Isbt noida design report by Sumit Verma

INTER STATE BUS TERMINAL, NOIDA

DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE & TECHNOLOGY, MURTHAL (SONEPAT)

Department of Architecture

Faculty of Architecture, Urban & Town Planning

STATE-OF-THE-ART INTER STATE BUS TERMINAL, NOIDA Thesis Report submitted in partial fulfillment of the requirement for the degree of Bachelor of Architecture (B. ARCH.) (SUMIT VERMA, ROLL NO. 11001006036) MAY 2016

FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY, MURTHAL, SONEPAT-131039 (HARYANA)

INTER STATE BUS TERMINAL, NOIDA

DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE & TECHNOLOGY MURTHAL (SONEPAT) Department of Architecture Faculty of Architecture, Urban & Town Planning

Declaration I, Sumit Verma, Student of Bachelor of Architecture (X Semester), hereby declare that the thesis titled as ‘STATE-OF-THE-ART INTER STATE BUS TERMINAL, SEC-144, NOIDA’ which is submitted by me to the Faculty of Architecture, Urban & Town Planning, Deenbandhu Chhotu Ram University of Science & Technology Murthal (Sonepat)-Haryana in a partial fulfillment of the requirement of the award of degree of Bachelor of Architecture has not previously formed basis for the award of any Degree, Diploma Associateship, Fellowship or other similar tittle or recognition. Place : Deenbandhu Chhotu Ram University of Science & Technology, Murthal.

Date :

Name & Sign:

FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY, MURTHAL, SONEPAT-131039 (HARYANA)

INTER STATE BUS TERMINAL, NOIDA

DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE & TECHNOLOGY MURTHAL (SONEPAT) Department of Architecture Faculty of Architecture, Urban & Town Planning

On the basis of declaration submitted by Sumit Verma it is certified that this thesis titled ‘STATE-OF-THE-ART INTER STATE BUS TERMINAL, SEC-144, NOIDA’ is the bonafide work of Sumit Verma, 2K11/B.ARCH/11001006036 who has carried out the work under my Supervision. Certified further that to the best of my knowledge the work reported herein Does not form part of any other thesis or dissertation on the basis of which a degree or award was conferred on an earlier occasion on this or any other candidate.

Thesis Supervisor

Ar. Lalit Kumar Thesis Coordinator

Prof. (Dr.) Jyoti Pandey Sharma Department Chairperson

FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY, MURTHAL, SONEPAT-131039 (HARYANA)

INTER STATE BUS TERMINAL, NOIDA

ACKNOWLEDGEMENT I would like to give my sincere thanks to my guide Dr. Ajay Monga for his guidance and advice towards the report. I always seek my teachers for making my concepts clear & boosting my confidence whenever I felt low. Itâ&#x20AC;&#x;s my pleasure to acknowledge the help of my better halves Ketan Dhawan (3rd year), Ankush Bansal (3rd year), Himani Sabharwal (2nd year), Isha Tyagi (2nd year) Jaideep Vashisth (2nd year), Priya Soni (2nd year), Kirti Yadav (2nd year) at every stage of my thesis. Thanks to all my friends and seniors for helping me in the compilation of report and to give me the assistance whenever required. And special thanks to my guide Dr. Ajay Monga and my Thesis coordinator Ar. Lalit Kumar. 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. GOD BLESSES THEM ALL!!!!!

SUMIT VERMA 2K11/ARCH/11001006036

FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY, MURTHAL, SONEPAT-131039 (HARYANA)

INTER STATE BUS TERMINAL, NOIDA

CONTENTS

Page No.

1. INTRODUCTION & DEFINITION OF PROJECT 1.1 Road transport in India 1.2 Modes of transport 1.2.1. Public 1.2.2

Private

1.3 Present scenario 1.4 Bus terminus 1.4.1 Scale of a terminus 1.4.2 Types of bus terminus

9-12 10 10 10 10

10 11 11 12

2. TRANSPORTATION IN DELHI

3. BUS TERMINALS IN DELHI & U.P.

3.1 Inter-sate bus terminals 3.1.1. Existing 3.1.2. Proposed

4. NEED OF THE PROJECT

14-16

5. AIMS AND OBJECTIVES

16-17

6. PROJECT COMPONENTS

7. SCOPE OF STUDY & DESIGN

19-20

8. SPACE REQUIREMENTS

20-34

8.1 8.2 8.3 8.4 8.5

Public seating 8.1.1 Issue Baggage room Ticketing facilities Public lockers and telephones Rental space

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20 21 21 22 22

INTER STATE BUS TERMINAL, NOIDA

8.6 8.7 8.8 8.9 8.10 8.11 8.12 8.13 8.14 8.15 8.16 8.17 8.18 8.19 8.20 8.21 8.22

8.23

Dispatch office Entrances Corridor design Stairs Queuing situations Toilets Ramp Break Over Angle Angle of departure Angle of Approach Ramp Slopes Driveway Exits Parking Lot Layout Considerations Stall Width Stall Length Interlock Module Comparing Angle Efficiencies Buss Geometric 8.22.1. Bus Date 8.22.2 Swept Path Platform Types

22 23 22 23 23 24 26 26 26 26 26 27 28 28 28 29 30

8.23.1. Parallel Loading 8.23.2. Right Angle Loading 8.23.3. Straight Saw Tooth Loading 8.23.4. Radial Saw Tooth Loading 8.24

Bays ,Parking and Circulation of the Buses

31-34

9. SERVICE FACILITIES

10. SERVICES

36-40

10.1. 10.2. 10.3. 10.4. 10.5.

Electrical Rooms DG room or Generator Room UPS Rooms AHU Fire Fighting FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY, MURTHAL, SONEPAT-131039 (HARYANA)

36 36 37 37 37

INTER STATE BUS TERMINAL, NOIDA

10.6. 10.7. 10.8. 10.9.

Fire Control Heat Sensitive Detection System Smoke Sensitive Detection System Fire Alarm System 10.9.1. Manual System 10.9.2. Automatic Fire Alarm System 10.10. Fixed Fire Fighting Installation 10.10.1. Automatic Sprinklers 10.10.2. Fire Escape Staircase 10.11. Means of Escape

11. CASE STUDIES 11.1.

Chennai Mofussil Bus Termina 11.1.1. Introduction 11.1.2. Initial Site Condition 11.1.3. Reason for the selection of the Case Study 11.1.4. Mofussil Bus Terminal Location 11.1.5. Site Plan 11.1.6. Project Details 11.1.7. Built up Area 11.1.8. Section And Elevation 11.1.9. Land use Plan 11.1.10. Main Terminal Building 11.1.11. Bus Bays and Parking 11.1.12. Buses Movements 11.1.13. Driveway Details 11.1.14. Facilities Provided 11.1.15. Total no. of Shops 11.1.16. Total no. of Seatings 11.1.17. Public Facilities 11.1.18. Fire Fighting 11.1.19. Water Services 11.1.20. Electrical Services 11.1.21. Maintenance 11.1.22. Structural and Engineering Details 11.1.23. Material Used 11.1.24. Merits 11.1.25. Demerits FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY, MURTHAL, SONEPAT-131039 (HARYANA)

38 38 38 38

41-79 41 44 44 44 45 46 46 46 47 47 48 50 51 52 57 58 59 59 59 59 60 60 62 63 63

INTER STATE BUS TERMINAL, NOIDA

11.2.

