ARCHITECTURAL TRENDS AT TRANSIT HUBS IN INDIA

ARCHITECTURAL DISSERTATION

By

DEEPENDRA SHARMA
(ROLL NO. – 1432781039)

B.ARCH SEMSETER – VIII-A

DR. A.P.J. ABDUL KALAM UNIVERSITY

SUNDERDEEP COLLEGE OF ARCHITECTURE

DASNA GHAZIABAD (U.P.) – 201010, INDIA

(2017-18)
 ARCHITECTURAL TRENDS AT TRANSIT HUBS IN INDIA

A DISSERTATION PROJECT
Submitted in partial fulfilment of the requirements for the awards of the degrees

OF

BACHELOR OF ARCHITECTURE

BY

DEEPENDRA SHARMA

(ROLL NO. – 1432781039)

B.ARCH, SEMESTER – VIII-A

UNDER THE GUIDANCE

OF

AR. SUNNY THAKUR

AR. TAPAN GOYAL

AR. SAKSHAM GUPTA

DR. A.P.J. ABDUL KALAM UNIVERSITY

SUNDERDEEP COLLEGE OF ARCHITECTURE

DASNA GHAZIABAD (U.P.) – 201010, INDIA

(2017-18)
 DR. A.P.J. ABDUL KALAM TECHNICAL UNIVERSITY

SUNDER DEEP COLLEGE OF ARCHITECTURE

DASNA GHAZIABAD (U.P.) - 201010, INDIA

STUDENT DECLARATION

I hereby certify that the work which is being presented in the project titled “ARCHITECTURAL
TRENDS AT TRANSIT HUB IN INDIA” is the partial fulfilment of the requirement for the award of
the DEGREE OF BACHELOR in ARCHITECTURE and submitted in Sunderdeep college of
architecture, Ghaziabad (U.P.) in authentic record of my own carried during January 2018 to May
2018 under the guidance of Ar. SUNNY THAKUR, Ar. TAPAN GOYAL & Ar. SAKSHAM GUPTA
Lecturer, Sunderdeep college of architecture.

The matter presented in this report has not been submitted by me for the reward of any other
degree of this or any other Institute/ University.

PLACE: GHAZIABAD

DATE DEEPENDRA SHARMA

ROLL NO -1432781039
……………

i
 DR. A.P.J. ABDUL KALAM TECHNICAL UNIVERSITY

SUNDER DEEP COLLEGE OF ARCHITECTURE

DASNA GHAZIABAD (U.P.) - 201010, INDIA

CERTIFICATE

This is to certify that the dissertation report titled “ARCHITECTURAL TRENDS AT TRANSIT
HUB IN INDIA” has been submitted by Mr. Deependra Sharma (Roll no- 1432781039 Batch
2017-18) towards the partial fulfilment of the requirement for the award of the DEGREE OF
BACHELOR in ARCHITECTURE and submitted in Sunderdeep college of architecture,
Ghaziabad (U.P.) and that the dissertation has not formed the basis for the award previously of
any degree , diploma , associateship, fellowship, or any other similar title . This is a bonafide wok
of the student.

PLACE: GHAZIABAD
DATE: ………………..

DIRECTOR MAIN GUIDES

PROF. RAKESH SAPRA AR. SUNNY THAKUR
(SUNDERDEEP COLLEGE OF ARCHITECTURE) AR. TAPAN GOYAL
AR. SAKSHAM GUPTA

ii
 ACKNOWLEDGEMENT

This successful completion of the project. In the result of sincere efforts, guidance and inspiration from
many people. I would like to pay my heartiest gratitude to my parents who have helped me in each and
every steps of life. I find my unjustly restrained by words in expressing my sincere thanks to all those,
whose contribution is much larger than any word can ever claim to describe.

I am highly indebted to Ar. Sunny Thakur, Ar. Tapan Goyal & Ar. Saksham Gupta for guidance and
constant supervision as well as for providing necessary information regarding the project and also for their
support in completing the project. I would like to express my gratitude towards my classmates and other
teachers, without whom this project would have been incomplete, for their kind cooperation and
encouragement which help me in completion of this project.

I am grateful to our Director – Prof. Rakesh Sapra & Head of Department Ar. Umesh Govil whose
constant words of encouragement and help have helped me reach the present stage of this project.

At last but not the least I am grateful to all those sources, persons who helped me directly or indirectly in
achieving this stage of this project.

iii
 ABSTRACT

India, one of the fastest growing economies in the world, is achieving a growth rate of 7.5% per
annum. With a growing population too, the country is working hard to transform itself over the next
few decades .Transport infrastructure plays important role in economic development. Countries
have invested in there transport infrastructure during the past decades, but with different
intensities and strategies.

Increasing urban population are currently magnifying the importance of the transit hubs in the
context of its surrounding system. A transit hubs is the spine of any city. It serves the most basic
necessity for the city that is transportation. The need of transit hub architecture aroused due to the
destruction of uncountable structure and the economic instability to redevelop cities. The unstable
economy forced the architects to pave their paths towards modern and faster construction
methods and designs.

Bus transit are the most common way to move people over short and medium distances in towns
and cities, as well as in most rural areas. They also play a crucial role in connecting different
modes of urban transit.

Many countries has improved their problems and issues related to transportation because of
concept of transit oriented development. India has also improving there issues by adopting the
concept of transit oriented development.

The study is conducted by engaging in book reviews, research on the planning and designing
concepts of the architects and the construction procedures of the building. Case studies and
analysis of several projects. Data is collected through research on sensory perception in
architecture, spatial organisation, and connectivity between an individual structure and its local
surrounding.

iv
 Contents

Declaration ………………………………………………………………………………...i
Certificate ……………………………………………………………………….................ii
Acknowledgement ………………………………………………………………………...iii
Abstract …………………………………………………………………………………….iv
List of figure ……………………………………………………………………………….vii
Contents ……………………………………………………………………………………v
1. Overview…………………………………………………………….……………..1
1.1. Introduction…………………………………………………………………………………….…1
1.2. Need of study………………………………………………………...……………………….…2
1.3. Aims & Objective…………………………………………………………………………….….3
1.4. Scope & limitation…………………………………………………………………………….….3
1.5. Methodology……………………………………………………………………………………...4
2. Literature study………………………………………………………………………….5
2.1. Transit hub & types………………………………………………………………………………5
2.2. Evolution of transit hub………………...………………………………………………………..11
2.3. Terminals in transit hub…………………….…………………………………………………...19
2.4. Bus terminal……………………..………………………………………………………………..22
2.5. Bus terminal management………………………………………………………………………33
3. Strategical technology………………………………………….………………………34
3.1. Transit oriented development…………………………………………………………….……..34
3.2. TOD status in India………………………………………………………………………..……...42
3.3. BRT system…………………………………………………………………………………..……45
3.4. Comparison of TOD in India and USA……………………………………………………..…...52
4. Case study…………………………………………………………………………….…..51
4.1. Transbay transit centre San Fransisco…………………………………………...……………51
4.2. Kashmere gate…………………………………………………………………………….……..69
5. CONCLUSION……………………………………………………………………….…....84
6. BIBLIOGRAPGHY………………………………………………………………………..85

v
LIST OF FIGURES

Figure 1: TRANSPORTATION ................................................................................................................ 1

