Rejuvenating the Dadar station precinct - Chinmay Shah

DESIGN DISSERTATION 2016-2017

“REJUVENATING THE DADAR STATION PRECINCT” Redesigning the Dadar Station Area and Resolving the Disorder around the Station created due to Natural Market.

SUBMITTED BY: CHINMAY DEEPAK SHAH FIFTH YEAR B.ARCH

L. S. RAHEJA SCHOOL OF ARCHITECTURE

ACKNOWLEDGEMENTS Education is incomplete without the involvement of dedicated teachers; this project work is a result of constant motivation and support of my guide Ar. Krishnan V. With your constant encouragement, constructive feedback and valuable criticism, I hope to finish this project with the right kind of design proposal and gain maximum learning experience.

I would like to express my gratitude to prof. Devendra Bawdane for his valuable inputs on this design dissertation.

A special thanks to my parents Mr. Deepak Shah and Mrs. Ketki Shah for their constant support and encouragement throughout my journey.

Sincere acknowledgements to prof. Meghana Ghate Patil and prof, Rohan Patil for standing right by me throughout this architectural journey.

Last but not the least, the support and encouragement of Principal Arvind Khanolkar, teaching and non-teaching staff and all the dear friends is worth mentioning. My deepest felt thanks to one and all of them.

I remain indebted to all these for their contribution in this project work.

CONTENTS 1.

PREFACE ...................................................................................................................... 1

2.

ABSTRACT .................................................................................................................... 3

3.

MUMBAI ....................................................................................................................... 5 3.1 Introduction ...................................................................................................................... 5 1.2

Transportation in Mumbai ......................................................................................... 6

3.3 Situation Today .............................................................................................................. 14 3.4 The Problem:................................................................................................................... 15 3.5 Solution to Handling Urban Congestion .................................................................... 21 3.6 What needs to be done? ............................................................................................ 23 4.

WHY DADAR STATION? ............................................................................................. 28

5.

AIM ............................................................................................................................ 32

6.

OBJECTIVES ............................................................................................................... 32

7.

RESEARCH METHODOLOGY ..................................................................................... 33 7.1 Station Analysis: ............................................................................................................. 33 7.2 Precinct Analysis: ........................................................................................................... 33

8.

SITE ANALYSIS............................................................................................................ 34 8.1 LOCATION ....................................................................................................................... 34 8.1 SITE PHOTOS .................................................................................................................... 35 8.2 Street Description and Movement Pattern ............................................................... 39 8.3 Mapping Analysis .......................................................................................................... 43 8.5 Area Statement of Existing station Facilities:............................................................. 55 8.5 Future Proposal for Dadar Transport .......................................................................... 61

9.

Design Consideration: ............................................................................................. 64 9.1 Pedestrianization ........................................................................................................... 64 9.2 Guideline and standards ............................................................................................. 67 Pedestrian Level of Service ................................................................................................ 70 Level of Service .................................................................................................................... 71 Description ............................................................................................................................ 71

10.

STATION RELATED LITERATURE: ................................................................................. 83

10.1 Railway Station: ........................................................................................................... 83 10.2 Purpose of a Station:................................................................................................... 83 10.3 Facilities Required at the Railway Station: .............................................................. 83 10.4 Station Layout and Design ........................................................................................ 84

10.5 External Circulation: .................................................................................................... 86 10.6 Internal Circulation:..................................................................................................... 86 10.7 Ticket Offices: ............................................................................................................... 87 10.8 Commercial Areas: ..................................................................................................... 87 10.9 Platform Shelter:........................................................................................................... 87 10.10 Toilets: .......................................................................................................................... 88 10.11 Information Signs: ...................................................................................................... 88 11.

CASE STUDIES: ........................................................................................................... 89

11.1 Thane Railway Station ................................................................................................ 89 11.2 Vashi Railway Station ................................................................................................ 105 11.3 Kyoto Railway Station, Japan ................................................................................. 117 11.4 Newmarket Railway Station, Aukland, New Zealand. ........................................ 123 12.

LIMITATIONS AND CONSRAINTS: ........................................................................... 128

13.

CONCLUSION:......................................................................................................... 129

14.

TABLE OF FIGURES ................................................................................................... 130

15.

BIBLIOGRAPHY ........................................................................................................ 137

REJUVENATING THE DADAR STATION PRECINCT

1. PREFACE

It is not so much you learn about Mumbai, it is what you learn about yourself, really. You find out a lot about yourself and your tolerance, and about your inclusiveness.

- Danny Boyle

As a daily commuter of the local railway, I am well acquainted with the trains like lakhs of others; one thing that I truly am afraid of, however, is missing the train that is according to my regular schedule. Before I gathered a lengthy experience of frequent commuting, I would be baffled about snippets I heard from people conversing en route and wonder how it mattered whether people caught a train scheduled at 07:11 as opposed to one scheduled at 07:14. However, here I am today, shackled in the same confines, as my alarm clock is scheduled to wake me up and set exactly in accordance with the train I have to catch to reach college on time.

This is the impact of railway system in the life of your quintessential Mumbaikar. Trains have become reminiscent of a lifeline of lakhs of people and predominantly because of its reliable timeliness. Apart from it being the cheapest mode of transport and its connectivity to the extreme limits of the city, time factor is the main reason that people prefer it over other options, irrespective of the inconvenience which is often caused due to overcrowding.

In the Mumbai local railway, the trains are acknowledged to function accurately, but an issue crops up in the form of the station facility and the prevalent overcrowding which undoubtedly makes the situation difficult to cope with. Names of prominent stations such as Andheri, Virar, Thane, Kurla, and Dadar are nightmares for the travelers and a mere mention causes shudders. These stations experience heavy footfall because they either act as transit point from one transport system to other or they are important business zones.

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The problem herein stems out of the fact that the stations in the network have been designed decades ago, where the solution needed to be addressed to the scenario which existed then and hence it led to keeping a lesser population accessing and using the railway system in mind. Although attempts are being made to improvise the situation, they are merely retrofitted. This might solve the problem temporarily but the city is only going to grow more in future. Thus it needs some drastic changes in the infrastructure.

Seeing as the situation was planned at a time when the expected footfall even over the years was drastically lesser, it must be acknowledged that the situation shall only worsen without administering the proper steps and precautions in due course of time, in order to ensure that the Mumbai local, synchronized with the lives of so many city dwellers, very aptly titled the heartbeat of Mumbai, will always stand true to its form.

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2. ABSTRACT The city transformation takes considerable period of time, but there are debatably some primary elements, which have power to retard or accelerate the urbanization process. It is important to understand the relation between the city and forces acting on it, to recognize the modes of transformation. Presence of railway stations make one such case as it marks the growth of its location both physically and metaphorically.

Space is not only about physical form, but it is about user’s perception of that space.

These perception affect the user’s actions and interactions with spaces and people.

Perception of places differ from person to person. Habitus id a relation between the built form and the individual, at an intellectual and an emotional level. It does not deal with aesthetics or construction, but with the experiences of people in that environment. Thus places are not the impression of only the structure but also of the functions it supports and the feelings that emerge.

A railway station is a space which caters to the majority of the population moving within the city and also where multiple events take place, unfolding new stories all the time. What role a station plays in its urban fabric depends on the extent at which the activities penetrate in its surroundings, which offers dynamism to the area and a sense of arrival in the station area. The term station extends beyond its actual physical boundary and covers a 250-300m radius beyond the infrastructural limit. Stations are prevailing features of the cityscape and act as a lot more than just public entities.

A station in general terms is not an isolated landmark with the luxury of open spaces, approach roads and service areas but stands right in between busy streets and structures in close proximity. It is a powerful statement of transport provision and greater public realm. It becomes a landmark not just to the community around it but to the rest of the world too. Stations are conventionally made solely and almost to remain for eternity, with its key function ironically being dispersing people to various places rather than holding them captive. It provides a certain sense of an orientation to the people and defines the movement of people within the city. Sometimes the station precincts define an area and have an associational value for the local people.

Railway stations once built remain landmark for years, thus it should be magnificent and futuristic to mark its presence in both present and future. A public transport system CHINMAY SHAH

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which engages and communicates with its users through inspiration, beauty and creativity has the potential to positively impact people’s lives. By revitalizing train stations as community hubs, a new form of community asset is created.

For smooth functioning of a transit station, the station precinct should be considered as important as the main structure. The commerce around the station should be well planned making the station a commerce and service portal. The space around should be freed for open spaces, recreational areas, easy vehicular movement, etc. to relieve the overcrowded station area.

The challenge is designing an ideal station lies, therefore, in its duality, of being a monument in the cityscape while being functional to its very core, of allowing the masses to move quickly and efficiently while molding itself into a community hub and also, of enacting the modus operandi of transporting people, yet situating itself as an anchor to orient the masses, the spaces and the region around itself.

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3. MUMBAI 3.1 Introduction The city of Mumbai is one of the largest metropolitan cities of the world, with an immense population density, one that is constantly growing. Apart from being the financial capital of India, with its cosmopolitan nature, its strength lies in the socioeconomic heritage, which is shared by all its citizens. Ever since the original seven islands of Mumbai city started to merge together, 17th century onwards, the city has grown to transform into one of the most busy and most important city for trading in India.

Mumbai was originally built, as Bombay, by the British Empire, explicitly for the purpose of maintaining the ongoing trade links with India, never expecting it to become a large sized harbor city. Therefore, Mumbai as it is today, was an unplanned city, and came into being sporadically as every step of the growth was largely impulsive and incremental, and expressed in its form that the idea of the city was derived as a field of human creativity.

Every stage of Mumbai city’s development depicts in its manifestation and physical appearance, the need along with the lifestyles of all the people who resided in the area.

The city of Mumbai grew in a way that went precinct by precinct, eventually becoming a diverse collage which portrayed various styles of architecture and urban forms as well as the social group which occupies the space.1 The population of Mumbai, as per census 2011 was a total of 18.4 million and currently, in 2016 is 20.5 million, approximately.

The city comprises of an area of about 438 sq.km. as per Municipal Corporation of Greater Mumbai limits.

1

(Rahul Mehrotra, Bombay- The City Within, 1995) CHINMAY SHAH

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Figure 1: Mumbai Transportation Timeline (Source: Author)

Being a major city in the world map, the city of Mumbai is connected by airline through two terminals, one dedicated to international airfare, and the other to domestic, both situated at Andheri and Santacruz, respectively.

For years now, the railway network of the city has been accorded with the title of ‘lifeline of Mumbai’, which runs all the way from Churchgate to Virar (W.R.), Chatrapati Shivaji Terminus to Thane (C.R.) and Chatrapati Shivaji Terminus to Vashi (H.R.), which aid in linking the whole of Mumbai together, giving faster transportation and easier connections.

The coastal length measuring 140 kilometers connects the mainland, which is on the west coast of India, across the Thane creek by means of ferry service.

The Western Express Highway, the Eastern Express Highway and the Eastern Freeway are the three main routes for road connectivity within the city, bifurcating into a smaller hierarchy of roads as per destinations within the extents of the city.

1.2 Transportation in Mumbai Growth of trains: The history of railway transportation in India dates back to the mid-nineteenth century.2 The process itself stemmed out of geographical context, basically referring to the fact that, the port was located at the Southern end, which caused the initiation of two of the major railway systems that grew to become the life line of the nation, which are The Great Indian Peninsular Railway (GIP) that ran to Calcutta and the Bombay Baroda Central Indian Railway (BB&CI) that ran up to the Khyber Pass. The

2

(Indian Railways, 2016) CHINMAY SHAH

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BB&CI continued in the northward direction from Mahim creek while the GIP swerves in the north easterly direction. 3 Railways have always played a pivotal role in the city of Mumbai. Originally for the city of Bombay, it should be noted, the urban structure was ordained not by a civil planner but by a railway engineer. The very first train made its run in 1853, under the Great Indian Peninsular Railway, from Colaba to Thane and covered a length of 21 miles. When the concept of travel by train came into being, the idea held was that it should be ensured that the primary purpose was to undertake long haul trips alone, and in accordance with this the trains had been serving the city within this realm ever since their origin, but the population growth in Mumbai, caused especially because of the resolute aspect of migration, particularly with different people who live along different locations within the linear orientation of the city, caused the beginning of the suburban railway service. Basically, in brief, this is a testimonial to the fact, that in Mumbai, ‘supply preceded demand’ – and when the same process was underway, the city’s structure was simultaneously was generated. In Mumbai, the mass transportation system is descriptively linear. Its operation is within a lengthy corridor with high density demand, as an even sprawl with low density is not helping sustain it.

Squatter colonies had started to appear mainly in the 1950s due to the fact that the linear system of public transport was unable to offer new lands for housing and settlements fast enough. This consequently led to retrofitting public transport systems which then proved to be not only expensive but even less feasible as a daily means of transport.

Figure 2: Settlement along the Railway Line (Source: Author)

3.

(Correa, 2010) CHINMAY SHAH

Figure 1: Settlement along the Railway Line (Source: Author) 7

REJUVENATING THE DADAR STATION PRECINCT

Figure 3: Mumbai Suburban Rail Network (Source: Wikimedia.org)

The railway network and the roadway network were both improperly linked to each Figure 2: Mumbai Suburban Rail Network (Source: Wikimedia.org)

other. The railways happened to miss the opportunity of creating the notion of a transport system with mixed use in order to aid in easing public movement. Currently, they carry a total of over 7000 passengers per 12 car rake, despite the design capacity being only 2400. Mumbai basically has three independent systems of rail network, which are, namely, western line, central line and harbor line, which are spread across the whole of Mumbai and suburbs.

Factors like efficiency, mass movement, economical means and transport of people as well as goods are the key features of rail network of Mumbai. One cannot denote too many times that indeed, it is the lifeline of Mumbai.4

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(Balakrishnan, 2006) CHINMAY SHAH

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Growth of trams: In the year 1874, the Bombay Tramway Company Ltd. was started with horse drawn trams that ran from Colaba to Paydhuni from and Bori Bandar to Paydhuni. In the year 1907, the city received its first electricity powered tram car. By the year 1910, the service faced

Figure 4: Tram (Source: Wikimedia.org)

rush hour traffic during the normal office hours and there was a lack of trams to cope Figure 3: Tram (Source: Wikimedia.org) with it. Therefore, in order to handle such immense traffic load, double decker trams were then introduced in the year 1920. The trams did meet the needs of the travellers until the train network in the city was ameliorated, and therefore, the service had to be closed on 31 March 1964.5 The factor of speed remains the solitary reason for the closure of trams.

Growth of cars and taxis: Mumbai as a city has been found to grow organically, its streets having born in the era of horse-drawn vehicles as well as palanquins.

They had not been designed to support the explosive

advent

that

followed

the

Figure 5: Taxi in Mumbai (Source: Rediff.com)

introduction of automobiles. Being the financial capital of the country insinuated that an extensive portion of the prevailing population could definitely afford such cars.

Figure 4: Taxi in Mumbai (Source: Rediff.com) When cars were running on streets, people belonging to a higher class of society desired to travel more luxuriously, than in modes of public transport such as trams. Thus it was that taxis came in to the scenario. The city also possesses a large volume of floating population which contributed to a higher demand for taxis. Later, when the 1980s rolled along, there was the launch of ‘common man car’- ‘Maruti’ and vehicle ownership increased. Today, we have an approximate number of 12.94 lakh cars and as many as 250 new cars are registered every day. There are about 43000 taxis in Mumbai. With a variety of other options, such as auto rickshaws, taxis, Ola, Uber, etc. the prevalent trends suggest that commoners tend to prefer travelling by these means, as opposed to overcrowded trains and traffic ridden buses.

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(Tram transport in India, 2016) CHINMAY SHAH

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Growth of buses: Buses were initially introduced as omnibuses in the year 1926 and the first route travelled was from Sir Arthur Crawford market (now known as Jyotiba Phule Market) to Afghan Church. This public transport proved to be an assent in linking the rail head

Figure 6: BEST Service in Mumbai (Source: Wonderfulmumbai.com)

to the work center. In the year 1932, Figure the 5: Bombay Electrical BEST Service in Mumbai Supply and Tramway (Source: Wonderfulmumbai.com)

Company owned a total of 251 tram cars and 60 omnibuses. Presently, there are over 9000 buses which are registered. The service aided in transportation of about 6 lakh passengers in that year and then as many as 38 lakhs in the next. Later, due to rising popularity and usage, it extended services till the northern parts of the city as well in the year 1934. In 1940, bus transport was again revitalized by introducing double decker buses. Today, the routes of BEST buses are spread to the farthest extents of the city such as till Navi Mumbai, Thane and Bhayandar, that too with regular frequencies and multiple routes. It acts as an effective supplement to the suburban railway network which is the mass carrier in Mumbai region. It is due to this that BEST tends to prioritize feeder routes over the other. 6 Growth of skywalks:

Figure 7: Skywalk in Mumbai (Source: Dnaindia.com)

Figure 8: Skywalk (Source: Hustwit.com)

The concept of skywalks evolved as a medium to connect railways stations in Mumbai, Figure 6: Skywalk (Source: Hustwit.com) Figure 7: Skywalk in Mumbai (Source: Dnaindia.com) or any other such commercial areas which are densely populated and attract a high

concentration of people, with various other heavily targeted destinations. With the situation of overcrowding on streets intensified by the presence of street hawkers and peddlers, along with parked vehicles, legally or otherwise, commute for pedestrians

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(Balakrishnan, 2006) CHINMAY SHAH

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was growing incrementally hazardous. Therefore, skywalks began to be proposed and planned in many such areas within the city. The intent of building these skywalks is based in their ability of efficiently dispersing commuters directly from areas with congestion to other strategic locations, like bus stations, or taxi stands, shopping areas, etc. and vice versa. However, despite the attempt being made to employ good public dispersion solutions, they have proven to have majorly failed in most areas. This is due to the fact that while the intent reflected effective solutions, only a few have been located strategically and planned ideally, in locales where commuters genuinely found it difficult to traverse the streets. For instance, the skywalk at Bandra Railway Station. At other junctures, people found it more convenient and preferred to use the streets instead of the built skywalks. Another issue faced that demotivated the usage of skywalks, was the locations of entrance and exit points of the skywalk, which were planned a little ahead of the important junction in some places.