Kashmiri Gate ISBT 11.2.1. Introduction 11.2.2. Floor plan 11.2.3. Merits ,Demerits and Adopting 11.3. ISBT Shimla 11.3.1. Introduction 11.3.2. Merits, Demerits and Adopting 11.4. ISBT Dehradun 11.4.1. Introduction 11.4.2. Merits, Demerits and Adopting 11.5. ISBT Chandigarh 11.5.1. Introduction 11.5.2. Site Plan Sector 17 11.5.3. Site Plan Zoning 11.5.4. Site Analysis 11.5.5. Detail Analysis 11.5.6. Floor Plan 11.5.7. Parking 11.5.8. Merits, Demerits and Adopting Sector 17 11.5.9. Merits, Demerits and Adopting Sector 43

12. LOCATION OF SITE

64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79

Master Plan 2031 Introduction of Site Site Approach Site Pics

80-83 81 82 82 83

13. COMPARITIVE & AREA ANALYSIS

84-93

14. IDEATION & CONCEPTION

94-98

15. DESIGN METHODOLOGY

16. REFRENCE

100

12.1. 12.2. 12.3. 12.4.

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CHAPTER 1. INTRODUCTION & DEFINITION OF PROJECT INTRODUCTION 1. 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 TERMINALS. 2. Transportation system improves the social, economic, industrial and commercial process and further transforms the society into an organized one. 3. 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. 4. It is essential to provide organized facilities in the system. 5. 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. 6. Transportation is one of the most vital services for every city small or big. Everyone is familiar with the difficulties that a transportation malfunction causes. These range from minor delays and aggravation when a street segment is closed for construction, to major disruptions of activities and shortages of goods when there is a major strike. 7. The current transport situation in delhi highly demands for an integrated transit system. 8. An interstate/city bus terminal is a landmark in the city and nonetheless â&#x20AC;&#x153;the gateway of the city.â&#x20AC;? This can be considered as an indicator of development of any city/town. 9. This can be considered as an indicator of development of any city/town. 10. Unfortunately such structure has been neglected up till so far in terms of social focal point or the architectural features.

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11. The topic bus terminus has been chosen as the society is developing at a faster rate and so the infrastructure need is gaining momentum. 12. Delhi has one of India's largest bus transport systems. 13. Buses are the most popular means of transport catering to about 60% of Delhi's total demand. 14. 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. 15. Connects almost all the major centers of north India with its services. It connects Uttar Pradesh, Punjab, Jammu and 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 they are 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:1.2.1 Public 1.2.2 Private With the rapid growth of urbanization 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 urbanization.

1.3 Present scenario:Road transport is still the dominant mode of transportation - both for moving goods and

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passengers.

Railways handle only 40% of the freight and 20% of the passengers load, 60% of the goods And 80% of passenger's movement takes place through roads. Out of total length of national highways, 27 % is single lane/intermediate lane; whereas 59% is double lane standard; and the rest 14 % is four-lane/ six-lane/ eight lane standard.

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, inter-state bus terminuses for roadways, railway stations for railways, airports for airways, 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.

1.4.1. 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.

Need for a terminus:- why and where? Terminuses act as access nodes. Terminuses are needed where number of services terminates and where there is a exchange of passengers and goods from one service to another.

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1.4.2. Types of bus terminus:1. Bus depots 2. Bus stops and shelters 3. Intercity bus terminus 4. Airport-city bus terminus 5. Interstate bus terminus

Why Bus Terminus? A dissertation or thesis is a document submitted in support of candidature for a degree or professional qualification presenting the student's research and findings. But its not just to get a degree, it is a project which is related to our future plans. The thesis topic has bees selected as â&#x20AC;&#x17E;bus terminusâ&#x20AC;&#x; because of its demand of time. This project gives me an ample scope and opportunity for transportation planning which I wish to pursue further in my masters in planning. This project is a live project and highly required and on demand. Transportation planning is a field involved with the evaluation, assessment, design and sitting of transportation facilities (generally streets, highways, footpaths, bike lanes and public transport lines).

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INTER STATE BUS TERMINAL, NOIDA

CHAPTER 2. TRANSPORTATION IN DELHI TRANSPORTATION 1. Transport Or Transportation Is The Movement Of People From One Location To Another. 2. Modes Of Transport Include Air, Rail, Road, Water, Cable, Pipeline, And Space. 3. The Field Can Be Divided Into Infrastructure, Vehicles, And Operations. Transport Is Important Since It Enables Trade Between Peoples, Which In Turn Establishes Civilizations. 4. Transportation Can Be By 4.1. Roads 4.2. Railways 4.3. Airways 4.4. Waterways

And terminals such as 5.1. Airports 5.2. Railway stations 5.3. Bus stations 5.4. Trucking terminals

6. Out of all these bus stations are the third most important way of transportation after airports and railway station. Airports links two states. Similar with railways but bus stations links each part of cities as well as inter states.

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INTER STATE BUS TERMINAL, NOIDA

CHAPTER 3. BUS TERMINALS IN NCR BUS TERMINALS IN DELHI & U.P. 3.1 INTER-SATE BUS TERMINALS :3.1.1. EXISTING

3.1.2 PROPOSED

1. Anand Vihar

1. Dwarka

2. Sarai Kale Khan

2. Narela

3. Kashmiri Gate

3. ISBT, Sector-144, Noida-Greter Noida expressway

CHAPTER 4. NEED OF THE PROJECT NEED OF THE PROJECT

1. Between 1981 and 2001, delhi population has grown by 2.24 times and vehicles by 6.78 times. – personal vehicles per 1,000 population has grown 3 times 2. With rapid growth in urban areas-infrastructure and services related to transport, energy, housing etc. Are under tremendous strain.

3. Delhi has vast employment opportunities. It attracts about 2 – 5 lakh people every year Who migrate from the neighboring states (especially east). It was estimated that the Population of the Delhi state would rise to 1.5 cr by the end of 2010.

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INTER STATE BUS TERMINAL, NOIDA

Figure 1 Population Growth In Delhi

Figure 2 Vehicle Growth In Delhi

FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY, MURTHAL, SONEPAT-131039 (HARYANA)

INTER STATE BUS TERMINAL, NOIDA

50 CARS

OR 60 BICYCLES

OR 1 BUS

4. By keeping the population and vehicle growth rate in knowledge the need and demand of this project is very high.

CHAPTER 5. AIMS AND OBJECTIVES The Aim And Objectives Of The Project Are: 1. To achieve design excellence and to come up with a prototype design for a bus terminal for future and urban scenario where space will become precious commodity & High Bus trip will have to support from small site further to save space for commercial activities will be incorporate with Bus Terminal and give to Noida a missing Landmark Building. 2. To promote fast & understanding flow of traffic. 3. To create clear segregation of different type of traffic. No congestion at peak hour. 4. To promote optimum connections between all elements and spaces, i.e. clear connection of functions. 5. To incorporate todayâ&#x20AC;&#x;s communication system, surveillance system, etc. into design.

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6. To create Better Facility To End-Users Of DTC Passenger Service And Facilitating Passengers As Well As Inhabitants Of The Neighboring Areas With Enhanced And Planned Commercial Activities. 7. 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. 8. To Efficiently Use The Land Available For The Project By Segregating Different Services At Different Locations. 9. To Make User Friendly Design By Using Sign Boards At The Right Locations For The Convenience Of The Passengers. 10. Separate paths for pedestrians and vehicles which will helps in reducing accidents

11. To make pedestrian friendly environment

USE OF F.O.B.

PROPER SIGN BOARDS

PROPER ROAD CROSSINGS

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INTER STATE BUS TERMINAL, NOIDA

CHAPTER 6. PROJECT COMPONENTS PROJECT COMPONENTS ARE:1. Interstate Bus Terminal

2. Parking For Private Vehicles, Taxis & Auto

3. Restaurant and Food Courts

4. Cafeteria

5. Book Shops

6. Ticket Counters

7. Office Complex

8. Shops or a Commercial Complex

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CHAPTER 7. SCOPE OF STUDY & DESIGN SCOPE OF STUDY & DESIGN ARE:-

Inter Connectivity Between Various Modes Of Transport (Metro, Airport, Etc.)

Framing requirements for a max. nos. of passenger per day in both directions.

Studying the various technological advancement in the field of surveillance system, communication system, fire fighting system, etc.

Bus Terminal

Bus Parking Bays

Circulation Pattern â&#x20AC;&#x201C; Pattern Flow Of Passengers And Buses

Commercial Space

Idle Parking Of Buses, Cars, Auto & Taxis

Administrative Offices

10.