Figure 2: TRANSIT HUB......................................................................................................................... 5
Figure 3: TRANSIT HUB AS A RECREATIONAL ZONE ........................................................................... 5
Figure 4: SEGREGATION IN URBAN STREET ........................................................................................ 6
Figure 5: TYPES OF ROAD TRANSITS .................................................................................................... 7
Figure 6: TYPES OR RAIL TRANSIT ........................................................................................................ 8
Figure 7: EFFICIENCY OF WATER TRANSIT ........................................................................................... 9
Figure 8: TYPES OF WATER TRANSIT ................................................................................................... 9
Figure 9: TYPES OF AIR TRANSITS ...................................................................................................... 10
Figure 10: EVOLUTION OF TRANSITS ................................................................................................. 11
Figure 11 DECLINING SHARE OF PUBLIC TRANSPORT ...................................................................... 14
Figure 12: ROAD ACCIDENTS ............................................................................................................. 14
Figure 13: AIR POLLUTION ................................................................................................................. 14
Figure 14: CONGESTION ON ROADS .................................................................................................. 14
Figure 15: STRUCTURAL SYSTEM ....................................................................................................... 15
Figure 16: RCC STRCUTURE AND COFFER SLAB USED IN KASHMERE GATE ..................................... 15
Figure 17: RCC STRUCTURE USES IN C.S.T. TERMINAL MUMBAI ..................................................... 15
Figure 18: DEVELOPMENT OF LONG SPAN OF STRCUTRE ................................................................ 16
Figure 20: TRUSS STRUCTURE ............................................................................................................ 17
Figure 19 SHELL STRCUTURE .............................................................................................................. 17
Figure 21: PNEUMATIC STRUCUTURE ............................................................................................... 17
Figure 22 : MULTI PANEL FRAME ....................................................................................................... 17
Figure 23: TENT STRUCTURE .............................................................................................................. 17
Figure 24: SPACE TRUSS ..................................................................................................................... 17
Figure 25: GLASS FOR FASCADE ......................................................................................................... 18
Figure 26: BARRIER FREE DESIGN ...................................................................................................... 18
Figure 27: MURAL AND ART .............................................................................................................. 18
Figure 28: INTERGRATED MULTI MODEL .......................................................................................... 18
Figure 29: CONCEPT OF VERTICAL GARDEN ...................................................................................... 18
Figure 30: PVC USED FOR COVERING ................................................................................................ 18
Figure 31:TERMINAL IN TRANSIT HUB .............................................................................................. 19
Figure 32: MULTI MODAL TERMINAL ................................................................................................ 19
Figure 33: BUS TERMINAL .................................................................................................................. 21
Figure 34: RAIL TERMINAL ................................................................................................................. 21
Figure 35: PORT BASE TERMINAL ...................................................................................................... 21
Figure 36: AIRPORT TERMINAL .......................................................................................................... 21
Figure 37:ROAD SIDE BUS BAY .......................................................................................................... 22
Figure 38: INTERCITY BUS TERMINAL ................................................................................................ 22
Figure 39: AIRPORT BUS TERMINAL .................................................................................................. 23
Figure 40: URBAN-SUBURBAN COMMUTER TERMINAL ................................................................... 23
vi
Figure 41: SUBURBAN INTERSTATE TERMINAL................................................................................. 23
Figure 42: VEHICLE MANOEUVRE - SHAUNTING (SOURCE: METRIC HANDBOOK) .......................... 26
Figure 43: SAW TOOTH (SOURCE: METRIC HANDBOOK) ................................................................. 26
Figure 44:DRIVE THROUGH BAYS (SOURCE: METRIC HANDBOOK) ................................................. 26
Figure 45: BUS GEOMETRICS (SOURCES: TIMES SAVERS STANDARDS) ........................................... 28
Figure 46: IMAGE 'A','B' ARE PLATFORM TYPES (SOURCE: TIME SAVERS STANDARDS) ................ 29
Figure 47: RELATIONSHIP DIAGRAM FOR DIFFERENT TYPES OF BUS STATION IN A SMALL TOWN
WHERE ALL SERVICE RUN THROUGH (SOURCE: METRIC HANDBOOK) ........................................... 30
Figure 48:FOR A MEDIUM-SIZED WITH BOTH TERMINAL AND IN TRANSIT SERVICES (SOURCE:
METRIC HANDBOOK) ......................................................................................................................... 30
Figure 49: FOR LARGE SIZED TRANSIT (SOURCE: METRIC HANDBOOK) .......................................... 31
Figure 50: PARKING PLACES (SOURCE: TIMES SAVERS STANDARDS) .............................................. 35
Figure 51: TRANSIT ORIENTED DEVELOPMENT DIAGRAM ............................................................... 37
Figure 52: TOD CREATE SAFE WALKABLE ENVIRONMENT ............................................................... 37
Figure 53: TOD PROVIDE EASY NO. OF PUBLIC TRANSPPORT .......................................................... 38
Figure 54: PRINCPLES OF TOD 1) WALK, 2)CYCLE ............................................................................. 40
Figure 55: PRINCPLES OF TOD -CONNECTS ....................................................................................... 40
Figure 56:PRINCIPLES OF TOD - TRANSIT .......................................................................................... 40
Figure 57: PRINCIPLES OF TOD-PLAN FOR MIXED LAND USE ........................................................... 41
Figure 58: PRINCIPLES OF TOD-DENSIFY ........................................................................................... 41
Figure 59: PRINCIPLES OF TOD-COMPACT ........................................................................................ 42
Figure 60: PRINCIPLES OF T0D-SHIFT ................................................................................................. 42
Figure 61: BENEFIT OF TOD ................................................................................................................ 43
Figure 62 TOD IN DIFFRENT CITIES IN INDIA (SOURCE:UTTIPEC) ..................................................... 44
Figure 63:BUS RAPID TRANSIT SYSTEM ............................................................................................ 47
Figure 64: VIEW OF TRANSBAY TRANSIT CENTRE (SOURC:TJPA) ..................................................... 51
Figure 65: PROJECT LOCATION (SOURCES:TJPA) .............................................................................. 52
Figure 66: BIRD EYE VIEW OF TRANBAY TRANSIT CENTRE ............................................................... 52
Figure 67 BUILDING OF TRANSBAY TERMINAL BEFORE 1989 (SOURVES: TJPA) ............................. 53
Figure 68: ZONNING PLAN OF TRANSBAY TRANSIT TERMINAL (SOURCE : SAN CHRONICLES) ...... 54
Figure 69: REDEVELOPED PROPOSAL (SOURCE-TJPA) ...................................................................... 55
Figure 70: TRANSBAY REDEVELOPMENT AREA & TRANSIT CENTRE DISRTRIC SOURCE-TJPA) ....... 55
Figure 71: REDEVLOPED BUILDING (SOURCE: SAN CHRONICLES) .................................................... 55
Figure 72: CONCEPT -1 RAISE THE TERMINAL (SOURCE :THESIS REPORT) ...................................... 56
Figure 73: RAISE THE TOWER HEIGHT (SOURCE THESIS REPORT) .................................................... 56
Figure 74: AERIAL BOULEVARD (SOURCES: THESIS REPORT) ........................................................... 56
Figure 75:TOWER TURN (SOURCES: THESIS REPORT) ....................................................................... 56
Figure 76:TRANSFORMATION (SOURCE:THESIS REPORT) ................................................................ 57
Figure 77: TURN THE TOWER(SOURCE: THESIS REPORT) ................................................................. 57
Figure 78: CONCEPT -2 (SOURCE:THESIS REPORT)............................................................................ 57
Figure 79: NEW HEART OF THE DISTRICT (SOURCE:THESIS REPORT) .............................................. 58
Figure 80: NATURAL LIGHT (SOURCES: THESIS REPORT) .................................................................. 58
vii
Figure 81: CONNECTION TO THE DISTRICT (SOURCE: THESIS REPORT) ........................................... 58
Figure 82: ACCESSIBLITY (SOURCE: THESIS REPORT) ........................................................................ 58
Figure 83: PLAN & SECTION OF TRANSBAY (SOUCRES: SANCHRONICLES) ...................................... 59
Figure 84:INNER VIEW AND SECTION OF LOWER CONCOURSE LEVEL(SOURCE:SAN CHRONICLES)
............................................................................................................................................................ 60
Figure 85:GROUND FLOOR PLAN & SECTION (SOURCE:SAN CHRONICLES) ..................................... 62
Figure 86: PLAN OF BUS LEVEL & SECTION (SOURCE:TJPA) ............................................................. 64
Figure 87:PLAN OF PARK LEVEL & SECTION (SOURCE:SAN CHRONICLES) ....................................... 66
Figure 88: DESIGN ELEMENTS OF TRANSBAY TRANSIT CENTRE (SOURCES: SAN CHRONICLE) ....... 67
Figure 89: GOOGLE PLAN (SOURCE: THESIS REPORT)....................................................................... 69
Figure 90: PLAN (SOURCE: THESIS REPORT) ...................................................................................... 70
Figure 91: ZONNING PLAN ( SOURCE: DIMTS) .................................................................................. 71
Figure 92: SITE PLAN (SOURCE:DIMTS) ............................................................................................. 72
Figure 93: SCHEMATIC VIEW (SOURCE:DIMTS) ................................................................................ 72
Figure 94: LEVEL INTERGRATION PLAN (SOURCE: DIMTS) ............................................................... 74
Figure 95: SECTIONS (SOURCE:DIMTS) .............................................................................................. 75
Figure 96: CONCEPTUAL VIEW (SOURCES:DIMTS) ............................................................................ 75
Figure 97 :CIRCULATION PLAN (SOURCES:THESIS REPORT) ............................................................. 76
Figure 98: ARRIVAL BLOCK (SOURCE: THESIS REPORT) .................................................................... 77
Figure 99: PLAN OF LINK BLOCK (SOURCE: THESIS REPORT) ............................................................ 78
Figure 100: VIEW OF LINK BLOCK (SOURCE: DIMTS) ....................................................................... 78
Figure 101: PLAN OF DEPARTURE BLOCK (SOURCE:THESIS REPORT) .............................................. 78
Figure 102: VIEW OF DEPARTURE BLOCK (SOURCE:DIMTS) ............................................................. 78

viii
 CHAPTER -1
OVERVIEW
1.1 INTRODUCTION
“Transportation is one of the integrated part for
the functioning of a society. Transportation
system improves the social, economic,
industrial and commercial progress and further
transforms the society into an organised one. It
is one of the vital force for determining the
direction of development.”
Figure 1: TRANSPORTATION

Transit utilities of the city are one of the most important and vital function of the city.
Transit segment constitute some of the most fundamental development goal of the
city by inviting masses to the city. Smooth and better transit opens up avenues for the
future development of the city, helping the city fabric to improve rationally.
Interaction between cites and further progression in the development leads of
conurbation of small urban area into larger metropolis, which further builds in wider
possibilities of urbanism. Transit not only improves the urban squares and urban focal
points of the city but gives a push to the less developed zones, helping them upgrade
to a higher version.
Now in the environmental age, the segregation of transportation system is being
replaced by ‘Joined-up-thinking’ to increase the efficiency and the attractiveness of
the mass public transportations. As a result many ‘transportation authorities are able
to exploit interchange opportunities.
Transit whether intra city or inter city is the gateway of interaction between towns and
settlements. This inculcates the merging of crowds from all walks of life and brings in
better oppurnities for the local masses.
Bus transit is a suitable example like Kashmere gate in Delhi is a biggest transit hub
it includes the bus terminal, metro as well as the regional rail system. Kashmere
gate terminal also improves the social, economy, and the commercial progress in
urban context.

1
1.2 NEED OF STUDY
“India, one of the fastest growing economies in the world, is achieving a growth rate
of 7.5% per annum. With a growing population too, the country is working hard to
transform itself over the next few decades”.

The cities of this diverse country and its urban population play an important role in
the growth of the country. As per the 2011 census, 31.2% of India’s population (377
million) is living in urban areas. As the UN estimates, this numbers will grow to 40%
(590 million) by 2030 and 58% (875 million) by 2050. While only 30% of the total
population live in urban areas, approximately 63% of India’s Gross Domestic
Product (GDP) is contributed by those urban areas.

Even with the current size of the urban population, Indian cities are facing a
multitude of issues such as severe congestion; deteriorating air quality; increasing
greenhouse gas (GHG) emissions from the transport sector; increasing road
accidents; and an exploding growth in the number of private vehicles (largely
motorcycles). With the urban population projected to more than double in the next
generation, the situation could easily get out of control and thwart India’s economic
development efforts unless remedial measures are soon taken.

VISION

“ A future where people and good are transported without delay, injury, or fatality by
transit system that are built and operated to be safe, cost effective, efficient and
secure”

2
1.3 AIMS & OBJECTIVE

(i) AIMS

“TO STUDY AND ANALYSE THE ARCHITECUTRAL TRENDS AT TRANSIT HUB”

(ii) OBJECTIVE
a) Need of transit hub
b) Problems and issues related to transits

1.3.1 SCOPE & LIMITATION

(iii) SCOPE
a) Types of transit hub
b) Terminal in transit hub
c) Evolution of transits and evolution of structural system & architectural
characteristics
d) Technology includes transit oriented developments

(iv) LIMITATION

The study will be focused on bus terminal & bus transit system. Because about 90%
people is using bus as public transits to move from one area to another area.

3
1.4 METHODOLOGY:
INTRODCUTION

NEED OF STUDY VISION

TRANSIT HUB

EVOLUTION TERMINALS

DEVLOPMENT OF
EMERGENCE OF STRUCTURAL & CONCEPT, BENEFITS &
TYPES OF TERMINALS
TRANSIT HUB ARCHITECTURAL FUNCTION
CHARACHTERSTICS

BUS TERMINUS

PLANNING CRITERIA BUS GEOMETRICS

TRANSIT ORIENTED
DEVELOPMENT

PRINCIPLES,
TOD STATUS IN INDIA
COMPONENTS

BUS RAPID TRANSIT COMPARISON OF TOD

SYSTEM IN U.S.A. AND INDIA

CASE STUDY

TRANSBAY TRANSIT
KASHMER GATE ISBT
CENTRE

INFERENCES
INFERENCES

CONCLUSION

4
 Chapter -2
LITERATURE STUDY
2.1 Transit hub

“Transit is the focal point of development,

concentrating life at the centre”.
A transit hub is the zone or place where the
passenger or commuters and cargo are exchanges
between the vehicles or between different modes of
the transport.

Figure 2: TRANSIT HUB

a) TRANSIT CONGLOMERATE

An interlinked platform where two or more modes of

transit work simultaneously. This setup acts as the
bridge between the different modes and allows free
changeover to the passengers. This setup cuts
down the load on the transit systems as the network
of transit services can be laid differently,
changeovers being on the major nodes of the city.
Transit conglomerates provides a smooth and
hassle free change in the transit modes while not
Figure 3: TRANSIT HUB AS A RECREATIONAL ZONE
compromising the comfort and safety of the
passengers.
b) RATIONALE
Transit hubs are optimum in heavy urban settings because of lack of ground
coverage. A facility is designed with co-existing modes of transit so that the effort of
walking longer stretches and wasting time can be reduces. Two modes of transit can
be integrated if they lie on a walking line of 500-800 m of walking distance, the
priority here is to provide a safe and hassle free addition to the lifestyle of a
commuter.
Safety of the passengers and minimising the travel time between two points in a city
is the prime objective of transit hubs.
5
c) INCORPORATION & INCLUSIVITY
A transit hub not only integrates different
modes of transport but also bring together
travellers of all possible types. Daily commuters
and occasional travellers. An un- biased
conglomerate of Gender &Ages in which
requirement and demands of everyone is taken
into care. A transit hub works radially outward
to bring the function radially inward. The
Figure 4: SEGREGATION IN URBAN STREET
functions co-exist and merge at several nodes.

