DESIGN THESIS - High Speed Train Station and Infrastructure, Vadodara. 2019

High Speed Train Station and Infrastructure, Vadodara.

DESIGN THESIS

Submitted by:

KETA M. SHAH 143521050091 Internal Guide: PROF. PRASHANT MODI

BACHELOR OF ARCHITECHAR

ITM SAAD SCHOOL OF ARCHITECTURE, ART AND DESIGNE VADODARA.

ACADMIC SESSION 2014-2019

DECLERETION

I, Keta Shah, hereby declare that the Design Thesis "High Speed Railway station & infrastructure� for the fulfilment of the Tenth Semester of Bachelors of Architecture course at ITM, School of Architecture, Art and Design affiliated with Gujarat Technological University is the record of my own work. Is the original work done by me and the information provided in the study is authentic to the best of my knowledge. The matter embodied in this report has not been submitted for the award of any other degree or diploma.

Signature of Student

Keta Shah B.Arch., Semester X Enrolment No. 143521050091

CERTIFICATE This to certify that Architecture Design work embodied in this thesis entitled “HIGH SPEED RAILWAY STATION & INFRASTRUCTURE, VADODARA” was carried out by Miss. Keta Shah at ITM SAAD – School of Architecture Art and Design in partial Fulfillment of Bachelor in Architecture to be awarded by Gujarat Technological University. This work has been carried out under guidance and supervision of team of design thesis mentors and it is up to the satisfaction.

Date: Place:

Seal of the Institute

Prof. Meena Duttagupta

Prof. Kandarp Bhatt

Prof. Babar Yahya

Associate Dean ITM SAAD

Principal ITM SAAD

Chairperson, Thesis Committee ITM SAAD

ABSTRACT BRIEF OF THE PROJECT:  The 508km Mumbai-Ahmedabad high-speed link will be India's maiden highspeed rail project. It is part of the 650km Mumbai-Ahmedabad line, one of the six high-speed corridors indented for implementation in the country.  Ground was broken for the construction of the line on 14 September 2017 by India's Prime Minister Narendra Modi and Japan's Prime Minister Shinzo Abe.  The line will be built on an elevated corridor for most of its length (468km) along an existing route, barring a 27km section inside a tunnel including a 7km section undersea) and 13km aboveground. The project is expected to reduce the travel time between Mumbai and Ahmedabad to less than two hours compared to the current journey time of more than seven hours.  The Mumbai-Ahmedabad high-speed rail will begin from Mumbai's Bandar Kurla Complex and end near Sabarmati railway station in Gujarat, covering 12 stations in total. (Mumbai, Thane, Virar, Boisar, Vapi, Bilimora, Surat, Bharuch, Vadodara, Anand, Nadia, Ahmedabad and Sabarmati.)

Location: West side of Railway station, Alkapuri, Vadodara, Gujarat.

Coordinates: 22°18'39.9"N 73°10'43.3"E TOTAL SITE AREA: 15 acre TOTAL BUILT UP AREA: Station area: 10650+10650+15400=36700m2 Station Square area: 310+310+310+310=1240m2 SALIENT FEATURES: High speed train Station & other facilities like railway station, bus depot & surround area like Janmahal, Shopping area, taxi stand all are connected.

ACKNOWLEDGMENT My academic career has revolved around many wonderful people who have been inspiring co-operative and helpful.

I would like to thank my thesis guide Ar. Prashant Modi for being the one to help and guide me in design progress and set high aims to explore. The supervision and support that he gave truly helped the progression and smoothness of the dissertation. I admire him as an outstanding teacher, an exceptional Academician and above all, an extraordinary human being.

I am thankful to my faculties Ar. Sneha Vadhera, Ar. Hiten Chavda, Swapana Kothari, Ar. Babar Yahya, and many others. It is important here to acknowledge all the faculty members at Department of Architecture, for believing me to carry out this project and whose constructive comments at various stages of the study proved to be very help full.

I am indebted to all my friends for generously contributing their valuable time and ample knowledge and for constantly encouraging me in completing my assignment.

I would also thank my family for their continued support and for allowing me to put my thesis work in first priority, no matter what family obligations may arise. I'd not be where I am without their love, encouragement, and support.

Above all, thank you God.

TEAM OF MEMBERS         

Babar Yahya Dipali Kulkarni Hiten Chavda Kandarp Bhatt Meena Duttagupta Prashant Mody Shilpi Agarwal Sneha Vadhera Swara Shah

Primary Guide:

External Examiner:

Name:

Name:

Signature:

Signature:

TABLE OF CONTENTS 1.

Introduction .................................................................................................................... 1 1.1

Features .............................................................................................................................. 1

1.2

Advantages ......................................................................................................................... 1

1.3 Disadvantages .......................................................................................................................... 1

2.

Single definition for high speed ..................................................................................... 2 2.1 Train Technologies .................................................................................................................. 2

3. History ............................................................................................................................... 5 3.1 First experiments ...................................................................................................................... 5

4. High Speed Rail In India ................................................................................................... 6 4.1 Diamond quadrilateral.............................................................................................................. 6 4.2 Connect the four metro cities ................................................................................................... 6 4.3 Economy .................................................................................................................................. 6 4.4 Comparison between high speed train & conventional train ................................................... 7

5. Given data /requirement in feasibility report for Vadodara station ................................... 8 5.2 Stop pattern of train.................................................................................................................. 8 5.3 Time Zone ................................................................................................................................ 8 5.4 Train Capacity .......................................................................................................................... 8 5.4.1 Seat Type........................................................................................................................... 8 5.5 Train Operation Plan .............................................................................................................. 10 5.6 Station Layout concept of Vadodara ...................................................................................... 11 5.6.1 Width of platform............................................................................................................ 11 5.6.2 Safety fence of platform .................................................................................................. 11 5.6.3 Distance between tracks .................................................................................................. 11 5.6.4 The distance between the track canter and the edge of platform in straight sections...... 12 5.6.5 Height of platform ........................................................................................................... 12 5.6.6 Length of platform .......................................................................................................... 12 5.6.7 Effective track length ...................................................................................................... 12 5.6.8 Station Building .............................................................................................................. 12 5.6.9 Station Square ................................................................................................................. 14 5.7 Transport Connectivity of HSR and Other Modes in Station Area ........................................ 15 5.8 Station facilities...................................................................................................................... 17 5.9 Track ...................................................................................................................................... 18

6. Basic dimensions of train ................................................................................................. 20 7. Aim / Purpose .................................................................................................................. 23

