Isbt noida design report

INTER STATE BUS TERMINAL, NOIDA

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

DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE &

TECHNOLOGY,

MURTHAL (SONEPAT)

Department of Architecture

Faculty of Architecture, Urban & Town Planning

STATE-OF-THE-ART


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




TECHNOLOGY

MURTHAL (SONEPAT)



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:




TECHNOLOGY

MURTHAL (SONEPAT)



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 Prof. (Dr.) Jyoti Pandey Sharma

Thesis Coordinator Department Chairperson



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.

It‟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



CONTENTS Page No.

1. INTRODUCTION & DEFINITION OF PROJECT 9-12

1.1 Road transport in India 10

1.2 Modes of transport 10

1.2.1. Public 10

1.2.2 Private 10

1.3 Present scenario 10

1.4 Bus terminus 11

1.4.1 Scale of a terminus 11

1.4.2 Types of bus terminus 12

2. TRANSPORTATION IN DELHI 13

3. BUS TERMINALS IN DELHI & U.P. 14

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 18

7. SCOPE OF STUDY & DESIGN 19-20

8. SPACE REQUIREMENTS 20-34

8.1 Public seating 20 8.1.1 Issue

8.2 Baggage room 21

8.3 Ticketing facilities 21

8.4 Public lockers and telephones 22

8.5 Rental space 22



8.6 Dispatch office 22

8.7 Entrances 23

8.8 Corridor design 22

8.9 Stairs 23

8.10 Queuing situations 23

8.11 Toilets 24

8.12 Ramp Break Over Angle 26

8.13 Angle of departure 26

8.14 Angle of Approach 26

8.15 Ramp Slopes 26

8.16 Driveway Exits 26

8.17 Parking Lot Layout Considerations 27

8.18 Stall Width 28

8.19 Stall Length 28

8.20 Interlock Module 28

8.21 Comparing Angle Efficiencies 29

8.22 Buss Geometric 30

8.22.1. Bus Date

8.22.2 Swept Path

8.23 Platform Types 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 35

10. SERVICES 36-40

10.1. Electrical Rooms 36

10.2. DG room or Generator Room 36

10.3. UPS Rooms 37

10.4. AHU 37

10.5. Fire Fighting 37



10.6. Fire Control 38

10.7. Heat Sensitive Detection System 38

10.8. Smoke Sensitive Detection System 38

10.9. Fire Alarm System 38

10.9.1. Manual System

10.9.2. Automatic Fire Alarm System

10.10. Fixed Fire Fighting Installation 39

10.10.1. Automatic Sprinklers

10.10.2. Fire Escape Staircase

10.11. Means of Escape 40

11. CASE STUDIES 41-79

11.1. Chennai Mofussil Bus Termina

11.1.1. Introduction 41

11.1.2. Initial Site Condition 44

11.1.3. Reason for the selection of the Case Study 44

11.1.4. Mofussil Bus Terminal Location 44

11.1.5. Site Plan 45

11.1.6. Project Details 46

11.1.7. Built up Area 46

11.1.8. Section And Elevation 46

11.1.9. Land use Plan 47

11.1.10. Main Terminal Building 47

11.1.11. Bus Bays and Parking 48

11.1.12. Buses Movements 50

11.1.13. Driveway Details 51

11.1.14. Facilities Provided 52

11.1.15. Total no. of Shops 57

11.1.16. Total no. of Seatings 58

11.1.17. Public Facilities 59

11.1.18. Fire Fighting 59

11.1.19. Water Services 59

11.1.20. Electrical Services 59

11.1.21. Maintenance 60

11.1.22. Structural and Engineering Details 60

11.1.23. Material Used 62

11.1.24. Merits 63

11.1.25. Demerits 63



11.2. Kashmiri Gate ISBT


11.2.2. Floor plan 65

11.2.3. Merits ,Demerits and Adopting 66

11.3. ISBT Shimla


11.3.2. Merits, Demerits and Adopting 68

11.4. ISBT Dehradun


11.4.2. Merits, Demerits and Adopting 70

11.5. ISBT Chandigarh


11.5.2. Site Plan Sector 17 72

11.5.3. Site Plan Zoning 73

11.5.4. Site Analysis 74

11.5.5. Detail Analysis 75

11.5.6. Floor Plan 76

11.5.7. Parking 77

11.5.8. Merits, Demerits and Adopting Sector 17 78

11.5.9. Merits, Demerits and Adopting Sector 43 79

12. LOCATION OF SITE 80-83

12.1. Master Plan 2031 81

12.2. Introduction of Site 82

12.3. Site Approach 82

12.4. Site Pics 83

13. COMPARITIVE & AREA ANALYSIS 84-93

14. IDEATION & CONCEPTION 94-98

15. DESIGN METHODOLOGY 99

16. REFRENCE 100



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 “the gateway of

the city.” 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.



