Architecture Design Thesis | ISBT, ANAND VIHAR

SWAMI VIVEKANAND INTERSTATE BUS TERMINAL, ANAND VIHAR, NEW DELHI THESIS REPORT

THESIS GUIDE: AR. MANUJIT KHURANA THESIS COORDINATOR: AR. SWATI BEHL SUBMITTED TO:

SUBMITTED BY:

AR. S.S SEKHON (Director)

SAHAJ MITRA

AR. RUCHY LAKHANI (Principal)

(COLLEGE ROLL NO. – 16048)

AR. SWATI BEHL

(UNIVERSITY ROLL NO. – 1600051)

AR. MANUJIT KHURANA

10th SEMESTER BATCH: 2016 - 2021

SWAMI VIVEKANANAD INTERSTATE BUS TERMINAL ANAND VIHAR, DELHI

DECLARATION I, Mr. Sahaj Mitra, Student of Bachelors of Architecture (X Semester), hereby declare that the thesis title as ‘SWAMI VIVEKANAND INTERSTATE BUS TERMINAL, ANAND VIHAR, NEW DELHI’ which is submitted by me to Indo Global College of Architecture, Abhipur, Distt S.A.S. Nagar, Punjab in a partial fulfilment of the requirement of the award of Bachelor of Architecture.

Date:

Name & Sign:

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SWAMI VIVEKANANAD INTERSTATE BUS TERMINAL ANAND VIHAR, DELHI

CERTIFICATE On the basis of declaration submitted by Sahaj Mitra it is certified that this thesis titled ‘SWAMI VIVEKANAND INTERSTATE BUS TERMINAL, ANAND VIHAR, NEW DELHI’ is bonafide work of Sahaj Mitra, 1600051 who has carried out the work under my Supervision. Cerrtified further that to the best of my knowledge the work reported herein does not form of any other thesis or dissertation on the basis of which a degree or award was conferred on an occasion on this or any other candidate.

Ar. Manujit Khurana

Ar. Swati Behl

(Thesis Guide)

(Thesis Co-ordinator)

Ar. Ruchy Lakhani

Ar. SS Sekhon

(Principal)

(Director)

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SWAMI VIVEKANANAD INTERSTATE BUS TERMINAL ANAND VIHAR, DELHI

ACKNOWLEDGEMENT I would like to give my sincere thanks to my guide Ar. Manujit Khurana for her guidance and advice towards the report.

I always seek my teachers for making my concepts clear & boosting my confidence whenever I felt low.

Thanks to all my friends for helping me in the initial stage of designing and compilation of the report and to give me the assistance whenever required.

And above all, I look to my god – my parents, who were always there to help in my good and bad times to boost up my confidence.

SAHAJ MITRA 1600051

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SWAMI VIVEKANANAD INTERSTATE BUS TERMINAL ANAND VIHAR, DELHI

CONTENTS 1.

2.

3.

INTRODUCTION 1.1 Road Transport in India 1.2 Mode of Transport 1.3 Present Scenario 1.4 Bus Terminus 1.5 Scale of a Terminus SYNOPSIS 2.1 Aim and Objective 2.2 Topic and its Validity 2.3 Scope of work 2.4 Limitations 2.5 List of Prototype Studies 2.6 Method of Study LIBRARY STUDY 3.1 Site Analysis 3.1.1 Location 3.1.2 Size 3.1.3 Surroundings 3.1.4 Topography 3.2 Applicable Building Regulations and Development Conditions 3.3 Detail of Built-Up Area/Infrastructure and Space Analysis 3.3.1 Infrastructure 3.3.2 Space Analysis 3.3.3 Bus Geometrics 3.4 Connectivity of Various Activity Areas 3.4.1 Study of Relationship between Different Building/Spaces 3.4.2 Flowchart Showing Connectivity of Various Areas 3.5 Campus Development 3.5.1 Access and Approach 3.5.2 Parking 3.5.3 Vehicular/Pedestrian Movement 3.5.4 Campus Lighting 3.6 Building Services 3.6.1 Public Health Services • Sewerage and Sanitation • Provision of Toilets • Electrical Services 3.6.2 Fire Fighting 5

SWAMI VIVEKANANAD INTERSTATE BUS TERMINAL ANAND VIHAR, DELHI

4.

3.6.3 Communication System • Passenger Information System • Bus information System 3.6.4 Waste Disposal 3.6.5 Rainwater Harvesting 3.7 Circulation and Planning 3.7.1 Staircases 3.7.2 Elevators/Lifts 3.7.3 Ramps 3.7.4 Escalators 3.8 Materials, Methods of Construction and Structural System 3.8.1 Structure Systems 3.9 Landscaping 3.9.1 Study of Plant Material 3.10 Climatic Considerations 3.10.1 Climatic Zones 3.10.2 Climatic Study in Relation to Building Orientation • Building Design • Building Envelope • Building Lighting 3.11 Environmental Aspects 3.11.1 Environmental Clearances 3.11.2 Sustainability Analysis 3.11.3 Green Building 3.11.4 Energy Efficiency 3.11.5 GRIHA, LEED Ratings 3.12 Urban Spaces and Fenestrations 3.13 Inferences CASE STUDIES 4.1 Maharana Pratap Interstate Bus Terminal, Kashmere Gate 4.1.1 Site Analysis 4.1.2 Applicable Building Regulations and Development Conditions 4.1.3 Details of Built-Up/Infrastructure & Space Analysis 4.1.4 Connectivity of Various Areas 4.1.5 Campus Development 4.1.6 Development/Building Plans 4.1.7 Building Services 4.1.8 Circulation & Planning 4.1.9 Material, Methods of Construction & Structural System 6

SWAMI VIVEKANANAD INTERSTATE BUS TERMINAL ANAND VIHAR, DELHI

4.1.10 Landscaping 4.1.11 Climatic Considerations 4.1.12 Inferences

4.2

5.

6.

7.

8.

9.

ISBT, Sector-43, Chandigarh 4.1.1 Site Analysis 4.1.2 Applicable Building Regulations and Development Conditions 4.1.3 Details of Built-Up/Infrastructure & Space Analysis 4.1.4 Connectivity of Various Areas 4.1.5 Campus Development 4.1.6 Development/Building Plans 4.1.7 Building Services 4.1.8 Circulation & Planning 4.1.9 Material, Methods of Construction & Structural System 4.1.10 Landscaping 4.1.11 Climatic Considerations 4.1.12 Inferences PROGRAMME FORMULATION SPACE REQUIREMENTS DESIGN CRITERIA DESIGN DRAWINGS 8.1 Plans 8.2 Elevations 8.3 sections 8.4 references 8.5 3D Views REFERENCES

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SWAMI VIVEKANANAD INTERSTATE BUS TERMINAL ANAND VIHAR, DELHI

CHAPTER 1. INTRODUCTION Transportation is one of the most important requirements for aid of communication from one place to other for visiting purpose or in the sense of tourism. A number of factors like the convenience from one place to the other, promotion of tourism, for communication between places, etc. have predicted the importance of planning such as roadways industries in the essence of BUS TERMINAL. Transportation system improves the social, economic, industrial and commercial process and further transforms the society into an organized one.

It is one of the essential services, vital force for determining the direction of development. To achieve the desired transportation balance and for the system to be efficient.

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

The current transport situation in Delhi highly demands for an integrated transit system.

An interstate/city bus terminal is a landmark in the city and nonetheless “the gateway of the city.” This can be considered as an indicator of development of any city/town.

This can be considered as an indicator of development of any city/town.

Unfortunately such structure has been neglected up till so far in terms of social focal point or the architectural features.

The topic bus terminus has been chosen as the society is developing at a faster rate and so the infrastructural need is gaining momentum.

Delhi has one of the India’s largest bus transport systems.

Buses are the most popular means of transport catering to about 60% of Delhi’s total demand.

Buses are operated by the state-owned Delhi transport corporation (DTC). The Delhi buses serve more than 800 stops all around the city and the state.

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SWAMI VIVEKANANAD INTERSTATE BUS TERMINAL ANAND VIHAR, DELHI

Connects almost all the major centers of north India with its services. It connects Uttar Pradesh, Punjab, Jammu & Kashmir, Himachal Pradesh, Uttarakhand, Rajasthan and Haryana.

1.1. ROAD TRANSPORT IN INDIA 1.1.1 National highways, State highways, District roads and Village roads etc.

1.1.2 National highways carry approximately 40% of the total traffic but only 3.5% of the entire road network.

1.1.3 The Indian road network is under much needed development.

Some 40% of villagers in India lack access to all weather roads and remain isolated during the monsoon season.

1.2 MODES OF TRANSPORT 1.1.1 PUBLIC 1.1.2 PRIVATE With the rapid growth of urbanisation in recent decades, public transport services, particularly bus services in many cities in India lack their full potential. Due to inefficient public transport systems, there has been an increase in the personalized mode of travel in most cities, leading to increase in traffic density resulting in longer travel time, reduced average speed, and increased fuel consumption, higher levels of pollution and discomfort to road users. So there is a need for efficient transport system with the growth of urbanisation.