2.2 Types of transit hub

TRANSIT HUB

ROAD WAYS RAIL WAYS WATER WAYS AIR WAYS

ROAD TRANSIT RAIL TRANSIT

START DESTINATION

WATER TRANSITS AIR TRANSIT

6
i) ROAD TRANSIT – or road transports is the transport using road. Transport on
roads can be roughly grouped into the transportation of goods and transportation of
people.
People are transported on roads either in individual cars or in mass
transit by bus or coach. Special modes of individual transport by road such as cycle
rickshaws may also be locally available.
In India more than 60% population is using road transport. In comparative of other
transportation road transportation in cheap and easy to use
Road transport system establishes easy contact between farms, fields, factories and
markets and provides door to door service.
Road transport is more flexible than the railway transport. Buses and trucks may be
stopped anywhere and at any time on the road for loading and unloading
passengers and goods whereas trains stop only at particular stations.
-: TYPES OF ROAD TRANSITS

PEDISTRIAN
/NON
MOTORIZE
D VEHICLE
(NMT)

CARS/ ROAD 3
TAXIS TRANSITS WHEELERS

BUS/
HEAVY
VEHICLES

Figure 5: TYPES OF ROAD TRANSITS

7
ii) RAIL TRANSIT – or rail transport are the transport using train or metro etc. it is
also known as train transport. In this movement of passengers and good on wheeled
vehicles generally running on rail called tracks.
Railway transport is capable of high levels of passenger and cargo utilization and
energy efficiency, but is often less flexible and more capital-intensive than road
transport, when lower traffic levels are considered.
In India there are more than 30% population which are using rail transport. The rail
transport is better organised than any other form of transport. It has fixed routes and
schedules. Its service is more certain, uniform and regular as compared to other
modes of transport.
Railway transport is economical, quicker and best suited for carrying heavy and
bulky goods over long distances.
Its speed over long distances is more than any other mode of transport, except
airways. Thus, it is the best choice for long distance traffic.
-: TYPES OF RAIL TRANSITS

LONG
DISTANCE
i)High speed
ii)Inter city
iii) Regional

WITH IN CITY
i)Rapid or metro
FRIEGHT RAIL
ii) Mono rail
TRAIN TRANSITS iii) Tram
iv) Maglev

SHORT
DISTANCE
i)commuters
train

Figure 6: TYPES OR RAIL TRANSIT

8
iii) WATER TRANSIT – or water transport are the transport using ships etc. In this
movement of passengers and good are mainly through by ships or freight ships or
boats etc.
Water transport is the most easy and cheap mode of transport. Unlike rail and road
transport we do not have to construct water ways because river and seas are given
by nature.
During natural calamities like heavy rain and flood, when rail and road transport are
not workable, rescue operations are undertaken by water transport.
India has a very large network of inland water ways in the form of canal, river,
backwater, & creeks.
Freight transportation by waterways is highly under-utilized in India compared to
other large countries and geographic areas like the United States, China and
the European Union. The total cargo moved (in tonne kilometres) by inland
waterways was 0.1 percent of the total inland traffic in India, compared to the 21
percent figure for United States.
The cost of water transportation in India is roughly
50 paisa a kilometre, as compared to ₹1
by railways and ₹1.5 by roads.

INLAND
Figure 7: EFFICIENCY OF WATER TRANSIT

WATER
TRANSIT

OCEANIC
COASTAL
TRANSPOR
SHIPPING
T

Figure 8: TYPES OF WATER TRANSIT

9
iv) Airways: or air transport is a transport using aeroplanes, helicopters etc. this
mode is very expensive than any other transport. The mobility of men and material
by air is also known as air transport.
Air transport is an important enabler to achieving economic growth and
development. Air transport facilitates integration into the global economy and
provides vital connectivity on a national, regional, and international scale.
It is the fast speed means of transport. Passengers and goods can be transported
easily from one place to the other. Unlike railways and road transport, there is no
need to spend money on the construction of any track or road, only airports have to
be constructed.
Air transport is free from physical barriers like river, mountains and valleys etc.
During earth quake, flood, accidents and famine air transport is used for rescue
operations.
TYPES OF AIR TRANSITS

COMMERCIAL
AIR CRAFT

LIGHTER
PRIVATE
THAN AIR
PLANES
CRAFT
AIR TRANSITS

AMBITIOUS
HELICOPTERS
AIR CRAFT

Figure 9: TYPES OF AIR TRANSITS

10
2.2 Evolution of transit hub

Early method of transportation relied on foot or draft animals such as oxen and
horses, which in turn pulled wheeled carts, wagons, or chariots.
Initially, the transportation system has developed from the level of walking to the air
transport system. In ancient days, due to the development of human civilization,
there is a drastic change in human life style as well as in the development of
transportation system. In general, in earlier days, the human being walked in the
bare feet from one place to other place. They walked miles and miles of distance in
those days. But later on, because of technological up gradation, human being
invented many transportation modes for their survival and for their travel. Such kinds
of inventions help them to travel as well as to uplift their standard of life. The
transports are used for official and business purpose as well.

CART SYSTEM
FOOT OR WALKING
(3500 BC)

AUTOMOBILE BYCYCLE
(1786) (1816)

Figure 10: EVOLUTION OF TRANSITS

11
a) CONCEPT OF EMERGENCE OF TRANSIT HUB:
The concept of emergence of transit hub are came from following reasons:
Last few years the modes of transportation has deliberately increasing & even the
landscaping of the cities all around the world are also changing and are filling up
with the roads and highways .
The heavy dependence on transportation has created the problem such as traffic
congestion, negative environmental impacts such as pollution, increasing global
warming etc.
There is also one reason of increasing problem is deliberately increasing the
population. As the population is increases the problem of land scarcity has also
increases and authorities does not invests money in making individual transit or
terminals.
Population increases hence the demands has also increases and individual transit
failed to carry the load of passenger as well as their needs
Today people use more private vehicle in spite of public transport. So this increase
many problem like congestion, safety issues etc.
People used more private vehicle just because in previous days the terminals or say
stations are little bit far away from each other. And passenger has to walk far away
for changing the mode of transportation. Because of this transit hub is emerged. It is
the only solution of different problems facing by the authorities as well as the
passengers.
During the world-war I britishers brings the concept of bus in India. After completing
the world war britisher used these buses as a public transits.

12
There are following issue which plays an important role in emergence of transit hub
in present scenario.
DELIBRATELY
INCREASION OF
PRIVATE VEHICLE

DECLINING THE
SHARE OF PUBLIC CONGESTION
TRANSPORT

AIR POLLUTION ROAD ACCIDENT

➢ DELIBRATELY INCREASING OF PRIVATE VEHICLE – The growth of

vehicles has been much faster than that of the population. The number of
registered vehicles increased from 55 million in 2001 to 142 million by 2011,
with a currently-estimated 195.6 million in 20162. Seventy-five per cent of
these registered vehicles (147 million) are motorcycles. Furthermore, the
physical infrastructure hasn’t been able to keep pace with the growth in
demand.
➢ This rapid motorisation has led to severe congestion, longer journeys and
higher per capita trips. Indian roads are also popular for heterogeneity of
vehicles sharing the same road space. There are around 32 different vehicle
types in India such as bicycles, cycle-rickshaws, auto-rickshaws motorcycles,
cars, buses and trucks.
➢ ROAD ACCIDENTS- India recorded a total of 501,423 road accidents and
146,133 road accident deaths in 2015; this equates to 1,374 accidents and
400 deaths on India’s roads every day. Sadly, 54.1% of people killed in road
accidents are in the 15-34 years age group. It is estimated that the economy
lost around 3% of GDP (1999-2000) due to road mishaps.
➢ AIR POLLUTION – In the Global Burden of Disease 2010 (GBD) study,
‘outdoor air’ pollution is among the top 10 risks worldwide and the top six risks
in the developing countries of Asia. Air pollution has greater impact on
developing countries such as India, as 1.4 million people lost their life due to
air pollution; US$ 505 billion towards welfare losses; and US$ 55.4 billion
towards lost labour.

13
➢ DECLINING SHARE OF PUBLIC TRANSPORT - The share of public
transport is decreasing in India. The federal government has recently
published the results of the mode of transport people take to commute to work
for the latest Census 2011 data in March 2016. According to the survey more
than 50% of the workforce (excluding domestic and agriculture) continue to
work at home or travel to their workplace by foot in the absence of adequate
transport facilities. Citizens are largely dependent on private transport. The
share of public transport is just 18.1% of work trips. The data indicates that
there is lack of public transportation facilities and citizens are largely
dependent on private modes of transport, such as bicycles (26.3 million) and
motorcycles (25.4 million) in rural and urban India. More people use
motorcycles than travel by bus (22.9 million).

Figure 12: ROAD ACCIDENTS Figure 14: CONGESTION ON ROADS

Figure 13: AIR POLLUTION Figure 11 DECLINING SHARE OF PUBLIC TRANSPORT

14
b) DEVELOPMENT IN STRUCTURAL COMPONENT:
As civil engineers and architect strive to make their creation more than just a shelter
for man’s physical needs. It has become a pursuit
of aesthetics a battle against technical challenges
and a mission to construct for the wellbeing of the
community.
After the world-war I the Britishers used bus as a
public transport but on that time there were no bus
stands and people generally used to gather in one
area then bus picks them Figure 15: STRUCTURAL SYSTEM

The structural system was used on that time is

bamboo structure because of less technology in India.
As the technology develops the structural system was also developed then
structural system was used on that time was corrugated sheet structure.
After that RCC structure was used because on that time it was on peak.
RCC structure were used in several place but it is failed in large spans.
Structures with span larger than 20m can be regarded as long span structures for
this span is usually unable to achieve by ordinary RCC structures. Throughout out
the 20th century the use of long span structures has broaded notable for
communication, commercial, industrial and leisure uses.
The oldest terminal was Kashmere gate terminal generally RCC column beam
structure and coffers slab structure was used.
Even in chatrapati shivaji terminal (cst) Mumbai also used RCC structure.

Figure 16: RCC STRCUTURE AND COFFER SLAB USED IN

Figure 17: RCC STRUCTURE USES IN C.S.T. TERMINAL
KASHMERE GATE
MUMBAI

15
 Figure 18: DEVELOPMENT OF LONG SPAN OF STRCUTRE

The experience collected in the last few decades has led to the identification of
structural typologies such as space structures, cable structures, membrane
structures and new systems active in tension. Structures based on combination of
these typologies lead to light weight structural systems, and represent truly the state
of art on long span structures design.
DIFFERNET TYPES OF STRUCTURAL SYSTEM IN PRESENT SCENERIO:
• Cable structures
• Tent structures
• Pneumatic structures
• Arch structures
• Flat trusses
• Curved trusses
• Space trusses
• Multi- panel frame structures
• Plate structures
• Folded structures
• Shell structures
Long span structures need spatial investigations concerning the actual live load
distribution and intensity on large covering surfaces. Building codes normally are
addressed only to small medium scale projects. The uncertainties related to the
random distribution of live load on long span structures imply very careful loading
analysis using special experimental methods.

16
Material identified for long span and complex structures are reinforced concrete
including precast. Metal (e.g. Mild-steels, structural steels, stainless steels or alloyed
aluminium, timber, plastic coated, textile material, fibre reinforced plastic.)