A Local Shopping Centre

11.

Ticket Counters

12.

Waiting Area

13.

Entry & Exit For Private Car & Pre-Paid Autos

14.

Entry & Exit For Local Buses

15.

Entry & Exit For Interstate Buses

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INTER STATE BUS TERMINAL, NOIDA

16.

Entry & Exit For Terminal Area & Commercial

17.

Pedestrian

CHAPTER 8. SPACE REQUIREMENTS SPACE REQUIREMENTS ARE:8.1.

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 fountains, trash baskets, ash urns, and clocks. 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.

8.1.1. ISSUE Facilities for waiting passengers depending on passenger volumes, typical waiting times, and local conditions, Provision of the following facilities should be considered:1. 2. 3. 4. 5. 6. 7. 8.

Weather protection and heating; Seats; Public address and real time information; Help points; Telephones; Toilets and baby changing facilities; and Clocks. Waiting area should be well ventilate

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Demerits 1. Baggage checking 2. Baggage handling system 3. Drinking water fountains

8.2. BAGGAGE ROOM Baggage room requirements vary significantly with terminal type and operation. In the intercity terminal the baggage handling problems more severe. In the intercity bus terminal the baggage is normally hand-carried directly onto the bus or to the baggage room, and from there it is placed on the bus. The baggage room should be accessible from both the public area and the concourse and have an area equal to about 10 percent of the total building or contain about50 sq. Ft for each bus loading berth, whichever is higher. The baggage room should also be equipped with standard metal racks about four or five tiers high for baggage storage.

8.3. TICKETING FACILITIES The trend in ticketing facilities in the modern terminal, regardless of the type, is toward open counters in contrast to the antiquated caged windows. In the larger intercity terminal, where more than one carrier may operate, separate self-contained glass walled ticket offices may be provided, each housing their individual open ticket counters. The number of selling positions or agent stations varies with the individual operations policy of the carrier and the particular terminal type. Perhaps 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 operation and the type of ticketing equipment used and may vary between 3 to 5ft per position and/or about 50 to 60 sq.ft per position. The height of the counter is usually42 in.

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8.4. 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.

8.5. RENTAL SPACE The amount of rental space to be provided for stores, shops, concessions, etc. Depends primarily on the earning potential involved and the amount of space available.

8.6. DISPATCH OFFICE The dispatch office controls all bus movement and consequently should be located on the concourse so that it can observe all loading berths. The size of the dispatch office may vary anywhere from 50 to150 sq. Ft. 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 agent, and switchboard are sufficient, in larger terminals more elaborate facilities are required.

8.7. CORRIDOR DESIGN Minimum corridor widths are based on the pedestrian traffic flow volume less appropriate allowances for disruptive traffic elements such as columns, newsstands, stairways, window shoppers, etc. Where the corridor is also used as a waiting area to accommodate standing pedestrians, the maximum potential accumulation and safe human occupancy of the corridor should be determined. The maximum practical flow through a corridor

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INTER STATE BUS TERMINAL, NOIDA

is approximately 25 persons per foot width of corridor per minute (pfm). The flow volume that allows for the selection of normal walking speed and avoidance of traffic conflicts is equivalent to 7 pfm (or less). This standard would be used in passenger terminals that do not have severe peaking patterns or space restrictions. Where severe repetitive peaks and space restraints occur, such as in a commuter terminal, the more stringent standard of 10 to 15 pfm may be used. This standard allows the attainment of near-normal walking speed but does result in more frequent traffic conflicts with other pedestrians.

8.8. ENTRANCES The criteria utilized for corridor design can be roughly applied to the design of doors. The maximum capacity of a free-swinging door is approximately 60 persons per minute, but this capacity is obtained with frequent traffic disruptions and queuing at the entrance section. A standard of 40 persons per minute would-be representative of a busy situation with occasional traffic disruptions. Where free-flowing traffic is desired a standard of 20 persons per minute should be adopted.

8.9. STAIRS Human locomotion on stairs is much more stylized and restricted than walking because of the restraints imposed by the dimensional configuration of the stairs, physical exertion, and concerns for safety. As with corridors, capacity flow is obtained when there is a dense crowding of pedestrians combined with restricted, uncomfortable locomotion. The maximum practical flow on a stair is approximately17 persons per foot width of stairway per minute(pfm) in the upward or design direction. An average of about 20 square feet per person or more is required before stair locomotion becomes normal and traffic conflicts with other pedestrians can be avoided. This is equivalent to a flow volume of about 5 pfm. This standard would be used in terminals that do not have severe peaking patterns or apace restrictions. In commuter terminals, the more stringent standard of 7 to 10 pfm would be acceptable. Riser height has a significant impact on stair locomotion. Lower riser heights 7 in. Or less, increase pedestrian speed and thus improve traffic efficiency. The lower riser height is also desirable to assist the handicapped pedestrian. Queuing areas a number of different pedestrian

8.10. QUEUING SITUATIONS Occur in terminals which affect their functional design. Linear queues will occur where passengers line up to purchase tickets or board buses. Care must be taken that these lines do not disrupt other terminal functions. The length of a linear queue may be estimated on the basis of an average per person spacing of 20 in. The presence of baggage has little effect on this spacing because baggage is placed on the floor either between the legs or at the sides. Bulk queues may occur within a passenger terminal where passengers are waiting for bus arrivals or other services. Where no circulation through the queuing space is required, area occupancies as low as5 sq. Ft per person may be tolerated for short periods. This allows standing pedestrians to avoid physical contact with each other. Where movement through the queuing

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INTER STATE BUS TERMINAL, NOIDA

space is required, such as in a passenger waiting concourse, an average area of 10 or more sq. Ft per person is required. Human area occupancies below 3 sq. Ft per person result in crowded, immobile, and potentially unsafe queues, particularly where pedestrians may be jostled off platforms.

8.11. TOILETS

Source:- NBC

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Source: TIME-SAVER STANDARDS FOR BUILDING TYPES

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8.12. RAMP BREAK OVER ANGLE The ramp break over angle is the measure of ability of the car to break over a steep ramp, either climbing or descending, without scraping.

8.13. ANGLE OF DEPARTURE A reasonable minimum value is necessary to reduce the incidence of tailpipe and rear bumper dragging. The standard calls for a minimum of 10 degrees, violated only in the 1957-1959 period. Only one 1970 car, mercury, met the minimum standard. Most cars are substantially above 10 degrees. The most critical condition is at driveways where the apron is steep, or a combination of excessive crown to gutter and apron slope.

8.14. ANGLE OF APPROACH The trend of approach angle of domestic cars from 1948 to 1962 indicates a drop in the 19571959 periods below 15 degrees. The standard developed in 1960 by the society of automotive engineers calls for a minimum value of 15 degrees.

8.15. RAMP SLOPES The maximum ramp slope should be 20 percent. For slopes over 10 percent, a transition at least 8 ft long should be provided at each end of the ramp at one half the slope of the ramp itself.

8.16. DRIVEWAY EXITS A ramped driveway exit rising up to a public sidewalk must have a transition section that is almost level (maximum slope: 5 percent) before intersecting the sidewalk to prevent the hood of the car from obscuring the driver's view of pedestrians on the walk. This transition should be 16 ft. Long. Property line walls should also be regulated so as not to interfere with the driver's view of pedestrians on a public sidewalk. Wherever an exit driveway is parallel and adjacent to a property line wall which extends all the way of a sidewalk, the edge of the driveway should be physically established, by curb or railing, at least 6 ft from that wall. For each foot that the wall is held back from the sidewalk, the required distance between driveway and wall may be reduced by one foot.

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8.17. PARKING LOT LAYOUT CONSIDERATIONS The objective of the layout design is to maximize the number of stalls, while following the guidelines below. The layout of the parking facility must be flexible enough to adapt to future changes in vehicle dimensions. The stall and aisle dimensions must be compatible with the type of operation planned for the facility.