1.3 PRESENT SCENARIO Road transport is still the dominant mode of transportation – both for moving goods and passengers.

Railways handle only 40% of the freight and 20% of the passenger load, 60% of the goods and 80% of passenger’s movement takes place through roads.

Out of total length of national highways, 27% if single lane/intermediate lane; whereas 59% is double lane standard; and the rest 14% is fourlane/six-lane/eight-lane standard.

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SWAMI VIVEKANANAD INTERSTATE BUS TERMINAL ANAND VIHAR, DELHI

As transport is the movement of people and goods from one place to another, there is a need for access nodes from which people can segregate to their own destinations transit modes from the infrastructure facility. These nodes can be bus terminuses, interstate bus terminuses for roadways, railways stations for railways, ports for waterways etc.

1.4 BUS TERMINUS A Bus terminus is a structure where a number of buses stop to pick up and drop off passengers and stop for maintenance or next day departures to different destinations. It is larger than a bus stop, which is usually simply a place on the roadside, where buses can stop. It may be intended as a terminal station for a number of routes, or as a transfer station where the routes continue.

1.5 SCALE OF A TERMINUS It depends on the vehicular movement scale within that city and also on size of the city e.g. Delhi is a capital city, there is a bulk of interstate buses so it comes under cities having large scale traffic movement, so there would be a need for bus terminuses having more area.

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SWAMI VIVEKANANAD INTERSTATE BUS TERMINAL ANAND VIHAR, DELHI

CHAPTER 2. SYNOPSIS 2.1 AIM AND OBJECTIVE •

• • • • •

•

• • • •

To achieve design excellence and to come up with a prototype design for a bus terminal for future and urban scenario when space will become precious commodity.

To promote fast & understanding flow of traffic.

To create clear segregation of different type of traffic. No congestion at peak hour.

To promote optimum connections between all elements and spaces, i.e., clear connection of functions.

To incorporate today’s communication system, surveillance system, etc. into design.

To create better facility to end-user of DTC passenger service and facilitating passengers as well as inhabitants of the neighbouring areas with enhanced and planned commercial activities.

To increase the use of city transport system by integrating it with state transport system which will result in decreased number of private vehicle users with consequential reduction in traffic on city roads.

To efficient use the land available for the project by segregating different services at different locations.

To make user-friendly design by using sign boards at the right locations for the convenience of the passengers.

Separate paths for pedestrian vehicles which will help in reducing accidents.

To make pedestrian friendly environment.

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SWAMI VIVEKANANAD INTERSTATE BUS TERMINAL ANAND VIHAR, DELHI

2.2 TOPIC AND ITS VALIDITY

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SWAMI VIVEKANANAD INTERSTATE BUS TERMINAL ANAND VIHAR, DELHI

2.3 SCOPE OF WORK SCOPE OF STUDY AND DESIGN ARE: 1. Inter Connectivity between various modes of transport (Metro, Airport, ETC.) 2. Framing requirements for a maximum number of passengers per day in both directions 3. Studying the various technological advancement in the f field of surveillance system, communication system, fire – fighting system, etc.

4. Bus Terminal 5. Bus Parking Bays 6. Circulation Pattern – Pattern flow of Passengers & Buses 7. Idle parking of buses, cars, auto & taxis 8. Administrative Office 9. Ticket counters 10. Waiting Areas 11. Entry & Exit for Local buses 12. Entry & Exit for Interstate Buses 13. Pedestrian

2.4 •

2.5

LIMITATIONS Designing / Planning shall be done according to Delhi Development Authority (DDA).

LIST OF PROTOTYPE STUDIES

•

Maharana Pratap Inter State Bus Terminal, Kashmere Gate, New Delhi • ISBT, Sector-43, Chandigarh

2.6 • • • • •

METHOD OF STUDY STAGE 1: Synopsis, Determining Aim & Objectives STAGE 2: Library Study, Case Studies STAGE 3: Site Analysis, Location, Bye Laws, Topography, Climate, Access.

STAGE 4: Concept Stage, Pre-Evolution of Design STAGE 5: Final Design, Layout, Floor Plan, Elevation, Section, 3D Views, Structure System

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SWAMI VIVEKANANAD INTERSTATE BUS TERMINAL ANAND VIHAR, DELHI

CHAPTER 3. LIBRARY STUDY 3.1 SITE ANALYSIS 3.1.1 LOCATION

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SWAMI VIVEKANANAD INTERSTATE BUS TERMINAL ANAND VIHAR, DELHI

3.1.2 SIZE Authority has allotted a site with area 9.2 Hectare (22.75 Acre or 92,000 sqm) for this purpose 3.1.3 SURROUNDINGS 1.

2.

3.

4.

Gazipur Drain along East edge of the site.

There is Anand Vihar Metro Station within the site.

On the North side, there is Anand Vihar Railway Terminus.

Entry to ISBT site is from Road No. NH-56.

3.1.4 TOPOGRAPHY Delhi, the capital of India is bounded by the Indo-Gangetic alluvial plains in the North and East, by Thar desert in the West and by Aravalli hill ranges in the South.

The terrain of Delhi is flat in general except for NNE-SSW ridge which is considered as an extension of Aravalli hills.

3.2 APPLICABLE BUILDING REGULATIONS AND DEVELOPMENT CONDITIONS According to Delhi Development Authority (DDA) Bye-laws for development control for ISBT are: • •

• • •

Permissible Ground Coverage: 25% F.A.R: 100, subject to the following: i. FAR shall be available on a maximum area of 10 Ha. of area of site whichever is less. ii. ISBT, including operational structures maximum FAR 70.

Parking: In addition to the requirements of parking for ISBT/buses, parking shall be at the rate of 2 ECS per 100 sq. mt. of floor area.

Area under bus shelter not to be included in FAR. Permissible height - NR

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SWAMI VIVEKANANAD INTERSTATE BUS TERMINAL ANAND VIHAR, DELHI

3.3 DETAIL OF BUILT-UP AREA/INFRASTRUCTURE AND SPACE ANALYSIS 3.3.1 INFRASTRUCTURE The infrastructural requirements for bus terminals respond to the bus and passenger demand within a given site. Identified infrastructural elements consume space based on planned capacity, which when aggregated defines the site area requirement for a proposed terminal facility. These infrastructural elements includes bus transfer, park-and-ride, drop-off, vehicular parking, and meet-and-greet areas, as well as various inside terminal elements such as walkways, stairways, escalators, turnstiles, ticket machines, and platforms, staff and drivers.

Ancillary facilities that act as a feeder to bus terminal, also need attention.

The building area that houses these facilities need to respond to a defines level of service in order to accommodate the required footfall. Space and architectural standards define the relationship between spatial requirements and level of service.

Primary elements to be considered with regard a bus terminal’s infrastructure development can be classified for three different types of users. These include passengers, terminal staff and bus staff.

1. Passenger Area a. b. c. d. e. f. g. h. i. j. k. l.

Ticketing and queuing Passenger waiting area Passenger conveniences Passenger Circulation Boarding/Departing areas Facility entry Tourist information Security, including CCTV cameras Retail, concession and lease space Dormitories and lodging Cloak room Railway Reservation 16

SWAMI VIVEKANANAD INTERSTATE BUS TERMINAL ANAND VIHAR, DELHI

2. Areas for terminal staff a. b. c. d. e. f. g. h.

Revenue office Security and information Ticketing booth Resting room Staff conveniences (drinking water facilities and toilets) Canteen Maintenance staff Control room

3. Areas for Bus staff a. b. c. d.

3.2.2

Canteen Resting areas Lodging areas Bus staff conveniences (drinking water facilities and toilets)

SPACE ANALYSIS

PUBLIC SEATING Seating in any of the terminal types may be provided in the form of a separate waiting room or, in a more open plan, in the form of a simple seating area within a larger public space. This function should be directly accessible to the concourse area and should be provided with drinking facilities, trash baskets, clocks and televisions.

The amount of public seating varies depending on individual circumstances, terminal type, and economic priorities. As a general rule of thumb, however, an allowance of one seat for every three passengers would be adequate for an intercity terminal. The passenger quantity is calculated by multiplying the number of loading bays by an average bus capacity between 35 to 46 people. A 10 bay loading platform will result in a terminal seating of between 117 to 154.

TICKETING FACILITIES The trend in ticketing facilities in the modern terminal, regardless of the type is towards open counters in contrast to the antiquated caged 17

SWAMI VIVEKANANAD INTERSTATE BUS TERMINAL ANAND VIHAR, DELHI

windows. In the larger intercity terminal, where more than one carrier may operate, separate self-contained glass walled offices may be provided, each housing their individual open ticket counters.

The greatest number of selling positions are required in the intercity terminal. On the average, one position should be provided for each 25 to 30 waiting room seats. The lineal feet of counter space depends on individual carrier operations and the type of ticketing equipment used and may vary 1 to 1.5 mts per position and/or about 4.5 to 5.5 sq. mt. per position. The height of the counter is usually 1 to 1.2 mts.

BAGGAGE ROOM Baggage room requirements vary significantly with terminal type and operation. In Indian scenario till date the baggage is usually hand carried directly onto the bus or to the baggage room, and from there it is placed on the bus. The baggage room should have an area equal to about 10% of total building or contain about 4.5 sq mt for each loading bay, whichever is higher.