Growth of metro: Realising the burden of the situation on the presently prevailing systems of traffic and transportation in Mumbai, The Government of Maharashtra, through the MMRDA, began to explore the viability of several alternative mass transit systems, which would cater to future travelling needs of the citizens, in the next 23 decades ahead. It is recognized that the systems proposed for the future must prove to be efficient, economically Therefore,

viable

after

consideration,

due

Mumbai

and

environment

research, Metro

was

friendly.

analysis

and

planned

and

Figure 9: Mumbai Metro Line Map (Source: Wikipedia.org, Author)

executed in its first phase, as a rapid transit system which, over time, would serve the Figure over 8: Mumbai Metro Line Map entire city of Mumbai. It will be built in a total of three phases a 15-year period, (Source: Wikipedia.org, Author)

and its overall completion is expected in by the year 2021.

When completed, the core system would span a total length of 63 km. Line 1 of the Mumbai Metro is currently operated from Versova to Ghatkopar and covers a total distance of 11.4 kilometers. The rail line is fully elevated, and comprises of 12 stations.

The operation is managed by Metro One Operation Pvt. Ltd., which is a joint venture company by RATP Development, Transdev and Reliance Infrastructure.

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Line 2 comprises of further two parts 2A and 2B corridor. 2A will be 18.5 km in length and will have 16 stations from Anand Nagar to D.N. Nagar. And 2B will be from D.N. Nagar to Mankhurd and will have 22 stations. Metro Line 3 has been proposed to run from Colaba to Seepz. The 33.5-km long line will be the first underground metro line in the city. Line 3 will serve as a connection medium between the business district in the south to the north-central city with 26 underground and one at-grade station.

Figure 10: Mumbai Metro Rail (Source: Mathrubhumi.com)

Figure 11: Mumbai Mono Rail (Source: Teambhp.com)

Growth of monorail: As stated by the MMRDA, the operating bus service in the city plied the regions which are crowded along with narrow areas and lanes at immensely slow speeds, thereby offering not many benefits to all the commuters, and simultaneously contributing to the plaguing issue of traffic congestion. The Mumbai monorail, therefore, was built, in order to be a part of a major extension of public means of transport in Mumbai. The project was subsequently implemented by the Mumbai Metropolitan Region Development Authority (MMRDA), along with a consortium of the

Figure 12: Mumbai Monorail Map (Source: Metroeasy.com)

renowned Mumbai-based conglomerate L&T, that is, Larsen and Toubro as well as the Malaysian infrastructure firm Scomi Engineering Bhd. The construction of theMap monorail Figure 9: Mumbai Monorail (Source: Metroeasy.com)

line began in the year 2009 with its first operational line, running between Wadala depot and Chembur, opened to the public on 2 February 2014.7

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(Mumbai Monorail, 2016) CHINMAY SHAH

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With regard to transportation, Mumbai has a truly unique situation brought about by its shape, seemingly a ‘fish bone’ shape and its location. The city is situated on a narrowly formed peninsula which stretches elongated from north to south. The main city centre as well as the central business district lie more towards the north, where the peninsula is linked to the main land. This consequently results in a pendulum movement, meaning that movement is essentially restricted up and down on a few corridors. Most of the movement which occurs due to regular work hours is practially at the same time for all, giving us specific peak hours. The peak hours given for train travel lies between 8:30 -11:00 in the morning and 18:30- 20:30 in the night. With the growth of the city, transmigration and further opportunities the situation has been observed to worsen.

Therefore, decisive action taken in the right direction for finding long term solutions has been acknowledged as the need of the hour. Thus, to find a logical solution which would be responsible for taking care of all the involved factors, it is imperative to ensure analysis of the constraints which emerge in case, on this city.

The following are a few constrains of the city transportation: 

Inadequate and outdated railway service.



Inadequate roads to cater for excessive private vehicles.



Poorly planned and ill-mannered terminal stations.



Non-decentralization of main city centers and central business districts.



Shortage of land which disallows strengthening of infrastructure.

From the perspective of an architect, there can be a number of options which can be employed to improvise upon the city problems. Upgradation of the transportation systems, despite their effectiveness, alone cannot be depended upon to create long term solutions. The linkage between them and their surrounding areas must be well-planned too so that there is created a seamless transportation facility.

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3.3 Situation Today When confronted with the absence of any good, convenient as well as efficient system of public transport, the trends have always indicated higher leaning towards private vehicle ownership. Not only is that polluting and more energy intensive, it also proves to be more expensive to the economy. This leads to additional consumption

Number of vehicles (in millions)

of fuels and oil as well as vehicular emission.

1.2 1

0.8 0.6 0.4 0.2 0 1996

1997

1998

1999 Car

2000 2001 2002 Two Wheelers

2003 2004 2005 Total private vehicles

Figure 13: Growth of Vehicles (Source: Transform, 2008)

Table 1: Growth of Vehicles (Source:the Transform,2008) In the current scenario, suburban trains are so

immensely overloaded and burdened that they have even been included as record holders for the world’s most crowded. Simultaneously, bus transportation, primarily due to the condition of our roadways are now looked upon more as agents of congestion instead of aiding public transport. Also, the authorities concerned have derived that road conditions can be improved upon by means of road widening, which has proved responsible for cutting down footpaths in those regions which observe heavy pedestrian activities. It should be realized that the city comprises of a high amount of pedestrian activity, and therefore, the same should be treated not as a sidelined aspect but

Figure 14: Distribution of Transport Use (Source: Mumbai Reader 6)

as an integral part belonging to the transportation process.

Table 2: Distribution of Transport Use (Source: Mumbai Reader 6) CHINMAY SHAH

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3.4 The Problem:  Uncontrolled and indiscriminate use of private car: Barring long distance commuters, distances between districts within Mumbai are essentially quite small and given the ‘right walking environment’, can be traversed easily. Unfortunately, an environment of this kind is not available within Mumbai causing people to forget about walking as well. Therefore, people now generally prefer to either take their private cars or opt for other available options like taxis and rickshaws as their mode of transport.  Heavy parking demand: A majority of all the parking spaces in Mumbai is generally

on

the

streets

and

is

disorganized as well as illegal parking.

This further reduces the effective width of the roads to quite a large extent. With the plaguing absence of any usable footpaths, pedestrians are now also

Figure 15: Parking (Source: Mid-day.com)

forced to weave between the many parked vehicles. Also, vehicles are found to double and triple parked, showing no consideration to any other road users.  Nominal parking fee: Ever since the 1970s, a nominal amount has been charged for parking fees, and the same has seen very little increment over the years.

Moreover, they are applicable uniformly across the entire city, regardless of whether it is a high density commercial area or a slum.  A fixed landmark: Land values have always been high, and the building contours tend to follow the road line, making any expansion impossible without addressing large scale demolition.  A breakdown of encroachment: Another issue

remains

in

a

breakdown

of

encroachment and the consequent lack of discipline on roads. Often, it has been so that an entire traffic stream has been observed to ignore a flashing red light and

Figure 16: Traffic in Mumbai (Source: Pinterest.com)

thereby the succeeding arm has been CHINMAY SHAH

Figure 10: Traffic in Mumbai (Source: Pinterest.com) 15

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affected as it too has lost its right of way, and yet, the policeman on point duty has found to have not done anything about it. This simply leads to the aggravation of a per-existing improper situation as some other streams are then left waiting unless it is that another arm does not empty itself.  Heavy mixed land use: A nearly total absence of any service lanes and consequent entry points where buildings are located all along parallelly to the arterial roads tend to lead to additional congestion. There is a high percentage of personal modes which therefore keep entering as well as exiting the traffic streams at any point along the length of almost all arterials, which contributing to the slowing down of vehicles.8  Overcrowded stations: Due to the fact that the railway line plays a pivotal role in the transportation system for the city, it is noted that at most times during the day, and especially so during peak hours, the stations to be overcrowded, and the facilities overburdened by the percentage of population occupying them, with the ten most busy stations in the Mumbai Suburban network being: • Thane- With an average of 1000 trains per day and a footfall of 6.54 lakh passengers travelling per day, Thane has emerged as the busiest railway station, not only in the Central Railway line but also all over Mumbai.

• Chhatrapati Shivaji Terminus (CST)- Being the headquarter of Central Railways, along with its historic significance, CST records a footfall of 6.36 lakh passengers per day making it the 2nd most busy station in Mumbai.

• Andheri-With an average of 6.04 lakh passengers per day, Andheri station remains the busiest station in the Western line and the 3rd busiest in Mumbai. It is estimated that the footfall is consistently rising, especially after the Metro railways have come into operation.

• Dadar- Connecting the Central and Western lines of the Mumbai suburban railway, this station receives an average of 5.77 lakh passengers per day.

• Churchgate- Being the southernmost station of Mumbai, it attracts the working class from all parts of the city. An average of 5.05 lakh passengers travelling per day, makes Churchgate the 5th busiest station in Mumbai.

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• Bandra- Serving the planned commercial complex rightly named as 'Bandra Kurla Complex', this station records an average of 4.91 lakh passengers per day making it the 6th busiest station in Mumbai.

• Virar- It is the only station that connects Mumbai to northern stations like Dahanu and cities of Gujarat like Vapi, and it records an average of 3.95 lakh passengers daily.

• Kurla- It is known to be one of the oldest stations in Mumbai and having a total of 8 operational platforms which record an average of 3.81 lakh passengers on a daily basis. It connects the Harbour and Central line of the railway making it a very busy station. Kurla displays an urban blend of residential colonies, big and small, industrial complexes and is also home to one of the biggest slums in the city.

• Kalyan- A major railway junction on the Central line of the Mumbai suburban railway, Kalyan has recorded a footfall of 3.60 commuters per day. It is also a station where mail and express trains halt, making it a very crowded station.

• Nallasopara – This station, located on the western railway line of Mumbai, is a very busy station, recording an average of 3.25 lakh passengers per day. The property rates here were later observed to be rising steeply due to its connectivity with the City.9  Poor Station Facilities:  The two main railway lines which currently carry the most number of people traverses along the north and the south direction because it is the southern tip where the Central Business District is located and the suburban area which is in the north is where most people prefer to live.  The journeys which occur during the peak hours which are mainly based on the regular working hours are hence unimaginably crowded.  The average capacity which a 9 car train can hold is 1980. However, due to the number of people travelling a total of up to 4365 people conventionally occupy it during the peak hours, which is more than twice the capacity of the train.  Many casualties are recorded, as people suffer from accidents, such as falling off trains, during these peak hours.  The causalities reported from 2008-10 stands at a staggering figure of 1974.

9

(Sonali, 2016) CHINMAY SHAH

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 The station buildings catering to the major stations have been finding it increasingly difficult lately to cope with the ever increasing number of daily commuters.  The rail bridges have been found to be narrow and few in number to help commuters while entering and exiting the platforms.  The foot-over bridges also are not wide enough and are observed to open into areas which are intruded upon by informal vendors, which ultimately leave little room for safe and convenient pedestrian movement.  More deaths have been reported near the station areas since many commuters have been run over by trains when they cross the tracks while choosing to avoid these crowded foot-over bridges and subways to reach their platforms.  A total of about 20,700 deaths had been reported during 2003-2007.  The station areas immediately outside the station building have been noted to be experiencing acute problems regarding congestion owing to poor intermodal connections.  Most of these stations seem to have no space for dedicated bus stations.  Buses also have to share the narrow roads with cabs and rickshaws.  These station areas do not have public sidewalks and even the ones present are too narrow and inaccessible as they are usually occupied by hawkers.  The areas also seem to have mostly dilapidated built environments which are in the surrounding spaces and since most of them are old, their ownership rights are sketchy and therefore, to bring them into the intrinsic fold of the precinct and rehabilitate people and businesses is a challenge.

Figure 17: Opinions of Facilities of FOBs/ Subways (Source: MRVCL Executive Summary) CHINMAY SHAH

Figure 18: Opinions of Facilities of Platforms (Source: MRVCL Executive Summary) 18 Figure 11: Opinions of Facilities of Platforms (Source: MRVCL Executive Summary)

REJUVENATING THE DADAR STATION PRECINCT

Figure 19: Opinions of Facilities at Suburban Stations (Source: MRVCL Executive Summary)

Figure 20: Summary of passengers using Western Line (Source: MRVCL Executive Summary)

Figure 12: Summary of passengers using Western Line (Source: MRVCL Executive Summary)

Figure 21: Summary of passenger using stations on Virar- Dhanu Road line (Source: MRVCL Executive Summary)

Figure 22: Summary of passenger using stations on Central line (Source: MRVCL Executive Summary)

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Figure 23: Summary of passenger using stations on Harbour line (Source: MRVCL Executive Summary) Figure 24: Queue length observed at the ticket counter on Western line (Source: MRVCL Executive Summary)

Figure 26: Queue length observed at the ticket counter on Harbour line (Source: MRVCL Executive Summary)

Figure 25: Queue length observed at the ticket counter on Central line (Source: MRVCL Executive Summary)

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Figure 13: Queue length observed at the ticket counter on Harbour line (Source: MRVCL Executive Summary)

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3.5 Solution to Handling Urban Congestion There are many measures which can be taken in order to relieve urban congestion.

These are broadly categorized into three groups:  Supply side solution: • Increase the supply of transportation facilities, which essentially means increasing the urban transport infrastructure capacity.

• In Mumbai today, the increasing use of personalized modes of transport for daily commute has led to an increase in the the load on the road network of the city.

This has also increased the basic demand for more parking lots and considering that limited land mass that Mumbai has, the increase of parking spaces has proved to be an unnecessary drain on the city’s resources.

• Delays caused due to traffic congestion, an observed higher rate of traffic accidents and the impact of environmental degradation are daily points of discussion and debate within all quarters, and rightly so.

• City planners and decision makers of the city of Mumbai see the solution to all these issues in the form of wider roads, construction of new links to improve connectivity between locations, new flyovers and restriction of pedestrians and slow moving vehicles on major arterials and other connectors, in favour of vehicular traffic.

• However, studies from the various other regions of the world have indicated that an increase in the supply of transportation facilities only leads to an increase of the demand for them, that is, the growth of motor vehicles and the number of trips made increases, and the issue of congestion persists. The resultant, on the other hand, continues to be elusive.

• Thus, increasing the supply of transportation can no longer considered a viable solution for urban decongestion.  Demand management: • Encouraging a more efficient use of the existing transportation facilities, especially of road space, through some restraint on the use motorized personal modes.

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• Till today, in Mumbai, there have been made no attempts by us to control the demand for transportation facilities.10 • There are several methods of demand management, among which measures with space restraining such as bus priority schemes, street-running rail systems, cycle lanes, wider footpaths and pedestrian areas to attempt to curb the demand for road space can be considered.

• When well designed, implemented and managed, these schemes can truly help to achieve a more efficient use of road space.

• Additional benefits of these include improvement in the environmental quality, enhanced street aesthetics and a greater safety for road users.

• These can also potentially help in reducing the pollution levels from vehicles by reducing the distance travelled.

• To further toughen the regulations, there are various examples practiced in, for instance, Singapore, like area licensing scheme, taxes on car ownership and usage, motor vehicle quota, weekend car scheme, electronic road pricing, etc.

Figure 27: Bus Lanes (Source: plus.google.com)

Figure 28: Separate Bus lane (Source: Sllideshare.net)

 Change in land use: Figure 14: Separate Bus Lanes (Source: plus.google.com)

Figure 15: Separate Bus lane (Source: Sllideshare.net)

• Changing the land use pattern such as economic activity become more dispersed, and the integration between employment, housing, and other urban amenities is improved.

• We are not just trying for an increase in the supply of transport facilities but simultaneously changing the land use, contributes to changes in the travel pattern as well.

10

(Balakrishnan, 2006) CHINMAY SHAH

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• Bandra Kurla Complex, Andheri MIDC, Mulund, etc. are the new CBDs in making.

With mill areas also now being gradually transforming into commercial hubs, the ratio observed in traffic flow is about 60:40 now.

• But merely relying on a singular solution will not be enough to produce desired results and provide durably effective improvements.

• If the city needs to function efficiently then all the solutions need to be implemented.

Figure 29: Central Business District in South (Source: Author)

Figure 30: Central Business District spread across the city. (Source: Author)

3.6 What needs to be done?  Shift in focus of planning: • The transport planning process currently in use needs to be altered to a more human-centric conceptualization, and its focus needs to shift, from design for movement of vehicles to design for movement of people.

• Our planning basis is a passenger car unit and that means we can count the number of vehicles moving from one point to another. Efficiency for designing mass transportation can only derived at if the number of people that move from one point to another are taken into consideration.

• Our vehicle occupancy is approximately 1.5 person per vehicle, therefore the total number of people moved per unit of road space is actually very low.

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 Integrated mass transportation system: • We need to undertake an entirely new analysis and study targeted towards the provision of a network of mass transportation service in the city.

• Emphasis should be laid on utilizing rail, road and water resources for designing a mass transportation system with their integration so that there functions a composite, integrated, metropolitan transport service.

• There needs to be integration of land use and transportation planning in order to minimize the very need for travel.

• There should also be provided very good and high quality public transport services for a choice as an alternative to cars.

• South Mumbai can be defined as a mature development, so only the land use patterns of the suburbs need to be modified with the objective of reducing the daily commute to work.

• Issues of parking, encroachment, pedestrian related obstructions and other such problems need to be addressed.

• Pedestrianization of certain areas will inevitably aid in reducing the extensive number of short trips that make use of private car and taxis today.

• The mass transportation system designed in accordance should have a hierarchical structure, most preferably with three levels with low vehicle capacity, high frequency feeder services operating at lowest level and interfacing with an intermediate level of mass transportation service.

• The 1st level feeder services could be provided either by shared taxis or low capacity mini buses but should essentially be road based services.

• 2nd level transportation could be mono rails, metros, buses etc.

• And the 3rd being suburban rail service and water transport which provide long distance journeys.

• By making use of bus lanes, there would be a possibility of operating a high capacity bus system which would run along the four major north-south arterial roads.

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• Approximately, 88 % people tend to rely on public transport systems and therefore the idea of public transport being inconvenient and too crowded has to be changed.

• Therefore, it is imperative that there be infrastructure planning and dedicated investment in systems of public transport to provide a more comfortable and a convenient option for the people of the city to rely on.