The critical dimensions are the width and length of stalls, the width of aisles, the angle of parking, and the radius of turns. All of these dimensions are related to the vehicle dimensions and performance characteristics. In recent years there have been a number of changes in vehicle dimensions. The popularity of minivans and sport utility vehicles has had an impact on the design of parking facilities. For the near future, a wide mix of vehicle sizes should be anticipated. Dimension elements of possible parking layout

8.17.1. There Are Three Approaches For Handling The Layout: 1. Design All Spaces for Large-Size Vehicles (About 6 Feet Wide And 17-18 Ft Long). 2. Design Some of the Spaces for Large Vehicles and Some for Small Vehicles (These Are About 5 Ft Wide And 14-15 Ft Long). 3. Provide A Layout with Intermediate Dimensions (Too Small For Large Vehicles and Too Big For Small Vehicles). For Design, It Is Customary To Work With Stalls And Aisles In Combinations Called "Modules". A Complete Module Is One Access Aisle Servicing A Row Of Parking On Each Side Of The Aisle. The Width Of An Aisle Is Usually 12 To 26 Feet Depending On The Angle At Which The Parking Stalls Are Oriented.

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8.18. STALL WIDTH For simplicity, the stall width is measured perpendicular to the vehicle, not parallel to the aisle. If the stall is placed at an angle of less than 90o, then the width parallel to the aisle will increase while the width perpendicular to the vehicle will remain the same.

8.19. STALL LENGTH The length of the stall should be large enough to accommodate most of the vehicles. The length of the stall refers to the longitudinal dimension of the stall. When the stall is rotated an angle of less than 90o, the stall depth perpendicular to the aisle increases up to 1 foot or more. It should be noted that the effective stall depth depends on the boundary conditions of the module, which could include walls on each side of the module, curbs with or without overhang, or drive-in versus back-in operations. For parking at angles of less than 90o, front bumper overhangs beyond the curbing are generally reduced with decreasing angle and, for example, drop to about 2 feet at 45o angles.

8.20. INTERLOCK MODULE A special type of module, the interlock, is possible at angles below 90o.There are two types of interlock. The most common, and preferable, type is the bumper-to- bumper arrangement. The second type, the "herringbone" interlock, can be used at 45o and is produced by adjacent sides having one way movements in the same direction. This arrangement requires the bumper of one car to face the fender of another car. Figure 8-3 shows several different module layouts that are commonly used. The relative efficiencies of various parking angles can be compared by looking at the number of square feet required per car space (including the prorated area of the access aisle and entrances). Where the size and shape of the tract is appropriate, both the 90o and the 60o parking layouts tend to require the smallest area per car space. In typical lot layouts for large size vehicles, the average overall area required (including cross aisles and entrances) ranges Between 310 and 330 square feet/car. A very flat angle layout is significantly less efficient than other angles. Oneway aisles there are many conditions where oneway aisles are desirable.

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With parking angles less than 90o, drivers can be restricted to certain directions. However, the angle should usually be no greater than 75o. Drivers may be tempted to enter the parking aisles and stalls from the wrong direction when the stall angle is too large. Adjacent aisles generally have opposite driving directions.

8.21. COMPARING ANGLE EFFICIENCIES

Source: TIME-SAVER STANDARDS

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8.22. BUS GEOMETRICS 8.22.1 BUS DATE Bus geometrics, or the physical dimensions and maneuverability of the bus, determine the width of roadways, shapes of platforms, column spacing, ceiling heights, and other aspects of bus- level design. The apparently insignificant detail of the right-side loading of buses often restricts terminal design possibilities.

8.22.2. SWEPT PATH When a bus turns normally, it always turns about a point which is somewhere on the center line of the rear axle. This is true whether motion is forward or backward. The turns required to accomplish the movement and positioning of buses are variable and differ considerably with the equipment encountered. The turning template provides a convenient graphic method to determine minimum clearances required.

8.23. PLATFORM TYPES 8.23.1. PARALLEL LOADING 1. Requires Excessive Amount Of Space. 2. Buses Must Usually Wait Until First Bus Exits. 3. Large Terminal Requires Pedestrian Under/Overpass Facilities To Protect Passengers While Crossing Lanes.

8.23.2. RIGHT-ANGLE LOADING Disadvantages Include: 1. Out swinging Bus Door Which Forms a Barrier around Which Passenger Must Pass. 2. Bus Maneuvering Difficult.

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8.23.3. STRAIGHT SAW TOOTH LOADING 1. Efficient-Employed Where Lot Is Comparatively Narrow and Deep. 2. Passenger Has Direct Approach To Loading Door. 3. Baggage Truck Can Operate Between Buses For Side Loading.

8.23.4. RADIAL SAW TOOTH LOADING 1. Most efficient buses swing into position along natural driving are. 2. Space required at front is minimum-wide space at rear making maneuvering easy.

8.24. BAYS, PARKING AND CIRCULATION OF THE BUSES

Source: METRIC HANDBOOK PLANNING AND DESIGN DATA

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fig 1. As the angle of pitch in saw-tooth bays increases so does the distance between each bay fig 2. Passenger safety and control are particularly important when detailing saw-tooth bays

Source: TIME-SAVER STANDARDS FOR BUILDING TYPES

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fig.1 Standard Interlocking Layout fig.2 Coach Park for Random Arrival and Departure of Vehicles. The Larger Bay Necessary If Coach Parties Enter and Leave the Coaches in the Park

Space Requirement for Platform

Space for Parking

Source: TIME-SAVER STANDARDS FOR BUILDING TYPES

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Size (4 M) Is

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Source: TRANSPORT TERMINALS AND INTERCHANGES

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CHAPTER 9. SERVICE FACILITIES SERVICE FACILITIES Eating, medical and lounge facilities are generally on the lower floors to reduce elevator traffic. The number and type of employees may be considered in locating it near these facilities. Following are the general considerations while planning spaces in a building block: 1. Organization (Vertical And Horizontal) 2. Integration Of Planning Grid 3. Positioning Of Column 4. Depth Of Building And Relationship To Cores 5. Zoning Of Services Distribution 6. Circulation Of Users-Occupants, Services 7. Noise And Surroundings 8. Orientation And Fenestration Percentages 9. Flexibility and Phasing.

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CHAPTER 10. SERVICES SERVICES: 1. In a building, the services play a major role in the functioning of the building. The building services should be of following character: 2. They should function efficiently. The services should be cost-effective not only in the initial setup but also during the long run. 3. They should utilize minimum energy resources and should be energy efficient. 4. The services should be so calculated that they cater to the maximum peak loads. 5. The maintenance of all these services should be easy and efficient. 6. The services should be adequately protected and should not pose a threat for the building or its inhabitants. 7. In a multi-story building, great care should be taken in zoning the services appropriately. The services should cater not only to the present needs but should be in accordance with future predicted requirements to prevent any unnecessary alterations in the building in the future.

The Services Incorporated Are: 1. Water storage and sewage treatment plant 2. Water supply and sewerage board provides reliable water supply. A main water storage tank should be provided at the park holding a capacity equal to a weekâ&#x20AC;&#x;s 3. Consumption at the park. Water quality should be regularly checked in compliance with who standards, ensuring clean water supply at all times. 4. A sewage treatment plant that meets pollution control regulations recycles water for landscaping uses, maintaining the parks concept of a green culture should be provided.

10.1 ELECTRICAL ROOMS These rooms are used to distribute electricity through conduits running vertically in the building and also as a panel for controlling the electric supply.

10.2 DG ROOM OR GENERATOR ROOM: These should be in an area where the noise coming from dg room does not affect the working of the office. It should also be near the service entry for the ease of repair and maintenance of the machines.

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10.3. UPS ROOM For uninterrupted stable power supply to the computers in the park is provided. They should be near the service entry in the basement or ground floor for easy maintenance.

