IMPROVING INTERCHANGES

MULTIMODAL INTERCHANGE HUB, Chennai

Architectural thesis 2016

Shankar S,
a/2407/2011
School of Planning and Architectutre, New Delhi
1

DECLERATION
4th May 2016

The thesis titled Multimodal Interchange Hub at Chennai has been carried out by the undersigned as part of the Bachelors Program in the
Department of Architecture, School of Planning and Architecture, New Delhi 110002, India under the supervision of Ar.Bashabi Dasgupta &
Ar.Vandana Shourie (Design Guides) and Ar.Bashabi Dasgupta (Research Guide).

I hereby submit 2 hard copies of the report for internal and external evaluation respectively.

The undersigned hereby declares that this is his/her original work and has not been plagiarized in part or full from any source. Furthermore this work
has not been submitted for any degree in this or any other University.

(candidates signature)
A/2407/2011

(candidates roll no.)

S.Shankar

(candidates name)

Section B

(candidates section)

CERTIFICATE
27th May 2016

This thesis was carried out during the January May 2016 semester in the Department of Architecture under our guidance.
Thereafter, based on the declaration dated 4th May 2016 by the candidate, the work was placed in front of the Juries held on 23rd,
25th & 26th May 2016. On successful completion of the Jury process and completion of the Report in all respects including the last
chapter by the Candidate we provisionally accept the Thesis Report and forward the same to the Studio Director.

(Signature Research Guide)

Ar. Bashabi Dasgupt)

(Signature Design Guide 01)

Ar. Bashabi Dasgupta

(Signature Design Guide 02)

Ar. Vandana Shourie

On successful completion of the course by the candidate I hereby accept this completed report on behalf of the Head of the
Department to be placed in the Library of School of Planning and Architecture, New Delhi.
(Signature Studio Director)

Prof. M.L. Bhari

ACKNOWLEDGEMENT

Thank you everyone.

CONTENTS
1.0 DESIGN INVESTIGATION
Prologue
Introduction
Preposition
Exploration
Design Project

2.0 CORE RESEARCH

Research
Case Studies
Case Examples

3.0 PROGRAMME READING

Project Scope and Profile
Activity Program
Building Bylaws

4.0 SITE READING

About the city
About the site

5.0 SWOT ANALYSIS

SWOT Analysis
Determinants

CONTENTS
6.0 DESIGN TRANSLATION

7.0 DESIGN EVOLUTION

Design Stage I
Design Stage II
Design Stage III
Design Stage IV

8.0 DESIGN OUTCOMES

1.0 DESIGN INVESTIGATION

7

PROLOGUE

With a population of over 4.7 million and with a rapidly growing

economy, Chennai, the capital city of Tamil Nadu, needs a capable,
safe, and dependable transport solution to its citizens with an eye on
quality of life.

The government of Tamil Nadu have come up with a strategic plan

for infrastructure development to catapult to a high growth plane.
One of the key requirements for rapid economic growth in all sectors
is the quality infrastructure. Infrastructure development generates
significant employment opportunities and drives economic growth;
and more importantly, infrastructure development creates huge
positive externalities in the economy by providing a fillip to economic
and social development across all sectors.

Urban transport is one of the key elements of urban infrastructure.

Effective urban transportation enhances productivity and growth of
the economy. Urban transportation consists of two componentsprivate transport and public transport. Public transport system helps
to improve urban-rural linkages and improve access of rural/semiurban population in the periphery of the city centres' for the purpose
of labour supply without proliferation of slums. Urban transportation
ensures easily accessible safe, affordable, quick, comfortable, reliable,
and sustainable mobility for all.

INTRODUCTION

Vehicle population has been rising in leaps and bounds in Tamil Nadu. The growing
vehicle population in the State testifies to the burgeoning needs of the economy for
conveyance of goods and passengers. Rapid growth in vehicle population leads to air
pollution, space constraints in terms of road accessibility and exhaustion of scarce
petroleum resources. Oil companies encourage the practice of Car Pool in cities to save
the precious fuel energy and Government encourages the public to use public transport
to conserve energy.

In order to improve energy efficiency and reduce emissions from road transport,
encouraging public transport and influencing travel behavioural changes are essential. To
facilitate seamless multimodal journeys is key to encouraging usage of public transport
and reducing car usage.

There has been strong support for developing these types of multimodal transportation
structures in Europe. Interchanges have an important role in facilitating smooth
multimodal journeys. A multimodal interchange can integrate long haul transport modes
with local public transport, or integrate different local transport modes. A well designed
interchange not only provides smooth journeys to passengers, but also improves overall
efficiency of transport systems. However, a poorly designed interchange may become a
bottleneck of the local transport system and mobility services

The convergence of the responsibility in issues such as planning, coordination, and

accountability of various transport modes is the need of the hour. The basic purpose of
Chennai UMTA (Unified metropolitan transport authority) is to achieve integration of all
modes of transport in the City of Chennai like buses, local trains and MRTS, along with
Metro Rail and Bus Rapid Transit System (BRTS) in future to provide seamless travel to
the passengers across the entire network.

#GLOBAL IDEAS/ WORLD VIEWS

PROPOSITION
Transportation is no longer as simple as moving from one point to
another. Seamless connections between urban centres, enjoyable and
convenient travel experience, integrated transport networks that
facilitate efficient passenger transfers, and transport-oriented
development have become important elements of a transport system.

The emerging need for a more integrated transport network creates

an opportunity for the development of interchange hub facilities,
which can serve as the gateway to the city, facilitating efficient
interchange from one mode of transport to another. The interchange
hub can become the fulcrum of intermodality and provide seamless
journeys, efficient interchanges, and accessibility for all, and further
promote the appeal of public transport.