• Level of comfort, absence of any transfer time losses as well as lower stress levels among the commuters are added advantages of a good mass transportation system.11

Figure 31: Shared Taxi (Source: liberopensiero.eu)

Figure 32: Mumbai Metro Train (Source: loksatta.com)

Figure 33: Mumbai Suburban Railway Station (Source: thehindu.com)

11

(Balakrishnan, 2006) CHINMAY SHAH

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 Optimal use of existing resources: • The major part of Mumbai city was once a complete island. Therefore, we need to embrace the fact that no scope prevails for endless road building. Also, funds dedicated to these funds can alternatively be utilized in a more effective manner for some other function.

• Water is a naturally existing resource, which we have in abundance, and yet we fail to utilize it, and that needs to be incorporated into future transportation plans for the city.

• In the days of the past, passenger water transportation was observed to be highly viable and cheap as well as environment friendly, a supplement to the transport requirement of the city.

• With respect to the road network, there are four fairly strong north- south corridors, and they are currently grossly under-utilized due to encroachment issues, parking spaces and a few other points of urban congestion along their lengths.

• The roads of Mumbai have basically developed organically and over a length of time, and therefore there are a few weak links as well as missing connectors in the east west direction and within the suburbs where development has generated along the railway tracks, which need to be put in place.

Figure 35: Street Encroachment (Source: alamy.com)

Figure 34: Possible water routes (Source: Author)

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Figure 36: Overcrowded Mumbai Local (Source: linkedin.com) 26

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• Proper planning of these few missing links will eventually result in the formation of fairly good grid of roads for the city.

• Encroachment of the streets and footpaths, heavy parking on the kerbside lane in the arterial roads are some problems which are prevalent throughout the city.

Additionally, lack of pedestrian friendly roads cases people to walk on the outer side of the parked vehicles, which further reduces the road capacity for moving vehicles and compromises the safety of drivers as well as pedestrians to a large extent.

• Poor driving behavior by citizens, owing to a lack of observation of road safety by the drivers themselves, as well the officers responsible for curbing the same, and similar such habits further add to the endless chaos in the situation.

• Railway network of Mumbai is a strongly supporting system, but is currently burdened with people over its capacity, and the service needs to now be supported by any complementary mass transportation system on road and water to relieve it of its burden.  Interface between modes: •

The interface observed between the different modes, where a transfer is affected from one mode to another would essentially prove to be the weakness in such a system.

•

The efficiency of the system, then, would hinge on the efficiency of these transfers.

•

These inter nodal transfer modes also need to be designed carefully for optimum efficiency of transfer along with levels of passenger comforts.

•

Additional facilities such as waiting areas, snack bar, washrooms etc., which not only enhance the transportation systems but also play a pivotal role in supporting it by aiding passenger convenience and comfort need to be well designed and given considerable thought to.

•

These comforts and convenience should be the norm and not the exception.

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4. WHY DADAR STATION? In Marathi language, native to Maharashtra, the word ‘Dadar’ means 'Ladder', perhaps giving an indication of its importance, being an important connection and a linking medium between the main Mumbai Island and the surrounding islands, in the past. In fact, Dadar was the very first planned urban region of Mumbai, and it was included

in

the

‘Dadar-Matunga-Wadala-Sion’

scheme

dated

1899-1900.12

According to the survey plan, Dadar was designed for the purpose of housing 60000 people. However, currently the population in Dadar region has gone up to 5,82,000.

Initially, Dadar was a well-planned urban residential area. However, due to an outbreak of plague as well as recession in the United States of America in the year 1920, Dadar was gradually transforming into a majorly industrial area because of the new mills being developed in and around it. Consequently, in 1930, a trust for city improvement was introduced, which played a pivotal role in establishing schools, colleges and recreational spaces, like theatres and hotels. Various shops opened up and these provided good as well as cheaper quality of goods, due to the presence of the city’s working class. The northern suburbs in Mumbai were emerging locales, during the 1940s and the 1950s. Therefore, the facilities there were not enough and Dadar became a halting stand for everyone travelling towards Borivali, Dombivali and even Andheri. In those days, people would arrive at Dadar station, either by a slow train or by travelling in a bus, from different places in Mumbai, and would then take fast trains to travel to their respective destinations, a culture still prevalent. Therefore, Dadar had an increased commercial importance but this was at a time when private vehicles were not popular.

Figure 37: Change in the Dadar Landuse over years (Source: Author) 12

(Dadar, 2016) CHINMAY SHAH

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Dadar Terminus got inaugurated in the year 1968, by the former Prime Minister Morarji Desai. After that, Dadar station attracted people and became a focal point for people from different places across the country. Following population explosion, the density of commercial hubs in Dadar increased and invited further transmigration.

While originally planned, it was intended to be a residential zone. However, it had transformed extensively, into a commercial hub within central Mumbai as well as a thriving mill land area. There was an outburst of people who came to work at Dadar.

Due to that, the natural market got evolved and became developed. There was a whole sale market to boast about, and people would come from different regions for buying vegetables and miscellaneous commodities of daily use from the hawkers, as it was convenient to buy from there and then head home.

Gradually, even when regions like Lower Parel and Bandra-Kurla Complex (BKC) rose in eminence as hotspots for the city’s commercial real estate hotspots, Dadar, due to being one of the oldest, and among the most established locations of the city, had a distinguished class of its own. The reasons for the same, are, the fact that the geographical placement is highly favourable and it is extremely well connected to all regions. Due to this, and for all practical intents, Dadar is the heart of Mumbai.

Dadar has proven to be so popular historically that the market is near a state of saturation point, regarding residential property. Currently, a very few number of new projects are scheduled. There is barely any scope left for any further residential or housing development projects, as there is an insufficiency of plots. Therefore, within Dadar and its surrounding areas, there are a number of ongoing redevelopment projects.

What is it that drives the real estate of Dadar? For professionals in Mumbai, location of workplace is an important factor. Therefore, due consideration makes it evident that Dadar is an ideal locale because of its excellent connectivity. With regard to the railway network, especially, Dadar possesses the distinction of being the only railway station common to the Central and the Western Railway Lines, along with the neighbouring region of Wadala serving as an access to the Harbour Line.

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However, one must not discredit the easy road accessibility from Dadar either. The region is a primary public transport hub. This insinuates that, in practical terms, professionals who live at almost any region in Mumbai, and in fact, even Pune, and work at Dadar can conventionally transit to and from their place of work within a single journey. The issue of transferring buses or trains, effectively plaguing most working professionals in Mumbai gets eliminated.

Currently, Lower Parel is now firmly established as a business district and along with possessing the distinction of a multinational presence. But due to its rapid development into a corporate office hub, practically every available plot of land in Lower Parel is deemed suitable for development of office spaces.

The BKC also continues to hold a considerable amount of tactical value for the corporate occupiers of office spaces. But Lower Parel has definitely set an astonishing pace in Grade-A development of office space, and it is so that the forward momentum which has been set by some key projects recently has found a natural growth for extension in Dadar.

While these developments raise the equation of commercial spaces in the city’s most advantageously connected location, it is anticipated that the redevelopment of many existing buildings which are in and around the region will follow. The raise in commercial real estate activity within Dadar will also cause an increase of demand for properties which are residential properties, even in the surrounding areas.13

Figure 38: Peak Hour Section Load on Western Line (Slow+ Fast) for Up Direction (08:30- 09:30 and Down direction (18:00- 19:00) (Source: MRVCL Executive Summary) 13

(Jones Lang LaSalle India, 2011) CHINMAY SHAH

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Figure 39: Peak Hour Section Load on Central Line (Slow+ Fast) for Up Direction (08:30- 09:30) and Down direction (18:00- 19:00) (Source: MRVCL Executive Summary)

Figure 40: Peak Hour Section Load on Harbour Line (Slow+ Fast) for Up Direction (08:30- 09:30)and Down direction (18:00- 19:00) (Source: MRVCL Executive Summary)

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5. AIM To rejuvenate the Dadar railway station and precinct, which gives the city its essential functional and symbolic presence.

It includes adding and upgrading the level of passenger facilities by new construction and redevelopment of the station building, the circulation area, the concourse and the platform to better and futuristic standards.

To resolve the disorder in the precinct caused due to the natural market with hawkers, vehicles and other commercial elements and at the same time create efficient, pleasurable and universally accepted paths for pedestrians.

To give the breathing space to the Dadar station that it truly deserves.

6. OBJECTIVES 

To study various aspects of a station, the places and activities affecting the station and the places and activities affected by the station.



To create a railway station of futuristic standards and set an example for development along similar lines for other station precincts.



To create a precinct that eases movement within the station.



To figure out the factors affecting the efficiency of the Dadar railway station.



To create a harmonious environment for the people travelling and living in and around the station.



To provide plentiful facilities for quick movement of people within the station.



To minimize the loss of time caused due to inadequate planning.



To improve the perception of people towards the functioning of railway stations.



To create a safe, intuitive, efficient and enjoyable path for the transition of people from one mode of transport to other.

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7. RESEARCH METHODOLOGY 7.1 Station Analysis: • To identify the problems of the station which are making it inefficient in the present context.

• To demarcate the entry and exit points to the station and foot over bridges.

• To collect statistics depicting the footfall of the railway station and Dadar in particular.

• To analyze various proposals for Dadar station and study their pros and cons.

7.2 Precinct Analysis: • Study of the land use of Dadar precinct.

• Mapping the commercial magnets of Dadar.

• Locating the nearest transit points from the station.

• Mapping the hawkers and commercial shops which majorly affect the public movement.

• Analyzing the movement of public through the precinct.

• Analyzing the vehicular movement of the precinct.

• Identifying the critical nodes of the Dadar and deducing inferences from the same.

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8. SITE ANALYSIS 8.1 LOCATION  Dadar is situated in the Heart of Mumbai. 

As per 2011 census, population of Dadar is 582000.



Dadar is a railway station on the Western and Central Lines of the Mumbai Suburban Railway network and having terminals on both sides.



The station's location on two rail lines makes it a transit point for passengers.



Collectively, Dadar has 14 platforms in for western, central and outstation trains.

Figure 41: Map of Mumbai showing location of Dadar (Source: Google Maps)

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Figure 42: Map showing the extent of Dadar (Source: Google Maps)

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8.1 SITE PHOTOS

Figure 43: Dadar Site Plan (Source: Author)

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Figure 44: Manish Market (Source: Author)

Figure 45: Kabutar Khana (Source: Author)

Figure 46: Hanuman Mandir (Source: Author)

Figure 47: Dr. Antonio D’Silva School (Source: Author)

Figure 48: Pir Bagdadi Masjid (Source: Author)

Figure 49: Kirtikar Market (Source: Author)

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Figure 50: Savarkar Market (Source: Author)

Figure 51: Nakshatra Mall (Source: Author)

Figure 52: Plaza Theatre (Source: Author)

Figure 53: Plaza Market (Source: Author)

Figure 54: Star Mall (Source: Author)

Figure 55: Dadar Station (Source: Author)

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Figure 56: Dadar Terminus (Source: Author)

Figure 57: Swaminarayan Mandir (Source: Author)

Figure 58: Kohinoor Lodge (Source: Author)

Figure 59: Midtown Pritam Hotel (Source: Author)

Figure 60: Head Post Office (Source: Author)

Figure 61: Khodadad Circle (Source: Author)

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8.2 Street Description and Movement Pattern

Figure 62: Map showing types of hawkers (Source: Author)

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Dadar East  Lakhamshi Nappu Road goes towards Matunga and it has adequate space to take the current vehicular traffic.  Majority of the pedestrian activity happen on Swami Gyan Jivandas Road as it leads to the Ambedkar Road where the outstation buses and taxis start.  The MMGS Road also leads to Ambedkar Road. As the station exit is just at the start of MMGS road it takes equal pedestrian movement. As a result of this a lot of hawkers are seen here.  Dadasaheb Phalke Road experiences hawker settlement in the evening as pedestrian movement increases towards Hindmata Market.

Figure 63: Lakhamshi Nappu Road (Source: Author)

Figure 64: MMGS Road (Source: Author)

Figure 65: Arial view of Station road (Source: Google)

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Dadar West  Hawker encroachment on the Senapati Bapat Road starts from the entry of Plaza market to the north of the station and goes on till the wholesale market in the south.

More than the length of Kavi Keshav Flyover in front of Dadar Station. The trail of Vegetable hawkers oof Plaza market continues til the D’Silva Road and beyond that it is occupied by hawkers selling Daily commodities followed by phool market.

Various shops have occupied the space under the bridge selling shoes, clothes, vegetables, refreshments, etc. Inspilte of various efforts by BMC to let the passage leading to the ranade road and around it clear of hawkers. They still manage to find ways to do business out there because that the best place for their business due to heavy pedestrian activity.

Figure 66: Senapati Bapat Road (Source: Author)

Figure 67: Ranade Road (Source: Author)

 Ranade Road is usually jam packed due to heavy pedestrian activity, shops on the ground floor of all building and additionally hawkers along both sides of the road. Commuters going towards Shivaji Park or Plaza Theatre prefer taking Ranade road as that’s the shortest route.  Chabildas Road is usually the khau galli of Dadar station as there are food vendors along the entire lane. Chabildas road connects to the start of Tilak Flyover thus it is preferred by commuters going to plaza theatre or regular bus commuters boarding from plaza bus stops.  CHINMAY SHAH

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REJUVENATING THE DADAR STATION PRECINCT

Figure 68: D’Silva Road (Source: Author)

Figure 69: M.C. Jawale Road (Source: Author)

 Dr. D’Silva Road is usually less preferred by the commuters because it doesn’t lead anywhere directly. Due to this, D’Silva road is full of vegetable and fruit hawkers.

Thus people who intend to shop prefer this route. It also has an entry to the Savarkar Market and Kirtikar Market.  M.C. Jawale Road has hawkers selling flowers, vegetables daily commodities etc.

It is preferred by people walking towards Bhavani Shankar Road. Shared taxi service is available at this road near Kabutar Khana. There is a slight vehicular movement on this road.

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8.3 Mapping Analysis

Figure 70: Map showing Commercial Magnets at Dadar (Source: Author)

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Figure 71: Map showing Bus and Taxi Stand at Dadar (Source: Author)

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Figure 72: Map showing the Hawker position at (Source: Author)

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REJUVENATING THE DADAR STATION PRECINCT

Figure 73: Map showing different Public Movements (Source: Author)

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REJUVENATING THE DADAR STATION PRECINCT

Figure 74: Map showing Commercial shops (Source: Author)

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Figure 75: Map showing Station Entry/ Exits and Foot over Bridges (Source: Author)

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REJUVENATING THE DADAR STATION PRECINCT

Figure 76: Map showing Vehicular Traffic Speed (Source: Author)

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REJUVENATING THE DADAR STATION PRECINCT

Figure 77: Overlay map showing Critical Junctions at Dadar Station (Source: Author)

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8.4 Area Statement of Existing Structures Around Dadar Station

Figure 78: Existing Dadar Station Layout (Source: Author)

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Figure 79: Area Statement of existing structures around Dadar Station (West) (Source: Author)

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Figure 80: Area Statement of existing structures around Dadar Station (East) (Source: Author) CHINMAY SHAH

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REJUVENATING THE DADAR STATION PRECINCT

Figure 81: Area Statement of existing structures around Dadar Station (East) (Source: Author)

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8.5 Area Statement of Existing station Facilities: Infrastructure at Central Railway Sr. No.

Office Type/Room

Existing Placement

Area (sq. m.)

1

Parcel Office

Platform 6 CR

127

Platform 6 CR

223

Platform 6 CR

102

Platform 6 CR

86

2 3 4

2nd Class Non-AC Waiting Room 1st Class AC Waiting Room Deputy Station Manager’s Office

5

Station Manager

Platform 6 CR

86

6

Section Engineer’s Office

Platform 6 CR

73

7

Ticket Office

Platform 6 CR

110

8

Ticket Counter

Platform 6 CR

160

9

TC Officer Office

Platform 6 CR

112

10

RPF Office

Platform 6 CR

115

11

Dadar Terminus

Platform 7 & 8 CR

661

12

Room Control

Platform 4 & 5 CR

44

13

Electric Stores

Platform 4 & 5 CR

44

14

Dadar Police Station (GRP)

Platform 2 & 3 CR

220

15

Booking and Reservation

Platform 3, 4, 5, 6 CR

1470

Infrastructure In-between (Central Railway) Sr. No.

Office Type/Room

Existing Placement

Area (sq. m.)

1

Railway Officers’ Chawl

Between WR & CR

1710

2

Station Manager’s Bungalow

Between WR & CR

380

3

Central Railway Institute

Between WR & CR

1360

4

CRMS Office

Between WR & CR

332

5

GRP Head Quarters

Between WR & CR

260

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Infrastructure at Western Railway Sr. No.

Office Type/Room

Existing Placement

Area (sq. m.)

1

RPF Office

Platform 1 WR

43

2

Ticketing Office

Platform 1 WR

33

3

Ticketing Office

Platform 1 WR

57

4

CBS Office

Platform 1 WR

55

5

Ticketing Office

Platform 1 WR

14

6

WREU Office

Platform 1 WR

23

7

WRMS Office

Platform 1 WR

23

8

GRP Office

Platform 1 WR

23

9

FA & COA Reading Bldg.

Platform 1 WR

488

10

FA & COA Reading Room

Platform 1 WR

385

11

PWI Peti Room

Platform 1 WR

42

12

Electric Power House

Platform 1 WR

94

13

Control Tower

Platform 1 WR

54.7

14

Signal Supply Cubical

Platform 1 WR

22.9

15

DDR Local Cabin

Platform 1 WR

7.2

16

Electric Store Room

Platform 1 WR

16.5

17

Transformer Cubical

Platform 1 WR

4.2

Infrastructure In-between (Western Railway) Sr. No.

Office Type/Room

Existing Placement

Area (sq. m.)