The baggage room should also be equipped with standard metal racks about four or five tiers high for baggage storage. A portion of the baggage room may be used for a package express service, which should function without interfering with concourse traffic. The length of the counter depends on the scope of the operation, which varies each location.

PUBLIC LOCKERS AND TELEPHONES Lockers and telephones are revenue producing, and the quantities to be provided depend to a great degree on their potential earning capacity.

DISPATCH OFFICES The dispatch offices control all bus movement and consequently should be located on the concourse so that it can observe all loading bays. The size of the dispatch office may vary anywhere from 5 to 15 sq mt.

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SWAMI VIVEKANANAD INTERSTATE BUS TERMINAL ANAND VIHAR, DELHI

OFFICES All terminals regardless of type require a certain amount of office space.

The specific area to be provided depends on the terminal size and type.

Although usually offices for the terminal manager, passenger agents, and switch board are sufficient, in large terminals more elaborate facilities are required.

RENTAL SPACES The amount of rental space to be provided for stores, shops, concession, etc., depends primarily on the earning potential involved and the amount of space available location.

3.2.3

BUS GEOMETRICS

BUS DIMENSIONS

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SWAMI VIVEKANANAD INTERSTATE BUS TERMINAL ANAND VIHAR, DELHI

PLATFORM TYPES 1)

Parallel Loading • Requires Excessive Amount of space • Buses must usually wait until first bus exits • Large terminal requires pedestrian under/overpass to protect passengers while crossing

2)

Right Angle Loading • Out swinging bus doors which forms a barrier around which passengers must pass • Bus movement difficult

3)

Straight Sawtooth Loading • Efficient employed where lots is comparatively narrow and deep.

• Passengers has direct approach to loading door • Baggage truck can operate between buses for side loading

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4)

Radial Sawtooth Loading • Most efficient buses swing into position along natural driving are.

• Space required at front is minimum-wide space at rear making maneuvering easy.

BUS TURNING RADII

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SWAMI VIVEKANANAD INTERSTATE BUS TERMINAL ANAND VIHAR, DELHI

BUS BAYS AND CIRCULATION

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SWAMI VIVEKANANAD INTERSTATE BUS TERMINAL ANAND VIHAR, DELHI

3.4 CONNECTIVITY OF VARIOUS ACTIVITY AREAS 3.4.1 STUDY OF RELATIONSHIP BETWEEN DIFFERENT BUILDING BLOCKS/SPACES AND MOVEMENT General function organization of the terminal is determined by site configuration, the volume and the type of the bus operations, and passenger and bus traffic circulation. Although all terminal types to some extent share common planning problems, there do exist some significant differences in design rationale.

An island plan with the functional elements radiating from the core allows for maximum efficiency. Such a relationship would allow the waiting areas to serve as the central focal point, with bus bay positions being equidistant. As the terminal becomes more linear in plan, functional elements begin to lose their cohesiveness and often require duplication.

Although the design of all terminal types is largely dedicated by bus and passenger volumes, this consideration become even more significant in the design of high-volume commuter bus terminals In such facilities the design is controlled more by bus and passenger volumes, traffic circulation, and the restaurant/food-court space demands for large number of bus bays, while baggage handling provisions are minimal or non-existent. These spaces demand may duplicate a vertical, multiple-bus-level solution, with intermediate passenger circulation concourses. Traffic access by direct exclusive highways on the 23

SWAMI VIVEKANANAD INTERSTATE BUS TERMINAL ANAND VIHAR, DELHI

bus side and by feeder transit, auto and taxis on the passenger side are important elements of this type of terminal.

It is essential, therefore, that the parking facilities be located so as to minimize the walking distance to the terminal and that egress and ingress be planned to avoid traffic congestion along nearby arteries. If possible, some covered walkways should be provided leading from the parking field to the terminal building.

Since there will be movement of both vehicle and passengers at same level, provisions must be made, for obvious safety reasons, to separate the two as much as possible.

Terminals requirements should include provisions for ticket sales, vending machines and/or small snack bar, toilet facilities, office, baggage and/or storeroom.

3.4.2 FLOWCHART SHOWING CONNECTIVITY OF VARIOUS AREAS

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SWAMI VIVEKANANAD INTERSTATE BUS TERMINAL ANAND VIHAR, DELHI

3.5 CAMPUS DEVELOPMENT 3.5.1 ACCESS AND APPROACH Access to the terminal should be convenient, barrier free and facilitate streamlined internal circulation. Additionally, the ingress and egress points should be so located that they are not in conflict with traffic circulation at the peripheral road network. One way of achieving this is by creating alternative access/egress points by integrating multi modal facilities with the bus terminal; this can further convenience commuters by providing access/egress choices.

3.5.2 PARKING The objective of the layout design is to maximize the number of stalls, while following the guidelines.

The layout of parking facility must be flexible enough to adapt to future change in vehicle dimensions.

The stall and aisle dimensions must be compatible with type of operation planned for the facility.

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SWAMI VIVEKANANAD INTERSTATE BUS TERMINAL ANAND VIHAR, DELHI

d

90

60

45

30

a

13

12.75

11.5

9.75

b

>=12

>=10

>=7.5

>=4.5

c

26

23.75

20.53

16.47

e

3.5

3.5

3.5

3.5

f

3.5

4.04

4.95

7

BUS PARKING STANDARDS - long term parking

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SWAMI VIVEKANANAD INTERSTATE BUS TERMINAL ANAND VIHAR, DELHI

d

90

60

45

30

b

5

4.8

4.5

4

c

>=5

>=4.5

>=4

>=3.5

a

10

8.7

7.6

6.9

e

2.25

2.25

2.25

2.25

f

2.25

2.6

3.18

4.5

CAR PARKING STANDARDS - long term parking

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SWAMI VIVEKANANAD INTERSTATE BUS TERMINAL ANAND VIHAR, DELHI

3.5.3 VEHICULAR/PEDESTRIAN MOVEMENT

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SWAMI VIVEKANANAD INTERSTATE BUS TERMINAL ANAND VIHAR, DELHI

3.5.4 CAMPUS LIGHTING Bus terminal are among those public infrastructural facilities that usually operate 24 hours a day. Bus terminal operations continue beyond sunset, necessitating lighting provisions. But lighting is also required during the day, because of solid roofing in the terminal buildings, owing to which the environment inside becomes dark and discomforting. Lighting plays a key role in enhancing terminal facilities – through ambient illumination in order to allow safe, comfortable, and functional environment, and to highlight key architectural aspects to create an iconic and attractive bus terminal.

Bus terminal lighting is designed to meet the specific and other transit areas (parking, walkways, internal or underground areas, bus stops, and shelters). The main objective is to provide passengers a sense of personal security. Appropriate lighting provisions help passengers to see (and approach) the designated transit areas (and other passenger amenities) within the terminal. Adequate lighting in the terminal aid operators in proper management of bus operations. Further, it helps bus drivers identify waiting passengers and possible obstructions in the bus areas (boarding bays, unloading bays, and idle bus parking areas), especially during night hours.

TYPES OF LIGHTING: Three types of lighting are used in terminals. These are: i. Continuous lighting: This is the most common type of security lighting system installed in bus terminals. It consists of a series of fixed lights arranged continuously, to light interior or exterior areas during hours of darkness. They can be used around a building perimeter, pedestrian pathways, vehicle approaches, or property boundaries. ii. Standby lighting: This lighting type is similar to continuous lighting, in layout and design, except that the luminaries are not continuously lit. Instead, they are turned on either automatically (when activity is detected in the area) or manually. Standby lighting should use instant ‘on’ lighting lamps (e.g., incandescent, halogen, fluorescent, inductively coupled, or LED).

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SWAMI VIVEKANANAD INTERSTATE BUS TERMINAL ANAND VIHAR, DELHI

iii. Mobile lighting: This lighting type is manually operated and moveable. Mobile lighting may supplement continuous or standby lighting. It can be used at special events and in emergencies, during hours of darkness.

3.6 BUILDING SERVICES 3.6.1 PUBLIC HEALTH SERVICES SEWERAGE AND SANITATION Waterlogging and ponding is a major problem in most Indian bus terminals. Needless to say, it impacts terminal performance. It causes inconvenience to commuters, contributing to the terminal becoming unattractive and generates additional expenses in terms of higher maintenance cost. Its main cause is the terminal planner’s apathy for drainage/sewage considerations. Therefore, the guideline advocates provision of adequate arrangements for drainage of all sewage and waste water in terminals. Terminal planning should incorporate the necessary profile design of large open spaces, in order to avoid accumulation of water and ensure rapid drainage, even during peak rainfall events.

The terminal should be planned in a way that major interface zones between commuters and buses are kept away from drainage facilities; e.g., the bus bay areas (especially unloading and boarding) should not be over (or near) catch basins, as this creates a potential tripping hazard.