EXPLORATION

Multimodal interchange systems

Movement pattern of buses in a terminal
Impact on an urban scale
Pedestrian behaviour in public spaces
Wayfinding systems
Public plazas
Contemporary inserts in an existing heritage/ historic fabric
Large span structures and materials
Efficient multilevel underground parking

10

DESIGN PROJECT
The selected project is the initiative by the government to upgrade the infrastructure of the city. In a city with ever increasing vehicular population
coupled with ongoing Metro rail work and lack of adequate footpaths, pedestrians and their safety are given least attention by the civic authorities.
According to the National Crime Records Bureau statistics, in 2013, pedestrian deaths constitute nine percent of all accidental deaths.
The Comprehensive Study of Accidents and Pedestrian Vulnerability to Road Traffic Accidents with in Chennai city has been conducted at important
points across the city, the Chennai central station, Broadway, Guindy, T. Nagar, and Velachery. The study brings to focus the chaotic situation
prevailing at the junction opposite to the Chennai central station.
The Chennai central area through which five lakh pedestrians pass each day, is at the intersection of six rail corridors in the city- the Chennai central
station, three suburban and two upcoming rail corridors. Despite the presence of two subways and two foot over bridges something comprehensive
needs to be done, since the pedestrians prefer to cross the road and walk over the bridges leading to chaos questioning their own safety.

The Chennai metropolitan development authority and the Metro rail have proposed a project to develop the pedestrian subways and walkways to
make the intersection a pedestrian friendly one. The land infornt of the more market complex has been cleared off where earlier used to be travel
agencies, hotels and restaurant and the government has planned to develop a bus station which will make that into the complete hub of citys
multimodal transport system.
Coming up of such facility will facilitate commuters to seamlessly switch over different modes of transport using a single ticket system. The land in
front of this which otherwise was used for parking by the railway employees is to be converted into a central square putting the citys prime urban
space for a better use and also help celebrate and revitalise the older part of the city.
A three level underground parking is also will come up below the bus station to which will house more than 1,000 vehicles in addition to the two
wheelers. The Chennai central square will enhance the arterial thoroughfare as a well planned transit points long distance express trains, suburban
trains, MRTS and the fledging metro rail benefiting the public. The square will extend from Ripon building to the Southern railway headquarters,
making the whole space into a nice, friendly, green plaza.

11

2.0 CORE RESEARCH

12

INTERCHANGE HUBS
An interchange hub is a transporttransfer nexus created to gather and distribute
passengers as efficiently as possible by linking outward-bound urban passenger transport
facilities, such as railway stations, airports, coach stations, or port terminals, as well as various
inner-city transport systems, such as subways, buses, taxis, and cars. Modern interchange
hubs also feature people-oriented amenities and services (e.g., restaurants, cafes,
barrier free facilities, entertainment, Internet connectivity, and others) to make the travel
experience more enjoyable.
GATEWAY TO THE CITY
An interchange hub is the gateway to the city. It serves both as an access point and as a
driver of mixed-use development. The hub functions as a major element of the citys
urbanization process rather than merely as a place or station for passengers. The hub can
be used as an effective strategy to help solve urban congestion problems, by providing
which has positive impacts on surrounding areas, particularly in terms of urban regeneration
and development.
TRANSPORT INTEGRATION AND HIGH DENSITY DEVELOPMENT
Modern interchange hubs have become highly efficient and convenient. The interchange
hub links different transport modes in one location, while also improving the efficiency of
land use and other resources. Each transport mode supports the other by helping to
redistribute passenger overloads among them and caters to passenger commuting
requirements and demand. Thus, the diverse needs and features of each transport mode
should be considered during the planning and design stage to develop a sustainable and
viable design, particularly in terms of construction and operation.
Apart from transport network integration, the interchange hub can also feature commercial
and retail facilities and be linked with surrounding mixed-use development. This feature
maximizes land use through resource sharing, minimizes travel requirements, and makes the
journey more convenient.

13

PROMOTING THE USE OF PUBLIC TRANSPORT

The interchange hub has great potential to promote the use of public
transport as it facilitates improved mobility and overall passenger
journey experience. The multimodal connectivity needs of commuters
must be prioritized. Walkability within the interchange hub, especially
on the drop-off and pick-up points between different transport modes,
is essential. Hub facilities such as wide walkways, travel-oriented
retailers (e.g.,coffee shops, baggage stores, entertainment facilities,
shopping stalls, spa and massage shops, wireless connectivity, and
others), passenger waiting areas, and information centers are all
essential features that must be incorporated in the design of the
interchange hub.
The goal is for the hub to become a destination in its own right, and for
the travel to be something that the users look forward to as an
enjoyable activity rather than a waste of time. In the long term, the
interchange hub can encourage a shift in the commuting culture where
convenient and efficient public transport system is preferred over
private vehicles.

EFFICIENT USE OF SPACE

The interchange hub should promote high density development and
reduce unnecessary movement within and outside the interchange
facility. The efficient use of space must be considered when allocating
urban squares or public green spaces. Excessive use of open space
without any transport-oriented facilities can reduce the walkability of
the interchange hub. Grouping similar facilities and services within the
interchange hub is also important to ensure efficient passenger
mobility.