1

Booking and Reservation Office

Between WR & CR

1610

2

Section Engineer’s Work

Between WR & CR

1800

3

Office of Deputy Chief Engineer

Between WR & CR

170

Between WR & CR

200

Between WR & CR

40

Between WR & CR

230

Between WR & CR

270.5

4

Office of Sr. Asst. Financial Advisor

5 6

7

Police Station Office of Dy. Chief Signal & Telecom Engineer Rest House for Railway

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Authorities

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Western Railway  Platform No. 1 (End Platform) (Suburban Train) o Length- 256m and Average width 6m o Trains to Virar & Borivali (Slow) o 3 Booking Offices (Suburban) o 2 Toilets o 1 Municipal Foot over bridge at North end o WRMS and Supritendent’s office o Railway workers rest house

 Platform No. 2 and 3 (Island Platform) (Suburban Train) o Length 375m and average width 10m o Platform 2- Trains to Churchgate (Slow) o Platform 3- Trains to Virar and Borivali (Fast) o Station master’s office

 Platform No. 4 (Island Platform) (Suburban Train) o Length- 270m and average width 6m and tapers to 3m at north end o Trains to Churchgate (Fast)

 Platform No. 5 (End Platform) (Suburban & Outgoing Train) o Length- 360m o Trains to Virar and Borivali (Fast)

 Platform No. 5 extension and 6(End Platform) (Outgoing Train) o Length- 600m o Trains to Virar and Borivali

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Central Railway  Platform No. 1 and 2 (Island Platform) (Suburban Train) o Length- 275m and average width 7m o Platform 1- Trains to Kalyan (Slow) o Platform 2- Trains to CST (Slow) o 1 toilet at south end

 Platform No. 3 and 4 (Island Platform) (Suburban and outgoing Train) o Length- 535m and average width 15m o Platform 3- Trains to Kalyan (Suburban) o Platform 4- Trains to Kalyan (Fast)(Outgoing trains) o 1 toilet below municipal foot over bridge o IRCTC’s office and RPF office

 Platform No. 5 (Island Platform) o Length- 600m and average width 6m o Trains to Kalyan (Outgoing trains) o 1 toilet below elevated deck

 Platform No. 6 (End Platform) (Suburban outgoing Train) o Length- 600m and average width 10m o Trains to CST (fast) o 2 Non AC and 1 AC waiting room o Dy. Station Manager o Station Manager’s Office o Section Engineer’s Office o Ticketing counter o TC officer’s office o Parcel office o Medical Room

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 Platform No. 7 and 8 (IslandPlatform) (Outgoing Train) o Length- 440m and average width 10m o Trains towards Kayan o Dadar Terminus Platform (outgoing train terminal)

Foot Over Bridges  F.O.B.1 o 6m wide o Newly constructed o Connects to all Western Railway Platforms o One new escalator

 F.O.B.2 o 3.5m Wide o Connects to Central and Western Railway o Connects to Western Railway platform no. 1, 2, 3, 4, 5. o Connects to Central Railway platform no. 3, 4, 5, 6. o Has one external Entry and Exit

 F.O.B.3 o 4.5m Wide o Low height connects to FOB 4 o Connects to Central and Western Railway o Connects to Central Railway platform no. 3, 4, 5, 6. o Doesn’t connect to platform no. 1 and 2 and western railway o Connects to new Western Railway Elevated booking office o Has one external Entry and Exit

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REJUVENATING THE DADAR STATION PRECINCT

 F.O.B.4 o 12m Wide (Prestressed concrete girders) o Connects to Central and Western Railway o Connects to Western Railway Ticket Counter building o Connects to Western Railway platform no. 1, 2, 3, 4, 5. o Connects to Central Railway platform no. 1, 2, 3, 4, 5, 6. o Most used foot over bridge at Dadar. o Has one external Entry and Exit. o 1 newly installed escalator.

 F.O.B.5 o 6.5 Wide o Connects to Western Railway Platforms

 Municipal Foot over bridge (South end) o 7.4 Wide o Connects to East and West o Connects to Central Railway Elevated ticket counter deck o Connects to Western Railway platform no. 1, 2, 3, 5. o Connects to Central Railway platform no. 1, 2, 6 and 3, 4, 5 through elevated deck. o Encroached by hawkers o 3 ramps on western side FOB. o External Entry and Exit.

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8.5 Future Proposal for Dadar Transport

Figure 82: Future proposal for transport (Source: Author)

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Under construction footover bridge: The foot over bridge, which is under construction, will connect the Tilak Bridge to the platform dedicated to outstation trains, saving some time of the pedestrians, by creating a shorter route to their destination, which was otherwise accessible through a much lengthier route.

Proposed METRO line 3: The proposed METRO line 3, which is touted to run from Colaba – Bandra- Seepz encompasses a total of 146 kilometers of running track, most of which is proposed to be underground.14 The metro has been proposed at Dadar on the already busy Ranade Road. Ranade road is currently in a state of chaos with overcrowding of pedestrians and hawker activity, and creating yet another transit station in the same vicinity with this existing scenario will only aid to worsen the situation. The method of construction which would be used will be the cut and cover method which will induce in the creation of a hazardous situation to the neighborhood for the entire phase of construction.

Proposed Elevated Railway Corridor: The Western Railway Corridor is proposed to be about 60 km length from Churchgate to Virar with 28 stations. Presently, non-air-conditioned EMU trains of 9, 12 and 15 coaches run for about 20 hours per day. The trains are, however, found to be overcrowded, and quite beyond their rated carrying capacity, with headway of around four minutes and are intensively utilized.

Ministry of Railways (MOR) is keen to take suitable measures to augment the system capacity along with providing improved services to the commuters. Lateral expansion by means of laying additional tracks by the side of existing tracks will not prove feasible due to the unavailability of required land strip for most of the length of the Corridor.

MOR has also, therefore, envisioned a two track parallel Corridor which would have a capacity to run 8 car air-conditioned trains along the Churchgate-Virar section with Bandra to Virar as Phase I and Churchgate to Bandra as Phase II. It is expected that the introduction of air-conditioned EMU services will also help in addressing the issues of capacity constraint along with the non-availability of quality travelling experience to the commuting public. MOR plans to implement the Project through a proposed private sector partnership.

14

(Mumbai Metro Rail Corporation Ltd., 2016) CHINMAY SHAH

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It is expected that about 50 % of the 1st class suburban rail passengers would accordingly shift to transport via the elevated Corridor, after the facility is made available. Further, the shift from 2nd class passengers is also expected to be about 20%.

This insinuated an expected combined shift of about 23.5 % of the Western Line suburban Rail passengers onto the proposed system. Some passengers, who are presently using buses, autos, taxis and private modes are also expected to undertake a similar shift to the proposed elevated Corridor due to the advantages given with regard to travel time and comfort. Accordingly, the shift from various road modes can projected to be about 10% of the number of rail passengers shift– translating into a total ridership on the elevated Corridor at about 26 % of the existing suburban rail.

The construction of this proposed project significant challenges due to the multiple constraints posed by the existing Railway tracks and infrastructure, ROBs, FOBs, in addition to the essentially limited road space currently observed in the vicinity for the movement of traffic. The alignment, as well as the methodology and sequence of construction, for the proposed corridor, have therefore been suggested with consideration and a view to ensure minimum impact of the existing structures, as well as avoiding disruption to the existing flow of traffic in the vicinity. It is planned to be constructed primarily within the Railway Boundary. At certain locations, properties or lands which are contiguous to Railway Land, are proposed for acquire for the smooth execution of the Project. This will also involve the removal of such properties and their incidental access roads – and accordingly not require any alternative diversions for the ongoing traffic pattern. However, at some locations, the construction of the proposed Corridor and its Stations will also involve partial or complete closure of certain existing roads for varying durations.15

15

(Rites, 2016) CHINMAY SHAH

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9. Design Consideration: 9.1 Pedestrianization Walking is an essential and frequented mode of transport. Unfortunately, despite the abundance of pedestrians on the roads, walkways are significantly neglected in urban planning of transportation means in India. The current situation of footpaths borders on pathetic, with being encroached by hawkers as well as stalls along with other objects, as observed through surveys conducted in different regions of Mumbai, clearly depicting the obstacles people face while walking. Consequently, pedestrians are obligated to walk of the edges of roads, hindering vehicular movement and increasing susceptibility to accidents. Pedestrians are required to suffer further, in terms of time and energy expenditure, by directing them to use foot over bridges as well as subways so that vehicular movement is facilitated. Therefore, there is a dire requirement to frame as well as implement a pedestrian policy, not burdened by any compromise.

The city authorities are allowing the accommodation of growing motor vehicle traffic, following the West endorsed trends on capital intensive schemes for development of roads, neglecting the fact that the Indian road scenario is dominated by pedestrians.

Walking, as a means of transport, has been ignored, ever since the beginning, perhaps due to the fact that it avoids employment of vehicles, inducing walking in Mumbai to grow into an ordeal, ridden with tension.

In urban areas of a small or a moderate scale, walking is the primary mode for transportation. In large cities and metropolitan areas, it becomes a vital means of interface in between various modes of transport. Therefore, pedestrian mode must be given the due recognition it deserves within any urban transport system design.

Figure 83: Pedestrianized Streets of Turkey. (Source: wrirosscities.org) CHINMAY SHAH

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REJUVENATING THE DADAR STATION PRECINCT

Walking needs to be made safe, along with convenient and even attractive. Walking, akin to cycling has two vital virtues: Firstly, it does not cause pollution and secondly, it does not consume fuel. The Department of Environment in the United Kingdom, in its Paper on Transport Policy (1976), emphasized the primary objective for the provision of an efficient transportation system which has minimum cost and also listed secondary objectives of the transport policy that can be summarized as follows: 

All members within a community must have reasonable opportunities for mobility.



Environmental damages caused by transport has a real cost, therefore those should also be included in the calculations.



Excessive use of any resource, mainly fuels, should certainly be avoided.

Currently, there is a shift of line of thought in countries with private vehicles dominating the traffic. The focus is in favour of pedestrians and cyclists. There remains, thereby, no reason wherein a nation like ours, developing as it is, to adopt policies which would support pedestrians and cycling, as these would be conducive to bring a resolution in the traffic situation. There is no question of the efficiency in terms of the environment and energy but till now, these have been denied their fair share in road space.

An observation made of the road scenario in India depicts that footpaths are conventionally taken up by many other elements such as hawkers, milk booths, stalls, unplanned trees, electric poles, etc. as opposed to the pedestrians. Also, there are breaches and cuts pavements which force pedestrians while walking to either step up and down the pavement or jump obstacles occasionally. Scientific studies conducted of human factors in locomotion have indicated that a pedestrian requires a lateral space of approximately 2 to 3 feet with a longitudinal space of approximately 8 to 10 feet so that there is comfortable movement in the space without body contact. Therefore, the average area which is needed is 16 to 30 sq.ft. which hardly seems possible in the current scenario.

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The conflict between pedestrians and vehicles arises when pedestrians try crossing a road which is meant solely for motor vehicles. A variety of solutions have been suggested for this, which involve segregation of pedestrians from motor vehicles, either by space, or by time. The former is achieved by directing pedestrians to use a subway or a foot over bridge, which is the method of separation of grades. The latter is achieved through signalizing traffic, but it causes delay and queuing of cars at intersections.

The scheme of signalization in most cities is improperly executed and is unhappy.

Pedestrians tend to lose patience due to delays, so they try to cross the roads through the prevalent traffic at great personal risk. Motor car drivers also do not follow the rules of the signals and often rush through yellow and red traffic lights. The existing system of traffic engineering prioritizes fast moving traffic. Therefore, the pedestrians are directed to move in discontinuous fashion causing pedestrians to avoid the unpopular paths, as they create their own by dire means such as even jumping over railings when possible.

Grade separation can be achieved by constructing foot over bridges and subways.

But it should be realized that any movement for pedestrians which would involve a vertical fall or a rise would require more than standard human energy as well as time.

According to research, human energy consumed for climbing a set of stairs varies by about 10-15 times that is needed for walking an equivalent distance on a horizontal plane. Similarly, descending stairs would consume 3 times as much energy at level.

Also, the time taken to climb up a set of stairs is about 3 times that at level, while for descending it is 10 percent lesser. This becomes an additional difficulty for people who belong to the older generation, or are physically handicapped, etc.

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9.2 Guideline and standards  The Indian Road Congress16 The IRC, that is, the Indian Road Congress has standards stipulated for facilities for pedestrians; at grade as well as grade separated. However, these lack human elements such as aesthetics, scale, form and proportion. Amenities for pedestrians and urban design essentials such as street furniture have been ignored in the standards. Standards specific to context, according to dedicated locations in the city, with hierarchy of streets and definite functions any street or individual streets have not even been conjectured.

Pedestrian footpaths are defined as any area primarily used by all pedestrians. They can adjacent to a road or away from road.  Clear walking zone: in natural and tempered landscape the paths should be a minimum of 1800mm wide in order to accommodate wheelchair users and people with visual imparity assisted by sighted person or guide dog. If the existing path is less than 1800mm wide, provision for passing places shall be made at reasonable frequency, depending on intensity of use. A minimum of 1.8m wide and 2.2m high walking zone should be clear of all obstructions. No utility duct, poles, electric boxes, water and telecom boxes, trees should be placed within the “Walking Zone”. The width of the footpaths should be 1800mm of road is 10m wide or more. If the road width is less than 10m 1500mm is regarded as minimum acceptable. Footpaths should be designed for “Level of Service B” or under resource constraints “Level of Service C” can be adopted.

Minimum obstacle free walkway width and residential/ mixed use areas

1.8m

Commercial/ mixed use area

2.5m

Shopping frontage

3.5-4.5m

Bus stops

3m

High intensity commercial areas

4m

Figure 84: Required width of footpaths as per adjacent land use (Source: Indian Road Congress)

16

(Guidelines for Pedestrian Fascilities, 2012) CHINMAY SHAH

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Design flow in number of person per hour Width of side walk (meters)

In both directions

All in one direction

Level of

Level of

Level of

Level of

service B

service C

service B

service C

1.8

1890

1350

2835

2025

2.0

2520

1800

3780

2700

2.5

3150

2250

4725

3375

3.0

3780

2700

5670

4050

3.5

4410

3150

6615

4725

4.0

5040

3600

7560

5400

Figure 85: Capacity of Footpath (Source: Indian Road Congress)

 Frontage zone or dead widths: For footpaths in shopping area additional one meter width is added. This extra width is called dead width. In situations where footpaths pass next to buildings or fences, a dead width of 05m can be added.  Surface Quality: Firm and even surfaces are important to people using stick or crutches or wheelchairs, or people walking with difficulties. Gratings over storm water drains should be aligned across the direction of travel to avoid wheelchairs’ wheel from falling through.  Cross falls: Cross falls should be provided where absolutely necessary for drainage purpose and should be of slope 1:50 maximum. It should be a gentle slope because steeper gradient tend to misdirect buggies and wheelchairs.  Service Cover: Service cover to manhole and inspection chamber should not be positioned on footpaths. Covers and grating should be non-slip and flush to the footpath and openings should not be more than 10mm wide.  Guardrails: it could be considered at hazardous location along straight stretches at junction, near schools, stations, subways, over bridges and central reserves.  Obstructions: Obstructions on footpaths should be adequately distinguished by adopting following design elements: 

A straight shape rising from footpath



100 mm raised platform



Tactile warning marking on the ground around the obstruction. The warning should extend at least 600mm outside the projected area.

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Illustration of Walkway Level Of Service LEVEL OF SERVICE A Pedestrian Space: ≥ 12.1 m2 /ped (130 ft2/ped) Unit Width Flow: ≤ 6.1 ped/min/m (2 ped/min/ft) Description: Walking speeds are freely selected, conflicts with other pedestrians are unlikely.

LEVEL OF SERVICE B Pedestrian Space: ≥ 3.7 m2 /ped (40 ft2/ped) Unit Width Flow: ≤ 21.3 ped/min/m (7 ped/min/ft) Description: Walking speeds are freely selected, pedestrians become aware of others and respond to their presence.

LEVEL OF SERVICE C Pedestrian Space: ≥ 2.2 m2 /ped (24 ft2/ped) Unit Width Flow: ≤ 30.5 ped/min/m (10 ped/min/ft) Description: Walking speeds are freely selected, passing is possible in unidirectional streams; minor conflicts will exist for reverse or crossing movements.

LEVEL OF SERVICE D Pedestrian Space: ≥ 1.4 m2 /ped (15 ft2/ped) Unit Width Flow: ≤ 45.7 ped/min/m (15 ped/min/ft) Description: Freedom to select desired walking speed and to pass others is restricted; high probability of conflicts for reverse or crossing movement.

LEVEL OF SERVICE E Pedestrian Space: ≥ 0.6 m2 /ped (6 ft2/ped) Unit Width Flow: ≤ 76.2 ped/min/m (25 ped/min/ft) Description: Walking speeds and passing ability is restricted for all pedestrians; forward movement is possible only by shuffling; reverse movements are possible only with great difficulties; traffic volumes approach limit of walking capacity.

LEVEL OF SERVICE F Pedestrian Space: ≥ 0.6 m2 /ped (6 ft2/ped) Unit Width Flow: Variable Description: Walking speeds are severely restricted; frequent, unavoidable contact with others; reverse or cross movements are virtually impossible, flow is sporadic or unstable.

