Evaluating Strategies for Improving Railway Infrastructure: The case of Kharagpur Junction

EVALUATING STRATEGIES FOR IMPROVING RAILWAY INFRASTRUCTURE

The Case of Kharagpur Junction

M.Tech Seminar Report

Master of Technology In

Infrastructure Design and Management by Mohita Dasgupta 22ID60R04 Anshul Singh 22ID60R12 Ayush Kumar 22ID60R14 Manas Pratim Kalita 22ID60R16 Ronit Kumar Purohit 22ID60R19 Vivek Kumar 22ID60R26 Ranu 22ID60R29 Harsh Gupta 22ID60R30

RANBIR AND CHITRA GUPTA SCHOOL OF INFRASTRUCTURE DESIGN AND MANAGEMENT INDIAN INSTITUTE OF TECHNOLOGY KHARAGPUR September, 2022

Group B- The Case of Kharagpur Junction

ABSTRACT

Railway Stations have always been an essential part of the urban fabric and an integral part of the transport system. Railway stations, an important component of urban transport infrastructure, remains a lot to be desired in developing countries resulting in their poor productivity. Very little research has been carried out in the field of critically analyzing the causative factors of poor performance of stations in India. The present paper is an attempt to assess the performance of the largest railway station of South Eastern Division i.e., Kharagpur Junction with daily passenger footfall of 50,000. The study is done to assess the physical and social infrastructure present in the station taking into consideration Divyangjan and evaluate the components as per the standards. The study also reveals that the FOB and the peripheral areas are most critical in terms of level of service (LOS). The study estimated the utilization levels of all platforms over 24 hours period. Further evaluation has been done to minimize the problems found in the above criterion. In addition, a proposal would be recommended to The Kharagpur Railway Station to overcome the issues.

Keywords: Peripheral Area, FOB (Footover bridge), Level of Service, Physical and Social Infrastructure, Divyangjan, Railway Services, Operational Characteristics

Group B- The Case of Kharagpur Junction

ACKNOWLEDGEMENT

This Workshop project titled "Evaluating Strategies for Improving Railway Infrastructure" could not have been possible without the participation and assistance from many individuals whose names may not all be enumerated. This project and its report work would have never been completed without the guidance and assistance that we received from The Sr. Divisional Commercial Manager, South Eastern Railways and The Station Manager, Kharagpur Railways.

I would like to thank Prof. Nirjhar Dhang (Head of Department, RCGSIDM, IIT Kharagpur) for his immense cooperation and provision of every possible resource during project work.

We express our sincere gratitude to our professors Dr. Arkopal Goswami, Dr. Bharath H. Aithal, Dr. Ankhi Banerjee and Dr. Swati Maitra, for giving us unconditional support and an opportunity to enhance our skill in the field of our project.

We would also like to acknowledge the Research Scholars, Tazyeen Alam, Suman Ganguly and Tushar of the department of RCGSIDM IIT Kharagpur for their criticism and advice in the necessary areas which continuously inspired us to improve consistently.

Last but not the least,we would like to thank all the Kharagpur Railways Station Employees for their support, understanding and wisdom, and all others who shared their support, either morally, financially and physically, Thank You.

LIST OFFIGURES:

FIGURE 1 AREAS IN A RAILWAY STATION ................................................................................................... 11

FIGURE 2 SOUTH EASTERN RAILWAYS 13

FIGURE 3 SURROUNDING AREA 14

FIGURE 4 TOPOGRAPHY MAP.................................................................................................................... 15

FIGURE 5 LAND USE MAP 15

FIGURE 6 STREET PATTERN 15

FIGURE 7 SITE PLAN ................................................................................................................................. 16

FIGURE 7 SITE PLAN ................................................................................................................................. 16

FIGURE 7 SITE PLAN 16

FIGURE 7 SITE PLAN 16

FIGURE 8 ELECTRONIC INTERLOCKING ROUTE ........................................................................................ 17

