
UA4 4 1 3
A B HI S H E K D U R A N I
INDEX
SITE ANALYSIS
PR OJECT BRIEF
DELHI METR O : C ASE STUDY
PR OCESS
DR AWINGS
DOCUMENTATION
RENDERS
AREA STATEMENT
REFLECTIONS
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RANIP Located on the junction of 132’ Ring Road and the Radhaswami Road, Ranip junction is a very important junction as the proposed metro is going to be integrated with the existing GSRTC bus terminal and BRTS. The site houses an interesting demography with residents belonging to many different religions and castes, creating a harmonious environment. Majority of the residents work in the city, so the public transport plays a very important role in their lives.
M
The proposed Ahmedabad metro has two routes: one from the north to the south and from running in the east west direction. The proposed site is Ranip, which lies in the North-South route, one station prior to the Sabarmati station.
AHMEDABAD METRO MAP (RANIP STATION MARKED)
SITE ANALYSIS
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N-S METRO ROUTE AMTS ROUTE BRTS ROUTE
AEC POWER HOUSE BRTS
RTO BRTS
VADAJ METRO
RANIP BRTS
RANIP METRO
BHAVSAR HOSTEL BRTS
RAMAPIR NO TEKRO BRTS
SITE MAP
C ATC H ME N T AR E AS
SITE PANORMIC VIE W OF THE SITE
RTO BUILDING
NATIONAL HANDLOOM
COLLECTOR OFFICE
RESIDENTIAL COMMUNITIES
SABARMATI JAIL
BAKRAMANDI
AMBEDKAR INSTITUTE AND LIBRARY
WADAJ SLUMS
GSRTC TERMINAL
RANIP SLUMS
BRTS STATIONS
SABARMATI RAILWAY STATION 03
1. GUJARAT STATE ROAD TRANSPORT
A
2. ARVED MALL ENTRANCE 3. D-MART 4. DR. AMBEDKAR INSTITUTE AND LIBRARY 5. AMPHITHEATRE 6. RANIP BRTS 11
7. PROPOSED METRO STATION
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8. VADAJ SLUMS 9. FARM LANDS OWNED BY ASHRAM TRUST 1
10. BARREN LAND OWNED BY ASHRAM TRUST
RADHA S WA M I R O AD
11. RESIDENTIAL (SC/STs) 12. GIRLS HOSTEL 13. ONGOING CONSTRUCTION 14. SHOPS
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A : BAKRAMANDI SLUMS B : RTO CIRCLE, SABARMATI
4 4
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C : GARBAGE DUMP FACTORY D: NATIONAL HANDLOOM/ UNIVERSITY AREA 2
3
T WO WHEELER PARKING
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D
AMT S
5
BRT S CORRIDOR
B
6
132 FEET RING R OAD
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8
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C `SITE ANALYSIS
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METRO STATION AND AN INTERCHANGE
Located adjacent to the existing bus terminus, the proposed metro station at Ranip will serve as an important multimodal transport interface. It thereby becomes essential that the interchange is not merely an infrastructural intervention, but a vibrant, humancentered place of activity. This project seeks to use ‘Transit Oriented Development’ and architecture as a tool to achieve the same. The underground crossing acts as the fulcrum, converging the polarities of the site. Serving as a marketplace and the main access to the metro, the underground creates a parellel path for movement, away from the chaos of the road above. A pavillion proposed on the southern side of the interchange, is a place with shade, a place for commuters to eat, interact and move.
PR OJEC T BRIEF
ACTIVIT Y AT THE INTER CHANGE
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VISIT TO DELHI ME TR O
As a case study, the Delhi metro provided important insights into the design and functioning of a metro rail system. The site visit helped classify the experience of transit from point A to B into reference points and segments of the journey.