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



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.



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 „bus terminus‟ 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).



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

5. 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.



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.



Figure 1 Population Growth In Delhi Figure 2 Vehicle Growth In Delhi



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 today‟s communication system, surveillance system, etc. into design.



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



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



CHAPTER 7. SCOPE OF STUDY & DESIGN

SCOPE OF STUDY & DESIGN ARE:-

1. Inter Connectivity Between Various Modes Of Transport (Metro,

Airport, Etc.)

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

directions.

3. Studying the various technological advancement in the field of

surveillance system, communication system, fire fighting system, etc.

4. Bus Terminal

5. Bus Parking Bays

6. Circulation Pattern – Pattern Flow Of Passengers And Buses

7. Commercial Space

8. Idle Parking Of Buses, Cars, Auto & Taxis

9. 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



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. Weather protection and heating;

2. Seats;

3. Public address and real time information;

4. Help points;

5. Telephones;

6. Toilets and baby changing facilities; and

7. Clocks.

8. Waiting area should be well ventilate



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.



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



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



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



Source: TIME-SAVER STANDARDS FOR BUILDING TYPES



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 1957-

1959 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.

http://en.wikipedia.org/wiki/File:Anderson-Parking.jpg

http://en.wikipedia.org/wiki/File:Anderson-Parking.jpg



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.



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. One-

way aisles there are many

conditions where one-

way aisles are desirable.



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



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.



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



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




fig.1 Standard Interlocking Layout

fig.2 Coach Park for Random Arrival and Departure of Vehicles. The Larger Bay Size (4 M) Is Necessary If Coach Parties Enter and Leave the Coaches in the Park

Space Requirement for Platform Space for Parking




Source: TRANSPORT TERMINALS AND INTERCHANGES



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.



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 week‟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.



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 it‟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 ahu‟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.



10.6 FIRE CONTROL

Detection and Alarm System:

1. Smoke Detectors

2. Heat Detector

3. Manual System

4. 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 – These are connected to

detectors which on sensing some exposure to heat or smoke direct the

alarm system to initiate automatically.



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.



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 staircases remain passable due to

self closing fire doors.

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.



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.

http://toolserver.org/~geohack/geohack.php?pagename=Chennai_Mofussil_Bus_Terminus&params=13.06745_N_80.20566_E_

http://toolserver.org/~geohack/geohack.php?pagename=Chennai_Mofussil_Bus_Terminus&params=13.06745_N_80.20566_E_



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





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. ChennaiInternational Airport – 12 Km

2. Chennai Central Railway station – 13 Km

3. The Bus Terminal Is Just 2.5 Km Away From Vadapalani

4. IIT Madras – 18 Km

Aerial view of Chennai Moffussil Bus Terminal Main facade of CMBT



11.1.5. SITE PLAN



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. Main Hall: 10850 Sqm

2. Bus Fingers: 2500 Sqm

3. Pedestrian Walkway: 2500 Sqm

4. Electrical Substation: 350 Sqm

5. Maintenance Shed: 1400 Sqm

11.1.8. SECTION & ELEVATION

SECTION AND ELEVATION OF CMBT



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.