FIGURE 9 CONTROL ROOM ....................................................................................................................... 17

FIGURE 10 PASSENGER USER FLOW 18

FIGURE 11 PASSENGER USER FLOW ARRIVING 19

FIGURE 12 PRS BLOCK ............................................................................................................................ 19

FIGURE 13 SCHEMATIC DIAGRAM 21

FIGURE 14 SOCIAL AND PHYSICAL INFRASTRUCTURE 25

INTRODUCTION

Studies on alleviating infrastructural services at railway stations have been a recurring theme in research in the Indian context. Endowed with a diversity of natural resources, cultures, and people from various parts of the country, in addition to a colourful historical heritage and physical proximity to several large urban agglomerations, the town of Kharagpur has the essential ingredients for being a vibrant, prosperous urban system.

Kharagpur emerged as a city due to the southeaster railways. After independence, the first Indian Institute of Technology was inaugurated by pundit Nehru in the office building of Hijli jail. It is named after the ancient Khargeshwar temple. Kharagpur is the junction place of major east west and east south lines making it one of the major transit junctions in the eastern railway division. Hence, due to its infrastructural and functional scale, it is difficult to maintain given its complexity, number of stakeholders, and physical components designed and developed for previous traffic and track conditions.

The study takes into account three major areas of foundational services catering to the station in terms of infrastructure: Transportation and operational, social and physical infrastructure and services. It attempts to analyse and evaluate the aforementioned areas, conduct a comparative study, evaluate the performance, and eventually propose strategies to alleviate the observed issues taking into account the gap analysis. The significance of the study lies in the historical and symbolic importance of the station as it is a gateway into major cities in the east along with being the most important focal point of economic and social activities.

This report depicts the progress made until the final of phase of research. It establishes the importance of determining and analyzing existing urban pedestrian movements, and also its necessity for the development of overall pedestrian network.

1.1 Intro to Railway Infrastructure:

The rail sector is a typical network industry. There is usually only one network, that is the rail network on which all trains travel, and no additional parallel network. This inevitably results in a monopoly situation regulation. A distinction is generally made between rail infrastructure companies, which own their own network, and rail operating companies, which operate the networks and/or the passenger and/or goods trains using them. In this context, network operation is defined as the provision of (transport) services for passengers and/or cargo. As such, it goes without saying that there are significantly more rail operating companies than rail infrastructure companies. These two functions, that is the provision of the infrastructure and the (transportation) services, may be integrated and performed by the same company or two or more companies.

1.2 Research Need:

Railway infrastructure covers a large area and is often difficult to maintain given its complexity, number of stakeholders, weather variations, and physical components designed and developed for previous traffic and track conditions. Usually, Station facilities audit has been neglected and needs to be upgraded.

1.3 Aim & Objectives:

Aim:

To analyze and resolve the existing disorder of the station and propose efficient, pleasurable and universally accepted services for the users which gives the city it’s essential functional and symbolic presence.

Objectives:

• To assess the factors affecting the efficiency within the station in terms of activities.

• To identify issues and evaluate the user perspective regarding gaps in terms of infrastructure.

• To minimize the present disorganization and propose strategies to improve present functioning and operation.

Introduction

Aim and Objectives

CHAPTER 2: METHODOLOGY

Literature Review

Problem Identification Data Collection and Analysis Gap Identification Conclusion

Step 1: Background studies and analysis

Step 2: Vision Formulation

Step 3: Survey and Data Collection: This involves two weeks of field work in the station premises where the team performed a reconnaissance survey on the locals and ither stakeholders, including the authorities, to gain insight into and document the area of study

Step 4: Comparison of anticipated outcome and survey results. The data collected was compared with standard and a relationship was developed.

Step 5: Evaluation of the results and presentation of the results and presentation of gap analysis.