EASY VISIBILITY AND ACCESS
TICKETING GATES
SITE VISIT
BOARDING AND SEATING
ROAD LEVEL CROSSING WITH TRAFFIC CONTROL
TICKET COUNTER AND AUTOMATIC VENDING MACHINES
CIRCULATION
METRO ENTRANCES AS IMPORTANT ACTIVITY NODES
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TR A N SI T O RIENTED DE VELO PMENT
T R A N S I T E X P E R I E N C E A S A LO O P, C R E AT I N G A H U M A N C E N T R I C ZO N E F O R T H E C I T Y I N T H E T R A N S I T E X P E R I E N C E
Transit Oriented Development is the exciting fast growing trend in creating vibrant, livable, sustainable communities. Also known as TOD, it’s the creation of compact, walkable, pedestrian-oriented, mixed-use communities centered around high quality train systems. This helps bring the communities closer to the public transport network, creating a vibrant neighbourhood. Dealing with the last mile to first mile connectivity becomes pivotal to the strategy, so that the user’s interaction with the transit is smooth and hassle free throughout their journey. INTERCHANGE BRANCHING OUT TO ITS SUROUNDINGS AND PEOPLE EN VI OR N M EN TAL STAB I LI T Y
TR ANSPORT INTERCHANGE SO C I A L S US TA I N A B I LI T Y
ECON OM I C SUSTAI N AB I LI T Y
C R E AT I N G A N E T W O R K O F H U M A N C E N T E R E D T R A N S I T ZO N E S
H IGH E ST P RI O RI T Y TO T HE P E D E S T RI A N S
PR OCESS
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CON CER N AND DESIGN APPR OAC H
Given the presence of the GSTRC mall as a heavy mass on the site, the effort in creating a metro station must go into balancing this with a permeable, light structure, unlike most transport structures which are solid and opaque, acting as a dead mass in the midst of a bustling road environment.
A P E R M E A B L E I N T E R C H A N G E C R E AT I N G A V I S U A L T R A N S P E R E N C Y T H R O U G H T H E J U N C T I O N
The interchange is spilt into different levels, creating more porosity, more visual connection, less chaos on the road, leading to a sustainable design. Such public infrastructure must open out more to the public, rather than catering only to its users.
ELEMENTS OF AN INTERCHANGE
PR OCESS
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MASSING STR ATEGY
M O V E M E N T D I AG R A M AC R O S S T H E I N T E R C H A N G E
L AYO UT 1
L AYO UT 2
L AYO UT 3
Of the options for the layout for massing, Layout 2 is most appropriate as it caters satisfactorily, to every node on the junction. The seamless layout comes from the existing axes of movement and transit, without disturbing the existing transit mechanisms.
M O V E M E N T D I AG R A M AT T H E J U N C T I O N PR OCESS
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CHOOSING A SYSTEM
DO UBLE AXIS
SINGL E AXIS ACC E S S
LESS MASS
MO RE O V E R A L L BUL K
The double peir ystem helps in creating the space under the bridge, which generates opportunities for public functions like the bus interchange. This helps in making use of the underbridge space whichis generally wasted. It helps in making the structure visually porous and barrier free shaded space for pedestrians and commuters to move around freely. This is complimented by pavillions and shaded places for public gathering at opposite ends which would contribute to dissolving the stark boundaries of new structures by super imposition of human activity along them.
CO M M O N , S I N G L E A X I S M O V E M E N T I L LU S T R AT O E D T H R O U G H T H E I N T E R C H A N G E
S I D E P L AT FOR M V S I SL AN D P L ATFOR M
Concentrating the circulation the ing the number of people in the duces confusion. The user group er to orient to and transit across
single bay helps in regulatplatform above and also rethus finds this system easiowing to minimal confusion.