Figure 19 SHELL STRCUTURE Figure 20: TRUSS STRUCTURE

Figure 21: PNEUMATIC STRUCUTURE Figure 22 : MULTI PANEL FRAME

Figure 23: TENT STRUCTURE Figure 24: SPACE TRUSS

17
c) ARCHITECTURAL CHARACTERSTICS OF PRESENT TIME:
• BARRIER FREE DESIGN.
• STEEL STRUCTURE SYSTEM IS USED
• GREEN BUILDING CONCEPTS IS USED
• CONCEPTS OF VERTICAL GARDEN IS USED
• GLASS IS GENERALLY USED IN TRANSIT HUB.
• DIFFERENT TYPES OF FLOORING IS USED
• PVC SHEET IS USED TO COVER THE RCC STRCUTRE
• DIFFERENT TYPES OF MATERIAL IS USING TO SHOW TERMINAL
ASETHETICALLY APPEARANCE
• IN PRESNT SCENERIO IN SOME PLACES COMMERCIAL COMPLEX IS
ALSO ATTACHED WITH OR JOIN WITH TERMINAL
• CONCEPT OF INTERGRATED MULTI MODAL IS USING.
• DIFFERNET TYPES OF MURAL AND ART IS USED TO GIVE TERMINAL
GOOD APPEARANCE.

Figure 28: INTERGRATED MULTI MODEL Figure 26: BARRIER FREE DESIGN Figure 27: MURAL AND ART

Figure 29: CONCEPT OF VERTICAL Figure 30: PVC USED FOR

Figure 25: GLASS FOR FASCADE
GARDEN COVERING

18
2.4 Terminals in Transit hub
The four main components of any mode of
transport are:

The
Route

The
The Figure 31:TERMINAL IN TRANSIT HUB
Termina
Vehicle
ls

Since transportation is concerned with the

movement between the origin, and the
The destination the traffic using the way must
Motive be provided with the ports of access to get
Power
into and out of the network. These points
to access to interchange are known as
Terminals.
These terminals may be beginning or end of the transportation system and these
are also known as the fixed facilities of the system. Terminals could be deifned as
“the sum of total of facilities and their location where road haul traffic is originated,
terminated and / or interchanges before, during or after the road-haul movement
including the servicing of facilities for the vehicles and the equipments in which the
traffic is moved”
a) CONCEPT OF TERMINAL
Terminals are mainly multi-functional entity. Terminals
are needed for exchanging the passengers and goods
from one point to another. When the scale if operation
is high and the exchange between various services
and modes become predominate, the exchange
terminals is necessary to facilitate operational
requirements. Need for an organized terminals
becomes imperative because of the economic benefits Figure 32: MULTI MODAL TERMINAL

to its user’s and community as a whole.

19
b) BENEFITS OF TERMINALS
i) Passengers using the terminals have the following benefits
• Minimum time and distance for approaching the various facilities in it.
• Convenience including good information, orientation, adequate circulation
pattern and capacity, easy processing.
• Comfort, including aesthetics weather protection and the other facilties and
amenities.
• Safety and security, protection from conflicts in the movements
ii) Operating agency has the following benefits:
• Minimum operational cost because of the minimum or no delay.
• Flexibility of operation and easy maintenance.
• High vehicle utilization.
iii) The community will be benefited by:
• Having highly efficient operating system.
• Requirement of passengers and operation being satisfied.
• Upgradation of development plan and environment.
• Increase in concentration of activities.
• Higher land values.
c) FUNCTION OF TERMINALS:
Transport terminal is composed of a set of intermodal infrastructures taking
advantages of a location, conferring a higher level of accessibility to local, regional
and global markets.
i) Concentration: people are brought together at terminals and concentrated or
grouped into specific loads for specific destinations.
ii) Dispersion: Once journey has ended, the terminals serves as a dispersal point
iii) Loading and unloading of intercity passengers.
iv) Interchange of model: Terminal serves as a point for the intra and inter modal
transfer.
v) Maintenance: Serves as a point for the maintenance of the vehicles at the activity
involved in it.
vi) Storage & facilities/ amenities.

20
d) TYPES OF TERMINALS:

Bus
Terminals

Port Base TERMI- Rail

Terminals NALS Terminal

Airport
Terminals

Figure 33: BUS TERMINAL Figure 34: RAIL TERMINAL

Figure 36: AIRPORT TERMINAL Figure 35: PORT BASE TERMINAL

21
2.5 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 road
side, 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.

a) TYPES OF BUS TERMINALS:

ROAD SIDE BUS

BAY

SUBURBAN
INTERCITY BUS
INTERSTATE BUS
TERMINAL
TERMINAL

URBAN -
SUBURBAN AIRPORT-CITY
COMMUTER BUS TERMINAL
TERMIMAL

i) ROAD SIDE BUS BAY:

When only one or two routes with low frequency are
terminating, a simple bus bay along the road separated
along the road separated by a verge from the
carriageway may be sufficient to meet the requirements
of loading, unloading and parking of the buses such bus
bays are useful for enrooted bus stops also.
ii) INTERCITY BUS TERMINAL:
The intercity bus terminal we usually found in the
downtown core and Is accessible directly by local
transit, taxis and auto. It differs from the other terminal
types in that it includes long haul services in excess of
several hundred miles and provides for a much greater
bus movement. Land costs normally dictate vertical
expansion capability in the denser city area. More
elaborate packages express facilities are provided in the
intercity terminals. Figure
Figure 38: 37:ROAD
INTERCITYSIDE
BUSBUS BAY
TERMINAL

22
iii) AIRPORT-CITY BUS TERMINAL:
The airport-city bus terminal provides primarily for
the transportation of airline passengers from an
urban centre to the major airport it serves. Usually
located in the urban centre, the terminal is accessible
by local transit system, taxies and autos. Oriented to
departing and arriving flights, the terminals has
provision for arrival and departing flight information, as
well as pre-ticketing and check in facilities. Figure 39: AIRPORT BUS TERMINAL

iv)URBAN-SURBAN COMMUTER TERMINAL:

This types of facility may be located within the
downtown core, as a central passenger and
distribution centre, or the periphery of the core, as a
rapid transit feeder station. It is characterized by a
diversified bus structure and high turn-over commuter
type bus operation. Bus accessibility is an important
consideration. Grade separated access or overpass
connection and exclusive bus lanes on connecting
highway are desirable to maintain schedule efficiency. Figure 40: URBAN-SUBURBAN COMMUTER
TERMINAL

v) SUBURBAN INTERSTATE BUS TERMINAL:

The suburban interstate terminal is a peripheral
type designed to avoid the traffic congestion and
heavy investment associated with central city or
airport terminal facilities. The terminal is usually
locked adjacent to interstate highway connection with
major cities or regional airport and in many instances
serve the increasing outlying urban sprawl area.
Figure 41: SUBURBAN INTERSTATE TERMINAL

23
b) ROLE OF BUS TERMINAL IN TRANSIT HUB: bus terminals plays an important
role in transit hub. More than 90% of population of any country is using bus for the
mode of transportation. Bus station links all parts of the cities as well as the inter-
state also. People coming from different state or cites through bus can exchange the
transport from the transit hub and use another mode of transportation for reaching
the destination. It can also increasing the socio-economic growth in the urban
context.

b) PLANNING CRITERIA FOR BUS TERMINAL

General functional organization of the terminal is determined by the site
configuration, the volume and the types of operational and passengers and traffic
circulation

DESIGN

LOCATION PLANNIG NEED

SIZE

i) NEED: Need of the terminal arises with increase in the demand. An organized bus
terminal should meet the following requirements

• Accessibility
• Comfort and convenience
• Safety
• Easy processing

ii) SIZE: The following factors are considered to characterize the size of the terminal
and its functions

• Flow of traffic
24
 • System characteristics
• User characteristics

iii) LOCATION: The selection of the location should satisfy the following criteria

• It should form a component in the hierarchy of transport systems

• It should be a component in the hierarchical system of transportation terminals
• The concentration and dispersal costs should be minimum
• It should be located such that as point of coordination and integration between
inter-city and intra-city transport

iv) Design

Following points should be kept in mind for efficient workability of terminal

1. Segregation of bus and non-bus traffic

2. Segregation of pedestrian and vehicular movement
3. Elimination of vehicular traffic conflict
4. Segregation of pedestrian flows
5. Minimum processing for the buses
6. Segregation of transportation and no-transportation activities

25
c) FACTOR EFFECTING THE SIZE OF TERMINAL
Station will vary in size governed by the following basic points, apart from the
obvious physical of the site.
1. The number of bays to be
incorporated. It is determined by the
number of bus and coach services to
be operated from the station, and by
how practical it is, related to the local
timetable, to use an individual bay for
a variety of service route.
2. The vehicle manoeuvre selected to
Figure 42: VEHICLE MANOEUVRE - SHAUNTING (SOURCE: METRIC
approach the bays. Three basic HANDBOOK)
types of manoeuvre are used,
namely ‘shunting’, ‘drive-through’ and
‘saw-tooth’. The choice of manoeuvre
will be influenced by the size and
shape of the available site, the bus
operators’ present and anticipated
needs, and in particular the
preference of their staff. Some will
accept the saw-tooth arrangement
Figure 44:DRIVE THROUGH BAYS (SOURCE: METRIC
while others prefer the drive-through. HANDBOOK)
The required area of the site is
further increased by the need for lay-
over. This is when vehicles are
parked after setting down
passengers, but which are not
immediately required to collect more
passengers. The layout for this
should be as for parking, but
preferably in such a manner that no
vehicle is boxes in by another, and of
course positioned so a not to Figure 43: SAW TOOTH (SOURCE: METRIC HANDBOOK)
interfere with the other bus
movements. In some cases economy of space can be achieved again
dependent upon local time table by using spare bays for layover passengers.
3. Facilities for passengers: these will depend entirely upon anticipated intensity
of use and existing amenities. If, for example, there are already public toilets, a
26
 bus and coach information centre and cafés nearby, then these will not be
required on the station concourse. However, waiting room facilities may be
required with someone on hand to give information and supervision. In more
comprehensive schemes consider: Waiting room Buffet Public toilets Kiosks
Enquiry and booking Left luggage Lost property.
4. Facilities for staff: there are invariably inspectors who, as well as assisting
passengers, are primarily concerned with organising the movements of
vehicles, and supervising their drivers and conductors. If there is a depot near
the station then staff facilities will be provided there. If not, canteen and toilets
facilities will be needed for staff on the station site, so that during breaks and
between shifts they do not need to get back to the depot until they return their
vehicle for long-term parking. Should the depot be even more remote, all
facilities should be provided at the station and only basic amenities at the
depot. In addition to those listed above these include a recreation area, locker
rooms and a facility for paying in takings. This would be an office where
drivers or conductors check, then hand over monies taken as fares, which in
turn are checked and accounted for by clerical staff. Secure accommodation
for any cash that cannot be immediately banked will be needed.
5. Facilities for vehicle maintenance: the inspection, repair and servicing of buses
and coaches is an integral part of an operator’s responsibility. Normally such
work would be carried out at a local depot, with a repair workshop together
with fuelling, washing and garaging facilities. The provision of any such facility
within a station complex is unusual, but not unique. For a new town bus station
or one where it will be difficult and time consuming to drive to and from the
station and depot because of traffic congestion, it would be advantageous to
provide at least a workshop.