Group B- The Case of Kharagpur Junction

CHAPTER 3: LITERATURE REVIEW

The Literature Review has been carried out in three steps. The basic areas of a railway station were studied to understand the different spaces and areas crucial to it’s functioning. Relevant standards were considered and studied to assess the existing condition. A Key Indicators like LOS, PLOS and Dwell Time were explored to assess the present conditions.

3.1 FUNCTIONAL AREAS OF A RAILWAY STATION:

The functional areas of a railway station include the following areas (Kandee, 2004) as shown in Figure X:

Figure 1 Areas in a Railway Station

3.1.1 CORE AREAS:

The Core Areas of a Railway Station focuses on processing passengers like proving ticketing and Baggage Handling, Travel Information, Waiting Areas and Restrooms and other peripheral areas which involves passenger handling.

3.1.2 TRANSISTION AREAS:

Transition Areas include all the areas which connects all the other areas with each other. The Kharagpur Station includes subways, FOBs which connect the different zones to transport nodes, commercial spaces and restrooms.

Group B- The Case of Kharagpur Junction

3.1.3

PERIPHERAL AREAS:

The Peripheral Areas help in circulation around the main areas like platforms, tracks and other vehicle service areas like parking spots. It can be further divided into Track side peripheral areas and City side peripheral areas.

3.1.4

ADMINISTRATIVE AREAS:

The administrative areas include traffic management buildings and station management areas. In Kharagpur Station, this zone includes many spaces like the Station Managers Office, TTI building, RRI office and many other offices and spaces crucial in the daily functioning of the station.

3.2 STANDARDS RELEVANT TO PRESENT STUDY:

Various standards have been used that has been relevant to this study:

The Indian Railways showcases all details for station’s up gradation, development or redevelopment. (Manual for Standards and Specifications for Railway Stations, 2009). NBC (National Building Code), 2016 was used to evaluate building specific components. IS:10500 2012(Water Quality Parameter) and IS:456 2012(RCC and PCC) were used to evaluate the other areas. ISO 14001 (Health and Safety) has been used to evaluate Environmental Management Systems of the Railway Station. OHSAS 18001(Occupational Health and Safety Assessment) was used to assess the different safety parameters.

3.3 LOS, PLOS AND DWELL TIME:

3.3.1

DWELL TIME:

It is the average time a person is in a space/process and is measured as “average time spent/passenger”. Shorter dwell time is the indicator of better planned station as the movement of passengers is fast and is the indicator of passenger’s convenience and station productivity.

3.3.2

LOS:

As per Indian Railway manual, LOS performance standards provide a method of sizing passenger circulation elements that respond to the demands of pedestrian behavior based on John J. Fruin’s Pedestrian Planning and Design, 1987 (Manual for Standards and Specifications for Railway Stations, 2009; HCM, 2010 and IATA, 2014). The main parameters to measure LOS are Average Passenger Space (m²/passenger) and Flow Rate (passenger/m/min)

Group B- The Case of Kharagpur Junction

CHAPTER 4: INTRO TO KHARAGPUR STATION

Kharagpur (MSL 39.6m) is named after ancient Khargeshwar temple. It is a city due to south eastern railway. Kharagpur is the junction place of Howrah Chennai, Howrah Bombay and Kharagpur Asansol railway linkage. Kharagpur junction is the busiest junction station in South Eastern Railway Zone after Howrah. it is termed as Gateway to South Eastern Railway. It is one of the fifty highest railway reservation in India.

It is a junction which connects Howrah to Mumbai, Chennai, Adra/Purulia and New Delhi via Tata Nagar Junction as well. It also connects Bhubaneshwar to New Delhi. Everyday approximately 275 trains pass through this station which includes freight traffic. In terms of passenger traffic, it handles 176 trains on a daily basis. It is an A 1 category station of Indian railways.

4.1 HISTORY:

In the year 1899, Bengal Nagpur Railways was opened with the first line running from Kharagpur to Cuttack, inaugurated on the New Year’s Day. Then in the year 1900, A railways bridge open at Rapnarayan river at Kolaghat. Howrah was also connected to Kharagpur in this year.