8. Achievements................................................................................................................... 23 9. Case Study ....................................................................................................................... 24 9.1 Lyon St Exupery TGV Airport Station .................................................................................. 24 9.2 Napoli-Afragola railway station ............................................................................................. 30 9.3 Liège-Guillemins station ........................................................................................................ 32 9.4 Logroño high-speed train station ........................................................................................... 35 9.5 Completive analysis & inferences .......................................................................................... 38

10. Area Program ................................................................................................................. 40 11. Site Study ....................................................................................................................... 42 12. Conceptual ..................................................................................................................... 43 12.1 Connectivity ......................................................................................................................... 44 12.2 Roof...................................................................................................................................... 44

13. 3D Views ....................................................................................................................... 45 14. Drawings ........................................................................................................................ 48 15. Bibliography .................................................................................................................. 49

LIST OF FIGURE AND TABLE Figure 1 the ribbon-cutting ceremony for the launch of the Shinkansen bullet train between Tokyo and the Shin-Osaka station on Oct. 1, 1964, in Tokyo. A 12-car train ran from Tokyo to Osaka and back at an average speed of just over 80 miles per hour. ..................... 1 Figure 2 Dynamic brake ........................................................................................................ 3 Figure 3 Earthquake Early Warning System ......................................................................... 4 Figure 4 Kรกroly Zipernowsky ................................................................................................ 5 Figure 5 History Chart ........................................................................................................... 5 Figure 6 Proposed route for high speed rail ........................................................................... 6 Figure 7 Mumbai-Ahmedabad Corridor ................................................................................ 7 Figure 8 Train capacity, train configuration and number of train in 2023 ............................ 9 Figure 10 comparison between 6 cars train and 10 cars train .............................................. 10 Figure 9 Increasing passenger capacity ............................................................................... 10 Figure 11 train configuration, number of train and traffic volume (in 2023, 2033, 2043, 2053) .................................................................................................................................... 11 Figure 12 Cross section........................................................................................................ 12 Figure 13 Proposed longitudinal section ............................................................................. 12 Figure 14 ground floor plan ................................................................................................. 13 Figure 15 First floor plan ..................................................................................................... 13 Figure 16 Second floor plan................................................................................................. 13 Figure 17 Station section ..................................................................................................... 13 Figure 18 Connection of HSR with Other Transport Modes and around Station Area ............................................................................................................................................. 15 Figure 19 Existing Station Front of Vadodara Station ........................................................ 15 Figure 20 Station Area ......................................................................................................... 16 Figure 21 Station Facility .................................................................................................... 16 Figure 22 Example floor layout for (6-(3+3) seat arrangement) ......................................... 21 Figure 23 Seat width and pitch ............................................................................................ 21 Figure 24 recommendation for rolling stock dimensions specifications ............................. 22 Figure 25 Comparison of train capacity .............................................................................. 22 Figure 26 Zoning of site....................................................................................................... 24 Figure 27. Original concept sketch by Santiago Calatrava. ................................................. 25 Figure 28 Sketch of overall form and shape which Shows the solar heat gain. .................. 25 Figure 29 Original concept sketch ....................................................................................... 25 Figure 30 Ground Floor Plan ............................................................................................... 27 Figure 31 First Floor Plan .................................................................................................... 27 Figure 32 Roof Plan ............................................................................................................. 28 Figure 33 Front Elevation .................................................................................................... 28 Figure 34 Side Elevation...................................................................................................... 29 Figure 35 Cross Section ....................................................................................................... 29 Figure 36 Longitudinal Section ........................................................................................... 29 Figure 37 Ground floor plan ................................................................................................ 31 Figure 38 Upper floor plan .................................................................................................. 32 Figure 39 Section 2 .............................................................................................................. 32 Figure 40 Section 1 .............................................................................................................. 32

Figure 41 Section ................................................................................................................. 34 Figure 42 Plan ...................................................................................................................... 34 Figure 43 Plan ...................................................................................................................... 36 Figure 44 Site plan & site section ........................................................................................ 36 Figure 45 Section ................................................................................................................. 36 Figure 47 Section 2 .............................................................................................................. 37 Figure 46 Section 3 .............................................................................................................. 37 Figure 49 Site Context & Surround ..................................................................................... 42 Figure 48 Land Acquisition ................................................................................................ 42 Figure 50 Land use & climet .............................................................................................. 43 Figure 51 Layers of study .................................................................................................... 43 Figure 52 Connectivity flow chart ....................................................................................... 44 Figure 53 Connectivity show in section .............................................................................. 44 Figure 54 3D Views (from railway station side) ................................................................. 45 Figure 55 3D Views (from front side) ................................................................................. 45 Figure 56 3D Views ............................................................................................................. 45 Figure 57 View from front .................................................................................................. 46 Figure 58 Bus stand ............................................................................................................. 46 Figure 59 Double height space ............................................................................................ 46 Figure 60 Free concourses ................................................................................................... 47 Figure 61 Security gate & ticket+ inquiry window ............................................................. 47 Figure 62 Paid concourses .................................................................................................. 47 Figure 63 Platform ............................................................................................................... 48

LIST OF APPENDICES Station Square Nearest area or building witch contain the facility of public parking, public transport like taxi, bus, riksha stand and other public facility like shopping or gathering plaza.

Concourse area An open space or hall where crowds gather.

Free concourse and paid concourse: The Concourse area will be divided in to free concourse area and paid concourse area by the security gates. To integrate the ticket inspection at the security gates and simplify the passenger’s flow.

Windbreak screen Windbreak screen will be constructed on the side of the platform to avoid the air pressure and the sound of the passing trains. System developed in Japanese HSR. Island platform An island platform (also center platform, center platform) is a station layout arrangement where a single platform is positioned between two tracks within a railway station, tram stop or transit way interchange. Island platforms are popular on twin-track routes and can provide for services in both directions from a single platform requiring only one set of supporting services (toilets, ticket offices, kiosks). They are also useful within larger stations where local and express services for the same direction of travel can be provided from opposite sides of the same platform thereby simplifying transfers between the two.

An alternative arrangement is to position side platforms on either side of the tracks.

HIGH SPEED RAIL STATION AND INFRASTRUCTURE, VADODARA.

1. Introduction High Speed Railways does not have a clear cut definition. Generally it is referred to as a type of rail that travels significantly faster than traditional rail traffic. It uses an integrated system of specialized rolling stock and dedicated tracks.

1.1 Features      

No level crossings (grade crossings) Fenced off Concrete foundations Wide spacing between lines Curves of radius less than 5 km are avoided and are tilted Through stations are constructed with 4 tracks ttunnels avoided.

1.2 Advantages      

Reduction of travel time of passengers.

Fast accessibility to urban centers, lead to economical and industrial growth.