Figure 86: Illustration of walkway level of service (Source: Transit Capacity and Quality of Service manual)

Figure 16: Illustration of walkway level of service (Source: Transit Capacity and Quality of Service manual) CHINMAY SHAH

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REJUVENATING THE DADAR STATION PRECINCT 90

Walking Speed (m/min)

80 70 60 50 40 30 20 10 0 0

0.5

1

1.5

2 2.5 3 Pedestrian Speed (m2/ped)

3.5

4

4.5

5

Figure 87: Pedestrian Speed on Walkway (Source: Transit Capacity and Quality of Service manual)

Pedestrian Flow(Ped/m width/min)

Commuter uni-directional

Commuters bi-directional

Shopper multi-directional

100 90 80 70 60 50 40 30 20 10 0 0.5

1

1.5

2

3

3.5

4

4.5

5

Pedestrian Area(m2/Ped) Figure 88: Pedestrian Unit Width Flow on Walkways. (Source: Transit Capacity and Quality of Service manual)

Pedestrian Level of Service A B C D E F

Space (m2/ped) ≥ 12.1 ≥ 3.7 ≥ 2.2 ≥ 1.4 ≥ 0.6 < 0.6

Expected Flows and Speeds Unit Width Avg. Speed, S Flow, V Vol/Capacity (m/min) (ped/min/m) Ratio ≥ 79.2 ≤ 6.1 ≤ 0.08 ≥ 76.2 ≤ 21.3 ≤ 0.28 ≥ 73.2 ≤ 30.5 ≤ 0.40 ≥ 68.6 ≤ 45.7 ≤ 0.60 ≥ 45.7 ≤ 76.2 ≤ 1.00 < 45.7 Variable

Figure 89: Pedestrian Level of Service on walkway (Source: Transit Capacity and Quality of Service manual)

CHINMAY SHAH

Figure 17: Pedestrian Level of Service on walkway (Source: Transit Capacity and Quality of Service manual)

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Pedestrian Flow(Ped/m width/min)

70 60 50 40 30 20 10 0 0

0.5

1

1.5 2 2.5 3 Pedestrian Area(m2/Ped)

3.5

4

4.5

5

Figure 90: Pedestrian Flow volumes on Stairs (Source: Transit Capacity and Quality of Service manual) 45

Slope Speed(m/min)

40 35 30 25 20 15 10 5 0 0

0.5

1

1.5

2

2.5

3

3.5

4

4.5

5

Pedestrian Area(m2/Ped) Figure 91: Pedestrian Ascent speed on stairs (Source: Transit Capacity and Quality of Service manual)

Level of Service A B C D E F

Average Pedestrian Space in m2 /ped (ft2 /ped) ≥1.9 (>20)

Unit width flow in ped/m/min (ped /ft/min) ≤16.4 (≤5)

1.4-1.9 (15-20)

16.4-23.0 (5-7)

0.9-1.4 (10-15) 0.7-0.9 (7-10) 0.4-0.7 (4-7)

23.0-32.8 (10-13) 32.8-42.6 (10-13) 42.6-55.8 (13-17) Variable to 55.8 (17)

≤0.4 (<4)

Description Sufficient area to freely select speed and to pass slowermoving pedestrians. Reverse flow cause limited conflicts Sufficient area to freely select speed with some difficulty in passing slow-moving pedestrians. Reverse flows cause minor conflicts.

Speeds slightly restricted due to inability to pass slowermoving pedestrians. Reverse flows causes some conflicts.

Speeds restricted due to inability to pass slower-moving pedestrians. Reverse flows causes significant conflicts.

Speeds of all pedestrians reduced. Intermittent stoppages likely to occur. Reverse flows causes serious conflicts Complete breakdown in traffic flow with many stoppages.

Forward progress dependent on slowest moving pedestrians.

Figure 92: Level of Service criteria on stairways (Source: Transit Capacity and Quality of Service manual)

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Illustration of Level of Service for Queueing area: LEVEL OF SERVICE A Average Pedestrian Area: ≥ 1.2 m2 (13 ft2) per person Average Inter-person spacing: ≥ 1.2 m (4 ft) Description: Standing and free circulation through the queuing area possible without disturbing others within the queue.

LEVEL OF SERVICE B Average Pedestrian Area: 0.9-1.2 m2 (10-13 ft2) per person Average Inter-person spacing: 1.1- 1.2 m (3.5-4 ft) Description: Standing and partially restricted circulation to avoid disturbing others within the queue is possible.

LEVEL OF SERVICE C Average Pedestrian Area: 0.7-0.9 m2 (7-10 ft2) per person Average Inter-person spacing: 0.9-1.1m (3-3.5 ft) Description: Standing and restricted circulation through the queuing area by disturbing others is possible; this density is within range if personal comfort.

LEVEL OF SERVICE D Average Pedestrian Area: 0.3-0.7 m2 (3-7 ft2) per person Average Inter-person spacing: 0.9-1.1m (2-3 ft) Description: Standing without touching is impossible; circulation is severely restricted within the queue and forward movement is only possible as a group; long term waiting at this density is discomforting.

LEVEL OF SERVICE E Average Pedestrian Area: 0.2-0.3 m2 (2-3 ft2) per person Average Inter-person spacing: ≤ 0.6 m (2ft) Description: Standing in physical contact with others is unavoidable; circulation within the queue is not possible; queuing at this density can only be sustained for a short period without serious discomfort.

LEVEL OF SERVICE F Average Pedestrian Area: ≤ 0.2 m2 (2 ft2) per person Average Inter-person spacing: Close contact.

Description: Virtually all persons within the queue are standing in direct physical contact with others; this density is extremely discomforting; no movement is possible within the queue; the potential for panic exits.17

Figure 93: Level of Service for Queuing area (Source: Transit Capacity and Quality of Service manual)

17

(onlinepubs.trb.org, 2002)

CHINMAY SHAH Figure 19: Level of Service for Queuing area (Source: Transit Capacity and Quality of Service manual)

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 Edward Hall and Robert Sommer n ‘Hidden Dimension’ and ‘Personal Space’, by Edward Hall and Robert Sommer, respectively, standards are depicted for different kinds of pedestrian activities.18

Figure 94: Personal Standard

Figure 95: Personal spacing

Figure 96: Dense crowd (average 6-8 sq.ft.)

Figure 97: Loose crowd (average 10 sq.ft.)

Figure 22: Dense crowd (average 6-8 sq.ft.)

Figure 21: Loose crowd (average 10 sq.ft.)

Figure 98: Typical pedestrian spacing

Figure 99: Waiting at curbs at the intersection

Figure 20: Waiting at curbs at the intersection

Figure 100: Gazing at the wares displayed

by Street vendors

18

Figure 101: Listening to street musicians perform

(rakeshdesignstudio, 2011) CHINMAY SHAH

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Figure 24: Gazing at the wares displayed by Street vendors Figure 23: Listening to street musicians perform

REJUVENATING THE DADAR STATION PRECINCT

 Aranya – An ideal example for Indian standards Architect B.V. Doshi, in his ‘Aga Khan’ award winning work, called ‘Aranya’, which is a housing project located in Indore, had undertaken the development of a ‘Level of Accessibility’ scale which can be applied for various facilities. However, it was also restricted solely to the residential layout.

Figure 102: Aranya – Levels of Accessibility

Figure 25: Aranya – Levels of Accessibility

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9.3 Pedestrian movement pattern In the any scenario, a lack of understanding and knowledge regarding the need of people with respect to space, becomes truly an obstacle for architects, planners and designers in creating improved urban spaces, the kind where social life and activity is stimulated.

It was Henderson who conjectured that pedestrian crowds behave in a fashion akin to that of fluids (liquids and gases).

Sometimes, individual pedestrian behavior is deemed, more or less, â&#x20AC;&#x2DC;chaotic in appearance. However, one can spot regularities.

In a time frame of about three decades, extensive research has been carried out within the field of environment and behavior relationships, and from various disciplines that address it. Within the urban stay field, the predominant goal of the studies conducted was to derive at guidelines which would aid in urban planning as well as design and analysis of space.

Figure 103: Two way moving crowd

In crowds that comprise of pedestrians moving in opposite directions, it is observed that that there is a formation of different lanes, wherein each lane consists of pedestrians heading towards the same direction. This is also noticed if the interacting pedestrians opt to avoid one another, with equal probability on the left hand side as well as the right hand side. The reason that the lanes get formed is the related decrease observed in the frequency of the deceleration necessary and the avoidance manoeuvers due to which the efficiency of the flow of passengers increases.

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These lanes can be stipulated as dynamically varying. The number of lanes that will get formed depends on factors such as the width of the whole street and the density of the pedestrian movement. Conventionally, the interpretation of lane formation assumes that the general tendency of pedestrians is to walk on the side prescribed in vehicular traffic.

Figure 104: Movement Pattern through a single opening

The mechanism of formation of lanes is understood in the following way: Pedestrians who are moving against the direction of the stream, or in areas which have mixed directions of motion, there will be frequent as well as strong interactions. Also, in each of the interactions, the passengers which are encountering tend to move slightly aside so that they can pass each other. This movements, occurring side wards, contributes to separate pedestrians moving in opposite directions. Furthermore, the pedestrians who are moving in lanes that are uniform will have rarer and weaker interactions. Therefore, the tendency of breaking up existing lanes is deemed negligible, when the fluctuations are lesser. Moreover, the configuration which is most stable does correspond to a state with minimal interaction rate, also related to a maximum efficiency of motion.

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At places with narrow passages, an oscillation of the directions of passing is found.

When a pedestrian can pass through the door, generally another can follow the former easily. But this pedestrian stream which arises as a consequence will have to stop due to the pressure felt from the opposite of the passage. After some time, a pedestrian will be able to pass through the door, in the opposite direction, and then the process repeats itself as mentioned.

Figure105: Movement pattern at an intersection

The mechanism that leads to alternating flows is given as follows: After a pedestrian can pass the narrowing (a door, a staircase, etc.), the pedestrians who are headed towards the same direction can follow easily, which is depicted clearly in long passages. With this, the number as well as the pressure of pedestrians waiting and pushing becomes lesser than on the opposite side of the narrowing, where, as a result, the chance to fill the passage then grows. This causes a deadlock situation after a while and then there is a change in the direction of walking. The passage is captured more easily if it is short and broad which will cause the walking direction to change more frequently.

At intersections, there is confrontation between alternating collective patterns of motion that are unstable and short lived. For instance, the phases of roundabout traffic, temporary in nature (shown above) alternate with phases wherein the intersection gets crossed in either the vertical or the horizontal direction. The efficiency of the flow of pedestrians can get increased considerably by means of CHINMAY SHAH

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placing some obstacle at the centre of the intersection as this would favour smooth roundabout traffic, compared to the competing and inefficient patterns of motion.

During the procedure of optimization, some or all the following facets can vary: (1) The location as well as form of planned buildings; (2) The arrangement of elements such as walkways, entrances, exits, staircases, elevators, escalators, and corridors; (3) The shape of rooms, corridors, entrances, and exits; (4) The function and the time schedule of room usage.

The proposed procedure of optimization can be applied to the designs for new pedestrian facilities and also for a reduction of the existing bottlenecks in the urban scenario by suitable modifications.

The following are four simple examples about how some elements standard for pedestrian facilities can be improved.

(1) At locations with pedestrian densities which are high, the lanes with uniform walking direction have a tendency to disturb each other as impatient pedestrians attempt to use any possible gap to overtake, often leading to subsequent obstructions, due to break in regular flow, of the opposite walking direction. The stabilization of lanes can be done by a series of columns or trees, which can be placed at the middle of the road and these, when glancing ahead in the direction of walking, resemble a wall. This will also require a detour which would enable one to reach the side beyond the permeable wall, and this would make it less attractive when gaps are used in the pedestrian stream opposite.

Figure 106: Lane Formation due to series of tree in the centre CHINMAY SHAH

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(2) At bottlenecks, the flow can be improved by means of a construction, funnelshaped, which would simultaneously help to save expensive space. The optimal form which results from evolutionary optimization is convex.

Figure 107: Bottleneck formation and Funnel- shaped formation

(3) It should be noted that the higher breadth of a door does not lead to a proportionate increment in the pedestrian flow that is going through it. In fact, it might lead to increase in the frequency of changes in the walking direction, which is a factor in temporary deadlock situations. Therefore, two doors prove more efficient, compared to one door which has double width. Self-organization come into play, with each door used for a singular walking direction.

Figure 108: Movement pattern due to the roundabout at the intersection

(4) When different flows are observed crossing each other, oscillatory changes, in the direction of walking along with standstill periods in between occur. This results in a loss of efficiency which can possibly be reduced by means of guiding measures, psychological in nature, or by railings which can initialize roundabout traffic. The same can be reduced as well as stabilized if a tree is planted at the mid of the crossing and it suppresses the phases of vertical and horizontal motion CHINMAY SHAH

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within the area of intersection, resulting in an increase of efficiency by approximately up to 13%.

Figure 109: Movement pattern through double openings

Trail Formation

Figure 110: Trail formed due to pedestrian movement

Figure 111: Trail formed due to pedestrian movement

There is one more intriguing collective effect resulting from pedestrian motion and this has been investigated lately. It is the development of trail systems on deformable ground. The following questions arise, demanding answers, from theories of trail formation by humans in green spaces like public parks. Why is it that pedestrians sometimes tend to build trails so that they can save 3 to 5 meters, but at other times do accept those detours that are quite larger in comparison? How and by means of what kind of mechanism is it that trail systems tend to evolve within space and time?

Why is it that trails also tend to reappear at the very same locations, despite prior destruction? Finally, how should public way systems be designed, for the walkers to actually make use of them?

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The concept of many way systems along with streets have been sourced from traits of humans and animals. In order to ensure easy orientation, they mostly point towards places significant optically. But pedestrians have a tendency of taking the fastest possible route to those places and the terrains have specific properties, which are many a times insufficient when it comes to explaining the characteristics of the trail.

Trails generally serve as a shortcut but surprisingly, it is not necessary that they provide the shortest length of way to the destination. Statistics show that detours which are up to 25% tend to be acceptable for pedestrians. Also, there are detailed studies which have indicated that often, trails are compromises in between different ways pointing in different directions. Exemplifying this, it is observed often that there is a splitting of trails, which is right before they converge with another way in a direction which is leaning towards perpendicular. A greater consequence would be noted if it were so that the trails formed the shape of a triable, which would be a direct way system in between three points of entries and destinations. But the minimal angle, between the ways splitting is observed to be about 30 degrees.

Figure 112: Typical Trail Patterns

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Trail systems which are a result of the mechanisms that have been described above are quite suitable for guidelines for planning and construction of optimal way systems. Firstly, they consider the habits of orientation and walking. Secondly, the trail systems that form as a result offer the ideal compromise between route comfort and maximum shortness. Thirdly, the solutions offered seem fair and balance the relative detours. It has been noted that dynamics of pedestrians display a variety of collective phenomena, such as formation of lanes, and oscillatory flows between bottlenecks. Along with these, there are other empirical observations which are described realistically, by means of microscopic simulations of pedestrian streams that are based on a behavioral force model. In accordance with this model, the collective patterns of motion are interpreted as a self-organization phenomenon, which arise from interactions between pedestrians that are not linear. It is also noted that flow patterns which are self-organizational also change the capacities of facilities of pedestrians significantly. They also lead to obstructions, but can be utilized in order to get higher efficiency in pedestrian flows which have less space.

Additionally, improvements in the way systems can be derived with a more active walker model that depicts human trail formations, inclusive of additional interactions, indirect in nature, between pedestrians that are a result of environmental changes and how those influence human walking behavior.19

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10. STATION RELATED LITERATURE: 10.1 Railway Station: A railway station is a space wherein passengers can board on or depart from a train.

Railways stations have emerged as central places in cities, especially in metropolitan cities, and also have become hubs of networks owing their high accessibility by different means of transport. They also offer opportunities for commercial development. The surrounding spaces of stations tend to be highly chaotic, also causing entrance and exit to the stations difficult. Shortage of open spaces, and poorly planned areas have caused degeneration. Therefore, creating additional spaces within railway station precincts would prove to be significant urban projects.

10.2 Purpose of a Station: 

To entrain or detrain the passengers



To load or off load the goods or parcel



To control the movement of train.



To enable the train to cross each other in case of single line section.



To enable the faster train to overtake the slower train.



To enable the enable the locomotives to take fuel, water or coal.



To attach of detach the coaches or wagon to and from the trains.



To collect food and water for the passenger.



To provide facilities for the change of engines and crew.



To enable sorting out of wagon/ bogies to form new trains.



To provide facilities for the stay of the passenger in case of emergencies like flood, accidents etc.

10.3 Facilities Required at the Railway Station: Railway stations are those gateways which provide access to people to find their way into any town or community. It is acknowledged that the first impression of anything is a lasting one, and therefore, good design for a station and its surroundings are vital and those should correspond with other civic amenities in the area. A large passenger station should be enabled to provide for the necessary facilities for a minimum of 25 years in the future.20

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(Mukherjee, 2009) CHINMAY SHAH

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Facilities required are as follows: 1) Passenger Requirement: Waiting room, retiring room, refreshment room, tea stalls, enquiry office and reservation office, toilet, bathroom, drinking water, platform shed, approach roads.

2) Traffic Requirement: Goods shed, goods platform, station building, station master’s office, signals, signal cabin, reception, departure lines, siding break down train and station equipment.

3) Loco, carriage, wagon requirements: Loco shed, watering or fueling facilities, inspection pits.

4) Staff Requirement: Rest houses for officers and staff, running room for staff canteen, drivers and guards.

10.4 Station Layout and Design The primary role of a station is to provide as a linking interchange spot, between various systems. So it is mainly within this space that a traveler would experience a distinct transition, between the train and regions which are outside the railway stations, seemingly two different worlds, either the following means of transport or the buzz and activities of the cityscape. A modern railway station, therefore, is nothing short of an urban gateway, reminiscent of an airport, and similarly, the entrance and exit points play vital toles.

A railway station mainly comprises of six main elements: 

Railway tracks and signaling



Platforms



Circulation Areas



Ticket Sales and Retail Spaces



Post and Parcel Areas



Station Forecourt

Each of the spaces aforementioned must be clearly defined, for safety as well as ease of circulation in the premises along with the connections within the elements which need to be clearly depicted by good design and signage. It is important to avoid obstructions of any nature in platform areas, by implementing careful design that would help for soother transitioning and pedestrian traffic.

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The following are points should be considered.

1. The number of platforms on a station as well as their respective lengths are given by the pattern of operations prevalent at the station. A greater throughout of trains means that non-travellers can explore in the sops within the station and therefore, a greater passenger flow in the circulation areas. The length of the train determines the length of the platform and the width of the platform is a product of the anticipated density of passengers, given by one passenger per square meter.

2. The density of the circulation areas is dependent upon a number of factors, which are, the density of usage, the ticket dispensing, the control system and complexity of levels, whether or not passengers carry luggage frequently, the fluctuation observed at peak times and the access needs for physically challenged individuals.

The circulation areas are mainly zoned into: 1. Ticket and Information Related Areas 2. Waiting Areas (where passengers can be met with) 3. Dwell Areas (for intending passengers) 4. CafĂŠ, Shops and Bookstalls 5. Telephone and Office Facilities While designing a station, provision of clarity as well as safety are both prime considerations, for which architecture can provide intensive solutions, such as for the allowance of natural light, or positioning of artificial ones, the defining spatiality which will enhance a given area for its optimum usage as well as the structural considerations which will pave the way for a built form which would support the functions, while being sensitive to the user and the context. Basic service elements such as staircases, escalators and lifts fulfil the vital role of allowing movement between levels. It is important to establish hierarchies of movement, inside as well as outside and relating them to most of the activities. Architectural solutions should be utilized in station design, with employment of basic principles and elements to deflect changes in direction and unnecessary zones of circulation, inevitable with a station of such magnitude.