AC T I VAT I N G A N D H U M A N I Z I N G T H E J U N C T I O N PR OCESS
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MO VEMENT
DISTRICT D istic tive t yp olo gies Infrastruc ture Charac ter The People
EDGE
L ANDMARK
AP P R OAC H TO D E S I G N
B oundaries of Perception Transparent Bar rier s Per meable Edges
PATH
D aily routes Pace Regulted paths Routes should b e memorable
Reser ved for Pu b l i c B etter O ri e nt at i on Civic S t at u s
NODE
Public G athering People’s Market Less Machine like
Since the intervention deals with various transit systems, the movement across the interchange becomes all the more important. The interchange functions on three different levels, the underground, the road and the upper metro level. The road level is the platform for the BRTS and GSRTC bus services and also acts as a concourse for the upper metro level. The access to the bus services happens through a raised road level crossing. The underground level acts as a crossing for the road level, and primarity serves as the access to the upper metro platform level. This can be accessed from the four nodal points in the corners of the junction. The level caters to the differently abled user groups through lifts and escalators connecting it to the bus stations as well as the metro platform above. The platform above serves as a single surface for movment whichis guided to some extent by the structure, this single island platform facilitates the provision of common services and helps in better functionality and easier orientation.
M O V E M E N T A N D ACC E S S T H R O U G H T H E I N T E R C H A N G E
PR OCESS
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STRATEGIES 1. CLOSING THE EXISTING GAPS AND RAISING THE MALL’S SIDEWALK IN ORDER TO RESTRICT TWO WHEELERS FROM ENTERING, INTEAD, A BIG COMMON ENTRANCE IS PROVIDED FOR BUSES, PEDESTRIANS AND TWO WHEELERS. THE ENTRANCE TO THE UNDERGROUND IS PROVIDED (GATE 1) 2. FOR BETTER ROAD LEVEL CROSSING AND ENTRANCE TO THE METRO PLATFORM, A GATE TO THE UNDERGROUND IS PROVIDED WITH A DROP OFF FACILITY. 3. WITH THE SMART CITY PROPOSED, THIS BECOMES THE MOST IMPORTANT NODE, THUS A PAVILION WHICH CAN HOST VARIOUS PUBLIC ACTIVITIES, AND TOILET FACILITIES. THIS CATERS BOTH TO THE COMMUTERS AS WELL AS THE GENERAL PUBLIC. 4. AS PER FUTURE PLANS OF THE ASHRAM TRUST FOR PUBLIC RECREATION FACILITIES, THE GATE 4 ACTS AS A THRESHOLD SPACE.
ACCORDING TO THE EXPANSION PLANS BY AUDA FOR 2020 THE ROAD WITH IS TO BE WIDENED TO 40M
SMART CITY PROPOSED PR OCESS
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PEDESTRIAN MOVEMENT
PAVI L LIO N/ FOO D MARKE T
VENDING AREA GATHERING/EATING UTILITIES
ZO N I N G W I T H I N T H E PAV I L I O N
By identifying activity nodes around the site, interventions like plazas and pavilions are provided for people’s appropriation. This pavilion acts as an important place with shade suring the daytime, and highlights the entrance to the metro. During the night time , this place serves as a generic food court for the people from the surrounding neighbourhood. Given the habit of the people of Ahmedabad to eat out in the open as a recreational activity at places like Manekchowk and Lawgarden, this pavilion will go on to serve as a landmark of the people of the locality.
PEDESTRIAN SHOPS/ VENDORS PUBLIC GATHERING SPACE PEDESTRIAN BUFFER ZONE PEOPLE IN TRANSIT TO METRO PEOPLE AT THE FOOD MARKET
S C H E M AT I C L AYO U T O F P L A Z A
PR OCESS
AC T I V I T Y AT T H E PAV I L L I O N
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UN D E R GR O UND MARKE T/C R OSSING
CLASH OF MOVEMENT BET WEEN VA R I O U S U S E R G R O U P S
SHOPS ON THE SIDES
The basement serves as the fulcrum, as the intersection and point of convergence of the polarities of the site, with each of the access points of the basement located in a manner so as to allow a smooth flow of pedestrian movement accross the site. It serves as the market place catering to the people of neighbhourhood as well as the commuters providing for daily amenities making travel easy and efficient.