Additionally, boarding and off-boarding areas should be adequately sloped, to drain water from the passenger-bus interfaces. This water should then be directed to drainage channels provided in the system, such as natural earth swales, concrete gutters, or ditches. These channels should be located (and shaped) to minimize the potential for traffic hazards, and to accommodate the anticipated storm-water flows. The drainage in bus terminals should be designed to cause no stagnation at the maximum discharge rate for which the different units are designed.

According to the Washington Metropolitan Area Transit Authority 2009, passenger boarding areas should be designed with minimum slope gradient of 1:50 (2%) for drainage.

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PROVISION OF TOILETS

Source: NBC

ELECTRICAL SERVICES The electric distribution cables/wiring shall be laid in a separate duct and shall be sealed at every floor with non-combustible material having the same fire resistance as that of the duct.

Water mains, telephone wires, inter-com lines, gas pipes or any other service lines shall not be laid in ducts for electric cables.

MCB and ELCB shall be provided for electrical circuit.

Switch room should be provided at ground or first basement floor.

Distribution board should be provided at each floor.

Generator room should be provided at ground floor.

The inspection panel doors and any other opening in the shaft shall be provided with airtight fire doors having fire resistance of not less than 1 hr.

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SWAMI VIVEKANANAD INTERSTATE BUS TERMINAL ANAND VIHAR, DELHI

3.6.2 FIRE FIGHTING For terminal development in India, Part-IV (Fire and Lift Safety) of National Building Code of India should be followed, unless otherwise specified.

However, additional state and city level building codes and fire safety are available across the nation and may also be referred to.

Thus, terminals should be planned, designed and constructed, in consultation with the appropriate government agencies. In case of nongovernment projects, the appropriate building code and fire code should be consulted, for minimum and recommended fire safety measures.

To ensure fire safety, the terminal building schemes shall be cleared by the Chief Fire Officer.

Additionally, fire protection engineers must be involved in all aspects of the design, to ensure a reasonable degree of protection of human life from fire (and combustion products), as well as to reduce the potential loss from fire (real and personal property, information, organizational operations).

Terminal projects need to be designed to incorporate efficient and costeffective fire protection system, both passive and automatic. These systems are effective in detecting, containing and controlling and/or extinguishing a fire event at early stages. Some of these fire-fighting systems are listed below: i. ii. iii. iv. v. vi. vii. viii. ix. x. xi.

Wet riser Hose reel Automatic sprinkler system Fire hydrant Under-ground water tank with draw off connection Terrace water tank Fire pump Terrace pump First aid fire-fighting appliances Manually operated electrical fire alarm system Public assistance system with talk back facility 32

SWAMI VIVEKANANAD INTERSTATE BUS TERMINAL ANAND VIHAR, DELHI

xii. xiii. xiv. xv. xvi. xvii. xviii. xix.

Emergency lights Auto D.G. set Illuminated exit sign Means of escape, or fire exits Miniature Circuit Breaker (MCB)/Earth leakage circuit breaker Fireman switch in lift Hose boxes with delivery hoses and ranch Pipes refuge areas

3.6.3 COMMUNICATIONS SYSTEM A Bus terminal’s function is to manage commuters and buses in a synchronized and organized manner, ensuring comfort, safety, and security of the terminal users (commuters, staff and operators).

Terminals often fail at this, owing to lack of controlled information sharing, which causes anxiety and inconvenience among users. In India, terminals are plagued with problems like increased waiting time, uncertainty in bus arrival, and stacking of buses in the terminals.

Bus schedule is often disturbed due to unpredictable factors like traffic conditions, weather situation, traffic jams, breakdowns etc.

This leads to unreasonable long waiting time at the terminal, which compromises level of service to passengers, ultimately reducing the attractiveness of the facility An interface between commuters and buses, the ITS architecture of bus terminals comprises two components Passenger Information System (PIS) and Bus Information System (BIS).

PASSENGER INFORMATION SYSTEM (PIS) It is an electronic information system which provides real-time passengers information It may include both pre-directions about bus arrival and departure time, as well as, information about the nature and causes of disruptions.

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PIS serves as a communication link between terminal operators and commuters With the help of passenger information technology, terminal authorities can communicate with passengers to provide them real-time bus location and status updates, schedule data, and timely announcements.

BUS INFORMATION SYSTEM (BIS) It provides information required by bus staff, i.e., drivers and conductors.

It includes bus parking information, schedule of bus entry and exit in the terminal, route information, and trip information.

BIS enables driver to precisely allocate dispatching time (for next trip) from terminal, and get information on the bus bay allocated to him/her for boarding passengers (especially important in dynamic bay allocation type of bus terminal operations).

BENEFITS OF ITS IMPLEMENTATION IN BUS TERMINALS: i. ii. iii. iv.

Reduced perceived wait time Increased terminal efficiency Increased attractiveness Alerts and alarms

INFORMATION TYPES: i. ii.

Off Board Information On Board Information

3.6.4 WASTE DISPOSAL Waste is defined as an unwanted or undesired material or substance. It consists of rubbish, trash, junk, and garbage or the unwanted materials from various areas like administrative blocks, offices, kitchens, various facilities, etc.

The management systems may deal with the collection, transportation, recycling, disposal, or processing of waste. It varies according to both the kinds of waste material to be treated and the aims of the treatment itself.

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It is to maintain a clean and healthy environment, curb health epidemics and environmental pollution, and recover materials for reuse or recycling.

Separate wet and dry bins must be provided in each unit and at the ground for facilitating segregation of waste.

WASTE HANDLING – This comprises all activities associated with managing wastes until they are placed in storage containers before collection or returned to recycling centre.

WASTE STORAGE - This refers to all places where generated waste is stored until collected.

WASTE COLLECTION - Collection of wastes involves gathering of the waste materials and haulage by vehicles after collection to locations where the collection vehicles are emptied.

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3.6.5 RAINWATER HARVESTING Rainwater Harvesting is the process of collecting and storing rainwater that falls on a catchment surface (typically a roof, although almost and external surface could be suitable) for use, independent form, or supplemental to the main water supply.

3.7 CIRCULATION AND PLANNING 3.7.1 STAIRCASE A riser height of 150mm can be managed by most people, a little more than this is possible if there are well designed handrails. Steps with very shallow risers can cause problems and should be avoided, 100mm is the absolute minimum.

Tread depth or going should be 300mm, never less than 250mm and the nose of the step should be rounded without any overhang.

People with walking difficulties cannot manage long flight of steps. The maximum number risers in a flight should be 12, with resting places between successive flights. Resting places should be at least 1200mm long, preferably 1800mm, and across the full width of the stairway.

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Stairs should have a minimum clear width between handrails of 1200mm which is sufficient for a disabled person and companion. Stairs of 1800mm width are needed where there is concurrent two-way movement. Stairs that lead to a platform, on which people will be carrying luggage, should 3000mm wide (with center handrails).

There should unobstructed landing space at the top and bottom of each flight of a length at least equal to the unobstructed width of the stairway.

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3.7.2 ELEVATORS/LIFTS 1)

CONVENTIONAL ELEVATOR:

•

Conventional elevators includes the old and conventional elevators that were used in high rise structure.

• Traditional elevators in tall buildings require a large footprint and waste leasable space.

2)

MACHINE ROOM LESS ELEVATORS:

•

Machine room less elevators are a type of either traction of hydraulic elevator which do not require a modern room for the elevator.

• Machine room less elevators do not have a fixed machine room on the top of the hoistway, instead the traction hoisting machine is installed either on the top side wall of the hoistway or on the bottom of the hoistway.

The clear width of the doorway into the lift should be 900mm, which allows for wheelchair users elbow space. The minimum clear height of the doorway should be 2100mm, with 2300mm inside the lift cabin. Control buttons used to call a lift should be positioned between 900mm and 38

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1100mm above floor level. They should not be positioned closer than 400mm to an internal corner or other obstruction; if they are a wheelchair user many find it difficult to reach them.

Outside the lift door there should be sufficient space for a wheelchair user to manoeuvre into place and to wait without obstructing the passage of other people. A clear landing 1500x1500mm is the minimum. If this floor area is finished in a different colour from its surrounding area it will help visually impaired people to locate the lift.

3.7.3 RAMPS In many places, ramps (defined as a gradient of more than 1 in 20) will provide the alternative access to stairs for wheelchair users. Where the change in level is no more than 200mm a ramp may be used without alternative steps.

Most guidelines specify 5 per cent (1 : 20) as the preferred gradient and 8 per cent (1 : 12) as the absolute maximum acceptable. There is a relationship between the length of a ramp and the gradient that people can manage; the longer the ramp the less severe the gradient that is feasible. One possible approach to this is, where a lengthy ramp is necessary, to design more frequent landings and lesser slopes for each successive segment.

If more than one flight is needed, there must be rest places between the flights. These should be level under cover (1 in 50 gradient if outside to drain surface water) should be at least 1500mm long and full width of the ramp. The landings at the foot and head of a ramp should be at least 1200mm long, of any obstruction such as door swing and, again, should be the full width of the ramp. The minimum surface width of a ramp 39

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should be 1200mm, but as with stairways, two-way movement requires more space preferably 2000mm (minimum 1800mm).

Handrails should be provided on each side, with a minimum clear width rail to rail of 1000mm. Where this unobstructed width exceeds 2000mm, a central, continuous handrail may be used as an alternative a handrail on each side.