Cope up higher demand for passenger and freight traffic.

HSR route will help in commercial growth.

Land required by the HSR is very less, reducing environmental impact.

It is Energy Efficient mode with compared to other modes of transportation

Figure 1 the ribbon-cutting ceremony for the launch of the 1.3 Disadvantages Shinkansen bullet train between Tokyo and the Shin-Osaka  Huge Investment- Financial Viability is major station on Oct. 1, 1964, in Tokyo. A 12-car train ran from Tokyo to Osaka and back at an average speed of just over Issue.

80 miles per hour.  Economic factors- Balance of income and out goings.  Technological factors like Technology for Tracks-Trains, Technology for Operation & geometrical changes required.  High Running and maintenance costs.  Safety consideration of Passengers as well as Surroundings.  High cost of journey will affect the affordability of Common man.

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2. Single definition for high speed     

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High Speed Rail (HSR) [125155MPH] Very High Speed Rail (VHSR)[155220MPH] Maglev[200-300+ MPH] The increase speed will on the one hand make the HSR more competitive, while on the other hand, need more construction cost.

As a result, the speed of HSR is set based on the distance of the trip. For example, for trip distances above 500 km, maximum speed above 300kmph may be needed to maintain competitive times relative to air transport.

However, for shorter distances a maximum speed in the range of 200 to 250kmph may be adequate to win sufficient market share without the additional costs of attaining very high speeds.

HSR is designed for different purpose. HSR with top speed of at least 150 mph on completely grade-separated, dedicated rights-of-ways (with the possible exception of some shared track in terminal areas) is called HSR-Express. It is designed for the frequent, express, service between major population centres 200-600 miles apart with few intermediate stops. It is designed to relieve air and highway capacity constraints.

HSR with top speeds of 110-150 mph, grade separated, with some dedicated and some shared track (using positive train control technology) is called HSR-Regional. It is designed for relatively frequent service between major and moderate population centres 100-500 miles apart, with some intermediate stops. It is intended to relieve highway and, to some extent, air capacity constraints.

2.1 Train Technologies 1) A streamlined body: To achieve speeds of 200 kilometers per hour (130 miles per hour) and more, the trains needed to be as aerodynamic (to cause as little wind resistance) as possible. That is why the front cars of the high speed train trains are tapered like the nose of an airplane.

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2) Minimizing vibration: When trains reach high speeds, the wheels vibrate on the rails. If this vibration reaches the passenger compartments, it can make them fall apart. To prevent this, the passenger compartments ride on top of flatcars. These are fitted with an air spring that uses compressed air to absorb the wheel Figure 2 Dynamic brake vibration so that it does not reach the passenger compartments.

3) Modern tracks: Until the high speed train was built, Japan did not have the widegauge (1,435 millimeters wide) railway tracks that were the standard in the rest of the world. Instead, Japanese trains ran on narrow-gauge tracks (1,067 millimeters wide). Most people felt that wide-gauge railway tracks were necessary to move large numbers of people and large volumes of goods, so wide-gauge tracks were built for the high speed train. And to allow the trains to go as fast as possible, high speed train tracks have no sharp curves. Also, high speed train tracks never cross other railway lines on the same level, so the trains never have to stop and wait for other trains to pass.

4) Automatic Train Control: On regular trains, drivers adjust the train's speed according to the signals they see along the tracks. But high speed train trains travel at over 200 kilometers per hour, making it almost impossible for drivers to read signals as they whiz past. So high speed train trains have a different kind of speed control system, known as ATC. With this system, speed information is transmitted along the track and is received by a signal attached to the driver's seat. The ATC automatically keeps the train running within the designated speed limit. The high speed train also depends on Centralized Traffic Control, a system that makes sure there is enough time and distance between trains so that the high-speed train system operates smoothly and safely.

5) To make a train stop within a shorter distance, they keep improving the brake disc.

It is old-fashioned but the best way to stop a train is friction. For a train running at high speed, if you put hard brakes on that, the steel will melt so the deceleration rate at high speed is restricted. You can decelerate train at slow speed with 3.6km/h/s but in high speed, you can only have 1.2km/h/s, one-third of its maximum deceleration rate. For high speed train or high-speed train, brake and brake distance is the most important thing. You can’t just stop like a car, and high speed means longer stop distance, Friction brake has its limitation, so they use the motor as a generator to produce electricity. Either transform it into heat or send it back to the trolley cable so other 6) High speed train can use this electricity. And it creates resistance to the motor.

Because the motor is somehow connected to the wheel, if the motor spins slower, the wheel spins slower. So this is another way to slow down a train, not using friction brakes and other high speed train can use this electricity.

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7) If an earthquake is happening just below the high speed train tracks, even the Japanese can’t prevent the train derails. But if there is enough distance from the tracks, all high speed train can stop before the earthquake comes.

They put some underwater sensors several kilometers from the track Figure 3 Earthquake Early Warning System (“Earthquake Early Warning System”), once they detect a signal which earthquake produces, this signal will send to all running high speed train trains and automatically apply the emergency brakes.

8) MAGLAV is the principle used in working of modern high speed train.

9) MAGLAV-derived from MAGnet and LEVitation.

10) Magnetic levitation transport is a form of transportation that suspend guides and propels vehicles through the harnessing of electromagnetic force.

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3. History Many countries have developed high-speed rail to connect major cities, including Austria, Belgium, China, Finland, France, Germany, Ireland, Italy, Japan, Morocco, the Netherlands, Poland, Portugal, Russia, Saudi Arabia, South Korea, Spain, Sweden, Taiwan, Turkey, the United Kingdom, the United States, and Uzbekistan.

Only in Europe does HSR cross international borders. China has 22,000 kilometers (14,000 mi) of HSR as of end December 2016, accounting for two-thirds of the world's total. The first such system began operations in Japan in 1964 and was widely known as the bullet train.

3.1 First experiments

Figure 4 Károly Zipernowsky

High-speed rail development began in Germany in 1899 when the Prussian state railway joined with ten electrical and engineering firms and electrified 72 km (45 mi) of military owned railway between Marienfelde and Zossen.

In 1891 the engineer Károly Zipernowsky proposed a high-speed line Vienna–Budapest, bound for electric railcars at 250 km/h (160 mph).In 1893 Dr. Wellington Adams proposed an air-line from Chicago to St. Louis of 252 miles (406 km).At a speed of only 160 km/h (99 mph), he was more modest than Zipernowsky – and more realistic, according to General Electric.

Probably, the first high-speed line was the 72 km (45 mi) Marienfelde– Zossen military railway, owned by the Prussian State Railway, and from 1899 on used to test electric railcars.