On the March of next year, 1901, The Kharagpur Midnapore line was opened to traffic which is now a very crucial line for West Bengal and adjoining states. Now in 2022, Kharagpur has the fourth largest platform. Kharagpur also has the largest interlocking system in Asia. Platforms 1,2,3 and 4 are continuous. The total tracks in the station add up to 24 connected to a total of 12 platforms.

4.2 RAILWAY DIVISION STRUCTURE:

Figure 2 South Eastern Railways

Group B- The Case of Kharagpur Junction

4.3 SURROUNDING AREAS:

Figure 3 Surrounding Area

Railway neighbourhood colonies dominate the urban landscape towards the South of the Railway Station. The station is integrated into the city by the two parallel major roads. The station divides the town into two. Hospitals are located at a strategic location in case of emergencies. The area towards the north hasn’t been planned and it has organically grown unlike the South.

The Area north to the station has the Gole Bazaar and also has a major transport node, which is the Bus Station. Some Administrative areas are also included near the North.

4.4 MAPPING

Figure 5 Land Use Map

Figure 4 Topography Map

Figure 6 Street Pattern

4.4.1 LAND-USE MAP

The Land Use Pattern is dominated by Residential and Railway Colony Residential Land uses. The area to the south has the Railway colony while the area to the North is for general residential uses. The only demarcated commercial area is the GolBazaar. Social Infrastructure like schools, hospitals and civic buildings are also located within these residential neighbourhoods.

4.4.2 TOPOGRAPHY MAP

The Topography map shown in Figure X indicates that the railway station space has a very minimal slope with no variations. But the area located to the South has a lot of variations ranging from 42 55M.

4.4.3 ROAD NETWORK:

The neighbourhoods near the Railway station have a network of local roads which are connected to a main Collector Arterial Road which provides the access to the Southern Entrance of the Railway Station. Similarly, the North Entrance is connected to the road network through a Collector Arterial Road.

4.5 SITE PLAN

Figure

7 Site Plan Figure

Group B- The Case of Kharagpur Junction

The buildings inside the station mainly comprises of administrative blocks as discussed in section 3.1.4. Other spaces such as waiting areas, concession stands and auxiliary services are also located in platform three and four. All the platforms are covered by shade as per RDSO standards, with expansion and upgradation taking place in some platforms.

CHAPTER 5: OPERATIONAL CHARACTERISTICS

5.1 ROUTE RELAY INTERLOCKING BUILDING:

Route Relay Interlocking system is one of the important signalling systems for major yards in Indian Railways. The basic knowledge of this system can help the signal personnel in maintenance and troubleshooting of the installation under their jurisdiction Route Relay Interlocking installations are available on every major yard of Indian Railways for efficient and safe movement of trains. This system consists of complex circuits with a large number of various relays and their nomenclature. To maintain this system, one should at least have a basic knowledge about the system, its relays and their functions.

In the Kharagpur station, the signalling system is controlled from the RRI building located near the Southern entrance of the station. The RRI building has a main area for sending signals to the trains as well as the various interlocking systems located throughout the

Group B- The Case of Kharagpur Junction

Figure 12 Control Room

Figure 11 Electronic Interlocking Route

station. Sheds located at strategic points receive the signals.

5.2 TRAIN MOVEMENTS:

There are three types of train categories that arrive/ go through Kharagpur Railway Station. Mail, Locals and Freight Trains. There are two major directions that the trains originate go to: Cuttack Line and Midnapore Line. Everyday approximately 275 trains pass through this station which includes freight traffic.