The sides of a ramp should be protected by a raised solid kerb at least 100mm in height. This is done to avoid the possibility of the footplate of a wheelchair riding over the kerb or becoming trapped.

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3.7.4 ESCALATORS

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3.8 MATERIALS, METHODS OF CONSTRUCTION AND STRUCTURAL SYSTEMS 3.8.1

STRUCTURE SYSTEMS

Structural systems are those elements of construction that are designed to form part of a building’s structure either to support the entire building or just a part of it. So, a steel frame is a structural system that supports the building and everything on it and in it. A space frame is a structural system that typically supports the roof.

TYPES OF STRUCTURAL THAT CAN BE USED IN BUS TERMINAL 1. Continuous Structure system (Column & Beam structure): These comprise continuous supporting walls through the combined loads and forces in a building are transferred, mainly by direct compression, into the subsoil through the foundations 2. Framed Structure system: Reinforces concrete and steel can all be used to create regular frameworks comprising beams and columns. The beams transfer loads from roof, floors and walls to the columns. The columns transfer the beam loads to the subsoil though foundations. Compared to a continuous support type structure of similar weight, a framed structure typically transfers more concentrated loads into the subsoil.

3.9 LANDSCAPING 3.9.1 STUDY OF PLANT MATERIAL (WINTER / SUMMER / EVERGREEN – TREES, SHRUBS, FLOWERS, GOUND COVER) In Composite climate, abundance of water can cause problems such as promoting the growth of bacteria and fungi which could be very harmful to plants.

Plants grow rapidly and quickly use up any organic material left from decomposing plants and animals.

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However, the plants at the top of the rainforest in the canopy, must be able to survive 12 hours of intense sunlight every day of the year.

Following are the trees and plants that can grow in Composite climate: i.

BAUHINIA VARIEGATA (Orchid Tree) • Semi-deciduous tree • Height – 15m • Flowering season – Feb to April

ii.

SARACA ASOCA (Sita Ashoka Tree) • Small evergreen tree • Height – 15m • Flowering season – Feb to April

iii.

FICUS RELIGIOSA (Peepal Tree) • Deciduous or evergreen tree • Height – 30m • Flowering season – Feb

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iv.

TECOMELLA UNDULATA (Roheda Tree) • Nearly evergreen tree • Height – 15m • Flowering season – April to August

v.

CALOTROPIS GIGANTEA (Crown Flower) • Large Shrub • Height – 4m • Oval, light green leaves and milky stem.

vi.

ACHYRANTHES ASPERA (Devil’s Horsewhip) • Perennial Plant • Height – 2m

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3.10 CLIMATIC CONSIDERATIONS 3.10.1

CLIMATIC ZONES

For the purpose of design of buildings, the country may be divided into the major climatic zones:

3.2.2: Each climate zone does not have same climate for the whole year; it has a particular season for more than 6 months and may experience other seasons for the remaining period. A climatic zone that does not have any season for more than 6 months may be called as Composite Zone.

For the point of view of lighting and natural ventilation, the following climatic factors influence the optimum orientation of the building: a) Solar radiation and temperature b) Relative humidity, and c) Prevailing winds.

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3.10.2

CLIMATIC STUDY IN RELATION TO BUILDIING ORIENTATION

Delhi region lies Composite climate zone. Following things should be followed while designing a building in Composite climate.

BUILDING DESIGN 1) Orientation: NE – SW. This helps in receiving less radiation which results in lesser heat gains and reduced the overall air-conditioning requirement and hence save energy. Proper orientation also helps in receiving natural light and ventilation.

2) Building Height: Minimum height above ground level to limit exposure to external condition. Recessed windows to reduce external solar heat gains.

3) Water Body: Fountain to flow extensive surfaces to maximize evaporation. Water evaporation has a cooling effect in the surrounding.

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BUILDING ENVELOPE 1) Walls: Insulation helps to retain cool in summer and heat in winter, and acts as sound proof. This can create a major impact on indoor thermal comfort of the building.

2) Windows: Singles glazed unit helps in integrating optimum daylight.

Recessed windows and optimum Window Wall Ratio which is less than ECBC standard (40%) helps in reducing external solar heat gain.

3) Roof: The glazed tile reflects heat off the surface because of the high solar reflectivity and infrared emittance which prevents heat gain and thus helps in reducing the cooling load from the building envelope.

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BUILING LIGHTING 1) Day Light integration: Window area should be 14% of the external wall area, small peep windows at seating height and large windows at ceiling level.

2) Lighting System: 9% of the total connected load for the building.

Luminaries used – down lighter recessed type CFLs, electronic ballasts used mostly. The percentage of the lighting load to the total load shows that there is very % of artificial lighting used in the building.

The electronic ballasts save approx. 20-30% in energy consumption over standard ballasts.

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3.11 ENVIRONMENTAL ASPECTS 3.11.1

ENVIRONMENTAL CLEARANCES

Environmental clearance is the procedure to get clearance from the government for the ‘installation’ and ‘modification’ of certain projects.

Environmental clearance is mandatory for the projects which can cause high environmental pollution.

For building plans with a total built-up area between 5,000 sqm and 1,50,000 sqm, environment clearance will be required to be synchronized with the bye-laws.

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3.11.2

SUSTAINABILITY ANALYSIS

Sustainability analysis work looks at the environmental, life-cycle, climate, and other impacts of renewable energy technologies.

Low impact designs: use of design strategies; cavity walls, courtyards etc.

PRESERVE AND PROTECT LANSCAPE: •

To protect the natural features (trees, wate body, top layer of soil, topography, contours) • Transplant, either plant 3 new trees for cutting of a mature tree.

ENERGY EFFICIENCY: •

According to ECBC, all electrical fixtures should be BEE-star rated.

• Court (daytime usage building) : min 5% and max 25% energy should be consumed by on-site/off-site renewable energy or 100% energy from off-site.

DESIGN FOR UNIVERSAL ACCESSIBILITY: Usable for all age group (old, physically / mentally handicapped).

WATER MANAGEMENT: Reducing landscape water demand (minimizing lawn area OR native tree/shrubs).

ACHIEVING INDOOR COMFORT: •

Minimum 25% area should meet daylight factor (ratio of light inside & outside the structure) • According to NBC, of sets & chiller should have acoustic insulation for comfortable noise levels (40 – 50 dB)

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3.11.3

GREEN BUILDINGS

The building should be planned as a Green Building to reduce the overall impact of the built environment on human health and natural environment by: •

Efficiency using energy, water and other resources.

• Protecting occupant health and improving employee productivity.

• Reducing waste, pollution and environmental degradation.

3.11.4

ENERGY EFFICIENCY

Buildings as they are designed, constructed and used have enormous energy implications. With number of people and institutions rushing towards urban centers, energy requirements of cities due to buildings to rise sharply in future.

Looking at the high degree of energy consumption by built environment, which has been placed at 300 Kwh for every square metre on annual basis, there appears to be enough options to bring it down to the level of 140 Kwh with proper design. Thus built environment is the sector which require close scrutiny and monitoring for effecting overall economy in the levels of energy consumptions Experience has shown that buildings can be designed to meet the occupants needs for thermal comfort at reduced level of energy consumption by adopting an integrated approach to building design. The integrated approach could include orientation, shape and size of the building, built form, surface to volume ratio, building efficiency, ratio between length and depth of the building, using techniques of building structure, efficient structural design, principles of solar passive techniques in building design, using energy efficient equipment, control strategies for lighting, heating, ventilation etc. using solar energy for meeting the energy needs of buildings, replacing energy intensive materials with low energy components etc.

Main features of the energy efficient buildings would be essentially revolve around:

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i. ii. iii. iv. v. vi. vii. viii. ix.

Site and Building Orientation Internal Layout of Building Window placement, sizing and shading Insulation Ventilation Courtyard Landscaping Building Materials Use of energy efficient appliances

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3.11.5

GRIHA, LEED RATINGS

GREEN RATING for INTEGRATED HABITAT BUILDING (GRIHA) i. ii. iii.

Reduce energy consumption without sacrificing the human comfort level.

Evaluates the environmental performance of a building in its entire life cycle.

Minimizes a building resource consumption, waste generation and overall ecological impact.

POINTS SCORED 50 - 60 61 - 70 71 – 80 80 – 90 91 - 100

RATING 1 STAR 2 STAR 3 STAR 4 STAR 5 STAR

LEADERSHIP in ENRGY and ENVIRONMENTAL DESIGN (LEED) i. ii.

LEED (leadership in energy and environmental design) is the most widely used green building rating system in the world.

LEED is for all building types and all building phases including new construction, interior fit outs, operations and maintenance and core and shell.

POINTS SCORED 40 – 49 50 – 59 60 – 79 80 AND ABOVE

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RATING CERTIFIED SILVER GOLD PLATINUM

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3.12 URBAN SPACES AND FENESTRATIONS HARDSCAPE AND LANDSCAPING It is important to ensure that landscaping complements the spatial design and enhances the visual appeal of the terminal. Outdoor and indoor passenger areas should be smoothly hardscaped, to facilitate easy connection between site’s periphery and the terminal. The paving’s surface quality should ensure durability as well as resistance against wear, walking comfort and usability by wheelchairs, prams and baggage trolleys.