Figure 5 History Chart

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4. High Speed Rail In India

Figure 6 Proposed route for high speed rail

 As part of India’s two pronged strategy there is a focus on up gradation of existing railway system to semi high speed links parallel with bullet trains.  Indian Railways aims to increase the speed of passenger trains to 160–200 km/h on dedicated conventional tracks. They intend to improve their existing conventional lines to handle speeds of up to 160 km/h, with a goal of speeds above 200 km/h on new tracks with improved technology.  In July 2014, a trial run of a “semi-high speed train” with 10 coaches and 2 generators reached a speed of 160 km/h between New Delhi and Agra, but no date has been set for commercial operations.

4.1 Diamond quadrilateral Project of the Indian railways to establish high speed rail network in India.

4.2 Connect the four metro cities Delhi, Mumbai, Chennai and Kolkata.

Track Gauge: 1676 mm Speed: 250-350 Km/hrs.

Length: 6500-7000 km

4.3 Economy  According to Forbes India, the costs for constructing such rail lines in India are estimated to be Rs 70-100 cores perk.  Therefore the Mumbai-Ahmedabad route of 500km, will cost Rs 37,000 cores to build.  With the cost of land acquisition etc., the price will go up to about Rs 60,000 cores.  The project is estimated to cost ₹97636 core (US$15 billion).  Japan has agreed to fund 81% of the total project cost (INR 79,165 Core), through a 50-year loan at an interest rate of 0.1% and a moratorium on repayments up to 15 years.  Indian Railways will invest Rs 9,800 core in the high speed rail project, and the remaining cost will be borne by the state governments of Maharashtra and Gujarat.  20% of the components used on the corridor will be supplied

by Japan, and manufactured in India.

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National High Speed Rail Corporation Limited (NHSRCL) is implementing the project of high speed train corridor between Ahmedabad and Mumbai.

The total length of proposed High Speed Railway Corridor works out to be 508.17km.

The route of Mumbai Ahmedabad High Speed Rail will be passing through two states, Maharashtra and Gujarat and one Union Territory, Dadra and Nagar Haveli, of the Union of India.

The proposed corridor lies in Western Railway zone. It shall start from Bandra Kurla Complex in Mumbai and will end near Sabarmati Railway Station in Ahmedabad.

Out of 508.17km, 155.642 km of the proposed alignment falls in Maharastra, 350.530 km in Gujarat and 2 km in UT of Dadra and Nagar Haveli.

The High Speed Corridor of Mumbai-Ahmedabad has been proposed with 12 Stations i.e. Mumbai, Thane, Virar, Boisar, Vapi, Bilimora, Surat, Bharuch, Vadodara, Anand/Nadia, Ahmedabad and Sabarmati,all near major traffic points.

Two depots are proposed on either ends of the corridor one near Thane and one near Sabarmati Rail Depot. The proposed 534km Mumbai- Ahmedabad high-speed link, which is in early stage of development, will be India's maiden high speed rail project.

The decision to carry out its feasibility study was taken Figure 7 Mumbai-Ahmedabad in September 2013.During the Indian prime minister's Corridor visit to Japan in My 2013, the prime ministers of both countries decided to co-finance a detailed joint feasibility study for the MumbaiAhmedabad HSR. The Japan Internal Cooperation Agency (JICA) was given the go-ahead for the study in September 2013.

4.4 Comparison between high speed train & conventional train BULLET TRAINS

CONVENTIONAL TRAINS

No friction=Less maintenance

Routine maintenance is needed

No engine=No fuel required

Engines require fossil fuels

Speeds in excess of 300 km/h

Speed up to 110 km/h

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5. Given data /requirement in feasibility report for Vadodara station 5.2 Stop pattern of train To set maximum operation speed at 320 km/h to shorten the traveling time.(Maximum design speed for the future is 350km/h)

To set 2 types stop-patterns of train.

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rapid train

each stop train

only stop at major stations.

(Surat, Vadodara 2 min) (with in the 2hrs.) stop at every station (all stations 1 min) (with in the 3hrs.)

To ensure safety operation is the top priority for HSR. The maintenance work for facilities should be carried out properly by separating the operation time zone and the maintenance Time zone completely. From the view point of securing safety operation and avoiding Confusion of operation troubles, which may sometimes causes serious accident, it is recommended Bi-direction operation should not be adopted when traffic density is fairly Thick.

2 time zone For operation of train

5.3 Time Zone

Train operation time zone 6:00-24:00 (0:00)

Maintenance service time zone 0:00-6:00

5.4 Train Capacity The train capacity is one of the most important factors in the planning of a train operation plan. Based on demand forecast, the train capacity per train determines the number of trains. The train capacity is significantly affected by seat types and the number of cars per train-set. Therefore these factors had been discussed sometimes between study team and MOR as summarized below.

5.4.1 Seat Type (A) First class seat arrangement This seat arrangement features comfort equivalent to that of the first class seat arrangement Of airplanes. Because of the reasons as follows, - Traveling time from Mumbai to Ahmedabad is only about 2 hours.

- Domestic airline, a competitor, also doesn’t have first class seats.

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- The fare of first class seat is very high.

It should be recommended that the first class seat is not adopted and aggraded. (b) Business class and standard class seat arrangements These seat arrangements are already adopted for express trains on existing railways in India.

As they are usual arrangements in other countries as well, introduction of them into this Project was recommended and obtained agreement thereupon. (c) Convenience class seat arrangement While this type of seat arrangement is less comfortable than others because of narrower Width of seat and aisle, it can increase train capacity and cope with demand of low-fare seat, which is mentioned in the 3rd Joint Monitoring Committee (JMC).

Thereof this type has been examined and recommended as an optional plan, which is Explained later, to create a wide range of passenger, resulting in greater rider ship.

To summarize the above descriptions, it is recommended that two seat arrangements, business class and standard class, should be set in the train operation plan. In addition, Convenience class (3+3 seat) should be considered as an option plan to meet a need of low-fare seat train.

Figure 8 Train capacity, train configuration and number of train in 2023

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Figure 10 comparison between 6 cars train and 10 cars train

Figure 9 Increasing passenger capacity

5.5 Train Operation Plan 10-car train will be operated at the inauguration of business, and it enables to guarantee operation of two trains per hour, such as one rapid service train and one each stop train, during off-peak hours. Later on, as demand rises, the number of trains and the number of cars per train-set will be

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Figure 11 train configuration, number of train and traffic volume (in 2023, 2033, 2043, 2053)

5.6 Station Layout concept of Vadodara Station Name

KM

Structure Type

Operation Type

Remark

Vadodara

397 to 60km

Island type 2 platform for tracks

All train handling station

Concourse level planed on first floor

5.6.1 Width of platform Where both sides of an island type platform are used: 10 m or over at the centre and 5 m or over at the ends.