27
d) BUS GEOMETRICS -:
i) BUS DATA – it is the physical
dimension and mancuverablity of the
bus, determine the width of the
roadways, shapes of platform, column
spacing, ceiling heights and other
aspects of bus level design.

ii) SWEPT PATH – when the bus turns

normally it always turns about a point
which is somewhere on the center lines
of the rear axle. This is true whether the
max. motion in forward or backward. The
turns required to accomplish the
movement and positioning of buses are
variable and different considerably with
the equipment encountered. The turning
template provides a convenient graphic
method to determine minimum clearness Figure 45: BUS GEOMETRICS (SOURCES: TIMES SAVERS STANDARDS)
required.

iii) PLATFORM TYPES-

parallel
loading

straight platform right angle

saw tooth
types loading
loading

radial saw
tooth
loading

28
PARALLEL PARKING - Requires excessive amount of space. Buses must usually
wait until first bus exits.
Large terminal requires pedestrian under/overpass facilities to protect passengers
while crossing lanes.
RIGHT ANGLES LOADING- Disadvantages include:
Out -swinging bus door which forms a barrier around which passenger must pass.
Bus manoeuvring difficult.
RADIAL SAW TOOTH LOADING- Most efficient buses swing into position along
natural driving.
Space required at front is minimum-wide space at rear making manoeuvring easy.

STRAIGHT SAW TOOTH LOADING- Efficient-employed where lot is comparatively

Narrow and deep .Passenger has direct approach to loading door. Baggage truck can
operate between buses for side loading.

Figure 46: IMAGE 'A','B' ARE PLATFORM TYPES (SOURCE: TIME SAVERS
STANDARDS)

29
e) RELATIONSHIP DIAGRAM BASED ON TOWNS:

i) BASED ON SMALL SIZE TOWN:

Figure 47: RELATIONSHIP DIAGRAM FOR DIFFERENT TYPES OF BUS STATION IN A

SMALL TOWN WHERE ALL SERVICE RUN THROUGH (SOURCE: METRIC HANDBOOK)

ii) BASED ON MEDIUM TOWN:

Figure 48:FOR A MEDIUM-SIZED WITH BOTH TERMINAL AND IN TRANSIT SERVICES

(SOURCE: METRIC HANDBOOK)

30
iii) LARGE-SIZED TOWN:

Figure 49: FOR LARGE SIZED TRANSIT (SOURCE: METRIC HANDBOOK)

31
f) DESIGN ELEMENTS OF BUS TERMINAL:
i) PLOT LAYOUT:
Plan and arrangement are governed by placement of bus lanes and loading
platform. A square (most desirable) permits efficient and economical concourse
layout, provides for loading buses on two or three sides of waiting room, makes
approach to all buses approximately the same. An alternate scheme provides
loading on two opposite side only. Both plans are known as ‘islands’, narrow, deep
lots stretching elements into ‘parallel ‘ plan in which buses are loaded from one side
of the building only. Increased distance between elements makes this type less
efficient.

ii) BUS FACILITIES:

Except where bus traffic parallels both sides of the building that extends through
from street to street, one bus entrance and one exit are normally sufficient. Their
width depends on the width of the street and bus turning radius 4.3 m is minimum
5.0 to 5.5 m is preferred. Bus movement should be counter-clockwise, since
passengers loading door is on the left side of the bus.

iii) REQUIREMENT OF PASSENGERS< ADMINISTRAION AND

CONCESSIONS:
Street entrance should 2 to 6 doors wide. Entrance should be centrally located from
them the elements of the terminal radiate.
• Waiting Room: It should be directly accessible from the street Access to
concourse should be through multiple doorways or ’gates’ so located so as to
distribute passengers traffic uniformly, without congestion even during peak
load periods. Seating must be based on approximately 1/3 passengers
capacity of loading docks, assuming 35 t 37 persons per bus. Space
allowances ranges from 1.4 to 3.25 sq. m. per persons; 1.85 to 2.25 sq. m. is
considered satisfactory. Total area averages 20 to 35 per cent of building
area; smaller the building larger the percentage. Eight place setters, with or
without ion arms, are commonly used. Drinking fountains, trash baskets and
ash receptacles are also needed.

• Baggage Room: It should be accessible from both waiting room and

concourse. Out ide fright has to be delivered without interfering with concourse
traffic. Baggage is usually over counter from waiting room and trucked to
buses, and vice-versa. Areas of baggage room should be ten per cent of the
32
 total building area or contains 5.0 sq. m. for each bus loading dock-whichever
is the higher. Large storage space (usually in basement) is desirable for hold
over and unclaimed baggage. Standard metal rocks racks, one or two unit
deep and four to five shelves high, are suitable for baggage storage.

• Ticket Office: It should be prominent in the waiting room, hi small stations

proximity to concourse is desirable but is not essential in large terminals, 5.0
sq. m. per selling position should be provided. One position should he
provided for each 25 or 30 waiting room seats; but number of positions is
usually based on personnel normally required on anticipated extras for peak
periods. It is not necessary that ticket office be connected to other offices.
Counter should be 105 cm high cages or windows are not desirable.

• Dispatcher’s Office: It controls bus movement and should be on concourse a

point from which all loading docks can be supervised. It need not be related in
plan to waiting and ticket office, but is usually connected by telephone to ticket
office, manager’s office and bus garage. Public address system is used to
announce arrivals and departures of buses.

• Offices: Offices for terminals manager, passengers agent and usually

sufficient. These need not contain more than 10 to 2 sq. m. each. In large
terminals, offices for regional manager, clerical force, and meeting room etc.
may be required.

• Restaurants: Restaurants is usually necessary for ail terminals. It has floor

area ranging from 15 to 25 per cent of building area. Large restaurants have
counters and tables. Soda fountains should be included. Kitchen areas are 15
to per cent of restaurant areas, depending partly on storage facilities; they are
often in basement.

• Toilets: Toilets must be convenient to waiting room. Cement or terrazzo floors

and bases are preferred. Wainscot should 140 to 155 cm high. Number of
fixtures depends on size but as many as economically possible should be
provided. Women’s lounge should be large enough for a vanity or dressing
table and several chairs. Men’s lounge is not desirable.

• Other Facilities: News stand be adjacent to waiting room and restaurant.

Telephone operator is sometimes desirable, Barber shop and stores are often

33
 included. Space economically available, anticipated demand, size of terminal,
etc.; have to be considered in allocating space for this type of concession, in
small terminals some means of increasing revenue is essential-concessions
may be the answer. Drug stores are sometimes included. Beauty parlours are
seldom included at present. Travel bureau is important, particularly in large
terminals. It should be on near street, adjacent to waiting room. A show
window may be provide on street.

• Services: Intercommunicating system include telephones connect dispatcher,

ticket office, and manager’s office & bus garage. Cut-in on public address
system is usually provided so switchboard operator can page individuals.

• 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.

• 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.
• Stair: 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,

34
 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 loco motion 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 a pace 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.

IV) PARKING PLACES FOR BUSES:

Figure 50: PARKING PLACES (SOURCE: TIMES SAVERS STANDARDS)

35
e) BUS TERMINAL MANAGEMENT:
Appreciating strategies for management of bus terminal for giving due passenger
orientation. The passenger amenities at various bus terminals need up to keep
prove the confidence of passengers.
Transport undertakings as a part of its functional area this practice is bringing many
disadvantages as time and effort of and managers are diverted from bus operations
management to terminal facilities.
i) bus terminal components :
• Bus
• Passengers
• Crew
• Facilities and services
• Inventory and workshop
ii) Bus operation and management:
• Assessment of traffic demand.
• Formulation of bus and crew scheduling
• Crew management
• Monitoring and close coordination of vehicles
iii) The terminal facilities function include:
• Bus station management
• Advance booking
• Public information regarding departures and arrivals
• Maintenance to the civil engineering works
• Maintenance passenger facilities
iv)Terminal performance and efficiency indicators:
• No. of busses that can be handles in one day
• No. of busses arriving at the isbt durin peak hours
• Avg. alighting time and boarding bus time
• Avg. bus idealing time.
• Waiting time at counters.
• Ticketing system.
• No. of complaints.

36
 Chapter -3
STRATEGICAL TECHNOLOGY
3.1 Transit oriented development
Transit Oriented Development is essentially any development, macro or micro that is
focused around a transit node, and facilitates complete ease of access to the transit
facility thereby inducing people to prefer to walk and use public transportation over
personal modes of transport.
It is the new fast growing trend in creating vibrant,
liveable communities. Also known as transit oriented
design, or TOD, it is the creation of compact, walkable
communities centred on high quality transportation
systems. This makes it possible to live higher quality
life without complete dependence on a car for mobility
and survival.
Figure 51: TRANSIT ORIENTED
Over time TOD has come to acquire the meaning of DEVELOPMENT DIAGRAM
planned development around any type of transit and
not necessarily a train station. TOD is not just any development near transit. It is a
development that:
o Increase “location efficiency” so people can walk, cycle and use public
transportation.
o Boosts public transportation ridership and reduces use of private vehicles.
o Provides a rich mix of housing, jobs, shopping and recreational choices.
o Provides value for the public and private sectors, and for both new and
existing residents.
o Affords an accessible and safe living environments for the children, adults and
those of advanced age and limited mobility.
o Creates sense of community and place.

a) THE PRIMARY GOALS OF TOD ARE TO:

• Create vibrant, liveable, sustainable
environments.
• Create compact, walk able, mixed- use
communities centres around high quality
transit systems.
• Major solution to the serious and growing
Figure 52: TOD CREATE SAFE WALKABLE
problems of climate change and global energy ENVIRONMENT

37
 security by creating dense walk able
communities that greatly reduce the need
for driving and energy consumptions.
• This type of living arrangement can
reduce driving by up to 85%.
• Reduce/discourage private vehicle
dependency and induce public transport
use- through design, policy measures and
Figure 53: TOD PROVIDE EASY NO. OF PUBLIC
enforcement. TRANSPPORT
• Provide easy public transport access to
the max. no. of people within walking distance- through densification and
enhanced connectivity.
• To achieve paradigm shift, TODs offer attractive alternative to the use of
personal modes – pleasurable walking experiences, very easily accessible
and the comfortable mass transportation with easy, convenient and
comfortable intermodal transfer for last mile connectivity and other low cost,
comfortable, non – motorised transportation options.
• In addition, highest possible population densities, enhanced street
connectivity, multimodal networks around transit station and compact mixed-
use development providing housing, employment, entertainment and civic
functions within the walking distance of the transit system offer:
1. An enhanced level of accessibility by non-motorised modes,
2. A reduced trip length to the average commuter.
3. Economic viability of the public transportation system through substantial
non-fare box revenues.

b) SCALE OF TOD:
• TOD is the area within the first 400 to 800 metres (1/4 to 1/2 miles) of transit
stations- it is not one project, but a compilation of project.
• Individually each project may serve one primary function but as a whole, they
create a place. Not all TODs function the same and not all are of the same
size.
• The size of the TOD is dependent on the general scale or intensity of
development appropriate for that station based on the function of the station
and the accessibility of the TOD from the adjacent neighbourhoods.

38
c) FACTORS DRIVING THE TREND TOWARD TOD:
• Rapidly growing, mind-numbering traffic congestion nation-wide.
• Growing distaste for suburban and fry-pit strip development.
• Growing desire for quality urban lifestyle.
• Growing desire for more walkable lifestyles away from traffic.
• Changes in family structures more singles, empty-nesters, etc.
• Growing national support for smart growth.

“Transit oriented development as an approach to combat traffic congestion and protect the
environment has caught on all across the country. The trick for real estate developers has
always been identifying the hot transportation system. Today, highways are out, urban
transit system are in.”
- The Urban Land Institute.

d) COMPONENTS OF TOD:
The TOD components are the 3Ds below:
• Density(for adequate population density for transit ridership)
• Diversity (mixed use, mixed income that use transit)
• Design (safe, comfortable, active(24*7)environment created by promoting
walkability and access to transit)
• The 3Ds define the density, mix of uses and connectivity required within
walking distance of transit stations to encourage transit use and a 24 hour
environment around the transit stations.

e) PRINCIPLES OF TRANSIT ORIENTED DEVELOPMENT:

The 8 Principles of the TOD standard for designing better streets and better cities:

1. WALK 2. CYCLE 3. CONNECT 4. TRANSIT 5. MIX 6. DENSIFY7.

COMPACT 8. SHIFT.