Largest shell roof in India when constructed Mushroom column with double height

space Mushroom column at the entrance 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 –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



BUS FIGURE PLAN



Bus Bays Bus Parking area and 2/4 wheeler parking area

11.1.12 BUSES MOVEMENTS

BUS MOVEMENT



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



11.1.14. FACILITIES PROVIDED

1. Office/commercial space in first floor: 23000sq.ft.

2. Trade center: 2 blocks of 5 shops each.

3. Cloak room: 1 no.

4. Reception/enquiry counter: 2 nos.

5. Maintenance shed for carrying out small repairs: 1 no‟s of 1400 sqm

6. Fuel filling station: 1 no‟s of 855 sqm

7. Crew rest room: 2 no‟s of 500 sqm

8. Time keepers room: 6 nos.

9. Water treatment plant (r.o. Plant): 2 lakh liters per day.

10. Iron removal plant (2no‟s): 1 lakh liters & 50.000 liters / day

11. Drinking water fountains with cooler: 7 nos.

12. Free emergency clinic cum dispensary: m/s apollo hospitals (150 sqm)

13. Police out post: 1 nos.

14. Security cabin: 5 nos.

15. Free wheels chairs: 6 nos.

16. Bank atm: 4 nos.

17. Security room: 1 nos.

18. Telephone booth: 30 nos.

Office of the estate officer (CMBT) Interior view of the office space



Book shop Food shop

Commercial space in first floor Proper use of signage board

ATM and Shops facility in Main Hall Free emergency and clinic cum facility



Telephone Booth Facility Telegraph Office Operated by BSNL

Fuel filling station Maintenance shed (carring out small repairs



Free wheel chair facility lodge facility for passengers

Security room Security cabin for operating camera



Display showing bay no and bus destination Drinking water facility

Auto prepaid counter Shelter for covering pedestrian and sitting

Double basement parking for two wheeler Surface paring for two wheeler



Auto and taxi stand Green area and entrance of building

Sprat toilet for gents and ladies 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.



Picture showing shops in main hall Pictures showing shops in bus figure

11.1.16. TOTAL NO. OF SEATINGS

There are total 1172 seating‟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



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. Under Water Sumps: 3 Lakh Capacity

2. Reverse Osmosis Plant: 2 Lakh Capacity

3. Iron Removal Plant: 2(1 Lakh & 50000 Capacity. For Landscaped Area)

4. Firefighting Sump: 1(3 Lakh Capacity.)

5. 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.



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. Shell Roof Size: 45m X 30m

2. Roof Shell Height: 20.65m

3. Waiting Hall Roof Height: 7m

4. Bus Fingers Roof Height: 5.5m

5. Structural Grid Size: 15m x 15m

6. Column Size: 1.2m (Dia.)



Shell roof Double Height Waiting Halland Columns

Showing Bus Finger Roof Height C/C Distance Of Column



11.1.23. MATERIAL USED

Tiles Are Used On Pedestrian Conc. Is Used For Roads And Bus Circulation Area

Kota Stone Used For Flooring Stone Cladding on External Walls of building



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. No paved area for two wheeler parking.

2. No space available for future expansion.

3. Due to high rents few commercial spaces and most of the bill boards are not utilized

4. Which directly reduces the revenue.

5. No central booking area is provided.

6. Arrival bus bays for local buses are not properly designed.



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




11.2.2. FLOOR PLAN



11.2.3. MERITS AND DEMERITS



11.3. TUTI KANDI ISBT SHIMLA (LIVE STUDY)




11.3.2. MERITS ,DEMERITS &ADOPTINGS….



11.4. ISBT DEHRADUN (LIVE STUDY)




11.4.2. MERITS, DEMERITS & ADOPTINGS……



11.5. ISBT CHANDIGARH (LIVE STUDY)




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 & ADOPTING SECTOR 17



11.5.9. MERITS, DEMERITS & ADOPTING SECTOR 43



CHAPTER 12. LOCATION OF SITE 12.1. LOCATION OF SITE



12.2. MASTER PLAN 2031



12.3. INTRODUCTION TO THE SITE

1. Site Area – 54 acre. ( 2.20 lakh square metres)

2. Site Location- Sector 144, greater Noida.

3. Client- Noida Authority

4. 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

12.4. SITE APPROACH:- 1. IGI AIRPORT = 39.1 KM

2. AKSHARDHAM TEMPLE = 20 KM

3. KALINDI KUNJ = 12 KM

4. AMITY UNIVERSITY = 8 KM

5. YAMUNA EXPRESS WAY = 10 KM

6. NOIDA CITY CENTRE = 18 KM

7. PROPOSED METRO STATION SEC-143 = 700 MTR

8. ISBT, Kashmere Gate = 32.3 KM

9. ISBT, Anand Vihar = 30 KM



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



CHAPTER 13. COMPARITIVE & AREA ANALYSIS

COMPARITIVE ANALYSIS:



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 NO. OF BUSES

Gurgaon-Chandigarh 28

Rewari- Chandigarh 2

Gurgaon-Shimla 4

Gurgaon-Katra 2

Gurgaon-Panchmukhi 2

Gurgaon-Bajinath 4

Gurgaon-Una 2

Gurgaon-Amritsar 2

Gurgaon-Patiala 2

Delhi-Ajmer 6

Delhi-Balaji 2

Delhi-Dehradun 2

Delhi-Haridwar 2

Delhi- Agra 6

Delhi- Alwar via Tizara 4

Delhi-Mathura 4

Delhi-Aligarh 4

Delhi-Jaipur 10

Firozpur –Chandigarh 6

Punhana - Chandigarh 4

Gurgaon - Muradabad 2

Gurgaon -Rewari 3

Gurgaon -Tizara 1

Gurgaon -Kalwari 1

Gurgaon -Kotkasim 1

Gurgaon -Jadthal 1



Gurgaon -Sonepat 1

Gurgaon -Bhodakalan 1

Gurgaon –Dharuheda 1

Gurgaon - Tawdu 1

Gurgaon - Chahika 1

Gurgaon - Rathiwas 1

Gurgaon - Solna 1

Punhana- Alwar 2

Pingwa – Alwar 2

Gurgaon – Shivaji Stadium 1

Gurgaon – Delhi School 2

Gurgaon – I.M.T. Manesar 8

Nuh – Alalpur – Delhi 1

Nuh – Sohna 1

Source: existing bus depot,Gurgaon

SURVEY:

Survey of buses at Rajiv Chowk ,Gurgaon

Timings Average of buses/hr Total no. buses

10:00am – 5:00pm 56 buses/hr 392

5:00pm- 8:00 pm 67 buses/hr 201

8:00pm – 7:00am 50 buses/hr 550

7:00am- 10:00am 68buses/hr 204

Total buses 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



Peak hours = 10% = 72*50 (occupancy) = 3700 passengers/hour

Alighting time = 5 min.

No. of buses per day per hour = 12

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 = 3

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:-



Area No. of bays Area/bays Total

(Sq.m.)

+50%

Circulation

space

Loading bays 30 76 (angular) 2280 1140

Unloading bays 8 104( parallel) 832 416

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= 58

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%)= 86

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 = 43



Porters = 54

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 = 31

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:



Calculation of toilets required:-

24 men 6 w.c. 12 urinals 6 washbasins

13 women 6 w.c. 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. Description of officers/ staff Nos. 1. General manager 01

2. P.A. to General Manager 01



3. Superintendent 01

4. Administration section 20

5. Typing pool 08

6. Accounts officer 01

7. Account section 40

8. Legal advisor 01

9. Legal section 04

10. Traffic supervisor 01

11. Supervisor 08

12. Residential section officer 06

Total 107

Source : thesis report , S.P.A. Delhi

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 café 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)



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 1 75sq.m./Roadways 75 sq.m.

Private operators 1 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 Unit Area (sq.m.) Number of unit Total areas (sq.m.)

Boarding bays 76 30 2280+50% for circulation=3420

Arrival bays 76 8 608 +50% for circulation =912

Departing lounge 2312

Arrival lounge 1.5 813 1220

Ticket booths 15 3 45



Toilets- Men Women

39 21

Ladies lounge 90

Kiosks 10 3 30

Time keeper 20

Administration 10 107 1070

Rest rooms Crew staff = 36 7 252

Cafeteria 90 peoples/half an hour cycle

270

Dormitories 45 persons 10 450

Cloak room 8 arrival bays 5 40

Bank 100

Post office 45

Transport Company office Govt. transport Private transport

75 40

Restaurants 150

First aid 20

Police post 80

Others 100

Total 10801



CHAPTER 14. IDEATION & CONCEPTION











CHAPTER 15. DESIGN METHODOLOGY

STUDY 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

DESIGN METHODOLOGY-



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/Buildingregulationsanddirections20-9-06English.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

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.google.co.in/

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

http://www.noidaauthorityonline.com/Buildingregulationsanddirections20-9-06English.pdf

http://www.noidaauthorityonline.com/Buildingregulationsanddirections20-9-06English.pdf

http://www.greaternoida.com/blaws2010

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

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

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