5.6.2 Safety fence of platform To prevent passengers’ falling onto the track or train-touching accidents on passenger platforms, a 1.3 m-high fence shall be installed (1) along a line 0.68 m-distant from the platform edge at the ends of platform at stations other than non-stop train handling stations or (2) along a line 2.0 mdistant from the edge of platform, together with platform doors at each train door position at nonstop train handing stations. In the latter case, the platform width shall be 11.32 m or over in consideration of the 1.32 m smaller width of platform than at other stations.

5.6.3 Distance between tracks The track-to track distance shall be 4.6 m or over between stop train handling tracks and 5 m or over between a stop train handling track and a non-stop train handling track.

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5.6.4 The distance between the track canter and the edge of platform in straight sections 1.76 m for platforms handling stop trains alone 1.80 m for platforms handling non-stop trains

5.6.5 Height of platform The edge of platform height shall be 1.25 m high (1) from the track plane in straight sections and (2) from the track plane inclined due to the cant in curved sections. The distance between the track center line and the edge of platform, (1) distance of 1.76 m shall be guaranteed for platforms handling stop trains alone and (2) distance of 1.80 m added with the extra distance extended to cope with the curve for platforms handling both stop trains and non-stop trains.

5.6.6 Length of platform Maximum length of train (25 m x 16 cars) + 10 m (margin) = 410 m

5.6.7 Effective track length 410 m (length of platform) + 50 m (absolute stop control section) + 20 m (margin) = 480 m

5.6.8 Station Building Vadodara Station is planned to comprise of three elevated stories. Two (2) island platforms

Figure 12 Cross section

with four (4) lines will be on the second floor and a concourse on the first floor.

Interchanges to the Conventional rail will be provided on the first floor. The ground floor will be used as bus and taxi berths with open space for pedestrians.

Figure 13 Proposed longitudinal section

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Figure 17 Station section

Figure 16 Second floor plan

Figure 15 First floor plan

Figure 14 ground floor plan

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5.6.9 Station Square New station square should be proposed to be planned in the west side of the station since the station Square for existing rail located in the east side of the station is crowded.

* The minimum required area for station square

based on Japanese experience is proposed here But the business and commercial development of station area in future and facility for connectivity with metro and BRT service should be discussed with local governments and municipalities and planned.

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5.7 Transport Connectivity of HSR and Other Modes in Station Area Proposed HSR station in Vadodara, which is one of the major cities on the HSR corridor, locates Adjacent to conventional railway station. Key points of station area development are (i) to secure the space for new station square for HSR passengers and (ii) function for railway passengers to walk around HSR station.

Figure 18 Connection of HSR with Other Transport Modes and around Station Area

The new station square is proposed to be planned in the west side of the station since existing Station square is crowded. The bus stops and taxi stands are to be implemented in the new Station square.

Also, there are major spots such as city central where huge market exists, palace, university and Residential area locates around 1-3 km from the station. Good connectivity between the stations and the area around the station should be created by for instance, expanding and improving Existing walkway.

Figure 19 Existing Station Front of Vadodara Station

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Figure 20 Station Area

Figure 21 Station Facility

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5.8 Station facilities HSR stations will become the gateway of the region. The principals of station planning are Described in this A station for the region from an extensive point of view has to be connected to the regional Transport mode such as Metro, BRT, taxi, buses, and private vehicles, and also to the existing Railway station in several points to supply a connection for wide spread HSR users. Roads, parking areas, and Station facilities for passengers will be designed to handle large number of Passengers, with safety and with convenience.

Each station has a difference in location, surrounding environment, number of passengers, and frequency of HSR train operation, which gives a difference on each station’s planning.

The Stations should generally provide the following facilities: ① Main station building: Station offices, Ticket windows, Ticket gates, Lavatories, etc. ② Platform: Platforms, Windbreak screen, Train sheds, etc. ③ Passenger way: Over-bridges or Underpasses, Concourses, etc. ④ Structures: Signal cabins, Stations, etc. ⑤ Electric facilities: Lighting, Signalling, Communication equipment, etc. ⑥Others: Security gates, Elevators, Fire prevention equipment, Drainage facilities The facilities listed above will be designed under the engagement of universal design which is nowadays the international standards for India HSR operation. The universal design basic policies for the HSR stations are presented below.  Simple traffic flow (visible access through the station.)  Simple facility layout (Ex: exits and security gates along the traffic flow)  Safety and passenger’s convenience  Functional station (efficient facility layout)  Environmental comfort (air conditioning, lighting, acoustics, design quality, etc.)  Station for every one (for different religion, language, race and origin) Elements peculiar to HSR Stations a) Windbreak screen b) Train Sheds c) Platform doors d) Security Check e) Universal Design / Lifts and Escalator f) Other architectural regulations, Elements peculiar to the Indian traditions a) Waiting room, b) Prayer room c) Vegetarian/ Non-Vegetarian d) Facility and service for every station users

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5.9 Track Track structure recommended for Indian HSR the “frame-type slab track” laid for Shinkansen railways in warm areas in Japan.

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6. Basic dimensions of train

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Figure 23 Seat width and pitch

Figure 22 Example floor layout for (6-(3+3) seat arrangement)

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Figure 24 recommendation for rolling stock dimensions specifications

Figure 25 Comparison of train capacity

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7. Aim / Purpose  

Reduce the travel time between two places.

The purpose of the high speed train, for now, is to introduce to the citizens of India, a technology which so far has been available to only residents of highly developed or industrialized countries like Japan or Spain.  The Government of India does not have any plans to upgrade the entire existing railway infrastructure to high-speed rail in the near future. At best, what they might do is link a few major population centres of the country with each other via high speed trains.  The main purpose is to test if India is ready to move on to the next level of technology.

8. Achievements    

Reduce traveling time to one place to other place.

Create new job opportunity.

Incise safety in traveling.

New scope of education system. Station generate their own economy.

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9. Case Study 9.1 Lyon St Exupery TGV Airport Station Location: Lyon, France Architect: Santiago Calatrava Construction Year: 1989-1994 Area: 5600 square metres  Terminal for the TGV trains (high-speed trains) connecting the airport to the city of Lyon, which is 30 km to the south.  An addition to the airport built to serve TGV trains on the LGV Rhône-Alpes.  The main hall accommodates ticket offices, retail shops, restaurant facilities and access to and from the airport via a 180 meter long gallery.  The station has six tracks. The two central tracks are isolated to permit trains to pass through the station at a full speed of 300 kilometers per hour.  Above the tracks, a 300 meter long passenger concourse allows for easy access to the platforms.