10.4. AHU These are for distributing conditioned air from the ac plant to each floor and filtering the return air. Landscaping uses, maintaining the parks concept of a green culture should be provided. One ahu of 10 set caters to 500 sq.m. Of area. They contain centrifugal type fans that pump air through ducts. The air is made to pass through filters to remove dust particles and then over the chilled water tubes where itâ&#x20AC;&#x;s heat is transferred. This cooled dehumidified air is drawn back through the suction side and pumped to the rooms through ducts. All the ahus are provided with tap and floor drain also. Ducts are provided throughout the building to transfer conditioned air from the ahuâ&#x20AC;&#x;s to the spaces. The ducts are rectangular sections made of galvanized sheet steel. The ducts are made to run above the false ceiling. Ducts used in the building are generally of depth of 300mm. The width of duct varies depending on its distance from the ahu. The ducts close to the ahu may be of 900mm width and these ducts branch out into narrower ducts.

10.5. FIRE FIGHTING Fire is supported by three essential ingredients, fuel, heat and oxygen. The absence of any of these causes fire to be extinguished. The fire fighting system must be appropriate to the location of the fire and preferably limited to the area in order to minimize damage to plants and building structure. Radiation from fire may prove combustion to combustible material at some distance. Fire fighting implies the ability of building element to fulfill their assigned functions under condition if maximum severity of exposure to heat expected to occur in the building.

It is a measure of: 1. Resistance to collapse 2. Resistance to flame penetration. 3. Resistance to excessive temperature rise on the unexposed face.

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10.6 FIRE CONTROL Detection and Alarm System: 1. 2. 3. 4.

Smoke Detectors Heat Detector Manual System Automatic Alarm

10.7. HEAT SENSITIVE DETECTION SYSTEM Heat sensitive detection system provides automatic sprinklers, alarm and control. It is basically a nozzle with an orifice fitted with a flow control device and a deflector that will distribute water over a green area. When the bulb is heated, the liquid expands, absorbing the bubble of air and breaking the bulb, releasing the sprinkler cap. Sprinklers are designed to real ease at various temperatures ranging from 57degree c to 260 degree c. Maintenance of water pressure, water from appropriate supply is fed to an automatically controlled pump and to main control valve of the system. Above this is the alarm valve, which is kept closed by the trapped pressure of water. When sprinkler operates this pressure falls and the valve opens and excess water flows up a vertical riser to a main distributor pipe at each ceiling.

10.8 . SMOKE SENSITVE DETECTION SYSTEM 10.8.1.

The system detects the fire with the help of smoke and then alarm automatically initiated control of fire is done manually. Detector to be sited at highest parts of enclosed area, so mounted that sensitive area is not less than 25mm or more then 600mm below the roof ceiling.

10.8.2.

Inlet of each returns air ducts shall have a detector on its center, if continuous inlet detector at every room of its length.

10.9. FIRE ALARM SYSTEM There Are Two Types Of Fire Alarms System:

10.9.1 MANUAL SYSTEMS- Manual call point is manually operated device to initiate an alarm. They are made of sturdy m.s. enclosure and provided with a hammer to break the glass to initiate as alarm. 10.9.2 AUTOMATIC FIRE ALARM SYSTEM â&#x20AC;&#x201C; These are connected to detectors which on sensing some exposure to heat or smoke direct the alarm system to initiate automatically.

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10.10. FIXED FIRE FIGHTING INSTALLATION

10.10.1 AUTOMATIC SPRINKLERS Automatic sprinklers protect high fire risk public and manufacturing buildings. These may be a statuary requirement if the building exceeds the volume of 7000 cum. Sprinkler water outlets are located at about 3m centers, usually at ceiling level and spray water in a circular pattern. A deflector plate directs the water jet over the hazard or onto walls or the structure. Each sprinkler has a frame containing a colored liquid for leak detection, which seals the water inlet. Upon local overheating the quartz expands the fractures, releasing the spray. Water flow is detected and starts an alarm, pressure boosting set and automatic link to the fire brigade monitoring station.

10.10.2 SPRINKLERS SHOULD BE INSTALLED IN 1. Basements used as car parks or storage occupancy, if the area exceeds 200 sq.m. 2. Multi-level basements, used as car parks and housing essential services ancillary to a particular occupancy or for storage occupancy, excluding any to be used for sub-station, a.c. Plant and dg set.

10.10.3 FIRE ESCAPE STAIRCASE These are stairs used for escaping during fire. They can be used for general public as vertical circulation or as service stairs otherwise in the building.

ACCORDING TO NBC:1. No space in an office building should be more than 30mts from the fire escape stairs. 2. Fire escape stairs could be either open to air or should have blower system to suck out air from the stairs area in case of fire. 3. All fire escapes should terminate in an open area or near the entrance in the ground floor.

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10.11. MEANS OF ESCAPE The only sound basis for designing means of escape from first is to attempt to locate the position of all possible sources of outbreak of fire and to predict the courses which might thereafter be allowed by the fire as it develops. Following are some of the observations. The main stairways were developed in smoke at the end of seven minutes. All corridors were impassable after 16 minutes. 1. The emergency self closing fire doors.

staircases

remain passable due to

2. To remove smoke, fresh air should be introduced at each level. 3. A corridor 10m length that is filled with smoke cannot be used to get to an enclosed stairway.

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CHAPTER 11. CASE STUDIES CASE STUDIES 11.1. CHENNAI MOFUSSIL BUS TERMINAL (Net Study) Chennai Mofussil Bus Terminus Jawaharlal Nehru Road, Near Coimbedu Market, Chennai -108 Connections - Koyambedu Metro Station Coordinates - 13.06745°N 80.20566°E Platforms – 6 Buses Parking - 60 Buses Parking - Yes Bicycle Facilities - Yes Baggage Check - Yes Accessible –

11.1.1. INTRODUCTION Chennai city has a vast network of roads that helps in easy mobility in the city. There are as many as five national highways that leads to the adjacent cities like kolkata, bangalore, trichy (tiruchirapalli), pondicherry and tiruvallur. There are two bus services, inter city and inter state which are also known by the names tiruvallur transport corporation and j.j.transport corporation. For long distances there are two main stands in the george town called express bus stand and broadway. The inter city bus station called chennai mofussil bus terminus (cmbt) has the distinction of being the largest in the whole south asian region.

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MAIN FACADE OF CMBT

AERIAL VIEW OF CMBT

The Chennai Mofussil Bus Terminus or CMBT is a modern, state-of-the-art bus terminus located in Chennai, India catering to outstation buses. Spread over an area of 37 acres in Koyambedu, this is the largest bus terminus in Asia and is accredited with the ISO 9001:2000 quality certification for it quality management and excellence. It is located on the 100-feet inner ring road (Jawaharlal Nehru Road) in Koyambedu between SAF Games Village and the Koyambedu Vegetable Market. Chennai Metro Rail is planned for its coaching Depot behind the CMBT. The earlier bus terminal in the CBD of Chennai was shifted to the Chennai Mofussil Bus terminal due to the following reasons: 1. Poor environmental condition in the CBD, with high noise and air pollution levels and congestion on roads. 2. The environmental issues associated with wholesale fruit, flower and vegetable market and very high commercial and equally intense residential development adversely affecting the environment in and around the terminal. 3. Basic amenities were lacking and therefore there was no scope for enhancing the capacity of these terminals

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11.1.2. INITIAL SITE CONDITION 1. Basically a marshy area. 2. Before taking up for construction, the entire area was dewatered, slush and weeds were removed. 3. Good quality gravel at an average depth of two meters was filled up and the level of the terminus was raised above the maximum flood level of the adjoining area.

11.1.3. REASON FOR THE SELECTION OF THE CASESTUDY 1. Cmbt is the asia‟slargest bus terminal. 2. Cmbt isalandmark in the city. 3. It is well functioning in transportation system of the metro city chennai, to understand the complexity of the bus terminus, it is require to study the right approach for design of a terminal, so cmbt is a good prototype for the study.