39
1. WALK | Develop neighbourhoods that promote walking.

Figure 54: PRINCPLES OF TOD 1) WALK, 2)CYCLE

2. CYCLE | Prioritize non-motorized transport networks221.

3. CONNECT | Create dense networks of streets and path.

Figure 55: PRINCPLES OF TOD -CONNECTS

4. TRANSIT | Locate development near high-quality public transport.

Figure 56:PRINCIPLES OF TOD - TRANSIT

40
5. MIX | Plan for mixed use.

Figure 57: PRINCIPLES OF TOD-PLAN FOR MIXED LAND USE

6. DENSIFY | Optimize density and transit capacity.

Figure 58: PRINCIPLES OF TOD-DENSIFY

41
7. COMPACT | Create regions with short commutes.

Figure 59: PRINCIPLES OF TOD-COMPACT

8. SHIFT | Increase mobility by regulating parking and road use.

Figure 60: PRINCIPLES OF T0D-SHIFT

42
f) BENEFIT OF TRANSIT ORIENTED DEVELOPMENT:
The advantages of Transit Oriented Development are:

• Higher quality of life

• Better places to live, work, and play.
• Greater mobility with ease of moving around.
• Increased transit ridership.
• Reduced traffic congestion and driving.
• Reduced car accidents and injuries.
• Reduced household spending on transportation, resulting in more
affordable housing.
• Healthier lifestyle with more walking, and less stress.
• Higher, more stable property values.
• Increased foot traffic and customers for area business.
• Greatly reduced pollution and environmental destruction.
• Reduced incentive to sprawl, increased for compact development.
• Less expensive than building roads and sprawl.
• Enhanced ability to maintain economic competitiveness.

Figure 61: BENEFIT OF TOD

43
3.2 TOD STATUS IN INDIA:
With the rapid growth in population in the last two decades and the economic boom
added by automobile based sub urbanisation, Indian cities have grown in size
leading to associated transportation issues of congestion, delays, and pollution.
Mass rapid transport and bus rapid transport plays an important role and solve the
many of the transportation issues raised in Indian cities.
Both MRTS & BRTS are non-polluting, energy-efficient and superior to other modes
because they provide higher carrying capacity, are faster, safer, and smoother nad
occupy less space.
Transit oriented development is one of the recent techniques used to provide
the desired development density and connectivity for transit.

i) Identified zones in India

TOD is applicable to the zones where the population is 2 million or above it.
Examining the various zones in India, the study presents the TOD strategy
government is planning in the following zones.
• Delhi – Karkardooma metro station.
• Mumbai GTB nagar.
• Ahmedabad
• Kochi

Figure 62 TOD IN DIFFRENT CITIES IN INDIA (SOURCE:UTTIPEC)

44
ii) CONTEXT FOR TOD IN DELHI
In spite of Delhi’s recent investments in Public Transport Systems which include a
world class Metro system and a planned BRT Network, Delhi has been unable to
deliver efficient, comfortable and affordable mobility options to its citizens. The
current lack of connectivity (in particular to Metro stations), abundant subsidized
parking options as well as a lack of safety for walkers, cyclists and women in the city
has resulted in public transportation being relegated to second or even last choice of
travel. This has consequentially resulted in the ever increasing number of private
vehicles plying in the city.
The city has a very long history of auto-centric planning which prioritised segregated
land uses, low density sprawl and large un walkable block sizes. The supply of extra
wide roads with heavily encroached footpaths/ cycle tracks, discourage non-
motorised travel modes and ensure that the citizen is auto-dependent. The
result has been an exponential growth in private motor vehicle ownership, and a
corresponding increase in pollution and congestion, with loss of man-hours and
increase in urban poverty (ref: National Urban Transport Policy).
Major arterials of the city are currently down to 10 km/hr average speed in peak
hours, which essentially means that we have hit gridlock. This trend has been
aggravated through the rampant construction of flyovers and grade separated
interchanges within city limits. Congestion is still as it is, and such infrastructure has
actually caused a reverse modal shift, by making travel more difficult for walkers and
public transport users, consequently adding them to the private-vehicle using
population and hence more congestion.
In this alarming situation, it is imperative that a rapid paradigm shift is undertaken in
order to move people away from private vehicles towards the use of public
transportation. The objective of achieve this paradigm shift is to offer more attractive
alternatives to the use of personal modes – low cost, comfortable, non- motorised
transport, pleasurable walking experiences and very easily accessible and
comfortable mass transportation with easy, convenient and comfortable intermodal
transfers for last mile connectivity.
Our city needs to restructure and redefine how it works, lives and finds means of
recreation. This is possible through Transit Oriented Development (TOD).

Most of Indian metropolitan cities have complex organic growth patterns

encompassing many centuries of growth. These cities have old city centres and
associated infrastructures that were built before the invention of automobiles and
modern transportation systems.

45
TOD shall provide the following benefits to Delhi:
i. Mobility Options for all - Change the paradigm of mobility by enabling a shift
from use of private vehicles towards the use of public transport and alternative
modes, Help in achieving Clean-Air Quality targets for Delhi and the targeted 70-30
(public-private transport) modal share in favour of public transportation by 2021, as
envisaged in the Transport Demand Forecast Study for 2021.
ii. Better Quality of Life for all - Provide a variety of high-density, mixed-use,
mixed-income housing, employment and recreation options within walking/cycling
distance of each other and of MRTS stations – in order to induce a lifestyle change
towards healthier living and better quality of life. Integrate communities rather than
segregating them and reduce social stigma and dissent.
iii. Give Everyone a Home - Increase the supply of housing stock and commercial
space in the city which would bring down prices and make living and working in
Delhi more affordable. (Current Need is to provide approx. 3 lakh new dwelling units
per year, with more than 50% of the new housing in the form of 1 and 2 room units
with average plinth area of about 25 - 40 sqm.)
iv. Market Participates in Better City - Open up development opportunity to the
private sector to bring in investment into the city’s growth and revenue, and also
help cross-subsidize social amenities, affordable housing and public transport, using
a variety of possible development models. Low-income groups can be provided
space and shared amenities in integrated mixed-income communities, thereby
reducing further proliferation of gentrified slums and unauthorized colonies.
v. Self-Sufficiency - Creating high densities would make decentralized
infrastructure provision and management techniques more feasible, thus making it
more economical to recycle water/sewage locally to meet community needs.
vi. Cheaper Public Transport - Provide a significant source of non-fare box
revenue for a public transport fund, which may help reduce ticket prices and
increase provision of public transport facilities.
vii. Reduce Environmental Degradation - Set a clear vision for the growth and
redevelopment of the city in a compact manner, by minimizing sprawl (low density
spread out development). Help save environmentally sensitive lands and virgin
lands through high-density compact development.
viii. Save Public Money - Provide savings in public money through reduction of
investments in physical infrastructure like additional road expansion, piping/cabling
costs, time-cost of traffic congestion and other larges costs associated with low-
density sprawl.
ix. Multi-disciplinary Multi-Departmental Approach - Provide a shift to a more
holistic paradigm of planning where all sectors work together – mobility, planning
policy, urban design, infrastructure and economics – to deliver integrated
development.

46
3.2 BUS RAPID TRANSIT SYSTEM:

• BRT is a suite of elements that create a

high quality rapid transit experience using
rubber tired vehicles. This experience
often includes a high degree of
performance (especially speed &
reliability), ease of use, careful attention to
aesthetics.
• This highly effective and economical mass
transit option is now a way of life in many
developing as well as developed countries
such as China, Taiwan, Brazil, Columbia,
Ecuador, Japan, United States of Figure 63:BUS RAPID TRANSIT SYSTEM
America, Australia, New Zealand,
England, France and so on.

i) NEED OF BRTS……..:

• Urgent need for efficient mass transport system.

• Scope for both low density and high density passenger movement.
• Low cost transit solution.
• Less time for planning and construction, more flexibility.
• Higher speed with little delay for buses.
• Vital component of overall transport plan for the city.
• Can be operated according to the city ethos (culture).
• Scope for public private synergy.
• Environment friendly.

ii) Main features of BRTS:

• Dedicated (bus-only) running ways (preferably, physically separated from

other traffic)
• Accessible, safe, secure and attractive stations.
• Easy-to-board, attractive and environmentally friendly vehicles.
• Efficient (preferably off-board) fare collection

47
 • Its applications to provide real-time passenger information, signal priority and
service command/control.
• Frequent, all-day service.
• At-grade bus lanes preferred for increasing commuter access, operational
flexibility and reducing costs. • Priority for buses at intersections. Urban / low
floor buses.
• Properly designed bus shelters for efficient and safe boarding / alighting
• Pedestrian facilities for ‘along' and ‘across' movements.
• Inter-modal integration through single ticketing for seamless travel.

iii) Principles of BRTS:

• Move people as effectively as rail at a potentially lower initial capital cost.

• Fully utilize existing roadways, rights-of-way, and station sites.
• Take advantage of available technology (e.g., automatic vehicle location,
passenger information, signal priority, and “Smart Card” type fare collection)
• Apply incremental system development, based on demand and funding •
Maximize operating flexibility.
• Change the mind set for bus transit – from conventional bus fleet operations to
state-of-the-art transit systems that are convenient, reliable, attractive, and
comfortable.

48
3.3 COMPARISON OF TOD IN INDIA AND USA:

USA INDIA
Walkability and access to transit is safe,
Although, there are existing street
convenient and comfortable due to a networks, walkability and access to
walkable street network in the vicinity of
transit is not safe, convenient and
the stations and multimodal connectivitycomfortable and multimodal
connectivity is lacking or need
improvement.
24x7 environment created by place 24x7 environment created by existing
making component’s like parts, seating diverse uses but place making the
areas and a pleasurable walking components like parks, seating areas
experience. and a pleasurable walking experience is
lacking
Land use density varies but is adequate Land use density varies and may be
to generate transit ridership adequate to generate transit ridership

Transit ridership is adequate and Lack of accessibility to transit and

continues to be enhanced with greater multimodal connectivity may be
connectivity. detrimental to the potential of
generating ridership.
Even though some of the station have Most of the station have mixed uses
predominately residential uses, the and the transit network provider’s
transit network provides connectivity to connectivity to commercial and
commercial and employment areas and employment areas.
ensures ridership.
Most of the transit systems were Most of the transit systems were
introduced as a solution to the road introduced as a solution to the road
congestion problem caused by growth congestion problem caused by growth
of population and automobiles and of population and automobiles in the
limited land availability. recent years and limited land capacity.
Transit oriented policies have been Transit oriented policies are fairly new
developed and enhanced for a number and new developed after the
of years to constantly improve the introduction of the metro or transit
transit ridership oriented strategies and/or are just being
introduced.
Maximizing opportunities for Intensification of development along
channelling new development to transit transit corridors and the introduction of
rich areas has been a major strategy an overall TOD influence zone for
dense development along transit
corridors are just being introduced
49
Public Transport oriented approach by Adequate accessibility and connectivity
integrating land use and transport for safe and sustainable Transportation
planning for compact and efficient systems and strategies for appropriate
urban development has been a major land uses and densification are just
strategy being introduced
Planning and investing in infrastructure Investment in critical transportation
ahead of time for future population infrastructure projects and high density,
growth has been a major strategy mixed-use and compact development
concepts are just being introduced.
Planning for a maximum commute time Policies for the compact development
is a major strategy. and multimodal connectivity to reduce
commute times are just being
introduced.
Policies for enhancing the existing safe, Traffic and pedestrian safety
convenient and comfortable management and parking management
accessibility to transit stations has been strategies are just being introduced
a major strategy
Although al the transit station areas do Most of the station have mixed income
not have mixed income uses, they are groups and are accessible to mixed
accessible to mixed income groups income groups.