In terms of passenger traffic, it handles 176 trains on a daily basis. So, in a bid to decongest Kharagpur station and speed up locomotives, South Eastern Railway has decided to develop Hijli (close to IIT Kharagpur) as an alternative station for Kharagpur. Now most of the new trains coming from Balasore side and going towards Adra or Tatanagar stop at Hijli and bypass Kharagpur. In order to increase passenger commute between Kharagpur and Hijli, new EMU services have been introduced between these two stations

5.3

USER FLOW MAPS, PRS TICKETING COUNTERS:

5.3.1 USER FLOW:

The main types of User types are Passenger, who are arriving at, and leaving the station premises. Vendors mostly use the FOB bridges to access the station and

Group B- The Case of Kharagpur Junction

leave the station. Pedestrians who use the older FOB for crossing the station to the other side of the station.

5.3.2 PRS BUILDING:

The PRS counter is located towards the Southern Entrance of the Station located in very close proximity to the drop off zone. So, the older FOB bridge and the subway is very crowded as it’s the only transition zone between the PRS counter and the platforms. The PRS building has two floors, with the Ground Floor having the main ticketing counters, ATVM machine (Automatic Ticketing Machines).

Group B- The Case of Kharagpur Junction

Figure 14 Passenger User Flow Arriving

Figure 15 PRS Block

Lockers and Offices are located near the ticketing with heavy security. The offices maintain a book with all passenger data going through the station, which was very useful in estimating the daily footfall which will be looked at in the next section.

5.4 PASSENGERS BUYING TICKETS:

The passenger records obtained from the PRS counters, were used to categorise the types of passengers booking through the counters. A total of 20000 tickets were sold through the counters in Kharagpur Station. This doesn’t include the tickets sold through IRCTC.

Tickets for different durations like Monthly, Quarterly and Yearly tickets are also sold, although not much in number.

5.5 DAILY FOOTFALL ESTIMATION:

The Daily footfall estimation was estimated by videography, using manual count method from around 5 and a half hours of CCTV. Head counts at both North South Entry/Exit points.

The peak hours as per the station officials is from 18:00 to 02:00 at platforms 1,2,3 and 4 and from 04:00 to 09:00 at platforms 5,6,7,8. So, during the peak hours, the Daily footfall

Group B- The Case of Kharagpur Junction

estimation was estimated by videography, using manual count method from around 5 and a half hours of CCTV during each peak hour phase. Head counts at both North South were taken at the Entry/Exit points

The Peak Hour Factor was taken as 52% of average 24 hour footfall. Approximately 50,000 footfall was estimated in the station premises. 72% of the total footfall was observed at the Southern side of the station due to various factors such as the availability of taxi stand and toto stands, bigger parking areas and proximity to Indian Institute of Technology, Kharagpur. \

Figure 16 Schematic Diagram

Group B- The Case of Kharagpur Junction

5.6 DWELL TIME:

The total dwell time for departing passenger (unreserved), departing passenger (reserved) and arriving passenger observed is 33, 22 and 8 min. respectively. Of these 68% 75% of dwell time is spent in track side peripheral area i.e., platforms, walkways and stairs/elevators/escalators by departing passengers followed by city side peripheral area with 13% 28% of dwell time spent by passengers as shown in Table X below.

STATION

Subway/Waiting room

4 5 3

Core Area 3 1 0

Admin and Transport Area 1 1 1 Track Side Peripheral Area 25 15 4

Total 33 22 8

5.7 QUEUING PATTERN OF TICKET COUNTER:

For estimating the Queuing Pattern, two situations were considered: Peak hour and Normal hours. For normal hours, manual counting was done to estimate the footfall for one hour and the allocated space per person was estimated using the queuing area from the Floor

Group B- The Case of Kharagpur Junction

Plan. For the peak hour Queuing pattern estimation, CCTV method was done for an hour. So, after estimating the allocated space per person, the level of service was estimated. It is observed through Table X that during peak hours, the PRS building wouldn’t be able to handle the load and would fall into category of LOS E as per the Railway Standard Manual.