11.1.4. MOFUSSIL BUS TERMINAL LOCATION 1. 2. 3. 4.

ChennaiInternational Airport – 12 Km Chennai Central Railway station – 13 Km The Bus Terminal Is Just 2.5 Km Away From Vadapalani IIT Madras – 18 Km

Aerial view of Chennai Moffussil Bus Terminal

Main facade of CMBT

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11.1.5. SITE PLAN

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11.1.6. PROJECT DETAILS 1. Area of the project: 37 acres (149750 sqm) 2. Cost of construction: rs. 47.90 crores. 3. Project cost including land etc.: rs103.00 crores.

11.1.7. BUILT UP AREA 1. 2. 3. 4. 5.

Main Hall: 10850 Sqm Bus Fingers: 2500 Sqm Pedestrian Walkway: 2500 Sqm Electrical Substation: 350 Sqm Maintenance Shed: 1400 Sqm

11.1.8. SECTION & ELEVATION

SECTION AND ELEVATION OF CMBT

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11.1.9. LAND USE PLAN

LAND USE PLAN

11.1.10. MAIN TERMINAL BUILDING 1. Main terminal building has shops, ticket counters, toilets, drinking water and other such facilities at the ground floor. 2. It comprises of offices and commercial areas at first floor 3. Waiting hall area is double height 4. At both far ends offices and commercial areas are provided at first floor. 5. Central atrium is more than double height.

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Largest shell roof in India when constructed

space Mushroom column at the entrance

Mushroom column with double height

Entrance view from Parking area

11.1.11. BUS BAYS AND PARKING 1. No of bus fingers: 3 nos. 2. Bus bays in each finger: 2 x 30 = 60 nos 3. Total no of buses that could be parked in bus bays ata time: 180 nos. 4. Bus slots in idle parking area: 60 nos. 5. Bus slots in intra â&#x20AC;&#x201C;city bus station: 45 nos. 6. No of mofussil buses operated per day: 2000 nos. 7. Public parking area: 2850 sqm 8. Double basement parking structure with a parking capacity of 3000 two wheelers 9. Inmate parking area: 2000 sqm 10. Staff parking area: 200 sq.m

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BUS FIGURE PLAN

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Bus Bays

Bus Parking area and 2/4 wheeler parking area

11.1.12 BUSES MOVEMENTS

BUS MOVEMENT

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11.1.13 DRIVEWAY DETAILS

1. Required Width: Min 6.6m 2. Bus Dimension: 40‟ X 8‟ X 13‟6”

Entry and Exit of buses

Parking at 90deg -15m/180deg

-18.5m

Plan showing width of the driveway used for Autos, Taxies and Two Wheelers

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11.1.14. FACILITIES PROVIDED

1. Office/commercial space in first floor: 2. Trade center: 3. Cloak room: 4. Reception/enquiry counter: 5. Maintenance shed for carrying out small repairs: 6. Fuel filling station: 7. Crew rest room: 8. Time keepers room: 9. Water treatment plant (r.o. Plant): 10. Iron removal plant (2no‟s): 11. Drinking water fountains with cooler: 12. Free emergency clinic cum dispensary: 13. Police out post: 14. Security cabin: 15. Free wheels chairs: 16. Bank atm: 17. Security room: 18. Telephone booth:

Office of the estate officer (CMBT)

23000sq.ft. 2 blocks of 5 shops each. 1 no. 2 nos. 1 no‟s of 1400 sqm 1 no‟s of 855 sqm 2 no‟s of 500 sqm 6 nos. 2 lakh liters per day. 1 lakh liters & 50.000 liters / day 7 nos. m/s apollo hospitals (150 sqm) 1 nos. 5 nos. 6 nos. 4 nos. 1 nos. 30 nos.

Interior view of the office space

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Book shop

Commercial space in first floor

ATM and Shops facility in Main Hall

Food shop

Proper use of signage board

Free emergency and clinic cum facility

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Telephone Booth Facility

Telegraph Office Operated by BSNL

Fuel filling station

Maintenance shed (carring out small repairs

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Free wheel chair facility

Security room

lodge facility for passengers

Security cabin for operating camera

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Display showing bay no and bus destination

Auto prepaid counter

Double basement parking for two wheeler

Drinking water facility

Shelter for covering pedestrian and sitting

Surface paring for two wheeler

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Auto and taxi stand

Sprat toilet for gents and ladies

Green area and entrance of building

Drinking water facility for passengers

11.1.15. TOTAL NO. OF SHOPS There Are Total 44 Shops (600SQ.M.) In the Terminal 1. No of Shops Available In Main Hall: 10 Nos. 2. In Bus Fingers: 24 Nos. 3. In Trade Centre: 10 Nos.

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Picture showing shops in main hall

Pictures showing shops in bus figure

11.1.16. TOTAL NO. OF SEATINGS There are total 1172 seatingâ&#x20AC;&#x;s in the terminal and footfalls at peak hours is 12600, so the seating Are provided at the ratio of nearly 1:10.

Seating in main building

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11.1.17. PUBLIC FACILITIES Total No Of Persons At Peak Hours: 180(No Of Bus Bays) x 70(Average Bus Capacity) =12600

No Of WCS Required As Per NBC: Male: 4 for First 1000 Persons and 1 for Every Subsequent 1000 Persons. Female: 5 for First 1000 Persons and 1 for Every Subsequent 1000 Persons.

No of Wash Basins Required As Per NBC: 25 Wash Basins for First 1000 Persons.

11.1.18. FIRE FIGHTING Fire Fighting Sump of 3 Lakh Liters Capacity With Fire Hydrants And Fire Extinguishers Are Provided At Vintage Points.

11.1.19. WATER SERVICES 1. 2. 3. 4. 5.

Under Water Sumps: 3 Lakh Capacity Reverse Osmosis Plant: 2 Lakh Capacity Iron Removal Plant: 2(1 Lakh & 50000 Capacity. For Landscaped Area) Firefighting Sump: 1(3 Lakh Capacity.) It Is Also Equipped With Rain Water Harvesting Unit.

11.1.20. ELECTRICAL SERVICES 1. Electric Sub Station: 600 KAV Capacity 2. Diesel Generator: 380 KAV Capacity as Back Up, To Provide An Uninterrupted Power Supply To The Essential Services Of The Terminus In Case Of Any Power Failure.

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INTER STATE BUS TERMINAL, NOIDA

Electrical sub station

11.1.21. MAINTENANCE 1. The cmbt is maintained by cmda through revenue generated within the terminus by collecting bus entry fee, vehicle parking fee, rent from shops an leasing of advertisement rights. 2. The maintenance department has been divided into various divisions. Entire day to day 3. Maintenance works are entrusted to reputed contractors on open tender basis and supervised by minimum department officials round the clock all through the year. By 4. This arrangement excellent quality of work is achieved with minimum staff commitment from the department side.

11.1.22. STRUCTURAL AND ENGINEERING DETAILS 1. 2. 3. 4. 5. 6.

Shell Roof Size: 45m X 30m Roof Shell Height: 20.65m Waiting Hall Roof Height: 7m Bus Fingers Roof Height: 5.5m Structural Grid Size: 15m x 15m Column Size: 1.2m (Dia.)

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Shell roof

Showing Bus Finger Roof Height

Double Height Waiting Halland Columns

C/C Distance Of Column

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11.1.23. MATERIAL USED

Area

Tiles Are Used On Pedestrian

Kota Stone Used For Flooring

Conc. Is Used For Roads And Bus Circulation

Stone Cladding on External Walls of building

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11.1.24. MERITS 1. The cmbt efficiently connects the different parts of the city and states. 2. The site is well landscaped. 3. Pedestrian pathways are well planned such that these do not interfere with the road traffic. 4. The flow of vehicular movement is well regulated and there is no overcrowding at the entry and exit points. 5. Separate entries for buses, passengers and taxis. 6. Sign boards are placed at the right locations for the convenience of the passengers. 7. Lots of space is provided for ads and signage. 8. Provision of toilet for physically challenged persons. 9. Accommodation facility for passengers.