Figure 26 Zoning of site

BACKGROUND: PROJECT ACQUISITION  Selected winner in an open competition to create a gateway to the city of Lyon, France.

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

Clients: French Railways (SNCF), authorities of the Rhône Alpes region, and the Chamber of Commerce and Industry for Lyon (CCIL)  Together with the air terminal and nearby street, the railway station connects the region’s different transportation systems.

• The station is used mainly by travelers that by plane and continue traveling onto the east by train.

BACKGROUND: PROJECT’S IMPORTANCE TO ARCHITECT  It appears to be expressive of a bird, symbolizing flight with the two main “wing” arches coming together at the bird's “beak”.  However, Calatrava insists that it is actually inspired more by the shape of the human eye.  Before the station’s construction, he designed a sculpture representing an eye, which later served as inspiration for the station’s design.  “I never thought of a bird, but more of the research that I am sometimes pretentious enough to call sculpture”.

FEATURES  Large entry gallery is distinct and serves to subdivide user groups and serve as an entry marker connecting Train and Airport programs  The expressive railway station hall is built astride an existing TGV track beside the Lyon airport.  People have different experiences walking through the station based on their destinations, either the railroad below ground or the airport above.  Arriving from the airport, one enters the main hall at the “back of the bird” at an elevated level. Travelers descend through a series of escalators into the main concourse. Here the wings spread out on either side above the railway tracks, and more escalators move travelers down to the platform below ground level.  Arriving by train and walking to the airport, travelers gradually ascend from the excavated train tracks to the main concourse above and through the gallery to the airport.  The expressiveness of Calatrava's structure is seen inside the building as much as outside with two large cantilevered balconies that penetrate the interior space.

Figure 27. Original concept sketch by Santiago Calatrava.

Figure 28 Sketch of overall form and shape which Shows the solar heat gain.

Figure 29 Original concept sketch

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FEATURES: RAILWAY COVER  The station is positioned astride the reinforced concrete railway cover. This adjoining concrete service building is fitted with a steel and glass curtain wall overlooking the main hall.  Built with a dense network of white concrete beams and rhomboid-shaped glass skylights, this structure covers more than half a kilometer of the six railways.  The ribs of the ceiling rest on inclined pillars that bifurcate.  Its ceiling is transversely crossed by the large triangular-shaped floor of the station.  Because of the density of the concrete beam network and its longitudinal character, the railway cover resembles a tunnel lit by natural light.

MATERIALS  Steel, concrete and glass are the main elements of this structure.  Of concrete, cast in situ, the roof deck support and compliment visually the same modules in the main area of the terminal. Concrete is a natural color due to the use of a white sand area.  The steel parts that are part of the cover are provided with a dark hue, unusual detail in the works of Calatrava.  The glass walls that form the lobby, are formed by panels with a width of eight feet.

The roof is glazed in some sections and other stuffed with prefabricated concrete sections, such as the cover over the platforms.  The gallery connects the terminal station to the airport by pedestrian tapes.

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Figure 30 Ground Floor Plan

Figure 31 First Floor Plan

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Figure 32 Roof Plan

Figure 33 Front Elevation

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Figure 34 Side Elevation

Figure 35 Cross Section

Figure 36 Longitudinal Section

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9.2 Napoli-Afragola railway station Location: Naples, Italy Architect: Zaha Hadid  In addition to the planned high speed rail services connecting Bari and Reggio Calabria with the north of Italy and Europe, by 2022 new rail infrastructure will create an important hub at Napoli Afragola serving the entire Campania region by integrating the southern expansion of Italy’s high-speed rail network with the Napoli Cancello line and the Circumvesuviana commuter railway extension.  Located at this major intersection within southern Italy’s rail network, Napoli Afragola connects the 15 million residents of Campania, Puglia, Molise, Calabria and Sicily in southern Italy with the national rail network in the north and the rest of Europe. It also enables goods and passengers from Europe and northern Italy to access the southern ports of Gioia Tauro, Taranto, Bari, Brindisi, Palermo and Augusta.  To meet future demand for rail travel throughout the region (which has increased by 50% in the past decade) the Napoli Afragola station is within the new north/south rail corridor in the east of the greater Designed as an urbanized public bridge connecting the communities on either side of the railway, the station is defined by the circulation routes of passengers, minimizing distances for those embarking and alighting at Napoli Afragola as well those passengers connecting to different train services.  Once all lines are operational, 32,700 passengers are expected to use the station each day (4,800 each morning and evening rush-hour) with a total of 84 express trains using the lines. 28 high-speed trains serving each direction will stop at Napoli Afragola every day, providing an express service in each direction every 30 minutes (40 minutes outside peak times), with approximately 700 passengers planned to alight or board from each platform. A further 200 regional and local train services will stop at Napoli Afragola, creating a key interchange within the national, regional and local rail networks.  Public train services will begin on 11 June. Initially with 18 high speed trains in each direction serving 10,000 passengers per day, services will increase to 28 trains in each direction as new infrastructure and further phases of the station come on line.  Located 12km north of Naples, Afragola station is also planned to serve its local communities of Acerra, Afragola, Caivano, Casalnuovo di Napoli, and Casoria that vary in population from 10,000 to 50,000 residents. Afragola will be an intermodal hub, relieving congestion in the city center and will not replace the existing Napoli Central terminus.  The design enlarges the public walkway over the eight railway tracks to such a degree that this walkway becomes the station’s main passenger concourse – a bridge housing all the services and facilities for departing, arriving and connecting passengers, with direct access to all platforms below.  The paths of passengers have also determined the geometry of the spaces within.

Large entrances at both ends of the station welcome and guide visitors up to the

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 





elevated public zones lined with shops and other amenities. Visitors from either side of the station meet in a central atrium above overlooked by cafes and restaurants. This central atrium above the railway tracks is a much-needed new public space for Afragola and the main concourse where rail passengers descend to the platforms.

The station has been constructed as a reinforced concrete base that supports an elevated concourse of steel ribs clad in Corina with a glazed roof.

The concrete used within the station is a specific composition that provides optimum performance, with curved structural concrete elements built using technologies initially developed during the construction of the MAXXI Museum in Rome: wooden formwork replaced by prefabricated steel units, and double-curves realized with formwork created from CNC milled polystyrene models.

Designed as an extrusion of a trapezoid along a 450m curved path, the elevated concourse is made of 200 differently shaped steel ribs that are clad in Corina with a glazed roof.