DESCRIPTION AREA (in sqm) PASSENGER (in min) ALLOCATED SPACE (sqm/person)

LOS

South Side Ticket Counter 132 100 1.32 C

North Side Ticket Counter 60 50 1.2 D

DESCRIPTION AREA (in sqm) PASSENGER (in min) ALLOCATED SPACE (sqm/person)

LOS

South Side Ticket Counter 132 100 0.88 E

North Side Ticket Counter 60 50 0.85 E

Group B- The Case of Kharagpur Junction

5.8 LEVEL OF SERVICE ASSESSMENT:

5.8.1 FOOT OVER BRIDGE:

There are Two Foot Over bridges. The older one is used more and is 200m in length and has an area of 400sqm. The newer bridge is 285M in length and has an area of 1710sqm. For determining LOS of walkway, average space (sq.m/passenger) is the criteria according to HCM 2010. Surveys were conducted in evening peak hours on a Friday(3pm 4pm) at both the FOBs, which shows that overall LOS of FOB I is at level E and the LOS of FOB II is at level A.

Service Speed (m/min) Flow (pax/m/min) Space (sqm/pax) LOS

FOB 1 44.4 7.875 1.14 E FOB 2 40.71 1.96 21.375 A

5.8.1 STAIRCASE AND ESCALATOR:

For determining LOS for staircases and escalators, the average space (sq.m./passenger) is the criteria according to HCM 2010. Effective width of staircases has been considered as 3.5 m. which is less than the actual width 4.5 m. because of encroachments by station users. The primary survey results show that staircases are serving at LOS E and escalators are serving at LOS C during peak hours.

Service Average Width (in m)

Average Speed (m/min) Average Space (sqm/pax)

LOS

Staircase 3 18.5 0.78 E

Escalators 1 30 1.3 C

Group B- The Case of Kharagpur Junction

CHAPTER 6: SOCIAL AND PHYSICAL INFRASTRUCTURE

Figure 17 Social and Physical Infrastructure

6.1 PHYSICAL INFRASTRUCTURE:

6.1.1 INFORMATION DISPLAY SYSTEM:

Information display system is present at the front of the Main entrance and on every platform. Train number, time and platform no displays properly. Among all the information display boards, 2 are not working. On old FOB, all information display boards were situated at the side, not in between. You could not get information without reaching out to the board. It should be present in the upper portion of FOB so that passengers can see information from the start of FOB and it will help reduce congestion.

6.1.2

ANNOUNCEMENT SYSTEM:

Announcement system is operated in both ways, manually and with system control attached via GPS. Announcement happens in mainly three languages: Hindi, English and Bangla. Sometimes at the last moment, a platform change announcement creates panic in passengers, which can cause an accident.

6.1.3

SEATING:

Seating arrangement is good on the platform and almost all of them are in good condition. Seating capacity is according to railway standards, which is 100 per platform In waiting area seating area, the chairs are not in good condition. About 40% are in damaged condition. Need of more chairs at platform because day by day passenger number increases on platform.

Group B- The Case of Kharagpur Junction

6.1.4

TOILET:

Toilet facilities are available on each platform. Almost all toilets are pay and use. Cleanliness condition is very bad in all toilets.

6.1.5

DRINKING WATER:

AS per Railways manual drinking water facility is present around every 50 to 100 meters. Sufficient facilities are present at every platform. Near drinking water facility cleanliness condition is very bad At drinking water facilities, algae are everywhere, Water quality is not good. Some passengers say that they felt ill after consuming water from the tap.

6.1.5

VENTILATION:

Ventilation in crowded places is good. For ventilation, exhaust fans, AC and other facilities are available. At unreserved waiting halls, ventilation is not so proper. There should be fans and other facilities provided because most of the fans are not in working condition.

6.2

SOCIAL INFRASTRUCTURE:

6.2.1

RETIRING ROOMS:

Both facilities are present on the platform. Paid and non paid ac waiting halls are present and their condition is good. Waiting Hall capacity is low; it should be increased to at least 100 from its current capacity of 50. There is an absence of food stalls; almost all passengers mentioned it.