50
 Chapter -4
CASE STUDY
4.1 Transbay transit centre san Francisco:
The transport hub is a
redevelopment of the old
transit centre. It is located in a
residential area. The
proposed hub has been
designed to tackle the
increasing ridership and
transport needs of the city. It
aims forming a gateway to the
city and a landmark building
and at the same time
providing a sustainable mixed
high density urban
development.
Figure 64: VIEW OF TRANSBAY TRANSIT CENTRE (SOURC:TJPA)

The massive undertaking, designed by

renowned architecture firm Pelli Clarke Pelli will bring together 11 systems of local
and national transportation, serving 45 million people per year. In addition to
securing access to myriad transit lines, the project will also provide downtown San
Francisco with a 5.4-acre rooftop park, designed by PWP Landscape Architecture,
along with numerous cultural programs. The project is budgeted at 4.2 billion dollars
and is projected for completion in 2017. It is funded in part by the construction of a
1,070-foot tower that is adjacent to the Transbay Transit Centre. It is also designed
by Pelli Clarke Pelli and is slated to be the tallest tower in San Francisco. The tower
will secure 60 stories of office space and jobs and will contribute to the projected
$87 billion of revenue through 2030.

51
Location:
San Francisco, California, U.S.A.

Area:
Transit centre: 440m long and 50m
wide.

Client:
Transbay joint power authority
(TJPA). San Francisco

Developers:
Forest city development/ Macfarlane Figure 65: PROJECT LOCATION (SOURCES:TJPA)

partners.

Architects:
Pelli architects

Landscape Architects:
PWP Landscape Architecture

Civil Engineer
Treadwell & Rollo

Structural Engineer:
Arup

Cooperation:
Thornton Tomasetti, New York Figure 66: BIRD EYE VIEW OF TRANBAY TRANSIT CENTRE

52
FACTS:
• 55700 square meter multi-modal transit facility.
• 50 bus bays with day-lit center station island passenger area.
• 6 through- track underground train station for future high speed and
conventional intercity and corridor rail service to and from Los Angeles,
Sacramento, the central valley and the East bay, Peninsula, North Bay, and
San Francisco.
• 80000 daily train/bus passenger on opening day.
• 30000 daily train/bus passenger capacity.
• 21000 square meter of retail joint redevelopment in terminal.
• 4.2 billion total construction cost.
• Mixed use development including approximately 3000 residential units and the
offices, hotel, and retail space.

History:
• The Transbay Terminal opened in 1939 to
serve Key System and East Bay Electric
Lines commuter trains and Sacramento
Northern Railway interurban trains
operating over the new Bay Bridge.
• It was converted to a bus terminal in 1958
and began serving AC Transit commuter
buses. The structure was damaged in
the 1989 Loma Prieta earthquake,
necessitating replacement.
Figure 67 BUILDING OF TRANSBAY TERMINAL BEFORE
• The Transbay Joint Powers Authority 1989 (SOURVES: TJPA)
(TJPA) was founded in 2001 as the
administrative joint powers authority for the project.
• The first phase of the project consists of the aboveground bus terminal,
including retail spaces and the rooftop park, plus the concrete shell of the
underground rail levels. It cost $2.4 billion, of which $500 million was for the
underground shell.
• On August 7, 2010, all bus service was moved to the interim Temporary
Transbay Terminal. The first phase was original to be complete by the end of
2017. This was delayed to March 2018 in July 2017, and to June 2018 that
December. On December 26, 2017, Muni began operating 5-Fulton buses into
the ground level of the terminal in order to meet the federal deadline of some
service to the terminal beginning in 2017.
53
Zoning plan of terminal

Figure 68: ZONNING PLAN OF TRANSBAY TRANSIT TERMINAL (SOURCE : SAN CHRONICLES)

Modes Current terminal 2020 terminal

BUS 20000 35500

TRAIN 12200 40000

54
Redevelopment process

The new land use plan is directed towards

transit oriented development. With high
density, mixed use developments around the
transit hub. It complements the residential
neighbourhood on the edge of the hub and
also provides for the green open space in
between.

Figure 69: REDEVELOPED PROPOSAL (SOURCE-TJPA)

Residential: 2.8 lakh sqm. Approx, 3000

units, with approx. 20% for mow and
moderate income families.
Retail: 3000 sqm. Approx.. 21000 sqm. In
the terminal and the remainder as ground
floor retail on the adjacent parcels.
Office: Upto 1.85 lakh sqm.
Hotel: 44000 sqm. 1000 room hotel
immediately adjacent to the mission street
entrance to the terminal.
Figure 70: TRANSBAY REDEVELOPMENT AREA & TRANSIT
CENTRE DISRTRIC SOURCE-TJPA)

Figure 71: REDEVLOPED BUILDING (SOURCE: SAN CHRONICLES)

55
Concept sketches:
➢ Train concept-1

a) Raise the terminal off the ground to

maximize the public realm at ground
level.
Figure 72: CONCEPT -1 RAISE THE TERMINAL (SOURCE
:THESIS REPORT)

b) Raise the tower base to maximize the

public realm at ground level.

Figure 73: RAISE THE TOWER HEIGHT (SOURCE THESIS

REPORT)

c) An aerial boulevard not a road bridge.

Figure 74: AERIAL BOULEVARD (SOURCES: THESIS

REPORT)

d) Tower turns to create sunlit open space

Figure 75:TOWER TURN (SOURCES: THESIS REPORT)

56
e) Can easily accept change over time.

Figure 76:TRANSFORMATION (SOURCE:THESIS

REPORT)

f) Turn the tower to maintain views for an

neighbours

Figure 77: TURN THE TOWER(SOURCE: THESIS

REPORT)

➢ Transbay concept -2

a) The new structures opens up land for

development.

Figure 78: CONCEPT -2 (SOURCE:THESIS REPORT)

57
b) The new transit centre tries to create a
new heart of the district.

Figure 79: NEW HEART OF THE DISTRICT

(SOURCE:THESIS REPORT)

c) Sunlight spaces and naturally ventilated

area have been created.

Figure 80: NATURAL LIGHT (SOURCES: THESIS

REPORT)

d) A permeable center which makes for

better connection to the district.

Figure 81: CONNECTION TO THE DISTRICT (SOURCE:

THESIS REPORT)

e) The access via central hall to the various

building level makes for easier way
finding.

Figure 82: ACCESSIBLITY (SOURCE: THESIS REPORT)

58
Level of Transbay transit centre:

Train plat form level or subterranean level

The subterranean level includes and underground downtown extension of Caltrain,

and future east bay commuter rail and other high speed intercity rail service. There
are three platforms which are connected to the uppermost floors through easy
access ways via cores. This level also connects to common service areas and
mechanical facilities. This level also connects to common service area and
mechanical facilities.
The train station platform will be located two levels below the ground level. It will
contain three passenger platforms that will accommodate six train tracks for Caltrain
and California High-Speed Rail.

Plan of subterranean level at level -30 ft

Figure 83: PLAN & SECTION OF TRANSBAY (SOUCRES: SANCHRONICLES)

59
Lower concourse level

The lower concourse level will serve as the passenger connection between the
ground floor and train station platform. Space will be provided along the public
concourse for retail, ticketing and bike storage.

Figure 84:INNER VIEW AND SECTION OF LOWER CONCOURSE LEVEL(SOURCE:SAN

CHRONICLES)

60
Ground floor level:
The ground level will serve as the primary
circulation hub of the Transit Centre. The
ground level will feature a Grand Hall with a
prominent Light Column allowing natural
daylight into the building. The main
entrance hall off Mission Square will
include a public information centre, ticket
kiosks, automated ticketing booths and the
main escalators.
Space for retail will be provided along
Natoma and Minna Streets as well as in
Mission Square. The western end of Natoma Street will provide space for service
and maintenance as well as for the Transit Center’s loading dock. An outdoor bus
plaza will be located at the eastern end of the building between Fremont and Beale
Streets, serving Muni, Golden Gate Transit, and SamTrans buses.

61
Figure 85:GROUND FLOOR PLAN & SECTION (SOURCE:SAN CHRONICLES)

62
Bus deck level:

The bus deck is designed as a loop that

surrounds a central passenger waiting area.
Buses will load and off-load passengers from
this central island. The bus deck level will
connect to the bus ramp at the western end of
the Transit Centre.
The Transit Centre will be the primary bus
transit facility for AC Transit to operate service
from the East Bay, with a direct connection
across the Bay Bridge and dedicated aerial
bus ramp.
Muni will also run bus routes with service to
Treasure Island from the deck. During Phase
1 operations, Amtrak and Greyhound will also
utilize berths on the deck.

63
 Figure 86: PLAN OF BUS LEVEL & SECTION (SOURCE:TJPA)

Park level:
The Transit Centre will feature “City Park,” a public 5.4-acre rooftop park. The 1,400
foot long elevated park will feature a wide range of activities and amenities,
including an outdoor amphitheatre, gardens, trails, open grass areas, and children’s
play space, as well as a restaurant and
cafe. A landscaped “green roof,” also
known as a “vegetative” or “living” roof,
offers significant environmental benefits. It
will shade much of the ground It also acts
as insulation for interior spaces,
moderating heat build-up in warm weather
and retaining heat during cooler weather.
Unlike asphalt paving or dark coloured
roofing surfaces, planting on the green roof
cools the surrounding environment and
improves air quality by acting as a carbon
sink.

Features of park level:

• Green roof with sustainable design features
• Public space including both quiet and active areas
• Restaurant and cafe Open air amphitheatre
• Display gardens featuring climate-appropriate plants
• Children’s play spaces Pedestrian bridges connecting surrounding
development to the park
• Bike storage to accommodate approximately 600 bikes
• Ten different public access points.

64
65
Figure 87: PLAN OF PARK LEVEL & SECTION (SOURCE:SAN CHRONICLES)

66
Design elements and architectures features:

• Natural light into the core reaching up to the lowest ground floor.
• Ease of transgressing the built form, one may just use the ground level floor to
pass through the space and is not just meant for transit options.
• Multiple stairways for every few hundred metres so as to reduce loads using
stairwell.
• Main body or ground level area height is much more bearing in mind visual
connectivity with other floors and also to give a feeling of a vast space even
amidst immense crowding.
• Green roof to promote viewing the context, promote urban green and also a
space to relax and pause a midst busy transit situation.

Figure 88: DESIGN ELEMENTS OF TRANSBAY TRANSIT CENTRE (SOURCES: SAN CHRONICLE)

67
Inferences:
• Segregation of the different transport mediums vertically with in the hub and
proving an island platform to give a centralized access to the different level
provides an easy and efficient way of pedestrian connectivity.
• Raising of the interstate bus platforms to upper levels and keeping the
pedestrian free gives a good solution to the heavy traffic problem of the
interstate buses.
• Considering the context by respecting the residential edge of the
neighbourhood by providing proper access ways to the transport hub, thus
integrating it with the surroundings.
• In terms of zoning of spaces in the masterplan for transport oriented
development, complimenting the residential area with a retail and mixed use
front and providing green buffer spaces for relief.
• Visually connectivity to the different transport mediums is important better way
finding. In the case it has been achieved by providing transparent.
• This type of system will provide convenient and efficient circulation to and from
the trains and easy connection with other forms of public transportation.
• The street and public space environment will transformed into a framework of
streets, parks, and pedestrian lanes that provides a rich, active public realm
suitable for the community life of the neighbourhood.
• Varying heights of the building enhances the skyline of the city.
• Shared use parking and reduces parking requiments.