PUBLIC ART Visual space perception (mental copying of objects and events of the outer world) helps people recognize spaces within a particular environment, such as a bus terminal complex. It increases the imageability, cultural identity, and social attractiveness of enclosed spaces. As such, public art installations and other aesthetic elements in the complex are likely to contribute to its visual appeal and overall attractiveness, and must be integrated into the terminal building’s development. Contemporarily, ‘public art’ has also come to include various other elements like urban furniture, lighting, multimedia, graffiti and commercial art. Public art is by the people, and for the people, and as such should also be sourced from them. Therefore, it is important to allocate planned spaces for such installations, and make appropriate funding available for integration of the same.

BUILDING ENVELOPE Building occurs in all buildings with varying extent. Unintentional gaps or outdoor openings in the building envelope can cause undesired air currents. These can have a negative effects on the energy demand, thermal comfort, moisture convection and air quality.

Increased energy due to infiltration can be a result of air entering the insulation and reduces the thermal comfort.

Air currents directly in to the building increase the amount of uncooled or unheated outdoor air which must be compensated by the technical systems in order to maintain the temperature set points in the building.

Infiltration can cause cold surface and draught which decreases the thermal comfort for the occupants.

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Unfiltered air can carry odour’s and particles which gives poorer air quality. Lastly, a high infiltration rate can reduce the function of the ventilation systems.

TYPES OF ENTRANCE DOORS 1) Swinging Doors: are besides high air tightness during closed state, that they have a flexible operation and a high base security.

2) Sliding Doors: is that they high accessibility. Sliding doors also have a high capacity of the amount of people passing through the entrance which make them suitable for terminal buildings 3) Revolving Doors: is an entrance solution which can be preferred for both small and large volumes of people. The design of the wings can performed in various ways which makes it suitable for different buildings.

3.13 INFERENCES Thus the following thesis on ISBT will comprise of design keeping in mind the mandatory architectural requirements, i.e., barrier free environment, firefighting, rainwater harvesting, energy efficient and sustainability, proper orientation and user friendly.

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CASE STUDIES STUDIES

CHAPTER 4.

4.1 MAHARANA PRATAP ISBT, DELHI 4.1.1

SITE ANALYSIS LOCATION Maharana Pratap ISBT Kashmere Gate lies at the junction of National Highway 24, to its north and Ring Road, to its east.

The main approach for the buses to the ISBT is from the Ring Road.

Site is in close vicinity to the Red Fort and the Old Delhi Railway Station.

SIZE Site Area – 53126 sq.m.

SURROUNDINGS Yamuna river flows at a distance in the side of the site.

Kashmere Gate Metro station lies closely to its south-west direction.

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TOPOGRAPHY The topography of Delhi can be divided into three different parts, the plains, the Yamuna flood plain, and the ridge.

The low altitude Yamuna flood plains provides an excellent scope of agriculture, as it is covered with the fertile alluvium brought by the river Yamuna.

The other topographical feature is the ridge, which reaches the height of 1043 ft above sea level. The ridge originates in the south and surrounds its western, the northwestern and northeastern part.

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4.1.2 APPLICABLE BUILDING DEVELOPMENT CONDITIONS

REGULATIONS

AND

According to Delhi Development Authority (DDA) Bye-laws for development control for ISBT are: •

Permissible Ground Coverage: 25% • F.A.R: 100, subject to the following: iii. FAR shall be available on a maximum area of 10 Ha. of area of site whichever is less. iv. ISBT, including operational structures maximum FAR 70.

• Parking: In addition to the requirements of parking for ISBT/buses, parking shall be at the rate of 2 ECS per 100 sq. mt. of floor area.

• Area under bus shelter not to be included in FAR. • Permissible height - NR

4.1.3

DETAIL OF BUILT-UP AREA/INFRASTRUCTURE AND SPACE ANALYSIS INFRASTRUCTURE Passenger at Kashmere gate ISBT in Delhi can enjoy better amenities with the renovated facility having an air-conditioned waiting lounge, food court, glass elevator and escalators. It had been described by Delhi government as ‘Airport like’ in its facilities.

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The redeveloped ISBT is designed as a state of the art, modern integrates bus terminal. While being modern, in its design and appearance, the design carefully incorporates functional requirements.

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

The ISBT has state-of-the-art facilities, including escalators, glass elevators, a centrally air-conditioned departure and waiting area, a high speed Wi-Fi zone, LCD screens, CCTV surveillance, parking, high-tech public convenience, information kiosks, an RO plant and a sewage treatment plant.

4.1.4

SPACE ANALYSIS ARRIVAL BLOCK •

Ground Floor: i.

It is arrival block having unloading platforms. ii.

Angular bays are provided for the unloading operation iii.

There are sufficient numbers of public amenities provided in the area.

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•

First Floor i.

The main entrance level of the first floor links the outgoing porch to entry. ii.

Lounge and facilities like post offices, enquiry and bank are provided at this level.

•

Second to Fourth floor i.

Maintenance and administrative staff is accommodated on the second floor and the various transport company. ii.

Offices and other terminal staff on the third and fourth floors.

• Fifth floor Fifth floor was designed to accommodate the transit oriented hotel for overnight staying passengers, but now the complete floor is used as officers of Delhi administration for earning revenue.

•

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i. ii. iii.

Sixth floor has been designed for residential use by full time staff and some administrative.

Staff with the facilities of double bed room flat and single bedroom flat.

Louvers have been designed for better living accommodation.

LINK BLOCK i. ii. iii. iv. v.

It is a connecting block between arrival and departure block at first floor level.

This block was designed for ticket booths for each parking berth.

Small enquiry offices of different state tourism and small security cell are provided in the centre around a large dia.

This block A large waiting area to facilitate passenger.

The waiting area in the link block is used as much because passenger have tendency to wait near the departure platform of the bus.

LINK BLOCK

DEPARTURE BLOCK i. ii. iii.

Departure block it is divided into levels.

The lower one for the use of outgoing passengers and buses.

The upper level for waiting out seating purposes. A mezzanine is also provided to house the offices and rest rooms of bus crew. The upper level is not being used to its full extend, hence creating congestion at lower level. Kiosks

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and stalls have been located between the bus bay and waiting area and attract lot of passengers to come.

4.1.5

CONNECTIVITY OF VARIOUS ACTIVITY AREAS

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4.1.6

CAMPUS DEVELOPMENT ACCESS AND APPROACH

PARKING

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VEHICULAR/PEDESTRIAN MOVEMENT

VEHICULAR MOVEMENT

PEDESTRIAN MOVEMEMT

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4.1.7

CAMPUS LIGHTING

In most of the areas in ISBT row lighting has been installed.

CONTINUOUS ROW LIGHTING

STREET LIGHT

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4.1.8

DEVELOPMENT / BUILDING PLANS SITE PLAN

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FLOOR PLANS 1)

ARRIVAL BLOCK PLANS

FIRST FLOOR PLAN

SECOND FLOOR PLAN

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THIRD FLOOR PLAN

FOURTH FLOOR PLAN

FIFTH FLOOR PLAN

SIXTH FLOOR PLAN

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BUILDING SECTION

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4.1.9

BUILDING SERVICES PUBLIC HEALTH SERVICES SEWERAGE AND SANITATION

STP PLANT

PROVISION OF TOILETS

TOILET FOR HANDICAPPED

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4.1.10

CIRCULATION AND PLANNING STAIRCASES

EXTERNAL STAICASE

INTERNAL STAIRCASE

LIFTS

GLASS LIFT

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ESCALATORS

RAMP (ARRIVAL BLOCK)

RAMP (DEPARTURE BLOCK)

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4.1.11

MATERIALS, METHODS OF CONSTRUCTION AND STRUCTURAL SYSTEMS

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

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

EGG CRATE STRUCTURE

Bracing with steel member to support long span bridge.

BRACING OF BRIDGE

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Coffer slab for large span slabs to avoid columns.

SKYLIGHT OM EXTERIOR WALL

SKYLIGHT ON THE ROOF

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

COLUMN WITH VENRILATORS

LARGE CROSS SECTION COLUMN

RCC and steel columns to support this heavy structure.

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4.1.12

LANDSCAPING

PALM TREES AT PUBLIC ENTRANCE

4.1.13

CLIMATIC CONSIDERATIONS

CLIMATIC STUDY IN RELATION TO BUILDIING ORIENTATION Delhi region lies Composite climate zone.

BUILDING DESIGN a. Orientation: NE – SW, which is good as the heat gain is less and HVAC requirements is reduced & hence save energy. Helps in receiving natural light and ventilation.

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4.1.14

INFERENCES

POSITIVE ASPECTS 1. It is located at the intersection of NH-24 and NH-28 which makes

the terminus easier to approach by road.

2. Due to the construction of a flyover to Shahadra, the access has become easy with reduced traffic jams.

3. Different circulation spaces for different type of vehicles.

4. Provision for refreshment joints.

5. Provision of an air-conditioned waiting area with a large capacity of seating with proper display to navigate the occupants.