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BUS TERMINALS
TERMINAL TYPES
Intercity Bus Terminal
The intercity terminal is usually found in the downtown core and is accessible directly by local transit, taxi, and auto . It differs from other terminal
types in that it includes longhaul service in excess of several hundred miles and provides for a much greater number of bus movements. Land costs
normally dictate vertical expansion capability in the denser city Areas. More elaborate "package express" facilities are provided in the intercity terminal
and a greater amount of concession and rental space is provided to defray higher terminal construction and operating costs.
Airport-City Bus Terminal
The airport-city bus terminal provides primarily for the transportation of airline passengers from an urban center to the major airports it serves .
Usually located in the urban center, the terminal is accessible by local transit systems, taxis, and autos. Oriented to departing and arriving flights, the
terminal normally has provisions for arrival and departing flight information as well as preticketing and check-in facilities .
Urban-Suburban Commuter Terminal
This type of facility may be located within the downtown core, as a central passenger collection and distribution node, or on the periphery of the
core, as a rapid transit feeder station. It is characterized by a diversified bus route structure and high-turnover commuter-type bus operations . Bus
accessibility is an important consideration . Grade separated access by underpass or overpass connections and exclusive bus lanes on connecting
highways are desirable to maintain schedule efficiency.

Suburban Interstate Terminal

The suburban interstate terminal is a peripheral type designed to avoid the traffic congestion and heavy investment associated with central city
and/or airport terminal facilities . The terminal is usually located adjacent to interstate highway connections with major cities or regional airports and
in many instances serves the increasing outlying "urban sprawl" areas . In an increasing number of cases terminals of this type serve a commuter-type
function
where the daily journey to work in the central city may take as long as 2 hours. Sometimes referred to as "park and ride terminals, because access is
primarily by auto, these facilities are provided with open, paved parking spaces . Investment in waiting-room and bus-berthing facilities is minimal .
The terminal is usually a one-story building of simple construction.

15

FUNCTIONAL ELEMENTS PLANNING CRITERIA

General functional organization of the terminal is determined by site configuration, the volume and type of bus operations, and passenger and bus
traffic circulation . Although all terminal types to some extent share common planning problems, there do exist some significant differences in design
rationale .
One of the most complicated terminals is the intercity type, since it is often found in a dense, developed area in the heart of the central city and its
general configuration is too often inhibited by existing construction and high land costs . Moreover, the underlying design rationale should maximize
provisions for short lines of flow and communication between ticketing and baggage functions and the bus interface .
An island plan with the functional elements radiating from the core allows for maximum efficiency. Such a relationship would allow the "waiting" areas
to serve as the central focal point, with all bus berth positions being equidistant . As the terminal becomes more linear in plan, functional elements
begin to lose their cohesiveness and often require duplication .

Although the design of all terminal types is largely dictated by bus and passenger volumes, this consideration becomes even more significant in the
design of high-volume commuter bus terminals .
In such facilities the design is controlled more by bus and passenger volumes, traffic circulation, and the resultant space demands for large numbers
of bus berths, while baggage handling provisions are minimal or non-existent . These space demands may dictate a vertical, multiple-bus-level
solution, with intermediate passenger circulation concourses . Traffic access, by direct exclusive highways on the bus side and by feeder transit, auto,
and taxis on the passenger side are important elements of this type of terminal .
Generally, with regard to the airport-city terminal, the primary planning considerations include provisions for efficient check-in facilities, baggage
handling, and flight information . Moreover, counter space requirements are usually more extensive and should include weigh-in provisions and
conveyors for handling of baggage . Adequate provisions should also be made for limousine, auto, and taxi access .
The suburban interstate terminal is perhaps the simplest of the terminal types . The most significant planning requirement is adequate provision for
parking . Many, if not most of the passengers drive to the facility and park their cars until their return in the evening, while others may be driven to
the facility and discharged . In many instances access to the terminal may also be via local bus service and taxi .
It is essential, therefore, that the parking facilities be located so as to minimize the walking distance to the terminal and that egress and ingress be
planned to avoid traffic congestion along nearby arteries . If possible, some covered walkways should be provided leading from the parking field to
the terminal building . Since there will be movement of both vehicles and passengers at the same level, provisions must be made, for obvious safety
reasons, to separate the two as much as possible . Terminal requirements should include provisions for ticket sales, vending machines and/or small
snack bar, toilet facilities, office, baggage and/or storeroom .

16

SPACE REQUIREMENTS
Public Seating - Seating in any of the terminal types may be provided in the form of a separate waiting room or, in a more open plan, in the formof a
simple seating area within a larger public space. This function should be directly accessible to the concourse area and should be provided with
drinking fountains, trash baskets, ash urns, clocks and televisions. The amount of public seating varies depending on individual circumstances,
terminal type, and economic priorities. As a general rule of thumb, however, an allowance of one seat for every three passengers would be adequate
for an intercity terminal. The passenger quantity is calculated by multiplying the number of loading bays by an average bus capacity between 35 to
46 people. A 10 bay loading platform will result in a terminal seating of between 117 to 154. In a high volume commuter terminal, seating
accommodations may be reduced considerably since in terminal waiting is much less.
Ticketing Facilities The trend in ticketing facilities in the modern terminal, regardless of the type is towards open counters in contrast to the
antiquated caged windows. In the larger intercity terminal, where more than one carrier may operate, separate self-contained glass walled ticket
offices may be provided, each housing their individual open ticket counters. The number of selling positions or agent stations varies with the
individual operations policy of the carrier and the particular terminal type. The greatest number of selling positions are required in the intercity
terminal. On the average, one position should be provided for each 25 to 30 waiting room seats. The lineal feet of counter space depends on
individual carrier operations and the type of ticketing equipment used and may vary 1 to 1.5 meters per position and/or about 4.5 to 5.5 sq m per
position. The height of the counter is usually 1 to 1.2 meters
Baggage room Baggage room requirements vary significantly with terminal type and operation. In Indian scenario till date the baggage is usually
and carried directly onto the bus or to the baggage room, and from there it is placed on the bus. The baggage room should have an area equal to
about 10 percent of the total building or contain about 4.5 sq m for each loading bay, whichever is higher. The baggage room should also be
equipped with standard metal racks about four or five tiers high for baggage storage. A portion of the baggage room may be used for a package
express service, which should function without interfering with concourse traffic.A separate package express courier should be provided. The length
of the counter depends on the scope of the operation, which varies with each location.