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10.5 External Circulation: While internal circulation holds importance, the functionality of a station is also graded by a smooth connection inside and outside a station, an important aspect ensuing customer satisfaction. A traveler should be presented with clear routes to lead to the pedestrian walkways, access roads, car parks, taxi stands, bus stops, etc. all modes available ahead. Also, these nodes need be well covered, well-lit and safe for usage.

External signage as well as maps are, therefore, an important asset.

There needs to be a suspended canopy, over the entrances, in order to architecturally highlight as well as enhance and facilitate the access points.

It is important that the layout of a station should ensure that the sign line in the major circulation is not obstructed by any means. Also, the width of the road should depict relative importance within the structure, with stipulated guidelines according that a pedestrian path be, for example, 1800 mm wide.

Segregation of movement in the station premises is a vital factor as well, especially when regarding arriving and departing passengers, who must not be subjected to narrow entrances or exits. Moreover, being a public area of a highly important stature, and a basic essential for most peopleâ&#x20AC;&#x2122;s lives, a station always needs to be barrier free, with all access points, and designs of staircases, with every detail including handrails and nosing, needing to be barrier free design standards.

Finer details, including external paving, planters, trees around the premises and the building, maintenance and its resulting cost, appearance and durability need to be kept in mind throughout the design solution and its analysis and execution, including those details, generally pondered about towards the end, such as lighting, CCTV cameras, timetable boards, etc. With due awareness of the requirements, it would not be conducive to treat the various elements required in design and planning as completely separate identities. The design should be worked out and executed holistically, and not with afterthoughts.

10.6 Internal Circulation: Once entered into the internal zone, the path from the entrance to the ticket hall and then to the station should be discernible, and not ambiguous, or marred with obstructions which would induce frustration.

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The four main zones of the station are defined as the access and entrance, the ticket and information, the waiting areas and the platform and trains, and these need to be distinctly defined.

The language of the design and planning should reflect functional hierarchies, such as a wide station entrance, a higher area for ticketing zones than other functions, wide platforms. The spatiality defined by the experience of the circulation within these areas is a huge determinant of the functionality of the station.

10.7 Ticket Offices: The offices should be readily located and easily accessible by all. Automatic ticket vending machines, and in an amount that more than suffices for projected footfalls are essential. Also, it remains a core requirement that the security of the station be never compromised and measures must be taken as a part of the design incentive.

Moreover, being the initial space stepped into in the station, it is here that people develop their perceptions about the space and the station.

10.8 Commercial Areas: Depending on the footfall, the context of the station and its largesse, a definite typology of the commercial areas to be provided can be derived at. These aid in providing service to customers and also contribute towards revenue generation, but it must always be remembered that the primary incentive is to ensure that the commercial areas do not overpower the station, and neither should it jeopardize the efficiency of the station. It should support good civic sense, with enough provisions for people to refrain from littering and defiling the precinct. The placement can be determined only after an analysis of the required circulation.

10.9 Platform Shelter: Canopies are needed for platform areas. Despite there being allowance for a continuous platform, curved in form, only a limited portion is allowed shelter and the roofs cannot project beyond the platform. Ensuring clearance as well as protection from existing high voltage lines, in several railway stations is a necessary requirement.

Therefore, about 50% of the platforms are covered with canopies. Another factor essential for platform design and management is the choice of flooring, its state during wet conditions an important point of consideration along with durability and effect of weathering.

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10.10 Toilets: A challenge poses in the form of the design of toilets. Being an essential backbone and a service necessity in a station design, the toilets need to be designed to be an apt number according to the footfall, need to be aesthetic and ensure measures to keep it clean and airy at all instances with a good quality of fittings and fixtures. It is very aptly said, at times, that regardless of the pristine beauty of any premise, the status of the toilets that truly determines its merit.

Access for the Physically Challenged: Barrier free architecture has posed as a genuine concern over the years, with people avoiding the importance of its requirements to a large extent, thus limiting a vast number of the population from living a regular life, as an independent individual. Not only is it a humane or a legal concern, especially for public spaces today, it also ensures a more plural and equal approach towards design, enhancing spaces and accessibility for all. Moreover, the measures which can be taken are least intensive, such as provision of lifts, or addition of ramps as well as handrails, clear signage along with special requirements, wider routes and entrances, specific textures of pavements, increased lighting, special telephone booths anf ticketing counters, specific screens for sliding for access and circulation, etc.

10.11 Information Signs: Signage, screens which depict information, notice boards from time tables are essential details within a station design and ensure feasibility, inviting masses to garner a good understanding of how the station functions.

Station Facility and Standards: 

Waiting Concourse



Security Points



Travel Indicator Board



Telephones and Business Areas



Retail and Refreshment Shops



Suburban Rail, Bus, Taxi, Metro



Travel Centre



Ticket Hall



Staff Accommodation



Parcel Depot



Yatri Niwas



Toilets for All

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11. CASE STUDIES: 11.1 Thane Railway Station  Thane is a major railway station along the Central as well as the Harbour Lines of

the

Mumbai

Suburban

Railway

network.  With an average of 1000 trains per day, and a footfall of about 6.54 lakh passengers travelling per day, Thane has emerged as the busiest railway station, not only in the Central Railway line, but also all over Mumbai.  Thane has 10 platforms. Platforms 1-4 are reserved for slow trains, 5-8 for fast trains and long distance trains and 9-10 to go to Vashi, Nerul (Harbour line stations), etc.  There are three foot over bridges connecting all the platforms to east and west, which prove to be insufficient for

Figure 113: Location Map of Thane Station (Source: Google Maps)

the number of people frequenting Thane station.  An elevated deck has been created for bus routes to the north of western side of the station.  There are 2 intra-city bus stops and 1 intercity bus stop.  There is a skywalk connecting east and west, but it does not have an entry from the elevated deck.  Thane station is the first station in Mumbai Suburban network to have escalators installed on two of its platforms.

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History:

Figure 114: Old Thane Station in 1990s (Source: Thane Municipal Corporation)

Figure 115: Old Thane Station in 1990s (Source: Thane Municipal Corporation)

 During the 1990s, Thane station had been lost in the siege of unauthorized vendors and shops.  In 2001 Thane Municipal Corporation demolished all such encroachments and the station area started breathing lighter, after ridding off the burden.  After cleaning the encroachments, Thane Municipal Corporation undertook the reconstruction of the station’s circulation area.  The pick-up point for the public transport buses and other Intermediate Public Transport modes were separated.  The new arrangement served its purpose only for a few years, as increase in traffic then necessitated further development.

Private Vehicles

Cars

Two Wheelers

Total Vehicles

1000000 900000

NO . of Vehicles

800000 700000 600000 500000 400000 300000 200000

100000 0 1995

1996

1997

1998

1999

2000

2001

2002

2003

2004

2005

2006

Figure 116: Growth of vehicles over years at Thane Station. (Source: Thane Municipal Corporation)

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 Various methods of population projection show that the city population is continuously increasing and it may be about a total of 41 lakhs by the year 2041.

But the presently sanctioned development indicates that the city can only accommodate 34.2 lakhs efficiently.  Available transportation infrastructure in Thane Station Area was inadequate to cater to tremendous traffic demands.  Thane Municipal Transport alone had been operating 4000 daily trips from Thane Station. In addition, the State Transport Corporation operates 1500 trips.  Thus, in 2004, Thane Municipal Corporation initiated proposal for further development of the Station Area. SATIS:  Station Area Traffic Improvement Scheme (SATIS) is a World Bank funded station area traffic improvement project.  It is implemented by the Mumbai Metropolitan Region Development Authority (MMRDA) and Thane Municipal Corporation.  This project is executed under Mumbai Urban Transport Project road component.

The project aims at easing commuter and pedestrian movement by building skywalks, foot over bridges, separate parking areas for auto-rickshaws and taxis and taking similar measures to ease the burden on the stations and increase feasibility for the comuters.

Figure 117: Elevated Deck under construction (Source: Thane Municipal Corporation)

Figure 118: Elevated Deck under construction (Source: Thane Municipal Corporation)

Figure 119: Modal split-up of Thane Railway Station (Source: Thane Municipal Corporation)

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Satis Thane: Componets of the scheme:  Work for SATIS in Thane started in the year 2004, by firstly blocking the roads to create an elevated deck.  A Low Level Deck and A Connecting Deck of about 2700 sq.m. in area has been provided in front of the station with a clear height of 4m. There are well planned bus stops actively used by 34% of commuters have been erected on the deck, providing an easier link between the two different modes of transport. An exclusive flyover, solely for buses, of about 860m in length, having two ramps directed downwards on different roads connects the low level deck.  A concourse area of 1200 sq.m. connects the railway foot over bridges, the new extended skywalks and the low level decks for buses. This area was also planned as a space for railway ticket counters and additional commuter facilities like food court, etc.  Two skywalks of length 225m and 175m have been constructed respectively on the south and the north side of Thane Railway Station. This helps in dispersing 49% of pedestrian commuters from the crowded station area safely and quickly without conflict with any motorized modes of traffic.  The area below the low level deck has been exclusively provided for a stand for auto rickshaws and taxis. Before the project was executed, there was no designated space for any emergency vehicles and private vehicles in the station area. There is an exclusive lane for private vehicles’ pick up and drop.  Before the implementation of the scheme, the circulation area in front of the station amounted to a total of 8000 sq.m. Now, an additional 4150 sq.m. has been created exclusively for the circulation for station area by segregating different modes of traffic.  Although the project has reduced traffic congestion, it took over 7 years to build it, which created problems during the construction stage.21

21

(Thane Municipal corporation, 2009) CHINMAY SHAH

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Outcome of the project:

Figure 120: View of the elevated Deck (Source: Thane Municipal Corporation)

Figure 121: View of the bridge leading the buses out of the station (Source: Thane Municipal Corporation)

 Improvement in travel scheme: ‘Crisscross’ movements of different modes of transport vehicles have been eliminated. The travel time of buses from Thane station to Talaopali, which is about 1km from the station has been reduced to two minutes compared to the earlier 15-20 minutes.  Reduction in accidents: With the provision of two skywalks, the pedestrian traffic has been provided with a guarded and an exclusive path. Hence the vulnerability of pedestrians to accidents with moving vehicular traffic has been minimized. The vehicular traffic flow has been streamlined by defining corridors and eliminating crisscross movements.  Reduction in air and noise pollution: With the implementation of the project, the traffic jams and idling of vehicles in the station area are avoided. This helps in bringing down the greenhouse gas emission and the general air and noise pollution levels in the area, adding comfort and ease.  Reduction in energy consumption: Due to the vehicular traffic flow which has been streamlined by defining corridors, there is high saving on energy consumption.  Other benefits: 

It encourages mass transport of passengers from station to different parts of the station.



The project is pro-economical, pro-environmental and pro-poor and conforms to the National Urban Transport Policy-2006.

This is the first of its kind outside a major metropolitan railway station in the country.

This will prove to be a pilot project for other such stations. Its benefits and efficiency can be studied for better results for other areas.

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Figure 122: Map of Thane Station (Source: Google Earth, Author)

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Project Details: 

Total circulation area: 12150 sq.m.



Main bridge with all connecting roads: 860 m



Towards Gokhale Road (south): 225 m



Towards Ashok Theater (north): 175 m



Decks for Bus Stops: 2700 sq.m. (55.5m x 27.2m)



Concourse Area: 1200 sq.m.



Sub Structure: RCC pier



Super Structure: Pre Stressed Concrete U type Girder



Width of Main Bridge: 6.5 m



Width of Walkways: 2.75 m



Walkways and Concourse Area: 1000 mm dia RCC bores cast-in-situ piles22

Ratio of concourse area: footfall at peak hour: Footfall up direction (central railway + harbor railway between 08:30-09:30) (27+8 trains): 88084+20500 1200:108584 which is almost 9050 commuters every 5min on the concourse Footfall down direction (central railway + harbor railway between 18:30-19:30) (19+8 trains) : 76694+15887 1200:92581 which is almost 7700 commuters every 5min on the concourse

Figure 123: View of the elevated deck at Thane Station (Source: Thane Municipal Corporation)

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Figure 124: Ground Floor Plan of Thane Station (Source: MRVC, Thane Municipal Corporation.)

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Figure 125: Ground Floor Plan of Thane Station (Source: MRVC, Thane Municipal Corporation.)

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Inference: ď&#x201A;ˇ Problems to the neighborhood: Due to heavy traffic on all four sides, the plot in the center is subjected to constant noise and air pollution, which includes the railway reserved land, a hospital and a bank. Accessibility to the site becomes a concern due to excess traffic in the region.

Figure 126: Central Plot surrounded by heavy vehicular movement (Source: Author)

Shift of commotion: While SATIS improvised the conditions just outside the station by segregating all the functions, the problem has not really been resolved completely. It has only shifted from one place to another. Traffic continues to move in a chaotic fashion at Gokhale Road.

Segregation of vehicles in different lanes occurs after that junction. Thus, this program, is just a temporary solution and will potentially ensure efficiency for a few years. Soon, with increase in traffic and pedestrian movement, this will become a larger issue which will, yet again, affect the station area.

Figure 127: Schematic section showing shift of commotion (Source: Author)

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Privacy Lost: The arm of the elevated deck which takes the buses right outside the commotion in the station is a hazard to the adjoining building.

The lane is so narrow at some parts that it looks right into the adjoining houses, disrupting their sense of privacy.

Figure 128: Loss of privacy due to elevated bridge (Source: Author)

Low natural light under the elevated deck: Due to the elevated deck and surrounding structures, which are heighted, the area below the deck has a very low exposure to natural light. As a result, it is artificially lit and consumes more energy. At night, because of low lighting, the place feels unsafe.

Figure 129: Schematic section showing low lit area under the deck (Source: Author)

Pedestrian Obstruction: Pedestrian movement is not completely blocked under the elevated deck. Thus, a lot of people choose the shorter path as the skywalk does not necessarily allow them to get out at their desired junctions. As a result, with traffic movement and pedestrian crossing, the speed of vehicular motion and pedestrians is highly affected.

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Figure 130: Schematic section showing pedestrian movement (Source: Author)

Roof Structure: Elevated Deck: The elliptical profile of the roof covers a majority portion of the elevated deck. The roof is a steel structure with tensile material on the side and glass between the top ring beam to allow light to penetrate. Supported on 4 columns, the roof is raised by 6m above the deck level to allow cross ventilation.

The roof consists of an elliptical shaped main beam with 5 parabolic members connecting the bottom ring beam to the top circular ring beam. Major axis of the elliptical base spans up to 60m and minor axis about 50m.

Figure 131: Elevated deck Roof detail (Source: Author)

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Platform Roof: The platform is covered by a typical sloping roof built in steel truss and corrugated GI or asbestos sheet. Due to the steel truss, the roof spans along a larger distance without any support required at the track end. In a city like Mumbai, where a large number of people use the platform, this form of a roof, where the tracks can be held open to sky, helps in wind circulation and also allows sunlight to beam onto the platform, keeping the station naturally lit during daytime. Due to the harshness of direct sunlight falling onto the edge of the platform, people also tend to take the inner path, to avoid sunlight, adding the element of safe movement on platforms.

Figure 132: Platform Roof detail (Source: Author)

Entry Point to the station: Entry to the station is rather narrow and causes overcrowding during peak hours due to the junction created by the stairs leading to the elevated deck and the entry to the station. Various instances of conflict between pedestrians due to the criss-cross nature of public movement is observed, slowing down the speed of the commuters.

Figure 133: Commotion at Station entry point (Source: Author) CHINMAY SHAH

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Street Furniture: Provision for seating is found to be missing throughout the entire concourse and the deck area. Only, a queueing lane for buses has been created, and as a result, people use the railing of the deck to seat themselves which is not a comfortable option.

Figure 134: Railing used for seating purpose (Source: Author)

Flooring Material: Anti-skid flooring is used which is helpful during rainy season and for elders. But due to excess public movement, parts of the station flooring has lost its roughness making the floor slippery. Thus the flooring should be changed on regular intervals for better safety.

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Figure 135: Anti-skid flooring (Source: shutterstock.com)

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SWOT Analysis  Strength: o

Elevated Deck is a relief from traffic congestion.

 Weakness: o

The foot over bridge is too narrow to serve passengers of 10 platforms.

o

Congestion is induced in the area due to surrounding residences.

 Opportunity: o

Utilizing the airspace above elevated deck for more functions.

 Threat: o

In future, the population will increase as per the trend in past. Thus, the station would buckle under rising passenger load.

Figure 136: Key Plan of Thane Station (Source: Google Earth, Author)

Figure 137: Parking area in the East (Source: Author)

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Figure 138: Ticketing counter in East (Source: Author)

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Figure 139: View of the skywalk and elevated bridge at South End (Source: Author)

Figure 140: View of the elevated deck and the roof (Source: Author)

Figure 141: View of the rickshaw stand below the deck.

Figure 142: View of the skywalk and elevated bridge at North End (Source: Author)

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11.2 Vashi Railway Station  Vashi is a railway station on the

Harbour

Line

Mumbai

of

the

Suburban

Railway network.  Vashi railway station is a terminal point for CST and Thane Trains.  Around 75,000 people travel from Vashi to Mumbai CST, and

around

32

thousand

people travel towards Panvel every day.  It caters to the passenger demand

of

Vashi

node,

Sector 1 to 30 with present population of 1,09,524.23

Figure 143: Location map of Vashi Station (Source: Google Maps)

 It was built under the International Infotech Park, to ISO 9002 quality standards.  The commercial complex has been converted into an International InfoTech Park in collaboration with Software Technology Park India (STPI).  Vashi station also houses a beautifully landscaped forecourt area and a wellplanned area for all modes of transport like public buses, auto rickshaws, taxies, private cars, etc.  Here, business is concentrated around a station, which is a trademark scenario around major Railway Stations in India.  CIDCO, has converted the space above the railway station into a commercial complex of G+6 stories, out of which 4 are office spaces.  CIDCO has pioneered the concept of the 'railway station cum commercial complex' in Navi Mumbai. It has generated employment opportunities, resulting in massive growth centres around the city, such as the ITC and IIP in CBD Belapur and Vashi respectively.