The main concourse of the station is oriented to benefit the building’s ecological sustainability. Integrated solar panels in the roof, combined with natural light and ventilation as well as ground source cooling/heating systems will enable the station to minimize energy consumption.

Figure 37 Ground floor plan

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Figure 38 Upper floor plan

Figure 40 Section 1

Figure 39 Section 2

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9.3 Liège-Guillemins station Location: Liege, Belgium.

Architect: Santiago Calatrava  Liège-Guillemins railway station is the main station of the city of Liège, the fifth largest city in Belgium. It is one of the most important hubs in the country and is one of the 3 Belgian stations on the high-speed rail network. The station is used by 15,000 people every day which makes it the eleventh busiest station in Belgium and the third in Wallonia.  Construction Area: 49.000 sqm (including roads)  Liège is a major node in the European high speed rail network; an indispensable link between London, Paris, Brussels and Germany.  The concept for the design was transparency and an urban dialog with the city.

Transparency is translated by the monumental vault, constructed of glass and steel, with its soaring canopies extending 145 meters over the five platforms. The huge glass building replaces the traditional facade and establishes a seamless interaction between the interior of the station and the city.  The station is organized vertically: Towards the Place de la Gare the rail platforms and the access footbridge stack over 3 levels. Towards Cointe Hill, ten meters above, there are five levels; three parking levels, a vehicular access deck linking with the footbridge, and a raised pedestrian walkway.  At the Place de la Gare level, reinforcing the urban streetscape, is a continuous strip of commercial units. Pedestrian bridges and walkways under the tracks allow for fluid communication between the two sides of the station. The grand Passenger Hall and the SNCB ticketing area are located on the main axis.  The project has no facade in the traditional sense, since the interaction between interior and exterior is seamless. The monumental roof becomes, in effect, the project’s facade. To an observer on the hill, the roof reveals something of the inner organization of the station. To an observer within the station, the structural arches of the roof frame the views to the outside. From any vantage point, the sensation of transparency prevails.  The Pont des Guillemins, also by Santiago Calatrava, connects the motorway that crosses Liège to the 800 space parking facility at the Liège Guillemins TGV Station.  Like the Campo de Volantín Footbridge in Bilbao, the design of the Pont des Guillemins consists of a rectilinear torsion tube, to which the bridge elements are welded, radiating to form the arc of the circle described by the plan of the deck.

The arch is made of a steel tube welded at each end to the torsion tube of the deck.

The combination of the curve of the deck, and the straight lines of tube and vertical projection of the arch, emphasizes the effect of suspended movement.

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This could maintain the views through and of the station. The vaulted shape was a natural development of this vision while the soft (perhaps feminine) undulating curve of the roof was selected to mimic the graceful rise and fall of the Cointe hills beyond. I felt that there was no better way to celebrate the technological achievement of the TGV trains than to expose the working platforms and the dynamism of the moving ensemble of passengers and trains./Santiago Calatrava

Figure 41 Section

Figure 42 Plan

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9.4 Logroño high-speed train station Location: Logroño, Rioja, Spain Architect: Ábalos + Sentkiewicz arquitectos Landscape: Arquitectura Agronomía (Teresa Galí-Izard)  The railway station has been designed in accordance with the urban role assigned in the proposal for the international competition and the urban planning and landscape further developed.  The station serves as a starting point of a new urban project, which re-establishes the connectivity between the North and South of the city and leads to a large public park where the roof is an integrated part giving its geometry and topography to the volume.  Logroño Railway Station (IATA: LGV) is the central railway station of Logroño, Spain. Commonly referred locally as the RENFE station, the station is part of Adif and high-speed rail systems.  The station accommodates RENFE long-distance and medium-distance trains (AVE). A 55 km (34 mi) high speed spur leaves the Valladolid–Vitoria-Gasteiz extension of the Madrid–Valladolid high-speed rail line at Miranda de Ebro and continues to Logroño.  Construction Area: 8000 sqm without platform and parking  All Stations in surface usually mean an abrupt interruption of urban continuity.

Precisely, the urban element that is destined to unite and bring together the city with the territory, leaves a void in the city involving urban and social segregation.  The opportunity to rethink the typology of the station that the burial of the tracks means, should be a shift in the form of conceiving them. Intermodal Stations are an opportunity to transform the city, creating public spaces, developing green belts, promoting pedestrian and bicycle mobility; an opportunity to create a new topography to intensify the experience of the city as a collective process.  What makes the project LIF 2002 unique is having faced from its beginnings with an intensity divided between infrastructure and urbanism, landscape and architecture, ecology and economy; with a whole model of management that seeks quality and innovation in all moments of process and attends both quantitative and qualitative aspects. In this sense it may be said that it is a pioneering experience both on landform buildings as well as ecological urbanism.  All Stations in surface usually mean an abrupt interruption of urban continuity.

Precisely, the urban element that is destined to unite and bring together the city with the territory, leaves a void in the city involving urban and social segregation.

The opportunity to rethink the typology of the station that the burial of the tracks means, should be a shift in the form of conceiving them. Intermodal Stations are an opportunity to transform the city, creating public spaces, developing green belts,

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promoting pedestrian and bicycle mobility; an opportunity to create a new topography to intensify the experience of the city as a collective process.

Figure 44 Site plan & site section

Figure 43 Plan

Figure 45 Section

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Figure 47 Section 2

Figure 46 Section 3

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9.5 Completive analysis & inferences

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10. Area Program AREA PROGRAM Space Main station building

Note No. of users + visitors Direct Connected Entrance Station offices Ticket windows 10 inquiry window 5 Ticket gates Toilets(1/1/1) (gents/ladies/ handicap) Clock room 50-60 waiting rooms 3×9×10 administration

Area(m²)

100 90 45 20 80 200 270 100

Contact centres and remote control

Platform

Services for workers Train Workshop Platforms Toilets(1/1/1)

Passenger way

100 500 300 17,000 every floor 150m² ×__no. of floor

150

Waiting

1 m² per person(14000/2)

7,000

Kiosk(Shops)

2.25 m² per kiosk ×__no. of kiosk (10)

23

Concourses

8,615

Lobby

14000× 1.5 sqm per person

21,000

Waiting

14000× 1.5 sqm per person

21,000 76,593

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Supporting Meeting room Conference Room Banquet halls Car rental offices Parking

đ?‘?đ?‘Žđ?‘&#x;đ?‘Ą { đ?‘œđ?‘“ â„Žđ?‘œđ?‘Ąđ?‘’đ?‘™

(10Ă—15)

(2 Ă— 150)

300

2 to 3 offices (10m² per office) 1.6 m² bike 2000 to 2500 15 m² car 1000 (20% of all=6218.8) 3 ATM

ATM

30 4,000 15,000 60 19,390

Hotel /business hotel Restaurant CafĂŠ Theatres Shopping Center Taxi & Bus station Tourist offices

Local Population 20 room Âą other facilities

2,000

for 50 to 70 persons

per person 1.3m²

100

2 to 3 screen 2 m² per person

per person 1 m² 17000 per day

100 to 150 34,000

1000 person

100 36,200

Direct Connected Supporting Local Population

76,593 19,390 36,200

Total

1,32,183

Number of passenger=1580 Person Ă— 4 train 6320 Ă— 2 (arrival and departure)=12640Person 12640 Person + 10% waiting=13904 person (round of 13910) ≈ 14000 No. of station user per day in year 2053 = 31094 (including users in station area)

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11. Site Study Location: West side of Railway station, Alkapuri, Vadodara, Gujarat.