Public Lockers and Telephones Lockers and telephones are revenue producing, and the quantities to be provided depend to a great degree on
their potential earning capacity.
Dispatch Offices The Dispatch offices controls all bus movement and consequently should be located on the concourse so that it can observe all
loading bays. The size of the dispatch office may vary anywhere from 5 to 15 square meters.
Offices - All terminals regardless of type require a certain amount of office space. The specific area to be provided depends on the terminal size and
type. Although usually offices for the terminal manager, Passenger agents, and switch board are sufficient, in large terminals more elaborate facilities
are required.
Rental Space The amount of rental space to be provided for stores, shops, concessions, etc., depends primarily on the earning potential involved
and the amount of spaceavailable location.

17

PEDESTRIAN DESIGN FOR PASSENGER TERMINALS

The design of pedestrian facilities for passenger terminals is dependent on the category of terminal and its pedestrian traffic patterns. Commuter
passenger terminals with extreme but short peak traffic patterns and repetitive users, can be designed for lower standards of service than long
distance terminals, where the users are generally unfamiliar with the facility and peak traffic levels may be sustained over several hours. Detailed
photographic studies of the use of pedestrian facilities indicate that maximum capacity coincides with the most crowded pedestrian concentrations
representing poor design environment. Many of the elements of aesthetic design are lost in this type of crowded environment, as the pedestrian
becomes preoccupied with the difficulties caused by the close interaction and conflicts with other persons. The challenge to the terminal designer is
to balance the space requirements for a comfortable and aesthetically pleasing human environment against the space restraints caused by building
configuration and cost.
The most recent approach to the design of pedestrian spaces has been the use of the level-of-service concept. On the basis of this concept, a
qualitative evaluation is made of human convenience at various traffic concentrations and this is translated into appropriate design parameters. For
example, it has been found through detailed photographic analysis that the maximum capacity of a corridor is obtained when average area
occupancies are about 0.5 sq m per person and human locomotion is limited to a restricted, shuffling gate. Pedestrians require an average of more
than 3.25 sq m per person in order to select their normal walking speed and to avoid conflicts with other pedestrians. Human locomotion on stairs
and the convenience and comfort of pedestrian waiting areas is similarly related to average pedestrian area occupancy.
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 will be used in passenger terminals that do not have severe peaking
patterns or space restrictions. Where severe repetitive peaks and space restraints occur, such as in a commuter terminal, the more stringent standard
of 10 to 15 PFM may be used. This standard allows the attainment of near normal walking speed but does result in more frequent traffic conflicts with
other pedestrians.
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 .

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Stairs
Human locomotion on stairs is much more stylized and restricted than walking because of the restraints imposed by the dimensional configuration of
the stairs, physical exertion, and concerns for safety. As with corridors, capacity flow is obtained when there is a dense crowding of the pedestrians
combined with restricted, uncomfortable locomotion. The maximum practical flow on a stair is approximately 17 persons per foot width of a stairway
per minute (PFM) in the upward or design direction. An average of about 20 square feet per person or more is required before stair locomotion
becomes normal and traffic conflicts with other pedestrians can be avoided. This is equivalent to a flow volume of about 5PFM. This standard would
be used in terminals that not have severe peaking patterns or space 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 inch or less, increase pedestrian speed and thus
improve traffic efficiency. The lower riser height is also desirable to assist the handicapped pedestrian.
Queuing Areas
A number of different pedestrian queuing situations occur in terminals which affect their functional design. Linear queues will occur where passengers
line up to purchase tickets or board buses. Care must be taken that these lines do not disrupt other terminal functions. The length of linear queue may
be estimated on the basis of an average per person spacing of 500 mm. The presence of baggage has little effect on the spacing because baggage is
placed on the floor either between the legs or at the side. Bulk queues may occur within a passenger terminal where passengers are waiting for bus
arrivals or other services. Where no circulation through the queuing space is required, area occupancies as low as 0.5 sq m per person may be
tolerated for short periods. This allows standing pedestrians to avoid physical contact with each other. Where movement through the queuing space is
required, such as in a passenger waiting concourse, an average area of 10 or more sq ft per person is required. Human area occupancies below 3 sq
feet per person result in crowded, immobile, and potentially unsafe queues, particularly where pedestrians may be jostled of platforms.
Escalators and Moving Walks
The high cost of escalators and moving walks present difficult design quality decisions. The units are generally designed close to their practical
operating capacities even though this practice cause pedestrian delays and queuing. Escalator and moving walk manufacturers will rate the theoretical
capacity of their units on assumption of uniform step or space occupancies, but detailed photographic studies of pedestrian use of these units show
that, even under most crowded conditions, pedestrians will leave vacant step positions or gaps, thus reducing effective capacity. This is caused by the
pedestrians own personal space preferences and momentary hesitation when boarding these units, particularly when they operate at higher speeds.
This had led to the use of nominal or practical design capacity of 75 percent of theoretical.
Stationary stairs should be located in close proximity to escalators and inclined moving walks to allow for their alternative use in cases of mechanical
failure. With a rise below 20 ft, pedestrians will also make alternative use of these stairs if escalator queues become too long . With high-rise
applications above 20 ft, virtually all pedestrians will use the escalator, causing long queues and delays in the heavier traffic applications . Space for
pedestrian traffic circulation and queuing should be allocated at all lending areas.

19

BUS GEOMETRICS
Bus Data
Bus geometrics, or the physical dimensions and maneuverability of the
bus, determine the width of roadways, shapes of platforms, column
spacing, ceiling heights, and other aspects of bus-level design . The
apparently insignificant detail of the right-side loading of buses often
restricts terminal design possibilities.
Swept Path
When a bus turns normally, it always turns about a point which is
somewhere on the center line of the rear axle . This is true whether
motion is forward or backward . The turns required to accomplish the
movement and positioning of buses are variable and differ
considerably with the equipment encountered. The turning template
provides a convenient graphic method to determine minimum
clearances required .