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Figure 144: Map of Vashi Station (Source: Google Earth)

Figure 145: View of the Vashi Station (Source: klassicconstructions.com)

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Figure 146: Arial view of Vashi Station (Source: nmtv.tv)

Figure 147: Vashi Station Concourse (Source: kudianavala.com)

 Ample amount parking space has been provided in the 8 Ha forecourt of the complex.  The service core for the railway station and that of the commercial complex have been segregated, so that traffic going to the station and that going to different places don’t intermix, causing panic and congestion.  BELOW MAIN DECK: The railway portion below the deck level has o 3 tracks with a double discharge platform and 2 end platforms. o Two subways, each 7m wide are provided and each subway has a stair case to reach the platform level. There are 10 staircases in each subway.  ABOVE MAIN DECK: o

A total number of 6 Multi storeyed shopping cum commercial blocks are there in this complex.

o

Access to the 6 blocks are from front 6 service towers.

o

Shops and offices have been segregated from each other by providing shops at the deck level.

o

Offices are provided at the upper floors.

 SERVICE TOWERS o

There is a total of 12 service towers.

o

6 towers have facilities for 3 lifts in each tower, with the necessary staircase arrangement, a firefighting shaft, a telephone PABX Room and an Electric duct, as per stipulated requirements.

o

The 6 towers placed in the rear have a provision of lift services with a staircase service shaft, meter Room and a toilet block.

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 CONCOURSE  Main Concourse o It consists of booking offices and 6 upper floors comprising of professional offices. o It has a public entry lobby for platform. o It also has a provision for public parking and other offices.  Shopping Concourse o Vashi station cum commercial complex was planned to have 2 levels of shopping complex.  Sub - way Concourse o There are 2 subways with 10 staircases, each leading to the platform level.  Forecourt o The forecourt is edged by Vashi railway station on one side and commercial, shopping malls and regional community centers (state bhavans) on the other. o Presently, the forecourt mainly functions as the parking area, with small food kiosks, an elaborate rickshaw stand and a bus stop. o The forecourt was initially designed to be an active plaza, which would have many kiosks with varying interests for the public in order to encourage pedestrianization. Unfortunately, however, it did not work out as it had been planned. o People still prefer using the vehicular road for their daily movement as they are more habituated with the functions around it. o Moreover, as for the pedestrian axis, there is no specific destination- A person predominantly led to another vehicular road. o As pedestrians congest the road, this also led to problems with vehicular movement. So, lack of functions within the site makes the classical plaza place unresponsive and therefore underutilized. o A 40 meters wide Central Avenue with landscape, water bodies and a pedestrian walkway was planned. o Around the forecourt area, a 30 meters wide, peripheral road has been provided.

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Project Details: 

Total Area: 90,000 sq.m.



Total gross built up area: 75,188 sq.m.



Commercial complex area: 70,380 sq.m.



Railway area 4708 sq.m



Forecourt area: 80,000 sq.m.



Concourse area: 14000 sq.m.



Two Subways: 7.0 M. wide



Platforms: 5 Nos.



Two end platforms: 8.0 M. wide.



Three island platforms: 12.0 M. wide.



Office premises: 60,702 sq.m.



12 service tower24

Ratio of concourse area: footfall at peak hour o

Footfall up direction: 22718 (harbor railway between 08:30-09:30)(12 trains) 14000:22718 which is almost 1900 commuters every 5min on the concourse

o

Footfall down direction: 23268 (harbor railway between 08:30-09:30)(12 trains) 14000: 23268 which is almost 1950 commuters every 5min on the concourse

o

Platform Area: Concourse Area Ratio = 24690:14000

o

Platform Area: Parking Area = 24690: 26670

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Inference: Low natural light at platform level: Due to the commercial extension of the building above the space for railway station, the platform lacks a source of natural ventilation and direct daylight. North and south ends are the only open ends of the platform which get some amount of daylight and breeze, but it is insufficient for the entire length of the platform. The skylights in the original design have been removed from the execution due to reasons regarding safety. Thus, the platform relies on artificial sources of light.

Figure 155: Schematic section showing low natural light at platform level (Source: Author)

Movement Pattern: There are only two subways which lead to the station and out of it, and those two gates of the concourse are therefore highly used by the influx of the railway commuters. Most of the people dispersing from the station prefer to take a bus or rickshaws, and stands for both are located at two ends of the concourse. As a result, a fixed movement pattern is adhered to by the users, creating unused patches in the concourse. These patches can be used for landscaping, street furniture, etc.

Figure 156: Typical pedestrian path taken by users (Source: Author)

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Street Furniture: Despite the prevalence of unused patches by the pedestrians, street furniture has not been designed in the concourse. The pedestrian forecourt, in the original design, was supposed to have kiosks in order to encourage and cater to public interest, which are also missing at present. Although food court does have seating arrangements, it is limited purely to its users. Apart from the street lamps, a planter in the center and railing around one corner of the road, the concourse is a barren land.

Figure 157: Concourse with minimum street furniture (Source: Author)

Flooring Material: Anti-skid flooring has been used for the concourse area which proves to be especially helpful during monsoon, and even for elderly pedestrians, but it is observed to be missing in the subways and the platforms. It should also be noted that such flooring should be altered in regular intervals, prior to it losing its roughness with extended use, in order to ensure

Figure 158: Anti-skid flooring (Source: shutterstock.com)

optimum safety.

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Figure 159: Key Plan of Vashi Railway Station (Source: Google Earth)

Figure 160: View from the west side of station building (Source: Author)

Figure 161: View of the station building from vashi central mall (Source: Author)

Figure 162: View of the main exit road from the station (Source: Author)

Figure 163: View of the bus stand (Source: Author)

Figure 164: View of the pedestrian pathway (Source: Author)

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Figure 165: View of the rickshaw stand (Source: Author)

Figure 166: View of the station building from rickshaw stand (Source: Author)

SWOT ANALYSIS  Strength: o

As the station has been designed at a master plan level, it is well designed and one of the few stations prevalent which utilizes the space above the platform area.

o

The station can withstand a higher footfall which may be experienced in the future.

 Weakness: o

Presently, the forecourt and the concourse area are under-utilized because of the footfall level.

 Opportunity: o

The 8 Ha forecourt area can be created into a classic plaza promoting pedestrianization, as originally planned, and a current project can consider the presently ongoing trends, in order to take advantage of the area and execute the project at a level farther along than once planned.

 Threat: o

The commercial complex above is always at a risk of security issues due to the mass of predominantly unchecked public movement throughout the day.

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11.3 Kyoto Railway Station, Japan  Kyoto

Railway

Station

has

been

designed by designers Hiroshi Hara as well as Atelier 5.  The structure that is currently present is actually the fourth structure and it was built in the year 1997.  The buildings that were used earlier had been built in the years 1877, 1914 and 1952.25  The present building is basically a multilevel building which is laden with a number of various functions, apart from providing an efficient railway station, to

Figure 167: Location map of Kyoto Station (Source: Google Maps)

serve the many commuters and the city itself in general.  At the base of the building of the station, there are housed a total of 10 rail lines.  The structure has fifteen stories, and with regard to materials and appearance, it is glass plated, and a grey monolith.  The railway station itself includes many different functions such as, a shopping mall, for commercial benefit as well as convenience of commuters and visitors alike, museums and a wide screen theatre for cultural enhancement as well as entertainment, car park, due to its utter vitality in the motor operated world today game center, hotel, government offices, restaurants, etc. basically with the intent of providing for all ranges of clientele.  The station building is spread over a site of 4 hectares and the longer side of the site measures around 470 meters in length.  The station building, which is 70 meters long has a floor space of 2,38,000 sq. m. and the volume of the whole block is such that it is responsible for dividing the city, across the east - west direction.  In the north side of the station building, there are new developments which causes the area to be very busy because the traditional downtown area is located there and on the other hand, the south direction seems like it is a quaint neighborhood.

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 The building, with its gigantic nature, has been built in a direction which is parallel to the railway tracks and also claims distinguished features such as a hotel, along with a retail space and a conference center, in addition to a museum and the essential multilevel car-park.

History of Kyoto Station: The first Kyoto station had been built in the year 1877, and was composed of red brick, which was the most contemporary material of those times, and the building of the station seemingly ushered in a new era when it comes to technological progress. This building is situated to the north of the current railway station building, and it was called ‘Shichi-jo Stensho’, known by the main road it faced.

Figure 168: First Kyoto Railway Station built in 1877 (Source: kyotostation.com)

Figure 169: Second Kyoto Railway Station built in 1914 (Source: kyotostation.com)

Gradually, there was an increase in the number of people who were using the Kyoto Railway Station and therefore, it became essential that a new and larger station be built for the convenience of the people and efficiency of the station. The second building for the Kyoto Railway Station was then built in the year 1914 which was deliberately coincided with the ceremony for enthronement of the New Emperor Taisho, in Kyoto Imperial Palace. The building built then was notably an elegant as well as a spacious structure built in the Renaissance style and was an object of pride by the national railway. It was built mainly in cypress wood and its location was almost the same as the one in which the current station building stands, wherein the site that encompassed the first station became an extensive public square. However, in an unfortunate accident, on November 18, 1950, an electric iron within one of the changing rooms of the station had been switched on and left so by error, which induced a fire, and the predominant material being cypress wood, the fire aggravated and the entire station got destroyed entirely.

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Figure 170: Third Kyoto Railway Station built in 1950 (Source: kyotostation.com)

Figure 171: Fourth Kyoto Railway Station built in 1997 (Source: kyotostation.com)

The third building that was built for the Kyoto Railway Station had to be built rather hurriedly, as a result of the need to replace quickly the one that got destroyed.

Therefore, there was planned and executed a block like structure, with two stories, along with a tower, which had eight stories. It was built in concrete, the material which was popular during the time. It was a large sized structure, and ensured practical feasibility, yet, its appearance lacked aesthetic quality. However, Kyoto the city gradually became more modernized, along with being connected with bullet trains as well as a subway, which induced appeals for a new and more visually pleasing building for the railway station. Over the next two decades, deliberations for the same were underway, and to derive upon a suitable plan.26 Finally, it was in the 1990s, and in the occasion of celebrating the 1200th anniversary of the Kyoto’s founding, that an architectural competition was declared in order to obtain a new design for the railway station. There were a total of seven, extremely accomplished architects who are renowned throughout the world, who competed and out of them, it was Hiroshi Hara’s design, with the immense and futuristically designed structure, built in glass and steel that won. Kyoto had not witnessed a design of that stature formerly, and which caused numerous local people’s opposition to it.

They claimed it was not only an eyesore, but it did not hold faithful to the traditional cityscape of Kyoto. However, the design was approved and the structure was completely built in a total of 3 years and 7 months and finally opened to the city public in the month of September 1997. The design is viewed critically by several even today. but most of the population views the massive steel beamed atrium at the main exit, a vital feature of the station, along with the building itself, with pride and awe.

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Architectural Features:  A predominant feature is a large atrium, which is enclosed in glass that is supported by a framework steel representing the intricacy perceived in the street patterns of Kyoto and also, according to the ideology of the architect, it also serves as the matrix for the building.  The interiors of this station building are characterized by a very uniquely designed atrium that converges downwards in the centre of the building and onto a piazza, which also serves as a concourse which allows access to the rail station.  The atrium is so designed that it steps down gently and gradually in the direction towards the very centre, with steps emphasizing the modulation.  The base of the atrium then is connected, in a seemingly welcoming stance, with the piazza located outside. The piazza itself allows for the space and movement of separate bays, which are reserved for taxi services and bus transportation, in order to ensure intermodal facilities for the wide range of commuters. There are also various numbers of other facilities which have been provided for passenger convenience and satisfaction herein.  Moreover, the base of the atrium, remarkable in its design, plays the role of ushering the various users towards a large sized shopping mall, and it is so planned, that the shoppers are oriented in a context with the rest of the station, large as it may be.  There is a multilevel car park wing, which is to the west of the building, with a hotel on the other side, whose rooms are aligned along the building’s length.

Figure 172: Schematic Sectional view of Kyoto Station Building (Source: granviakyoto.com)

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 Also, the design of the station provides for observational views of the city, inducing tourists as well as local passengers to experience and appreciate the cityscape, from a deck located at the very top of this building.  There is also another skywalk, and it runs 45 meters above the piazza and offerns a number of different views of the whole city, as well as the opportunity of witnessing the numerous activities ongoing within the building of the station. Both of these spaces have ensured being open to public at no cost.  There is a huge void in the centre, which makes for separation of the block comprising the hotel and the shopping mall and enhances the appearance of the building by altering its appearance from a huge mass.  Context based design has been broached, as the location of this void is observed to be coinciding with a vital street in the city.  The design of the building is such that the station precinct folds into itself a model of an entire city, due to the wide range of facilities it offers, while placing the station centric to an urban built space.

Figure 173: Axonometric view of Kyoto Station Building (Source: Hara, 1997)

Figure 174: North Elevation of Kyoto Station Building (Source: Hara, 1997)

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SWOT Analysis:  Strengths: o

The station has been built with a number of additional functions, not essential to the functioning of a railway station but these help to enhance it, making it more than a transit point.

o

Also, stranding the city in the east west direction, the station itself becomes a vital link between the two sides of the city.

 Weaknesses: o

The strength of numerous functions can add to the vulnerability of the station, in the face of an emergency, causing the concern of security.

o

The station is an isolated entity from all sides.

 Opportunities: o

The revenue which is generated from the multiple spaces can possibly help in ensuring further as well as better maintenance for the railway station.

 Threats: o

The structure above is always at a risk of security issues due to the mass of predominantly unchecked public movement throughout the day.

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11.4 Newmarket Railway Station, Aukland, New Zealand.

Figure 175: Location map of Newmarket Railway Station (Source: Google maps)

 The Newmarket Station was opened in the month of January in the year 2010, and is currently stipulated to be the second most busy railway station situated along the railway network of Auckland.  The design for the Newmarket Station by architects Opus and Herriot + Melhuish: Architecture, were accorded with an award for the best building award in the category "Urban Design" in the year 2011.  Statistics collected imply that close to a total of 3,500 people are users of this station, travelling to or from Newmarket, on a daily basis.  The focal point of the station is a concourse measuring 1000 sq. m. in area, and it is constructed 5 meters above the railway tracks.27  Customers converge from the four entrances which allow access to the escalators, lifts or stairs towards the four platforms below, which measure 180 meters in length.  During the rebuilding process, the station had been kept closed, and therefore, there were two temporary stations Newmarket West, and Newmarket South, which were used for commuting at that time, highlighting apt planning for a redevelopment project without affecting functionality.

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 As the redevelopment was executed, it proved to cause an improvement in the connections existing between the station itself and the commercial as well as residential areas which surround it.  It should be noted that the requirement of reorganizing the layout of the tracks was an integral aspect of the redevelopment. The new design for the station comprises of twin islands along with three tracks.  Each of the islands have two platforms, even though according to the current usage, Platform Two is not in service for passenger commute.  The general diction is that Platform One caters to the westbound services along the Western Line, and Platform Three caters to the services which ae Britomart bound on all the three lines, with Platform Four serving southbound services, on the Onehunga as well as the Southern Line.

Figure 176: New market station plan (Source: railway-technology.com)

 The design of the building can be described as open, appearing transparent, ensuring accessibility and permeability, with the intrinsic facility of convergence of the commuters, with equal ease of diffusion and dispersion outwards, akin to the daylight as well as the air that pervade the building in a benign sense.  The station has been designed with integration of natural daylight and ventilation along with passive solar controls, which ensure the sustainability ideals of the client.  The material palette reflects a subtle simplicity, with the composition in concrete and steel along with glass creating a sense of order with rhythm, and reflecting CHINMAY SHAH

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the requirement stated for durable as well as low maintenance materials, and these reinforce continuity of the visual.  Glass has been used extensively, and this is measure of supporting the design intent, while providing an open as well as a transparent building, and also proves its merit in addressing issues of security.

Figure 177: Remuera Link Bridge (Source: http://transportblog.co.nz)

Figure 178: Newmarket Station Square (Source: transportblog.co.nz)

 Remuera Link Bridge: o

The Remuera Road Link Bridge is a connecting medium between the Remuera Road Entrance and the station concourse.

o

There are dramatic steel portals which frame the bridge and create a sense of enclosure.

o

Also, there are vertical glazed screens on both sides which aid in providing security as well as weather screening, and a solid roof in full width provides additional shelter.

o

The width of the link which measures 5 meters allows a generous amount of space for the myriad of pedestrians, and there is a low level barrier in concrete which is along the edges and provides additional seating.

o

Bicycle racks have been placed at the entrance of Remuera Road, as a means to encourage cycle transport as much as possible, which is also a norm observed in several foreign countries.

 Concourse: o

The concourse is designed as an open, light and comfortably airy environment acting as the focal space for the station.

o

The concourse also directly addresses Station Square, being adjoined to Remuera Road by means of the link bridge.

o

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encloses the area of the concourse along with parts of the platform level too by high level louvers and glazed walls and skylights which provide protection from various agents such as the sun, the wind and the rain. o

The ticket office as well as the customer toilets have been housed into the concourse.

o

Also, there have been provided two sets of escalators, with stairs as well as accessible lifts which serve the platforms below.28

ď&#x192;&#x2DC; Platforms: o The roofing canopies of the lower level extend over all the platforms, in accordance with those which are over the concourse of the main station. o

There is an innovative zig-zag like formation introduced for the glazed shelters of the platform and the seating, in order to ensure optimum platform circulation.

o

It has been ensured that displays for passenger information as well as help points in case of an emergency are located along each of the surfaces of the platform.

o

Gross Floor Area: 2537 sq.m.

o

Project start date: April 2007.

Figure 179: Station platform (Source: e-architect.co.uk)

28

Figure 180: New market railway station (Source: /transportblog.co.nz)

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SWOT Analysis:  Strengths: o

The newly designed entrance, from the Remuera road, makes circulation easier.

o

The new layout for the platforms layout has also aided in solving the confusion previously ensued by means of splitting the platforms with the segregation of the southern line trains at the southern end and the western line, similarly, at the northern end of the station.

 Weaknesses: o

The exit which is from the station square to the Broadway road is narrow in width and appears to seem uninviting.