Coordinates: 22°18'39.9"N 73°10'43.3"E

Figure 49 Site Context & Surround Land Area to be acquired for Alignment Track Structure Construction Proposed corridor passes through farming land followed and a small patch of forest area along Vishwamitri River. In Vadodara city area, it passes along existing track via Viaduct structure.

This nonetheless will impact few residential societies, market area, and building blocks, commercial.

Figure 48 Land Acquisition

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Climet

Figure 50 Land use & climet





Located at centre of the city which is west part of the railway station.

It is linear site for high speed railway station.

Figure 51 Layers of study

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12. Conceptual 12.1 Connectivity Concept of station is connectivity between all other nearest transport/ public facilities.

Connectivity divided in three bases……..

1) Direct connected to HSR (like platform, ticket windows, etc.)

2) Indirect connected to HSR (like conference rooms, hotel, etc.)

3) For local population (like shopping area, local bus stop, etc.)

For local Population

Direct Connected Indirect Connected

Figure 52 Connectivity flow chart

bus stand

taxi stand

Figure 53 Connectivity show in section

12.2 Roof Place of one single roof hade.... Create undulating curve roof shade Three different type of roof shade Work as single roof. Which cover the platform level.

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13. 3D Views

Figure 55 3D Views (from front side)

Figure 54 3D Views (from railway station side)

Figure 56 3D Views

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Figure 57 View from front

Figure 58 Bus stand

Figure 59 Double height space

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Figure 60 Free concourses

Figure 61 Security gate & ticket+ inquiry window

Figure 62 Paid concourses

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Figure 63 Platform

14. Drawings

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15. Bibliography https://uic.org/High-Speed-History https://en.wikipedia.org/wiki/High-speed_rail https://www.nhsrcl.in/ https://www.nhsrcl.in/feasibility-report https://www.archdaily.com/873155/napoli-afragola-station-phase-1-zaha-hadidarchitects/59381d48e58ece2cfc000008-napoli-afragola-station-phase-1-zaha-hadidarchitects-site-plan www.railsystem.net en.wikipedia.org in.pinterest.com https://www.google.com/search?q=LOGRO%C3%91O+RAILWAY+STATION+plans&s afe=active&rlz=1C1CHBD_enIN820IN820&tbm=isch&source=lnt&tbs=isz:lt,islt:xga&sa =X&ved=0ahUKEwjospzX_9jfAhXKPY8KHVPlDi4QpwUIIA&biw=1366&bih=657&dp r=1#imgdii=5TKQQaVmp5t2jM:&imgrc=L6PDFDwdWFGJ-M: https://www.google.co.in/search?q=Lyon+St+Exupery+TGV+Airport+Station+satellite+vi ew&safe=active&source=lnms&sa=X&ved=0ahUKEwiSwvSXrtffAhXKKo8KHRaAP0Q_AUICSgA&biw=1366&bih=608&dpr=1 http://www.zaha-hadid.com/2018/08/29/napoli-afragola-high-speed-railway-stationphotographed-by-huftoncrow/ https://www.railway-technology.com/projects/naples-afragola-high-speed-train-stationnaples/ http://www.diederikvane.nl/2016/11/29/city-boulevard/ http://www.treemode.com/case/1582 http://futuretransport.us/urbanism/2010/8/16/survey-satolas-tgv-station-lyon-france.html https://www.google.com/search?q=history+of+fast+trains&rlz=1C1CHBD_enIN820IN820 &source=lnms&tbm=isch&sa=X&ved=0ahUKEwit7_j2nNTfAhVIknAKHbiODe8Q_AUI ECgD&biw=1366&bih=608 https://issuu.com/search?q=Li%C3%A8ge-Guillemins%20station https://www.scribd.com/document/23409094/High-Speed-Trains https://uic.org/High-Speed-History https://uic.org/training-sessions-on-high-speed-systems ITM SAAD, VADODAR

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https://uic.org/uic-highspeed https://uic.org/high-speed-principles-and-advantages https://www.google.com/search?q=nhsrl&rlz=1C1CHBD_enIN820IN820&oq=nhsrl&aqs =chrome...69i57j0l5.8367j1j7&sourceid=chrome&ie=UTF-8 https://www.worldweatheronline.com/lang/en-in/vadodara-weatheraverages/gujarat/in.aspx Barry, R. (1999). The construction of buildings. Oxford: Blackwell Science.

Ching, F., Barry, O., & Zuberbuhler, D. (2009). Building structures illustrated. Hoboken, N.J: John Wiley & Sons.

Lyons, A. (2007). Materials for architects and builders. Boston: Elsevier.

Millais, M. (2005). Building structures. London: Spon Press.

Cui, L. (2014). F Axial Load Localized vs Uniform Deformations General Rule The. Docstoc.com. Retrieved 17 November 2014, from http://www.docstoc.com/docs/101275525/f-Axial-Load-Localized-vs-UniformDeformations-General-Rule-The faculty.arch.tamu, (2014). Lyon-Satolas Railway and Airport Station. Retrieved 17 November 2014, from http://faculty.arch.tamu.edu/media/cms_page_media/4433/LyonSatolasStation.pdf Lan, T., & Chen, W. (2014). Structural Engineering Handbook. Freeit.free.fr. Retrieved 17 November 2014, from http://freeit.free.fr/Structure%20Engineering%20HandBook/13.pdf Research Part A: Santiago Calatrava Lyon Satolas TGV Station,Lyon, France. (2014).

Denise Avila. Retrieved from http://deniseavila.blogspot.com/ Design Theory Research Assignment. (2014). designtheorykje.wordpress.com. Retrieved from http://designtheorykje.wordpress.com/2012/11/08/lyon-saint-exupery-airportrailway-station/

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