Bus Roadway Widths

Ten-foot-wide single lanes will suffice for 8-ft-wide equipment. Elevenfoot lanes are preferable where ample terminal space is available and
especially to accommodate equipment 8 ft wide, the use of which
steadily is increasing. Double-lane runways, enabling standing buses
to be overtaken by other buses, provide a great advantage over onelane runways because of the increased flexibility of operations that is
made possible .For the purpose of merely overtaking another

20

BUS GEOMETRICS

21

PLATFORM TYPES
Parallel Loading
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-Angle Loading
Disadvantages include :
Out swinging bus door which forms a barrier around which
passenger must pass .
Bus maneuvering difficult .
Straight Sawtooth 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.
Radial Sawtooth Loading
Most efficient buses swing into position along natural driving
are.
Space required at front is minimum-wide space at rear making
maneuvering easy .

22

ISBT Kashmere Gate

Architect :
Construction period:
Site area:
Total daily trips:
Total passengers trips:
Peak hour load:
Incoming:
Outgoing:

VP Dhamija
1969-73
11 Acers
6800 buses in both directions
3,00,000
10% of daily load 30,000 passengers
33% of peak load
66% of the peak load

23

INTRODUCTION
The ISBT at Kashmere Gate, Delhi is designed by V.P.Dhamija. The construction of the terminal began in 1969 and it ended in 1973. The site for the
terminal was chosen based on different criteria. Firstly it is located at the intersection of the two national highways NH1 and NH24, Which carry
about 60% of passengers, traffic to Delhi. It is on the Ring Road, which runs all around Delhi and is connected to all the highways and thus easily
accessible. Also the site is in close proximity to the Old Delhi Railway Station. The location was further justified due to less dispersal cost of the
intercity passengers as the concentration of the population was then in Old Delhi and in the residential colonies in the north of Delhi.

DESIGN PRICIPLES
The main concept on which the ISBT at Kashmere gate was designed
are:
Segregation of Bus and other modes of traffic in terms of
entry points, exit points and circulation.
Segregation of alighting and boarding platforms for
faster operation and easy management.
Segregation of on coming and outgoing passengers at two
levels.
Segregation of different types of activities within
terminal.

PUBLIC UTILITY SERVICES

Drinking water and coolers
Toilet facilities
24 hrs First aid facility
Police, postal and bank
Cloak room, porter
Four wheeler and two wheeler parking
Auto and taxi stand
Cabins for distribution of tickets
Office of the transporters
Public address system
Shops, counters, trolley have been allocated for all general purpose.

Passenger entry to the bus terminus

24

A person entering the terminal enters the waiting hall in the 1st
floor which acts as a focus.
General enquiry counter is located in the center of entrance foyer
and help in directing the passenger.

There is a constant commotion on the departure lounge, since

there is a conflict between the passenger and the people crowded
around disorganized kiosks.
The arrival block is in the form of a rectangular porch with parallel
docking yards. This hall leads out to hired modes of parking.
The departure hall covers an area of approx. 8,400sq.m. its an
island whose all four sides are used as loading docks. There are a
total of 46 loading bays around the departure hall. This hall has the
facilities of seating, toilets, ticket counters for current journeys.

Area statement
Arrival hall
4500 sq.m
Waiting lounge 4600 sq.m (seating capacity - 491)
Departure hall 8400 sq.m (with 46 bays around the hall
and 220 seating in the hall)
Cloak room
450 sq.m
Dabha block
aprox 1500 sq.m
Intracity bus service
9x54 486m
Offices
5 floors 5X4500 sq.m 22,500 sq.m
Total built up area :

46,000 sq.m (approx)

The waiting hall is placed above the departure and arrival halls with
a link block. It covers an area of approx. 4600 sq.m and have a
waiting capacity of 491 seats. Advanced booking counters at the
either sides of the link block and enquiry counter in the center are
the main functions of waiting area.

Additional floor space of approx. 5500 sq.m above the departure

hall is covered by offices and services.
The pedestrian traffic and bus traffic conflict between bus terminal
and the ring road due to lack of direct pedestrian connection
between the two.
The waiting hall is under utilized as the whole passenger traffic is
served with all requisite in the departure hall itself.

25

Adequate space utilization

The congestion is happening in specific area is due to
passengers handled in excess of the designed capacity.
Growing up of large no of stalls in the departure lounge.
The are above the departure lounge, the area in front of the ticket
booths and the waiting area in the entrance lounge is underutilized.
The cloak room space is also inadequate in terms of the standards of
space.
The subway meant for dispersal of incoming passengers has been
closed

The problems are identified through primary study and observations

at the bus terminal are as follows:
The major conflict point is at the exit gate.
The bus fee collecting system at the exit gate makes the buses to wait
at the exit gate.
Passenger- vehicle conflict - 40% of the passengers enter from the
entry point next to the exit gate of the bus creating conflict.
Pedestrians crossing in front the exit gate also create problems for the
buses.
Incoming passenger mostly get down on the other side before the bus
enters the terminus.
Poor ventilation in arrival block and the exit from arrival block to the
auto/taxi stand is not used by most people.
Locating facility for a new passenger would take time.
No enquiry counters at departure block.
No proper maintenance of some facilities have changed their
appearance or have become totally redundant.