6.2.2

MEDICAL FACILITY:

Condition of the medical facility is very critical, almost negligible. If anything happens, they have to go to the nearby railway hospital, which is almost 2 km away. There should be a basic medical facility on site for passengers.

6.2.3 ATM:

ATM facility present at entry side area of station. Major Bank ATMs present at station area according to railways manual.

6.2.4

CLEANLINESS:

Cleanliness condition on the platform area is average. In a day, two times the cleaning work is done by workers. Ticketing area and waiting area are clean. On comparing to other major railway stations, the platform area is not cleaned up to the standard of the main

station of the South Eastern Railways Zone. Dustbins are present but not property maintained.

6.2.5

SECURITY:

At the entrance area of the platform, baggage check machines and metal detectors are present. Security is under RPF and security force members are present for checking purposes. Passengers enter without checking their bags, which may create danger for the station area.

6.3

ACCESS AND APPROACH:

There is slope at the entrance of Railway Station which causes discomfort to the passengers specially when they carry huge luggage. At all other places the level change is good there is no such obstruction to move freely. The road width at entrance is around 12m which is not sufficient for vehicles during peak hours. The road width at access way is about 8m and side lap is 3m Approximate driving distance between Kharagpur Railway Station and Kharagpur Bus Stand is 3 km. Approximate distance of Big Bazar of Kharagpur is 2kms.

6.4 TRANSITION ZONES:

There are 2 elevators in the stations are numbered as 1 and 5. The 1 no. elevator is in operating condition and 5 no. elevator is under repairing. There are a total of five lifts in the station which can provide lift to 5 persons at a time and are only provided for the senior citizens, patients and handicapped persons. The average lift time is around 53.1sec. The overall shedding on the railway station is good except at the end portion of platform number. It is congested and started deteriorating. Slope provided there causes difficulty to the users. Old FOB is used by the passengers because it is nearer to the main gate and also new one becomes slippery during rainy season. The ratio of passengers on the old and new bridges is approximately 40:60 respectively.

Group B- The Case of Kharagpur Junction

CHAPTER 7: SERVICES

7.1 PARKING ASSESSMENT:

The Parking Facilities present in the Station can be divided into general parking and the parking provided for the Crew Lobby. Broadly, the vehicle parking types can be categorised into Four Wheeler parking, Two Wheeler parking and Cycle parking. The Crew lobby parking is only for the railway staff drivers and guards. There is a provision for 1200 1400 motorcycles and bicycles. But there is a shortage of space it can get overcrowded sometimes. There is a lot of un authorized parking present in the premises and no presence of security. The Crew Lobby parking is to be shifted to a different location.

Kharagpur being an industrial town, attracts many daily workers who come from nearby places like Egra, Kalaikunda, Gorbeta, Ghatal and Midnapore, work in the city then go back to their respective cities. So, there is provision for parking for them too. For the Four Wheeler parking facilities, there is a capacity of 50 60 vehicles which is given for a rent of 40 rupees for a duration of 12 hours. The parking is used mostly by taxi services. There is a lack of drinking water facilities and toilets in the near vicinity and can get over crowded during festivals.

There is a Two Wheeler parking in the South of the site, which is unorganized, as a basic parking infrastructure which was to be provided by the Railways is missing. The floor is uncemented leading to drainage issues and mud problems. Improper counter for booking adds to the problem. No washroom and drinking facilities are provided here. So, taking in consideration all these problems, a good amount of intervention is required in the parking facilities.