11.1.25. DEMERITS 1. 2. 3. 4. 5. 6.

No paved area for two wheeler parking. No space available for future expansion. Due to high rents few commercial spaces and most of the bill boards are not utilized Which directly reduces the revenue. No central booking area is provided. Arrival bus bays for local buses are not properly designed.

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11.2. KASHMIRI GATE BUS TERMINAL, DELHI ( LIVE STUDY) 11.2.1. INTRODUCTION

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11.2.2. FLOOR PLAN

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11.2.3. MERITS AND DEMERITS

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11.3. TUTI KANDI ISBT SHIMLA (LIVE STUDY) 11.3.1. INTRODUCTION

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11.3.2. MERITS ,DEMERITS &ADOPTINGSâ&#x20AC;¦.

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11.4. ISBT DEHRADUN

(LIVE STUDY)

11.4.1. INTRODUCTION

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11.4.2. MERITS, DEMERITS & ADOPTINGS……

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11.5. ISBT CHANDIGARH (LIVE STUDY) 11.5.1. INTRODUCTION

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11.5.2. SITE PLAN SECTOR - 17

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11.5.3. SITE PLAN ZONING

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11.5.4. SITE ANALYSIS

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11.5.5. DETAIL ANALYSIS

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11.5.6. FLOOR PLAN

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11.5.7. PARKING

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11.5.8. MERITS, DEMERITS & ADOPTING SECTOR 17

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11.5.9. MERITS, DEMERITS & ADOPTING SECTOR 43

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CHAPTER 12. LOCATION OF SITE 12.1. LOCATION OF SITE

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12.2. MASTER PLAN 2031

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12.3. INTRODUCTION TO THE SITE Site Area â&#x20AC;&#x201C; 54 acre. ( 2.20 lakh square metres) Site Location- Sector 144, greater Noida. Client- Noida Authority Authority has allotted 50 acres of land for this purpose. A luxury hotel, two commercial towers other civic infrastructures will also be constructed under this project near the site 5. South-west facing land. 6. On North-West side there is proposed residential city named as Unnati world. 7. The Site Is a rectangular Patch Of Land Surrounding By Noida-Greater Noida expressway on one Sides And A Gas Pipe Line On The South-West Side. 8. The site is basically an agricultural and plane land. 9. Infront of proposed land for ISBT. Metro station of sector 144 construction is on progress. 10. Metro station is proposed in between the proposed ISBT land and Greater Noida Expressway. 11. Site lies on Greater Noida Express way. 12. Acc. To U.P. Govt. Bye Laws:12.1 Ground Coverage: 25% 12.2 FAR: 100, Subject 13. To The Following 13.1 FAR Shall Be Available On A Maximum Area Of 10 Ha. Or Area Of Site Whichever Is Less. 13.2 ISBT, Including Operational Structures Maximum FAR 70. 13.3 Parking: In Addition To The Requirement Of Parking For ISBT/Buses. 13.4 Area Under Bus Shelter Not To Be Included In FAR 1. 2. 3. 4.

12.4. SITE APPROACH:1. 2. 3. 4. 5. 6. 7. 8. 9.

IGI AIRPORT = AKSHARDHAM TEMPLE = KALINDI KUNJ = AMITY UNIVERSITY = YAMUNA EXPRESS WAY = NOIDA CITY CENTRE = PROPOSED METRO STATION SEC-143 = ISBT, Kashmere Gate = ISBT, Anand Vihar =

39.1 KM 20 KM 12 KM 8 KM 10 KM 18 KM 700 MTR 32.3 KM 30 KM

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12.5. SITE PICS:-

Figure 3 Mtero Cons. Is Going On In South-West of Site

Figure 4 Plane & Agricultural land

Metro Station Construction, sector-144

Service Road in Between Site & Exp.way

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CHAPTER 13. COMPARITIVE & AREA ANALYSIS COMPARITIVE ANALYSIS:

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AREA ANALYSIS: 13.1 Quantitative programme 13.1.1 Unit and proposed areas: Bays requirement Bays requirements are computed on the basis of arriving and departing buses at Rajiv Chowk and data obtained from existing bus depot of Gurgoan.

Data obtained from existing bus stop NO. OF BUSES ON VARIOUS BUS ROUTES Gurgaon-Chandigarh Rewari- Chandigarh Gurgaon-Shimla Gurgaon-Katra Gurgaon-Panchmukhi Gurgaon-Bajinath Gurgaon-Una Gurgaon-Amritsar Gurgaon-Patiala Delhi-Ajmer Delhi-Balaji Delhi-Dehradun Delhi-Haridwar Delhi- Agra Delhi- Alwar via Tizara Delhi-Mathura Delhi-Aligarh Delhi-Jaipur Firozpur â&#x20AC;&#x201C;Chandigarh Punhana - Chandigarh Gurgaon - Muradabad Gurgaon -Rewari Gurgaon -Tizara Gurgaon -Kalwari Gurgaon -Kotkasim Gurgaon -Jadthal

NO. OF BUSES 28 2 4 2 2 4 2 2 2 6 2 2 2 6 4 4 4 10 6 4 2 3 1 1 1 1

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Gurgaon -Sonepat Gurgaon -Bhodakalan Gurgaon –Dharuheda Gurgaon - Tawdu Gurgaon - Chahika Gurgaon - Rathiwas Gurgaon - Solna Punhana- Alwar Pingwa – Alwar Gurgaon – Shivaji Stadium Gurgaon – Delhi School Gurgaon – I.M.T. Manesar Nuh – Alalpur – Delhi Nuh – Sohna Source: existing bus depot,Gurgaon

1 1 1 1 1 1 1 2 2 1 2 8 1 1

SURVEY: Survey of buses at Rajiv Chowk ,Gurgaon Timings 10:00am – 5:00pm 5:00pm- 8:00 pm 8:00pm – 7:00am 7:00am- 10:00am

Average of buses/hr 56 buses/hr 67 buses/hr 50 buses/hr 68buses/hr Total buses

Total no. buses 392 201 550 204 1347

According to 24hrs survey share of arriving busses per day towards Delhi and towards Jaipur is 52.72%(637) and 42.27% (710) respectively. Total no. of buses from Delhi to Gurgaon is 97/day Total no. of arriving buses after adding buses from Delhi to Gurgaon is 734/day. Total no. of buses departing from Gurgaon depot on various routes other than buses toward Jaipur on NH-8 is 64/day. Total no. of departing buses after adding buses departed from Gurgaon bus depot is 774/day.

Bay requirements are as follows: Arriving buses =

722

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INTER STATE BUS TERMINAL, NOIDA

Peak hours = 10% = 72*50 (occupancy) =

3700 passengers/hour

Alighting time =

5 min.

No. of buses per day per hour =

No. of bays = 74/12 = 6.16 =

6 bays

No. of bus trips for 3700 passengers/hour = 3700/50 =

74 trips in a peak hour

Departing buses =

20 min.

Peak hours = 10% = 78*50 (occupancy) =

3900 passengers/hour

Boarding time =

20 min.

No. of buses per day per hour =

No. of bays = 78/3 =

26 bays

No. of bus trips for 3900 passengers/hour= 3900/50 =

78 trips in a peak hour

Total no. of passengers =

7600 passengers/hour

Increase in no. of buses in future Type of Services

Total bus/day

Peak hours(10%)

2011 2011 2021 Departed buses 774 78 92 Boarding bays 26 30 Arriving buses 734 74 86 Arriving bays 7 8 Source: data collated from DIMTS (Delhi Integrated Multimodal Transit Hub), Kashmiri Gate, Delhi Departing passenger in peak hours according to 2021 =

4600

Arriving passenger in peak hours according to 2021 =

4300

Area calculation for bays:-

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INTER STATE BUS TERMINAL, NOIDA

Area

No. of bays

Area/bays

Total (Sq.m.)