26

Inferences:
Bus bay management system
Bus circulation with in the terminal bus parking/ idling system. Bus arrival and departure control system.
The should not be conflict between pedestrian movement and bus circulation. Focus should primarily on this.
Most of the space was underutilized. Achieving optimum utilization will be of main focus.
There is a need for waiting rooms and retiring rooms in the complex which was absent in case of ISBT.
Focus should also be on how the design solution affects the immediate surroundings.
There is a high frequency of arrival and departure of buses during the late evenings and night. The terminus should be able to handle the peak
traffic.
The terminal helps to analyze the various activities and the time spent by a passenger and the procedures he has to go through before the get into
the bus.

Security check and ticket counter

The departure block

The departure block and bus bays

The auto and taxi stand

Arrival block bays

The office block

The arrival block

Underutilized space

27

Lisbon Orient station, Lisbon

Completed in :
Status:
Location:
Architect:
Type:
Materials:
Function :

1988
in use
Lisbon, Portugal
Santiago Calatrava
Modern architecture
concrete, steel, glass
bus station, car park, commercial space, subway station, train station

28

Introduction
The Oriente Station was built between 1993 and 1998 near the site of
Expo '98. The world exposition took place at a former industrial area
along the Tagus River, some five kilometers from the center of Lisbon.
The area, now known as the Parque das Naes (Nations' Park), has
been turned into a trendy neighborhood with plenty of architectural
highlights.

Areas:
Railway station - 12000 sq.m
Bus Station - 25000 sq.m
Avenues
- 23500 sq.m(75 Million Passengers per year)

The main station as seen from vasco da gama mall

Gare do Oriente or Lisbon Orient Station is one of the main transport hubs in Lisbon, Portugal.
It was designed by the Spanish architect Santiago Calatrava and built by Necso. It was finished in 1998 for the Expo '98 world's fair in Parque das
Naes, where it is located.
It encompasses a Lisbon Metro station, a high-speed, commuter and regional train hub, a local, national and international bus station, a shopping
centre and a police station.
It is an inter modal terminal: its facilities serve and interconnect several forms of transport. It is divided into 3 levels with 3 different functions. On
the upper level is the international/ regional/ local train station. into
On the ground floor, public transportation such as taxis and buses are available. Below ground is the metro.
Passengers can change between metropolitan, long and medium haul regional and international trains. There are connections into underground
system, national and metropolitan buses or taxis. There is also an airport link and check in facilities.

29

Site Planning and Response to context

The Oriente station was commissioned by the city of lisbon in 1993, after an invited competition. Its immediate goal was to serve the great number
of visitors expected for the World expo in 1998.
In the future the station is set to become the main train terminal of the city, since the main growth of Lisbon is planned towards that side of Tagus
river.
The key to our success, Calatrava states was the emphasis we placed, not only on architecture, but on city planning.
He describes the site as a quite depressed area: in front, towards the river, is a large decaying industrial area. Behind is a very populous housing
neighborhood badly needing facilities.

The Station
Calatrava created a futuristic looking terminus in steel, concrete and glass with four different levels. The most
impressive is the uppermost level, where four train platforms are covered with a glass roof supported by
columns that resemble trees with multiple branches. The size of the roof is impressive, measuring 238 by 78
meters (781 x 256 ft).
At the ground level wide entrances covered by enormous glass canopies allow easy access to the railway station.
Spacious halls and plenty of entrances allow for smooth navigation through the large structure. You can walk
straight through it, a far cry from the original railway lines that were positioned on a talus that cut the
neighborhood
in
half.
Large concrete arches - said to resemble the skeleton of a large whale - support the upper floors. The lower
floors
contain
the
ticket
booths,
retail
outlets
and
a
subway
station.

The Bus Terminal

Calatravas bus station has a dramatic cantilever roofs, projecting far out over the buses on either sides.
Characteristically, front and back canopies are not symmetrical; the higher, more strongly projecting overhang
is balanced by a more shallow lower one.
Transparent bubble elevators provide a direct connection with the station allowing people to approach the
buses without crossing the road.
Calatravas usual concealed lighting- lamps trained directly on the vaults or canopies from within will ensure
that the station and bus station are also bright at night.

30

Architectural features of the terminal

The station is made out of three self contained and is divided into two levels.
The raised level holds the platforms for the national train network; the lower level connects to the
underground and merges at the surface to serve as an entrance to the Expo grounds and also to
connect with the third element of the project , a major bus terminal for the city.
The four platforms of the train station are reached through ramps or cylindrical glass lifts. These
platforms serve eight lanes of tracks.
The platform are roofed by a metal structure 25 meters high. This elegant solution consists of a series
of slender pillars that split on the top and connect with each other to create a continuous folding
structure.
Consistent with the rest of Calatravas design the analogies from the natural world jump into people's
minds. The group of pillars resemble Palm trees or lilies and in geometric sense it is not far from the
floral fan vaults of the British perpendicular gothic.
the structural elements are painted white and the nerves of these so called palms spread out to hold
a folding glass roof where geometry and organic shapes find a synthesis in abstraction.
The gallery on the intermediate floor links all the uses and is lined with shops, exiting the complex into
the larger commercial center under the station square.

Structure and Material

If the raised level stands like an oasis, the ground level is a cave; a huge manmade cave that shelters
the movements of people from one transport to another.
The concrete arches that define the spatial structure of the space resemble the rib structure of some
extinct creature, yet their proportion and arc give an impression of stability and lightness
The movement of the columns as they describe they describe their arches make an arresting setting
together with the hanging bridge, connecting tunnels, lifts and elevators.
The main material is concrete, the bridge parapets are made of glass, and the pavement is the typical
stonework used in the streets of Lisbon.
Metal appears again as the connection to the bus station and as the colossal cantilevered roof that
signals the gate to the Expo grounds.
The bus station is rather straight forward in the structural sense, but no less expressive.
The distinction of the project elements through the use of material and structure gives to the station a
strange sense of fragmentation but each of the pieces beautifully synthetic in themselves.