SEAMLESS AND DISTINCT MOVEMENT OF THE GENERAL PUBLIC AND THE CO M M U T E R S
GENERAL PUBLIC
T H E I N T E R T W I N E D A X E S AT P L AY A B O V E T H E G R O U N D AC T I VAT E T H E S PAC E U N D E R G R O U N D
PR OCESS
METRO USERS
S H O P S CO N C E N T R AT E D I N T H E C E N T E R
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R OOF LAYOUT AND DESIGN
A N A LY S I S O F CO LU M N L AYO U T
80mm X 40mm X 20mm
ANCHOR PLATES USED ON ALL ANCHOR BOLTS
Carrying forward the idea of seamless and transperent structures, the flat slab type roof caters to this quality, sitting lightly on a heavy base. The roof of the metro platform is a steel truss system, whereas the column layout defines the linear circulation and seating on the platform.
HIDDEN BEAM STIRRUPS TOP BEAM REINFORCEMENT
BOTTOM BEAM REINFORCEMENT
SLAB MAIN TRANSVERSE REINFORCEMENT
SLAB MAIN LONGITUDINAL REINFORCEMENT
440mm X 300mm X 20mm BASEPLATE. FULL THREADED ANCHORS, ANCHORAGE LENGTH ACCORDING TO DESIGN.
For the pavilion and other gates, a flat concrete slab structure has been used as a thin cap which blends with the surrounding landscape. BENT BOTTOM REINFORCEMENT TO TOP OF PLATE LAP CONNECTION 40 DIAMETERS
T H I N CO N C R E T E P L AT E R O O F, M E X I CO
PR OCESS
F L AT CO N C R E T E S L A B, F R A N C E
R O O F S E C T I O N : F L AT CO N C R E T E S L A B
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+10.80 mts METR O PL ATFORM
+09.30 mts METR O R AIL LE VEL
00.00 mts PAID C AR PARKING +00.90 mts BRT S/AMT S PL ATFORM
-00.15 mts METR O G ATE 3 PAVILLION / FOOD MARKET
-07.00 mts UNDER GR OUND CR OSSING METR O MARKET
EXPLODED AXONOMETRIC OF THE PR OJECT SITE
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G ATE 2
R OAD LE VEL PLAN 00.00 MTS
16 00
2 A104
---
DN DN UP
-
A---
UP DN
PAVILION/G ATE 3
SECTION AA
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UP
UP UP
UP
UP UP
UNDER GR OUND PL AN -07.00mts 18
1 A104
2 A104
DN
DN
DN
DN
Y
METR O PL ATFORM + 10.30 mts B
CC
ELE VATION 19
LONG SECTION
CR OSS SECTION
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G ATE 1
LIGHT TUBES FOR DAYLIGHTING
G ATE 3
TICKETING COUNTER
SECTIONAL PERSPECTIVE THR OUGH THE JUNCTION
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MALL ENTRANCE T W O W H E E L E R S PA R K I N G
GATE 2 GATE 1
BRTS/AMTS
GATE 3
GATE 4
PA I D PA R K I N G
METR O STATION AND INTER CHANGE AT R ANIP
DOCUMENTATION
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JUNCTION AS A WHOLE
DOCUMENTATION
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L ANDMARK FOR THE PEOPLE AT R ANIP
DOCUMENTATION
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AR VED MALL IN B ACKGR OUND
DOCUMENTATION
INTER CHANGE AS A PERMEABLE MASS
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LIGHT TUBES FOR DAYLIGHTING
For lighting the underground space during daytime, Light Tubes have been used, wherein the light from the sun travels through oprical fibres and cables in to the detination space. Due to the surface on the inside of the tubes, the light can travel long distances without significant energy loss.
PAY AND USE PUBLIC TOILET AT THE PAVILLION RENDERS
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LINEAR ORIENTED ISL AND PL ATFORM
R OAD LE VEL CR OSSING
CENTER CIR CUL ATION THR OUGHOUT THE INTER CHANGE RENDERS
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A REA STATEMENTS
R OAD LE VEL CONCOURSE
1190 sqm
METR O PL ATFORM
1500 sqm
PAVILLION/ G ATE 3
1200 sqm
UNDER GR OUND CR OSSING
1100 sqm
TOILET S
800 sqm
OTHER G ATES
360 sqm
PARKING
700 sqm
TOTAL BUILT UP
5240 sqm
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