6. Well connected to others parts of the city by network of metro, prepaid taxis, auto and local buses.

7. Disabled friendly ramps provided.

8. Provision of ticket counters at the waiting area.

9. The staff area and passenger area at different floors.

10. Provision of a workshop.

11. Provision of overhead foot bridge.

12. Police control room.

13. The local buses coming from the western side of the bus terminal stand can enter and exit from the same side.

NEGATIVE ASPECTS 1. No-refueling stations.

2. Same entrance for the staff and visitors.

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4.2 ISBT, SECTOR-43, CHANDIGARH SITE ANALYSIS

4.2.1

LOCATION ISBT, sector-43 lies between the junction 58 and 59 on Vikas Marg.

SIZE Site Area – 21 acre or 84984 sq.m.

SURROUNDINGS The site is adjacent to District Court Complex and near Judicial Academy, opposite Kajheri Village.

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TOPOGRAPHY The site lies on the south west side of Chandigarh city and has a vast area of flat land.

APPLICABLE BUILDING REGULATIONS DEVELOPMENT CONDITIONS

4.2.2

AND

According to Chandigarh Building Bye-laws for development control for ISBT are: •

Permissible Ground Coverage: 40% • F.A.R: 3.0.

• Parking: 2 ECS per 100 sq. mt. of floor area.

• Permissible height – 30m (98’-5”)

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SWAMI VIVEKANANAD INTERSTATE BUS TERMINAL ANAND VIHAR, DELHI

4.2.3

DETAIL OF BUILT-UP AREA/INFRASTRUCTURE AND SPACE ANALYSIS INFRASTRUCTURE The terminal provide interstate bus connections for Punjab, Haryana, Uttarakhand, Himachal Pradesh, and Jammu Kashmir; and intra-city as well as sub-urban connections. Bus service include A/C and non A/C bus services for inter-city and sub-urban routes.

The existing terminal premises comprise five sections.

The ISBT has facilities, including departure and waiting area, a high speed Wi-Fi zone, LCD screens, CCTV surveillance, parking, information kiosks, an RO plant and a sewage treatment plant.

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SWAMI VIVEKANANAD INTERSTATE BUS TERMINAL ANAND VIHAR, DELHI

SPACE ANALYSIS The terminal building comprises four floors with built-up area of over 8,500 sq. m. (excluding the currently vacant basement parking for two-wheelers).

The ground floor houses 11 reservation counters, 28 loading bays, shops, tourism offices, cloak room, and basic amenities like toilets and drinking water. It also includes facilities like a restaurant, Chandigarh Transport Undertaking (CTU) office, information, police assistance counter etc.

The first floor houses a commuter lodge, consisting of five rest rooms with attached toilets, and a dormitory with dining hall and kitchen. It also accommodates a post office, railway reservation office, and five tourist offices. In the first floor’s east wing, driver and conductors have been provided rest rooms, drinking water, and toilets.

The second and third floors are designated for commercial activity, including pantry and toilets.

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4.2.4

CONNECTIVITY OF VARIOUS ACTIVITY AREAS

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4.2.5

CAMPUS DEVELOPMENT ACCESS AND APPROACH

PARKING

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VEHICULAR/PEDESTRIAN MOVEMENT

VEHICULAR/PEDESTRIAN MOVEMENT

CAMPUS LIGHTING

LIGHTING AT TERMINAL BUILDING

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4.2.6

DEVELOPMENT / BUILDING PLANS SITE PLAN

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FLOOR PLANS

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4.2.7

BUILDING SERVICES PUBLIC HEALTH SERVICES 1)

PROVISION OF TOILETS

PUBLIC TOILET

4.2.8

CIRCULATION AND PLANNING STAICASES

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STAIRCASES

LIFTS

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4.2.9

MATERIALS, METHODS STRUCTURAL SYSTEMS

OF

CONSTRUCTION

AND

STRUCTURE SYSTEMS The structure is inspired with Le Corbusier works that is the exposed concrete and brick structure. White also has been done on column and beams.

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

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4.2.10

LANDSCAPING

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4.2.11

CLIMATIC CONSIDERATIONS

CLIMATIC STUDY IN RELATION TO BUILDIING ORIENTATION: Chandigarh region lies Composite climate zone.

BUILDING DESIGN 4) Orientation: NE – SW, which is good as the heat gain is less and HVAC requirements is reduced & hence save energy. Helps in receiving natural light and ventilation.

4.2.12

INFERENCES

1. Maximum daylight used in loading area.

2. Sitting space are also used for ventilation and light for underground parking.

3.

4.

5.

6.

Direct vision of stairs from parking area.

Direct stairs are not connected from loading platform.

Sign boards are small in size Dome is used to capture natural light in the building.

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CHAPTER 5 : PROGRAMME FORMULATION CLIENT BREIF

LIBRARY STUDIES

CASE STUDY 1 CASE STUDY 2

ARCHITECT’s BRIEF

1. SITE ANALYSIS: LOCATION: Swami Vivekanand ISBT, Anand Vihar, New Delhi SIZE: 99500 sq. m.

LOCATION: LOCATION: Kashmere Gate ISBT, sector-43, ISBT, Delhi Chandigarh SIZE: 53126 sq. m.

SIZE: 84984 sq. m.

TOPOGRAPHY: Indo-Gangetic Alluvial plains

TOPOGRAPHY: Indo-Gangetic Alluvial plains

TOPOGRAPHY: Northern plains, vast area of flat, fertile land

2. APPLICABLE BUILDING REGULATIONS: As per the Development Authority

Delhi As per Regional As per the Delhi As per the As per the Development Development Chandigarh Delhi Authority Authority Building Bye Laws Development Authority

3. BUILT UP AREA/INFRASTRUCTURE/SPACE ANALYSIS FUNCTION ISBT Local TERMINAL TYPE Small type Medium type Large type

Bus connecting interstate and/or interdistrict Peak bus flow per hour is less than 60 (Small) Peak bus flow per hour is between 60 and 300.

(Medium) Peak bus flow per hour is greater than 300. (Large)

ISBT

ISBT + inter-district ISBT + interdistrict

Nearly 2000 trips Above 1500 trips per day. per day.

LARGE TYPE ISBT ISBT (for tri-city) LARGE TYPE ISBT

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Around 2000 trips per day ISBT LARGE TYPE

SWAMI VIVEKANANAD INTERSTATE BUS TERMINAL ANAND VIHAR, DELHI

BAY TYPE Common Bays Segregated Bays

Operations taking place at same bay when layover time is less than 10 min; common in case of fixed bay allocation.

Operations taking place at different bays common in case of dynamic bay allocation

SEGREGATED SEGREGATED BAYS SEGREGATED BAYS for local for local and BAYS for local and interstate interstate buses. and interstate buses. buses are 20 bays for local preferred.

30 bays for local buses per 10 min. buses per 10 min.

28 bays per 20 min bay occupancy.

88 bays per 20 min bay occupancy.

BUS BOARDING BAY TYPE Saw Tooth Bays

This Not present arrangement allows easy docking of buses but requires long curb lengths.

217sqm/BAY

Used for local bus Not preferred bays – 20 nos.

Angular Bays (30, 45, 60)

This arrangement allows easy docking of buses with shorter curb length.

145sqm/BAY 150sqm/BAY 163sqm/BAY

Idle Parking (45 degree) – 68 nos.

Loading/Unloading Platforms (45 degree)

Used as interstate bus bays of 150sqm approx.

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Preferred for loading, unloading and idle bus bays

SWAMI VIVEKANANAD INTERSTATE BUS TERMINAL ANAND VIHAR, DELHI

Perpendicular Bays

Bays aligned Not present perpendicular to concourse.

Ideal arrangement for idle parking.

Not present

Not preferred

Linear/Parallel Bays

This Not present arrangement requires longer curb length as buses are stacked one behind the other with adequate head space.

262 sqm/BAY

Not present

Not Preferred

On-Site

Break down Not Seen repair operations provided within the site.

14 sqm / BAY

Bus Depot + Not Required Maintenance adjacent to ISBT site.

Off-Site

Breakdown, Not Seen repair operations available outside the site

Not Seen

BUS MAINTENANCE FACILITY

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Not Required

SWAMI VIVEKANANAD INTERSTATE BUS TERMINAL ANAND VIHAR, DELHI

PASSENGER AMENITIES Concourse Cafeterias

It is not 78 sqm approx. required in small and medium Local Terminal typologies.1.5 sqm / person for 15% terminal occupancy.

Present

Required

Cloak Room

Not required 2 Nos, 10 sqm Present for ISBT small each and all Local Terminal typologies.

2 sqm / 100 pax

Required

Dormitory (for night This is not Not Present operations) required in ISBT Small Terminal typology and all Local Terminal typologies.

1 Bed / 50 pax 6.31 sqm / Bunk

Present

Not Required

Ticketing

Present

Required

It is not Present required in Local Terminal Typology.