31

Articulation of Spaces inside the terminal

The structural expressiveness is explored throughout the various levels, through the actual mode of expression changes from two legged
columns, leaning columns, columns brazenly illustrating static forces, and canopies stretching their vertical supports.
The cavernous space beneath the platforms, among concrete rib like arches, provide a concourse, ticket booths and access to the
underground.
The coach station and car park are protected by two glass and steel awnings and are intersected by a gallery at 14m above the ground that
ends at the train station.
There are two levels of underground parking. The sweeping laminated glass canopies of the stations bus terminal rise up to cover the
elevated gallery that provides covered access to the station.
This gallery, with its translucent laminated glass block paving, is treated as an axial ordering element that runs through the entire
complex from east to west.
Horizontal order is enhanced by the feeling of spaciousness, transparency and the ease of orientation, with the use of laminated glass.

View of inner gallery and promenade

32

33

Stratford Station, London

Location:
Client:
Architect:
Stuctural Engineer:
Civil Engineer:
Value:
Completed:

London, UK
LUL Jubilee Line Extension Project Stratford Development Partnership Limited London Borough of Newham
WilkinsonEyre
Hyder Consulting Limited
Arup
25m
April 1999

34

Introduction
Stratford is a major multilevel interchange station serving the district of Stratford in the London Borough of Newham, east London. It is served by
the London Underground, London Overground, Docklands Light Railway (DLR) and is also a National Rail station on the Great Eastern Main Line,
4 miles 3 chains (6.5 km) down-line from Liverpool Street.
The building is 14m high with a footprint of 100m x 35m. It is constructed
against the side of the embankment where the Central Line runs. Its
arrangement is determined by the position of the North London Line
which runs through the station, dividing the new concourse in two.

The main station entrance faces Station Square with its bus station and
taxi rank. From here, the building is entered at the east concourse where
the ticket hall and retail space are located. Access to the North London
Line is directly from this concourse.
An upper level walkway runs along the building's north western edge at
approximately the same height as the embankment behind it. This level,
readily visible on entering the station, is accessed by stairs, escalator or lift.
This walkway bridges the North London Line, providing for interchange
between its platforms as well as other services. The Central Line platforms
and mainline rail services are reached through a new and existing
pedestrian tunnel from the lower concourse, with connection by lifts and
stairs.
The building envelope creates a strong external image. The roof springs
from the concrete upper level walkway against the embankment, and
sweeps upwards and forward in a curve, projecting over the 100m long
glazed front elevation. The front and side elevations are fully glazed, as is
the lower part of the curved roof to the north west.
The roof structure comprises a series of curved plate girder ribs. Each
cantilevered girder is also propped by an 8m deep inclined truss that runs
along the whole south side of the building, carrying the glass.

35

36

The redevelopment of Stratford Station was undertaken by London Underground

and Stratford Development Partnership. The architects won the competition for
the new station in July 1994.
The brief was to create a single major space to serve the various train lines and
unify the disparate identities of the respective train services. The building also
needed to provide for future expansion. A second set of aims related to the
regeneration of Stratford.
The design was developed with close consultation of transportation bodies and
local groups. As well as achieving a comprehensive transport hub, the objectives
included a new civic hub with a public landscaped square, a clock tower to
celebrate Stratford's rail heritage, road improvements - including a new taxi rank,
bus station and bicycle parking areas, and improved pedestrian links to the town
centre and adjoining residential areas.
With convenience and ease of movement being crucial to the success of the
station, analysis of forecast passenger numbers was key to the designing
building's layout. Data on existing passenger movement was combined with
London Underground's projections of predicted numbers and interchange
movements between the new services. The output was used to establish the
location and size of the circulation routes inside the station.
The design provides for solar-assisted natural ventilation, via the void in the double skin roof. Solar gain is limited by the projecting roof and sun
louvres - which shade the southeast-facing glass wall from high sun angles, and by the large overhanging eaves to the east and west.
To promote quality control, ease of construction and longevity of the station, self-finished materials and pre-fabricated elements were specified
wherever possible. All the existing tracks had to continue in operation throughout the construction period.

The surrounding landscape was designed by the architects and landscape architects.
Design work commenced in July 1994. Work on site started in April 1996 and was completed in April 1998. The station was operational throughout,
with the new ticket office operational in July 1998.
The legible building arrangement helps passengers to access the various train lines and interchange between them with ease. Internally, Stratford
Station succeeds as a unified space. Externally it has a striking appearance.

37

The efficient curved section serves multiple purposes. It offers a strong image facing the town
centre and supports the station's internal environment - admitting natural light, providing for
natural ventilation, and offering an uninterrupted ceiling as a reflective surface for artificial lighting.
The glazed front elevation, facing the bus station and platforms of the Jubilee and North London
Lines, gives an uplifting welcome to people approaching from the south. It also provides good
views out from inside and creates a reassuring presence by night. Floodlights on the gantry
running along the bottom boom of the Vierendeel truss illuminate the silver ceiling. Uplighters on
the inner part of the curve enhance this, whilst downlighters light the shops and caf at ground
level.
In addition to daylight coming through the glazed cladding on the curved section behind the
upper level walkway, the station's internal ambience benefits from natural light through the glazed
front and side elevations. The light, airy interior feel is enhanced by the choice of materials,
including the light floor made from terrazzo (a highly polished material, made from chips of
marble set into mortar). The building's good sightlines and lighting promote security, assisted by
passive surveillance and CCTV coverage throughout.
The design responds to stringent health and safety requirements. The structure is designed to be
resistant to collapse should one of the curved ribs be destroyed or the front truss assembly be
damaged, and the piers are designed to withstand the impact of flying metal. The stack effect also
provides for smoke ventilation should a fire occur in the concourse. Stainless steel balustrades on
the upper walkway prevent objects being thrown or falling onto the track below. All staircases are
wide, with gentle gradients and substantial landings at their midpoint.