+50% Circulation space

Loading bays Unloading bays

30 8

76 (angular) 104( parallel)

2280 832

1140 416

Passenger movement areas:Peak hours outing passengers =

4600

Visitors (5%) =

230

Porters (5%) =

230

One porter can make four trips/hours, so no. of porters=

Entrance cum waiting lounge: 15%of the outgoing passenger in the 30 mints cycle will pass stay there and rest 85% in 6 minutes will pass through the entrance lounge. Area = passengers staying during 30 min. + passenger passing through in 6 minutes cycle = 345 +391= 736 (no. of passengers staying and passing) Area=345*5/passengers =

1725

= 391*1.5/ passengers =

587

Total area= 1725+587=

2312sq.m.

Arrival lounge: Peak hours flow of incoming passengers=

4300

Visitors (2%)=

Porters(5%)=

215

Majority of the incoming passengers will not stay for long duration, considering 10 minutes cycle for them, 30 minutes cycle for visitors and 15 minutes cycle for the porters. Area for incoming passengers =

716

Visitors =

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INTER STATE BUS TERMINAL, NOIDA

Porters =

Total passengers = 813*1.5=

1220sq.m.

Ticket booths: One ticket booth/2 bay with an area of 3 sq.m. will be sufficient to serve loading bays. No. of loading bays arc =

Area= 31/2*3=

46.5 sq.m.

Enquiries: It is expected that 7% of passengers i.e. 52 persons entering the entrance hall will make enquires. Expecting half a minute on average inquiry, one attendant can entertain about 100 persons in peak hours. Signal attendant can easily cope up with rush. So, one number of enquiry counters is provided with an area of 5 sq.m

Advance ticket booths: Provide two advance booking counters of 6 sq.m. each.

Public telephones: This is an important amenity for the passengers and it is expected that 0.5% passengers i.e. 25 will use the facility. If everyone on average makes a call of 3 minutes, then 2 telephone booths are sufficient, each of having 2.5sq.m.

Toilets : It is anticipated that 15% of passengers i.e. 735 will use the toilet in a cycle of 3 minutes. So , facilities shall be provided for 37 persons and out of these 24 are men and 13 women. Toilets requirements in entrance lounge:

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Calculation of toilets required:24 men 13 women

6 w.c. 6 w.c.

12 urinals

6 washbasins 6 washbasins

Provide 2 sq.m. of space for w.c. and 1.5 sq.m./ urinal and washbasin. Men toilet =

39sq.m.

Women toilet =

21 sq.m.

Ladies lounge: A separate ladies lounge will also be provided with attached toilet with an area of 90 sq.m.

Tea and Snack Bar : It is expected that 20%of waiting hall passengers will take Tea etc. during their half an hour stays. Thus 69 passengers in 10 minutes cycle. Allowing 60 counter space for each passenger two counters of 7m length are needed and assuming two side open stall with 4 m. width and 5 m. length with area of 20 sq.m.

Kiosks: To run cold fountains juice, fruit shops and newspapers/book stalls. There would be 3 kiosks of 10 sq.m. each.

Time keeper’ s room : A time keeper‟s room is required at the end of last bay to note down the departure timing and all would be 20sq.m.

Administrative and maintenance staff: Calculation of toilets S.no. 1. 2.

Description of officers/ staff General manager P.A. to General Manager FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY, MURTHAL, SONEPAT-131039 (HARYANA)

Nos. 01 01

INTER STATE BUS TERMINAL, NOIDA

3. 4. 5. 6. 7. 8. 9. 10. 11. 12.

Superintendent Administration section Typing pool Accounts officer Account section Legal advisor Legal section Traffic supervisor Supervisor Residential section officer Total Source : thesis report , S.P.A. Delhi

01 20 08 01 40 01 04 01 08 06 107

10 sq.m. /person so 1070 sq.m. Bus crew staff: during peak hours 60 buses are expected in the terminal at idle parking which makes a crew staff of 180.

Rest rooms: It is expected that 20% of the crew staff would like to have rest , this means = 36 . each occupy 7 sq.m. according to standard totals to 252sq.m.

Cafeteria : A separate cafÃ© is needed for bus crew staff. 50% i.e. 90 may like to have tea etc in 30 minutes cycle. Thus calculation gives us a total of 270 sq.m. , for a total of 90 people in each half hourly cycle.

Dormitories : Dormitories for overnight stay are needed for bus crew staff which arrives late at night. 50 buses are expected between 9pm to 1am . Generating about 150 crew. 30% will stay at terminal. That makes a total of 450sq.m. by standards for 45 people, @ of 10 sq.m. each. Seating arrangement: Standard = one seating per three persons Along the ticket booths = 20/ticket booth = 16*20 = 320 (along loading bays and ticket counters)

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In waiting lounge = 345/3 = 115 (15% passengers will stay for 30 minutes cycle) Commercial area/ rental offices / business center: Amount for these spaces would depend on the earning and space availability. Miscellaneous Cloak Room: A small cloak room is needed where the passengers will deposit their luggage on nominal payment. ( Vertical stack system) Area required for cloak room will be 5 sq.m./ bus bays. So, area for cloak room will be 60 sq.m. Bank: Bank facility is needed for govt. Roadways and private operators for ticket issuing. Ticket checking, cash handling etc. Govt. roadways

75sq.m./Roadways

75 sq.m.

Private operators

40sq.m./operator

40 sq.m.

Restaurant, including kitchen, store etc:

150 sq.m.

First aid:

20 sq.m.

Police post:

80 sq.m.

Calculated area chart Activities Boarding bays

Unit Area (sq.m.) 76

Number of unit 30

Arrival bays

Departing lounge Arrival lounge Ticket booths

1.5 15

813 3

Total areas (sq.m.) 2280+50% for circulation=3420 608 +50% for circulation =912 2312 1220 45

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INTER STATE BUS TERMINAL, NOIDA

ToiletsMen

Women Ladies lounge Kiosks Time keeper Administration Rest rooms Cafeteria

21 90 30 20 1070 252 270

Dormitories Cloak room Bank Post office Transport Company office

10 Crew staff = 36 90 peoples/half an hour cycle 45 persons 8 arrival bays

107 7

10 5

450 40 100 45

Govt. transport

Private transport Restaurants First aid Police post Others Total

40 150 20 80 100 10801

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CHAPTER 14. IDEATION & CONCEPTION

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INTER STATE BUS TERMINAL, NOIDA

CHAPTER 15. DESIGN METHODOLOGY

DESIGN METHODOLOGYSTUDY THE TRANSPORT

UNDERSTANDING THE NEED OF INTER STATE BUS TERMINAL IN DELHI

SITE ANALYSIS

ANALYSIS THE VARIOUS ISSUE AND SOLUTION

ANALYSIS FROM CASE STUDY

FUNCTION

GENERATION OF SYSTEM PLAN FOR THE SITE KEEPING IN MIND

THE SOLUTION TO THE KEY ISSUE AND THEIR ANALYSIS

FINAL PLANNING AND DESIGNING

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CHAPTER 16. REFERENCES REFERENCES •

http://www.dimts.in

•

http://www.dailypioneer.com/city/swanky-isbt-to-come-up-in-noida.html

•

http://www.dailypioneer.com/city/swanky-isbt-to-come-up-in-noida.html

•

http://tennews.in/isbt-planned-at-sector-144-along-noida-greater-noida-expressway/

•

http://www.google.co.in

•

http://www.upsrtc.com/search-result.aspx?q=SECTOR%20144

•

http://www.noidaauthorityonline.com/Buildingregulationsanddirections20-906English.pdf

•

http://www.greaternoida.com/blaws2010

•

http://www.uptransport.org/AnnualReport2014-15.pdf

•

https://en.wikipedia.org/wiki/Transport_in_Delhi#Buses

•

Seniors Thesis - Neetika Mor, Naveen Jangra, Manupal Kamboj

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FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY, MURTHAL, SONEPAT-131039 (HARYANA)