 Opportunities: o

Currently, the Station Square seems under-utilized. Improvements made in the station square and its enhancement will prove beneficial for pedestrians.

o

The station can be given a third entrance, situated from the Broadway Bridge at the north end.

 Threats: o

The existing structures which are around the station might prove to be hazardous with regard to security as they adjoin the station.

o

In future, in case the footfall is seen to be increased the small entry which is from the Broadway can prove to inefficient.

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12. LIMITATIONS AND CONSRAINTS:  Mere undertaking of improvement of the conditions of the station precinct will not bring about a true and lasting solution. It will purely shift the focus of congestion, from one end, to another. Therefore, the project is an aspect, belonging to a larger picture.  The business of Dadar cannot be undermined, and therefore, due consideration must be given, and it is to be realized that a phase wise development scheme needs to be assuredly executed.  While minimum intrusion is suggested, in order to improve the current scenario to the extent that the brouhaha and chaos currently observed resolved to the maximum extent, the existing land use pattern of the station area may need to be challenged.  The most recently proposed DC regulations state that the FSI of the station area rises to as high as 8. While it allows building further, abiding by the rule is not a necessary aid in decongestion of the area. The policies should be scrutinized at a micro level.

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13. CONCLUSION: The current scenario for transportation in the city, and especially in the busier regions such as Dadar, makes it evident that a drastic transformation of the conditions is imperative. Time and again, minor additions over the years, and different of examples of those solely add to the conviction that those aids are temporary, and not resolutions of the plaguing problems. With the passage of time, the rising development and growing population are only paving the way for higher footfalls upon the station, in case of which the same changes, even on a higher scale, prove inefficient and fall short.

While reorganization of the precinct in order to achieve the solution of ridding chaos seems drastically imposing, taking it up and achieving development of that level will be an ensured means for exemplification of an ideal resolution for a station and will act as a motivational module for not only other station precincts in the city, but even for the nation. The ripples will reach across to all our corners, and pave the way for a greater and enhanced change.

The city of Mumbai has always prided on its ability to move forward, in the face of all difficulties, regardless of their intensity. The rail network itself is a symbol of pride, having survived heinous attacks and tragic shortcomings, and yet, being an unflinching and unwavering support to thousands of citizens every day, come heat or rain. It is the transportation network that defines the pace of Mumbai, and therefore, shortcomings in the facilities and the ensuing chaos, especially during peak hours cannot be allowed to fester, for it will only grow, and burden the system, as well as the citizens.

Thus, we need to implement dire measures to ensure the smooth functioning of all the elements of the system, allow citizens to revel in their journey instead of tire of it, and above all, create a seamless transport system.

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14. TABLE OF FIGURES •

Figure 1: Mumbai Transportation Timeline (Source: Author)

•

Figure 2: Settlement along the Railway Line (Source: Author)

•

Figure 3: Mumbai Suburban Rail Network (Source: Wikimedia.org)

•

Figure 4: Tram (Source: Wikimedia.org)

•

Figure 5: Taxi in Mumbai (Source: Rediff.com)

•

Figure 6: BEST Service in Mumbai (Source: Wonderfulmumbai.com)

•

Figure 7: Skywalk in Mumbai (Source: Dnaindia.com)

•

Figure 8: Skywalk (Source: Hustwit.com)

•

Figure 9: Mumbai Metro Line Map (Source: Wikipedia.org, Author)

•

Figure 10: Mumbai Metro Rail (Source: Mathrubhumi.com)

•

Figure 11: Mumbai Mono Rail (Source: Teambhp.com)

•

Figure 12: Mumbai Monorail Map (Source: Metroeasy.com)

•

Figure 13: Growth of Vehicles (Source: Transform, 2008)

•

Figure 14: Distribution of Transport Use (Source: Mumbai Reader 6)

•

Figure 15: Parking (Source: Mid-day.com)

•

Figure 16: Traffic in Mumbai (Source: Pinterest.com)

•

Figure 17: Opinions of Facilities of FOBs/ Subways (Source: MRVCL Executive Summary)

•

Figure 18: Opinions of Facilities of Platforms (Source: MRVCL Executive Summary)

•

Figure 19: Opinions of Facilities at Suburban Stations (Source: MRVCL Executive Summary)

•

Figure 20: Summary of passengers using Western Line (Source: MRVCL Executive Summary)

•

Figure 21: Summary of passenger using stations on Virar- Dhanu Road line (Source: MRVCL Executive Summary)

•

Figure 22: Summary of passenger using stations on Central line (Source: MRVCL Executive Summary)

•

Figure 23: Summary of passenger using stations on Harbour line (Source: MRVCL Executive Summary)

•

Figure 24: Queue length observed at the ticket counter on Western line (Source: MRVCL Executive Summary)

•

Figure 25: Queue length observed at the ticket counter on Central line (Source: MRVCL Executive Summary)

•

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•

Figure 27: Bus Lanes (Source: plus.google.com)

•

Figure 28: Separate Bus lane (Source: Sllideshare.net)

•

Figure 29: Central Business District in South (Source: Author)

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Figure 30: Central Business District spread across the city. (Source: Author)

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Figure 31: Shared Taxi (Source: liberopensiero.eu)

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Figure 32: Mumbai Metro Train (Source: loksatta.com)

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Figure 33: Mumbai Suburban Railway Station (Source: thehindu.com)

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Figure 34: Possible water routes (Source: Author)

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Figure 35: Street Encroachment (Source: alamy.com)

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Figure 36: Overcrowded Mumbai Local (Source: linkedin.com)

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Figure 37: Change in the Dadar Landuse over years (Source: Author)

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Figure 38: Peak Hour Section Load on Western Line (Slow+ Fast) for Up Direction (08:3009:30)and Down direction (18:00- 19:00) (Source: MRVCL Executive Summary)

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Figure 39: Peak Hour Section Load on Central Line (Slow+ Fast) for Up Direction (08:3009:30) and Down direction (18:00- 19:00) (Source: MRVCL Executive Summary)

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Figure 40: Peak Hour Section Load on Harbour Line (Slow+ Fast) for Up Direction (08:3009:30)and Down direction (18:00- 19:00) (Source: MRVCL Executive Summary)

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Figure 41: Map of Mumbai showing location of Dadar (Source: Google Maps)

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Figure 42: Map showing the extent of Dadar (Source: Google Maps)

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Figure 43: Dadar Site Plan (Source: Author)

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Figure 44: Manish Market (Source: Author)

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Figure 45: Kabutar Khana (Source: Author)

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Figure 46: Hanuman Mandir (Source: Author)

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Figure 47: Dr. Antonio D’Silva School (Source: Author)

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Figure 48: Pir Bagdadi Masjid (Source: Author)

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Figure 49: Kirtikar Market (Source: Author)

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Figure 50: Savarkar Market (Source: Author)

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Figure 51: Nakshatra Mall (Source: Author)

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Figure 52: Plaza Theatre (Source: Author)

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Figure 53: Plaza Market (Source: Author)

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Figure 54: Star Mall (Source: Author)

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Figure 55: Dadar Station (Source: Author) CHINMAY SHAH

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Figure 56: Dadar Terminus (Source: Author)

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Figure 57: Swaminarayan Mandir (Source: Author)

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Figure 58: Kohinoor Lodge (Source: Author)

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Figure 59: Midtown Pritam Hotel (Source: Author)

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Figure 60: Head Post Office (Source: Author)

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Figure 61: Khodadad Circle (Source: Author)

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Figure 62: Map showing types of hawkers (Source: Author)

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Figure 63: Lakhamshi Nappu Road (Source: Author)

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Figure 64: MMGS Road (Source: Author)

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Figure 66: Senapati Bapat Road (Source: Author)

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Figure 67: Ranade Road (Source: Author)

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Figure 68: D’Silva Road (Source: Author)

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Figure 69: M.C. Jawale Road (Source: Author)

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Figure 70: Map showing Commercial Magnets at Dadar (Source: Author)

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Figure 71: Map showing Bus and Taxi Stand at Dadar (Source: Author)

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Figure 72: Map showing the Hawker position at (Source: Author)

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Figure 73: Map showing different Public Movements (Source: Author)

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Figure 74: Map showing Commercial shops (Source: Author)

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Figure 75: Map showing Station Entry/ Exits and Foot over Bridges (Source: Author)

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Figure 76: Map showing Vehicular Traffic Speed (Source: Author)

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Figure 77: Overlay map showing Critical Junctions at Dadar Station (Source: Author)

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Figure 78: Existing Dadar Station Layout (Source: Author)

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Figure 79: Area Statement of existing structures around Dadar Station (West) (Source: Author)

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Figure 80: Area Statement of existing structures around Dadar Station (East) (Source: Author)

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Figure 81: Area Statement of existing structures around Dadar Station (East) (Source: Author)

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Figure 82: Future proposal for transport (Source: Author)

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Figure 83: Pedestrianized Streets of Turkey. (Source: wrirosscities.org)

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Figure 84: Required width of footpaths as per adjacent land use (Source: Indian Road Congress)

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Figure 85: Capacity of Footpath (Source: Indian Road Congress) CHINMAY SHAH

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Figure 86: Illustration of walkway level of service (Source: Transit Capacity and Quality of Service manual)

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Figure 87: Pedestrian Speed on Walkway (Source: Transit Capacity and Quality of Service manual)

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Figure 88: Pedestrian Unit Width Flow on Walkways (Source: Transit Capacity and Quality of Service manual)

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Figure 89: Pedestrian Level of Service on walkway (Source: Transit Capacity and Quality of Service manual)

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Figure 90: Pedestrian Flow volumes on Stairs (Source: Transit Capacity and Quality of Service manual)

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Figure 91: Pedestrian Ascent speed on stairs (Source: Transit Capacity and Quality of Service manual)

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Figure 92: Level of Service criteria on stairways (Source: Transit Capacity and Quality of Service manual)

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Figure 93: Level of Service for Queuing area (Source: Transit Capacity and Quality of Service manual)

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Figure 94: Personal Standard

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Figure 95: Personal spacing

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Figure 96: Dense crowd (average 6-8 sq.ft.)

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Figure 97: Loose crowd (average 10 sq.ft.)

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Figure 98: Typical pedestrian spacing

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Figure 99: Waiting at curbs at the intersection

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Figure 100: Gazing at the wares displayed by Street vendors

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Figure 101: Listening to street musicians perform

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Figure 102: Aranya – Levels of Accessibility

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Figure 103: Two way moving crowd

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Figure 104: Movement Pattern through a single opening

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Figure105: Movement pattern at an intersection

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Figure 106: Lane Formation due to series of tree in the centre

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Figure 107: Bottleneck formation and Funnel- shaped formation

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Figure 108: Movement pattern due to the roundabout at the intersection

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Figure 109: Movement pattern through double openings

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Figure 110: Trail formed due to pedestrian movement

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Figure 111: Trail formed due to pedestrian movement

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Figure 112: Typical Trail Patterns CHINMAY SHAH

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Figure 113: Location Map of Thane Station (Source: Google Maps)

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Figure 114: Old Thane Station in 1990s (Source: Thane Municipal Corporation)

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Figure 115: Old Thane Station in 1990s (Source: Thane Municipal Corporation)

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Figure 116: Growth of vehicles over years at Thane Station. (Source: Thane Municipal Corporation)

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Figure 117: Elevated Deck under construction (Source: Thane Municipal Corporation)

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Figure 118: Elevated Deck under construction (Source: Thane Municipal Corporation)

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Figure 119: Modal split-up of Thane Railway Station (Source: Thane Municipal Corporation)

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Figure 120: View of the elevated Deck (Source: Thane Municipal Corporation)

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Figure 121: View of the bridge leading the buses out of the station (Source: Thane Municipal Corporation)

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Figure 122: Map of Thane Station (Source: Google Earth, Author)

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Figure 123: View of the elevated deck at Thane Station (Source: Thane Municipal Corporation)

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Figure 124: Ground Floor Plan of Thane Station (Source: MRVC, Thane Municipal Corporation.)

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Figure 125: Ground Floor Plan of Thane Station (Source: MRVC, Thane Municipal Corporation.)

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Figure 126: Central Plot surrounded by heavy vehicular movement (Source: Author)

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Figure 127: Schematic section showing shift of commotion (Source: Author)

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Figure 128: Loss of privacy due to elevated bridge (Source: Author)

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Figure 129: Schematic section showing low lit area under the deck (Source: Author)

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Figure 130: Schematic section showing pedestrian movement (Source: Author)

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Figure 131: Elevated deck Roof detail (Source: Author)

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Figure 132: Platform Roof detail (Source: Author)

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Figure 133: Commotion at Station entry point (Source: Author)

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Figure 134: Railing used for seating purpose (Source: Author)

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Figure 135: Anti-skid flooring (Source: shutterstock.com)

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Figure 136: Key Plan of Thane Station (Source: Google Earth, Author)

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Figure 137: Parking area in the East (Source: Author)

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Figure 138: Ticketing counter in East (Source: Author)

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Figure 139: View of the skywalk and elevated bridge at South End (Source: Author)

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Figure 140: View of the elevated deck and the roof (Source: Author) CHINMAY SHAH

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Figure 141: View of the rickshaw stand below the deck.

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Figure 142: View of the skywalk and elevated bridge at North End (Source: Author)

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Figure 143: Location map of Vashi Station (Source: Google Maps)

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Figure 144: Map of Vashi Station (Source: Google Earth)

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Figure 145: View of the Vashi Station (Source: klassicconstructions.com)

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Figure 146: Arial view of Vashi Station (Source: nmtv.tv)

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Figure 147: Vashi Station Concourse (Source: kudianavala.com)

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Figure 148: Concourse Level Plan (Source: Kudianvala Group Architects)

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Figure 149: Station Level Plan (Source: Kudianvala Group Architects)

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Figure 150: Deck Level Plan (Source: Kudianvala Group Architects)

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Figure 151: Typical Floor Plan (Source: Kudianvala Group Architects)

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Figure 152: Front Elevation (Source: Kudianvala Group Architects)

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Figure 153: Short Section (Source: Kudianvala Group Architects)

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Figure 154: Long Section (Source: Kudianvala Group Architects)

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Figure 155: Schematic section showing low natural light at platform level (Source: Author)

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Figure 156: Typical pedestrian path taken by users (Source: Author)

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Figure 157: Concourse with minimum street furniture (Source: Author)

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Figure 158: Anti-skid flooring (Source: shutterstock.com)

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Figure 159: Key Plan of Vashi Railway Station (Source: Google Earth)

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Figure 160: View from the west side of station building (Source: Author)

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Figure 161: View of the station building from vashi central mall (Source: Author)

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Figure 162: View of the main exit road from the station (Source: Author)

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Figure 163: View of the bus stand (Source: Author)

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Figure 164: View of the pedestrian pathway (Source: Author)

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Figure 165: View of the rickshaw stand (Source: Author)

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Figure 166: View of the station building from rickshaw stand (Source: Author)

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Figure 167: Location map of Kyoto Station (Source: Google Maps)

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Figure 168: First Kyoto Railway Station built in 1877 (Source: kyotostation.com)

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Figure 169: Second Kyoto Railway Station built in 1914 (Source: kyotostation.com)

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Figure 170: Third Kyoto Railway Station built in 1950 (Source: kyotostation.com)

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Figure 171: Fourth Kyoto Railway Station built in 1997 (Source: kyotostation.com) CHINMAY SHAH

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Figure 172: Schematic Sectional view of Kyoto Station Building (Source: granviakyoto.com)

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Figure 173: Axonometric view of Kyoto Station Building (Source: Hara, 1997)

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Figure 174: North Elevation of Kyoto Station Building (Source: Hara, 1997)

•

Figure 175: Location map of Newmarket Railway Station (Source: Google maps)

•

Figure 176: New market station plan (Source: railway-technology.com)

•

Figure 177: Remuera Link Bridge (Source: transportblog.co.nz)

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Figure 178: Newmarket Station Square (Source: transportblog.co.nz)

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Figure 179: Station platform (Source: e-architect.co.uk)

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Figure 180: New market railway station (Source: /transportblog.co.nz)

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Retrieved from Aukland.Scoop: http://auckland.scoop.co.nz/2011/05/newmarket-train-station-one-of-nzsbest-new-buildings/ Balakrishnan, B. (2006). Urban Transportation in Mumbai. In P. J. Rahul Mehrotra, Mumbai Reader 6 (pp. 1-5). Mumbai: Urban Design Research Institute.

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Jones Lang LaSalle India. (2011). Dadar: Real Estate Metamorphosis in Mumbaiâ&#x20AC;&#x2122;s Heart. Mumbai: constructionweekonline.in.

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Lomholt, I. (2014, March 6). Newmarket Railway Station Redevelopment, Auckland.

Retrieved from E-architect: http://www.earchitect.co.uk/newzealand/newmarket-rail-station-auckland Mukherjee, S. (2009, September 21). Railway Station. Retrieved from Blogspot: http://soumiksim.blogspot.in/ Mumbai Metro Rail Corporation Ltd. (2016, November 1). Prject Route. Retrieved from Mumbai Metro Rail Corporation Ltd.: https://www.mmrcl.com/ Mumbai Monorail.

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onlinepubs.trb.org. (2002). Transit capacity and quality of service manual. Retrieved from onlinepubs.trb.org: http://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_webdoc_6-d.pdf CHINMAY SHAH

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Rahul Mehrotra, S. D. (1995). Bombay- The City Within. Mumbai: RMA architects. rakeshdesignstudio. (2011, 7 27). Retrieved from Blogspot: rakeshdesignstudio Rites. (2016). Technical Feasibility Report for Phase 1- of Elevated Suburban Rail Corridor Bandra- Virar. Mumbai: Mumai Rail Vikas Corporation Ltd.,.

Self-organizing pedestrian movement. (2000). In P. M. D Helbing, Environment and Planning B: Planning and Design (pp. 361-383). Williamstown: Tripod Inc. SMC

Infrastructure.

(2010).

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Sonali. (2016). Top Ten Busiest Stations In Mumbai. Retrieved from Nearfox: https://nearfox.com/explore/10-busiest-stations-in-mumbai Thane Municipal corporation. (2009). SATIS at Thane Station. 2009: Jn Nurm.

Tram

transport in India. (2016, November 17). Retrieved from https://en.wikipedia.org/wiki/Tram_transport_in_India#Nasik

CHINMAY SHAH

Wikipedia:

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