68
5.2 Kashmere gate Transport hub:

Site is located in the northern part of Delhi with adjoining metro station.

The bus terminal was planned in 1973 oldest terminus in the India. Its location is on
g.t. road which connects the longest highways and connect major cities and state.

PROFILE:

➢ Architect- V.P. Dhamija

➢ Construction Period- 1969-1973
➢ Site Area- 11 acres.
➢ Total daily trips – 6800 buses in both direction
➢ Total passenger trips- 300000
➢ Peak hour load – 10% of daily load – 30000 passenger appox.
➢ Incoming- 33% of peak load- 9900 passengers
➢ Outgoing – 67% of peak load - 20100 passengers

Figure 89: GOOGLE PLAN (SOURCE: THESIS REPORT)

69
Area statement:
➢ Arrival hall- 4500sq.m.
➢ Waiting lounge- 4600sq.m. (seating capacity - 491)
➢ Departure hall- 8400 sqm. (with 47 bays around the hall and 220 seating in
the hall)
➢ Cloak room- 450sqm.
➢ Intracity bus service – 9x54-486sqm
➢ Offices – 5 floors -5x4500sqm. - 22500
➢ Total built up area- 46000sqm (approx.)

Figure 90: PLAN (SOURCE: THESIS REPORT)

In the departure blocks and two staircase are provided to connect main lounge. An
over bridge is also provided to come interstate terminal building to DTC block. A
subways to access DTC buses has been provided which segregates the movement
of passengers using the local and the interstate buses.

70
Figure 91: ZONNING PLAN ( SOURCE: DIMTS)

71
SITE PLAN:

Figure 92: SITE PLAN (SOURCE:DIMTS)

SCHEMATIC VIEW:

Figure 93: SCHEMATIC VIEW (SOURCE:DIMTS)

72
2 UG LEVEL INTEGRATION:

1 UG LEVEL INTEGRATION:

73
GROUND (0 G) LEVEL INTEGRATION:

OVERGROUND (1 OG) LEVEL INTEGRATION:

Figure 94: LEVEL INTERGRATION PLAN (SOURCE: DIMTS)

74
SECTION:

Figure 95: SECTIONS (SOURCE:DIMTS)

Figure 96: CONCEPTUAL VIEW (SOURCES:DIMTS)

75
Circulation:

• There is segregation in circulation of buses and no bus (other light vehicles)

traffic due to the difference in movement character.
• There is a separate entry and exit point for intercity and intra city bus services.
• There is a proper segregation for vehicular and pedestrian movement.
• With upcoming metro lines, RRTS and mote intra city bus lines this
interchanges is getting complex.
• The interchanges station with handle about 2.5 lakhs passengers in 2016
which will increase to 5 lakh passengers by 2041. In peak hour interchange
terminal will handle about 25 thousand passengers increasing to 50 thousand.
• It is estimated that about 51% of traffic for ISBT, 65% from metro, 49% from
RRTS Panipat and 52% from RRTS – alwar will interchange at station.
• Remaining traffic will disperse with para transit, private and NMT modes.

Figure 97 :CIRCULATION PLAN (SOURCES:THESIS REPORT)

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ARRIVAL BLOCK – IT IS 7 STRORIED STRCUTURE.
➢ GROUND FLOOR: it is arrival block having 19 unloading platforms angular
bays are provided for the unloading operation, control room, enquiry counters,
tourist information counters the space is dull and dark due to insufficient
natural light.
➢ FIRST FLOOR: The main entrance level of the first floor links the outgoing
porch to entry lounge and facilities like post office, enquiry and bank are
provided at this level.
➢ SECOND TO FOURTH FLOOR: maintenance and administrative staff is
accommodated on the second floor and the various transport company offices
and other terminal staff on the third and fourth floors. At fourth level the roof of
the corridor has been lowered down to accommodate the service pipes fifth
floor of upper levels.
➢ FIFTH FLOOR: it was designed to accommodate the transit hotel for overnight
staying passengers, but now the computer floors is used as Officers of Delhi
administration for earning revenue.
➢ SIXTH FLOOR: it was designed for residential use by full time staff
administration staff with the facilities of double bed room flat and single
bedrooms Louvers have been for better living accommodation.

Figure 98: ARRIVAL BLOCK (SOURCE: THESIS REPORT)

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LINK BLOCK:
• It is a connecting block between
arrival and departure block at first
floor level.
• This block was designed for ticket
booths for parking berth.
• 90% of the ticket booths provided
here were not used as they had
setup their counters at departure
level.
• Skylight has been used to bring
natural light in this area. These are
both circular and conical
• Small enquiry offices of different Figure 99: PLAN OF LINK BLOCK (SOURCE: THESIS REPORT)

state tourism and small security cell

are provided in the centre around
hollow column which act as the
skylight for arrival block below. This
block a large area to facilitate
passenger.
• The waiting area in the link block is
not used as much because passenger
have tendency to wait near the
departure platform of the bus.
• The counter in the link block is the Figure 100: VIEW OF LINK BLOCK (SOURCE: DIMTS)

only being used for advance

reservation facilities.

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DEPARTURE BLOCK: IT IS DIVIDED INTO TWO LEVELS.

• The lower one for the use of outgoing

passenger and buses.
• The upper level for waiting and
seating purposes. A mezzanine is also
provided to house the office and rest
rooms of bus crew.
• The upper level is not being used to
its full extent, hence creating
congestion at lower level.
• Kiosks and stalls have been located
between the bus bay and waiting area
and attract lot of passenger to come.
• This crowd clocks the bus bay view
from waiting area, resulting in the
congestion on concourse while the
waiting area remains empty.

Figure 101: PLAN OF DEPARTURE BLOCK (SOURCE:THESIS

REPORT)

Figure 102: VIEW OF DEPARTURE BLOCK (SOURCE:DIMTS)

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DESIGN PRINCIPLES:

• Segregation of different modes of transport & activities.

• Segregation of alighting and boarding platforms.
• Segregation of incoming and outgoing passengers at two level.
• Angular bays are provided for loading platforms which are efficient for
loading operation in following ways
• Passenger has clear approach to entry door
• Area required per vehicle is less.
• Structural system of the building is a column beam base structure, coffered
slab is used to achieve large span.
• The entire building is quite cool in summer because it is heavily louvered on
all sides which prevent the direct sunlight preventing direct heating of the
internal area.
• The massive roof light over the departure area aid in natural lighting.
• The building becomes very chilly in the winter, since it is open from all
sides, and there is no protection from the cold draught whatsoever.
• Since the loading and unloading area are partially or wholly covered, this
leads to a lot of the polluted air getting trapped inside the waiting area.

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INFERENCES:

• Bus circulation with in the terminal.

• Bus parking/idling system
• Bus scheduling systems.
• Bus arrival and departure control system.
• There is no space for the proper bus movement in the terminal so a proper
movement and circulation system must be developed.
• There has been an explosion in the number of vehicles and passenger
passing through ISBT.
• There is a need for waiting rooms and retiring rooms in the complex at ground
departure level.
• There are essential in terms of high frequency of arrival and departure of
buses during the late night evening and nights.
• The split levels system with departure level on different level other than
loading halls or concourse is a failure.
• The linkage for pedestrian between any two blocks through level above or
below the loading level is totally avoided by the users.
• The all around bus circulation around departure terminal results in conflicts
between buses and pedestrian.

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Framework analysis / Inferences:

Transbay transit Kashmere gate Inferences

centre hub

Layout and Very formal Very formal but Homogeneity or

planning confusing. continuity of
character should
be maintained at
all stages of growth
Context Highly dense Dense near to Design should
surroundings. Yamuna river. respond to regional
context.
Accessibility Pedestrian, staff Pedestrian and Entry should be
and vehicular vehicular entry. marked, and
entry. preferable
vehicular and
pedestrian should
be segregated.
Circulation inside Pedestrian mainly Pedestrian, mainly Inside the station
but not proper pedestrian
signage to help circulation should
them. be well defined and
clear, proper
signage system
should be there.
Zoning Segregation of rail Segregation of bus A clear segregation
and bus traffic at and MRTS is not of different modes
initial point. well defined. of transport can
prove more
effective.
Response to Shows very strong Façade treatment A transit hub must
climate responsive to for sun light is show special
climate in design, good but not reference to
material and managed properly. climate.
functional usage of
spaces.

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Commuter facility A separate building Within the main Should have all
is provide for this block commuter facility
with in the main
block so that
passenger need
not to go outside.
Residential All students, faculty Only research In campus facility
and partial staff scholar residences provide
a good off class
room interaction
but space limitation
matters
sometimes.
Volumetric Vertical and No separations Volumes should
overhead planes in between reflect a mix of
various directions. laboratories vernacular and
service floors modern forms.
located above
every floor
Building material Glass, concrete Concrete and High strength
and steel bricks, glass material should be
used as live load
as well as dead
load will be much
more than other
building
Blocking Linear Rectangular mainly Should respond to
the climate.

Landscaping Concept of vertical No such provision Increase of open

garden and terrace space and well as
garden is provided landscape to
attract the public
Interest.

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CONCLUSION:

➢ India is a developing country hence India need times to become or

present a sustainable transits hub
➢ Transit oriented development is a major solution to the serious and
growing problem in India.
➢ Mid-rise 4-5 stories mixed land use building should be used to
change the urban setting.
➢ Transit can enable the city to use market forces to increase densities
near stations, where most services are located, thus creating more
efficient sub centres and minimizing sprawl.
➢ Transit enables a city to be more corridor-oriented making it easier
in provide infrastructure.
➢ Image making focal points landmarks and iconic building, traditional
street patterns can be used for making people friendly building
spaces.
➢ Encourage porches, balconies, and patios to support outdoor use
and additional ‘’ eyes on the street’’
➢ 10 minute walk circle is beneficiary to reduce parking requirements.
Move towards shared use parking systems.
➢ General functional organization of the terminal is determined by the
site configuration the volume and the types of operation and
passengers and bus traffic circulation.
➢ Design parameter will depend on the two most factors:
➢ Passenger comfort- between pedestrian and vehicles.
➢ Conflict free environment- between various types of vehicles.
➢ Elimination of vehicular conflicts.
➢ Although the design of all terminal types is largely dictated by bus
and passenger volumes, this consideration becomes even more
significant in the design of high volume commuter bus terminals.

84
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• Metric handbook architecture.

• Architecture standards – Ernst & Peter Neuferts
• Time savers standards – 2nd Edititon.
• Planning consideration of terminals
• Masterplan of Delhi 2021 - CHAPTER 19: TRANSIT ORIENTED
DEVELOPMENT
• THESIS REPORT- GAURAV KUMAR, PRANATHI KUMAR ,SUMIT ARYA
• www.dimts.in/pdf/presentation_overview_oftransport.pdf
• www.uttipec.nic.in/writereaddata/discussionimages/5104527799.pdf
• www.dimts.in/DIMTS%20signs%20MoU%20with%20Transport%20Rese
arch%20Lab.
• https://www.slideshare.net/UTTIPECworks/uttipec-street-design-
guidelinens
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• www.dimts.in/Bus_Rapid_Transit.aspx
• itdp.in/growth-of-bus-rapid-transit-in-india
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• https://projects.sfchronicle.com/2017/transbay-terminal/
• transbaycenter.org/uploads/2014/01/TJPA_Doc_FinalDraft_131218_lore
s.pdf
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