22 sqm / 100 pax

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Tourist Information

It is not Present required in Local Terminal Typologies 0.75 sqm / 100 pax

Present

Required

Drinking Water

1/100 pax Present (NBC) 1.1 sqm / fixture

Present

Required

Toilets

Male – 4 WC Present for first 1000 persons and 1 every subsequent 1000 persons; 6 Urinal for first 1000 persons and 1 for every subsequent 1000 persons.

Female – 5 WC for first 1000 persons and 1 every subsequent 2000 persons SQM / fixture; min distance between 2 blocks – 300M

Present

Required

10 sqm person

Present

Required

TERMINAL AMENITIES Terminal Office

STAFF

/ Present

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SWAMI VIVEKANANAD INTERSTATE BUS TERMINAL ANAND VIHAR, DELHI

Resting Room

It is not required Not Seen for Small and medium Local Terminal and small ISBT Terminal typology.

Not Seen

Not Required

Canteen

2 sqm / person

Not Seen

Not Seen

Required

It is not required for small Local Terminal and small ISBT Terminal typology. This may be combined with passenger canteen in case of other terminal typologies.

Drinking Water

2 sqm / person included in office area.

-----

-----

-----

Toilets

1.1 sqm fixture

-----

-----

Required

/

4 sqm / fixture min distance between two blocks – 300M (Neufert)

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BUS AMENITIES

STAFF

Dormitories (for night It is not operations) required for Local Terminal Typologies 1 Bed / 10 bus personnel;

Required

Resting Room

6.31 sqm / bunk This is not required for small and medium Local Terminal Typologies.

Required

Canteen

2 sqm / bus personnel for 80% bus staff.

This may be combined with Terminal Staff canteen in case of ISBT terminal typologies and is not required in Local Terminal typologies.

Not required separately

Drinking Water

2 sqm / person; 80% occupancy for bus personnel

Not required separately

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SWAMI VIVEKANANAD INTERSTATE BUS TERMINAL ANAND VIHAR, DELHI

Toilets

1.1 sqm fixture

/

Required

1 fixture per 150 bus personnel with minimum 1 fixture for male and female 4 sqm / fixture

4. CAMPUS DEVELOPMENT APPROACH ROAD/ENTRANCE TO SITE Separate entrances and exits for buses, autos and taxis to avoid clashes between different modes of transport.

Separate Entry and exits for interstate buses from Outer Ring Road.

Foot over bridge for pedestrians from Outer Ring Road.

Main public entrance from road on north side.

Interstate bus entrance/exit from 43 ISBT road.

Local bus entrance from 43 Bus Stand road and exit from 43 ISBT Road.

Public entrance from road on North-East side of site.

Separate entrance/exits would be provided.

Vehicle 2 ECS/100sqm 2 ECS per 100 2 ECS per 10 sqm for Terminal sqm covered covered area on Building area on the the floor. floor.

2 ECS per 100 sqm covered area on the floor.

PARKING Private Parking

Structured Parking

Multilevel Not Present parking with or without mechanical lifts.

It is suggested to provide multilevel car 98

Not present

Basement Parking

SWAMI VIVEKANANAD INTERSTATE BUS TERMINAL ANAND VIHAR, DELHI

parking capacity of private vehicles more than 130.

30 sqm / BAY (without lift) 16 sqm / BAY (with lift) On Street

VEHICULAR PEDESTRIAN MOVEMENT

Side or Seen for local -------------shoulder bus parking either charged or free.

--------------

/

Separate vehicular and pedestrian movement to avoid clash.

Vehicular and Separate vehicular pedestrian and pedestrian movement has movement. been kept separate.

Vehicular and pedestrian movement would be kept separate.

CAMPUS LIGHTING As per Row lighting, Street lighting, Appropriate Light and fans with requirements Street lighting Tube lights and lighting would automatic generate provided bulbs provided be provided. system.

5. BUILDING SERVICES Public Health Services Drinking water tap and coolers Separate toilet facilities for male and female

As per unified building bye laws for Delhi 2016 and NBC.

STP plant, Water drinking taps and coolers, separate toilets for male and female, Toilet for handicapped have been provided.

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Separate toilets for male and female have been provided.

As per requirements appropriate services would be provided.

SWAMI VIVEKANANAD INTERSTATE BUS TERMINAL ANAND VIHAR, DELHI

Air Conditioning and As per unified Air-conditioned Natural air cooling Air Cooling building bye waiting area has laws for Delhi been provided.

2016 and NBC.

Appropriate services would be provided according to design.

6. CIRCULATION AND PLANNING New Design should be user and differentially abled friendly

User friendly circulation and planning.

Ramps for differentially abled has been provided.

User friendly circulation and planning.

No ramp to access upper floors.

Circulation and planning would be user friendly and differentially abled friendly.

7. MATERIAL, METHODS OF CONSTRUCTION AND STRUCTURAL SYSTEM Materials: Bricks, RCC, glass, stone, MS steel, etc.

Structural System: Beam and column structure, arches, space frame structure, steel structures, etc.

Local materials of that place should be used.

Methods of construction and structural system considering the disaster-prone areas norms in NBC.

Local materials are used.

RCC, concrete structure, Egg crate façade, Coffer Slab, Large Cross Section Columns.

Exposed concrete and Brick structure.

Steel Frame structure used in Skylight Dome

Locally available materials would be used.

Beam Column structural would be used Steel Frame structure would be used for Platform Shed.

8. LANDSCAPING Study of plant Locally Lack of green Lack of materials found in available plant spaces. spaces Delhi Region. materials should be used.

green Study of plant materials found in Delhi Region.

9. CLIMATIC CONSIDERATIONS Study of Composite Consider NBC Study Climate while Composite designing.

Climate 100

of Study of Study of Composite Climate Composite Climate

SWAMI VIVEKANANAD INTERSTATE BUS TERMINAL ANAND VIHAR, DELHI

10. DISASTER MANAGEMENT Site is neither a Consider NBC Site is neither a earthquake prone while earthquake area nor a floor prone designing. prone area nor a area. floor prone area.

Site is neither a earthquake prone area nor a floor prone area.

Site is neither a earthquake prone area nor a floor prone area.

11. ENVIRONMENTAL ASPECTS As per DDA and AS As per NBC As per DDA and As per PUDA and As per DDA per NBC and/or any AS per NBC AS per NBC and AS per regional NBC development authority.

CHAPTER 6. SPACE REQUIREMENTS Total Site Area = 99,500 SQM F.A.R. = 2 Ground Coverage = 25% = 24,875 SQM Bay Requirement and Area Calculation for Bays: ITEM

NO. OF BAYS

NO. OF BAYS

(Required)

(Provided)

Alighting Bays Boarding Bays Idle Bus Bays DTC Bus Bays

20 86 40 32

12 93 41 32

TOTAL

152

178

Parking Requirements: ITEM Auto Taxi Car Two-Wheeler

NOS 157 30 510(basement) + 85(surface) 100 101

SWAMI VIVEKANANAD INTERSTATE BUS TERMINAL ANAND VIHAR, DELHI

Terminal Requirements: ITEMS Terminal Building Ticket Booking counter ISBT Office ISBT Office reception Inquiry & Information Counter Cloak Room Taxi/Railway Booking counter ISBT Staff Canteen Public Food Court ISBT Kitchen Driver Rest Room Utility Staff Office Space for Bank & ATM Police Post & First Aid Shops / Stalls

AREA REQUIREMENT 11,800 sqm (GC) 380 sqm 570 sqm 60 sqm 65 sqm 110 sqm 50 sqm 155 sqm 700 sqm 160 sqm 110 sqm 50 sqm 380 sqm 240 sqm 60 sqm 750 sqm

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CHAPTER 8. DESIGN CRITERIA CONCEPTS USED : 1. BIFURCATION OF PASSENGER SIDE AND TERMINAL SIDE • The terminal side and the passenger side needed to have a bifurcation so as to avoid over-crowding and confusion for the passengers moving by.

• The merging of both the sides can lead to congestion and traffic jam in the site itself.

2. MOVEMENT EFFICIENCY • The most preferable movements for terminals are linear or sequential movement as they go along the path.

• Generally linear form • The bus bays are generally along the form of terminal building.

3. CONNECTIVITY • The inter connectivity of different modes of transport around, i.e., metro station, railway station.

4. VISIBILITY • For passengers waiting in the concourse building, there should a proper visibility towards the bus bays and the activities being done in the building for avoiding any kind of delay to buses.

• The concept of visibility can be implemented while selecting the material for the building. For eg, glass can be better suitable for enhancing visibility throughout the building.

5. AESTHETICS • The use of glass in the building to allow visibility throughout the terminal can add an appropriate feature to the aesthetics of the building.

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SITE ZONING :

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FORM EVOLUTION :

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SECTION CONCEPT :

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CHAPTER 7. DESIGN DRAWINGS 7.1 SITE PLAN

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7.2 PLANS GROUND FLOOR PLAN

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FIRST FLOOR PLAN

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BASEMENT – 1 PLAN

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BASEMENT – 2 PLAN

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7.3 ELEVATIONS

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7.4 SECTIONS

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7.4 3D Views

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CHAPTER 8. REFERENCES 1) Bus Terminal Design Guidelines 2) Internet 3) Neufert 4) Time Savers

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