7.2 WATER SUPPLY:

The Water supply to the Kharagpur station is provided through six borewells which have a discharge of 7000gph at a depth of 100 110 feet. The water is treated through Pressure Water, Oxidation Filter and Electro Chlorination processes. The water is then stored in 2 overhead tanks which have a capacity of 1L gallon each. There is also a provision of an underground reserve tank. The total demand is of 7.3 lakh gallon per day and supply is provided to be around 4.9 lakh gallon per day, which is not sufficient to meet the ever increasing demand. There is only around 4% of wastage as per the Railway officials, with the provision of tap maintenance. There is no provision of rainwater harvesting system. So, there is a lot of intervention required in the proper management of water resources.

Group B- The Case of Kharagpur Junction

CHAPTER 8: SWOT AND GAP ANALYSIS

8.1 SWOT ANALYSIS:

8.1.1

STRENGTHS:

Provision for basic amenities and infrastructures majorly coincides with the mentioned standards. Parking rent is affordable. Market area & bus station within 3km. Functional operational facilities. Uniform distribution of social facilities to meet demand.

8.1.2

WEAKNESSES:

Confusing access points. Holding capacity and operational issues with a projected increase in flow. Poor parking conditions. Hygiene problems in specific zones. Uneven distribution of users and between the two FOBs leads to congestion and bottlenecks. Low holding capacity of retiring rooms.

8.1.3 OPPORTUNITIES:

Divyangjan facilities can be upgraded to improve the present facilities. More prominence to main access and egress points can contribute to smoother circulations. Full utilization of the new FOB can help in the proper distribution of users and lighten the dependency on the old one. Social infrastructure has the potential to be expanded to get on board with the latest facilities and demand. Hygiene conditions has a lot of scope for upgradation.

8.1.4 THREATS:

Lack of organizational aid and concentration can lead to severe bottlenecks at critical points and eventually stalling. Congestion on the FOB can threaten the safe movement of DIVYANGJAN as it is the only spine of circulation for the group. Below par quality of potable water can cause the spread water borne diseases and eventually avoidable epidemics.

8.2 GAP ANALYSIS:

The present operational capacity of the station is not functionally adequate to cater to the daily flow of trains (both passenger 91 and freight 200). A functional and maintenance gap is observed for ATVM machines, which contributes to unavoidable queuing. Narrow access at specific points near FOB and Platform 3 gives rise to bottlenecks. A gap in working conditions of the display system is observed that contributes to miscommunication and panic. Sanitary conditions are below par. Major lack in the provision of basic medical facilities in case of emergencies. The functional aspect of unreserved retiring rooms is below par and can be upgraded. Signage requirements are not according to standards. A major gap in Divyangjan provisions is observed regarding the placement of toilets, signages, and accessibility. Parking capacity does not meet the parking requirement. Inadequate security and poor drainage are observed at the parking lot. Water quality doesn't adhere to standards and is dependent on a single source.

CHAPTER 9: PROPOSAL

8.1AREAS OF INTERVENTION

The areas stated above are to be intervened, after analysimg the gaps in the existing design.

8.2 CONCEPT:

The figure above shows how we’ve arrived at our concept for the proposed station.

The main ideology was to segregate the arrival and departure passengers to reduce congestion. The images show the conceptual sketches before arriving at a design concept.

8.3 SITE PLAN

The proposed block is integrated into the existing structure to creat an amalgamation of contemporary and traditional designs. The existing structures are retrofitted and redesigned to accommodate the passengers as per the requirement.

8.4 SITE SECTION

FLOOR PLANS

The images above are the Ground Floor and the First Floor plan.

SITE DEVELOPMENT:

SECTIONS

Group B- The Case of Kharagpur Junction

PROPOSED DEVELOPMENT:

REFERENCES:

1. UBS (2006), Private Participation in Infrastructure Project Database (2016).

2. https://ser.indianrailways.gov.in/uploads/files/1655106921139 KGP.jpg

3. Data from ArcGis Online, Google Earth and Perspective Plan for Midnapore - Kharagpur Planning area, West Bengal.

4. RDSO drawings

5. Primary Survey

6. ISO standards as per railway capacity manual.

Group B- The Case of Kharagpur Junction