Exploded three dimensional view

Generous circulation routes together with step-free access throughout the station cater for
mobility impaired passengers. The interior is designed for people with impaired hearing, while
tactile and visibility strips have been incorporated to assist visually impaired passengers.
The design succeeded in accommodating the site's complex infrastructure, including the
Channelsea River which runs underneath part of the building and influenced the foundation
design. A landscaped area with artwork, created around the station, helps to fulfil the project's
regeneration objective

38

39

40

41

Ginger hotel, New Delhi

Roots Corporation (RCL) the wholly-owned subsidiary of Indian Hotels Company Limited (IHCL) operates the
Ginger chain of hotels. Established in 2003, RCL runs the first-of-its-kind Smart Basics chain of hotels across
India.

42

Vertical circulation

Service staircase

Types of room

Family room

Standard room

Twin bedded

Dormitory

15 rooms
36 rooms
56 rooms
2 room (8 beds)

Total no of rooms - 108

Area
- 26 sq.m and 34 sq.m
16 rooms on each floor

43

Standard and twin bedded room

Family room and Dormitory

Facilities on each floor

Guest pantry
House keeping
Fire fighting cabinet

Staff facilities
Staff cafeteria
Parking
staffoffice

Ground floor
Waiting lobby 9 person
Restrooms
Cloar room
Retail
Travel desk
Gym
Meeting room
Restaurant (comesome)
Times office

44

3.0 PROGRAMME READING

45

PROJECT SCOPE AND PROFILE

Chennai central, through which five lakh pedestrians pass each day, is at the intersection of six rail corridors in the city - one MRTS, three suburban and two
upcoming rail corridors is one of the busiest junctions in Chennai.
The inter-modal transport system will have to integrate all existing and future rail networks and the vehicular traffic on the roads at one of the most congested
places in the city. The proposed projects includes, Central Square will have basement parking for over 1,000 vehicles and pedestrian walkways. Seamless and
quicker switch over between the various networks and passenger facilities like shopping, food court, ATMs would be its features. In an attempt to give the city
a global touch, the State government has come up with the idea of setting up a Central Square on the lines of great cities like London and New York.
An interchange hub is the gateway to the city. It serves both as an access point and as a driver of mixed-use development. The hub can act as a major
element of the citys urbanization process rather than merely as a place or station for passengers. The hub can be used as an effective strategy to help solve
urban congestion problems, by providing which has positive impacts on surrounding areas, particularly in terms of urban regeneration and development. A
busy interchange hub can also catalyse mixed-use development and generate a multitude of economic opportunities.
The project also aims at revitalizing the prime urban space in the older part of the city and make the junction a nice, pedestrian friendly green plaza.
The intent is to redesign the existing Chennai park station and integrating it with the proposed Bus station. The proposed project includes Central Square
(Pedestrian plaza) and a three level basement parking to accommodate 1000 vehicles and pedestrian walkways.

46

Long waiting time has an impact on productivity as well as

passenger comfort. Retail shops, restaurants, and cafes with can
be a haven for passengers who need to endure long waiting time.
Internet connection in cafes can allow business passengers to
access important e-mails or finish work while waiting inside cafes.
The interchange hub can go beyond a mere transport station, and
become a destination in its own right. Retail shops combined with
entertainment facilities can make the hub an activity centre. Many
visitors can access the hub to shop, meet with friends, or have a
quick lunch without necessarily using transport related facilities

47

ACTIVITY PROGRAMME
The transport hub would act as a link traffic network and would facilitate seamless switchover between different modes of transport. A good
transport system is the one which would cater to all lifestyles of people. To reduce the pressure on a specific mode of transport, multiple options
should be present to for the commuters to choose from. The bus station coming up opposite to Chennai will act as a bus station which will enable
people to reach places in the suburbs where metro connectivity is not present. The design also aims at accommodating functions that previously
existed on the site and provide multi level car parking for 1,000 cars making the whole precinct a pedestrian friendly plaza.
The transport hub may include the following facilities:

Tourist information centre

Bus bays
Waiting lounges, waiting rooms
Ticket counters
Canteens, food court
Auto rickshaw and taxi parking facility
Emergency medical facilities
Pharmacy and shopping (commercial component)
ATM counters
Cloak room and baggage storage facility
Trolley and wheel chair storage facility
Security office
One fuelling station
Security office
Washrooms
Communication and postal facility
Shelter from weather

48

Outdoor sitting space

Office component (Meeting rooms, conference rooms)

Budget hotel component

Retiring rooms, dormitory, waiting lounges

Barrier free pedestrian access connecting all the six railway networks.

Space for time tables, Route maps and bus service number shall be provided at suitable places, easily visible for the commuters.

The building should accommodate the previously existed functions on the site. Travel agencies, restaurants and hotel.

Provision for differently abled people should be there.

The building should be environment friendly and uses of nonconventional energy should be considered.

Provisions for rainwater harvesting and waste water treatment should be included.

Provisions for adequate lifts , escalators and fire staircases should be made.

The designed structure should respond to the grade 1 living heritage buildings.

49

50

51

BUILDING BYLAWS

According to the Second master plan for Chennai metropolitan area ,2026 the site falls in the continuous building area as shown in fig 4.Continuous
building means buildings constructed without any side setbacks.
The site is located in the Napier park area and is classified as commercial zone.

Detailed Development plan Proposed Land Use

Napier Park area

Chintradripet Planning Division

Planning unit No. 10.1
Map No.4

52

DEVELOPMENT REGULATIONS

53

Site area : 18,364 sq.m

Land in fornt of the site to be developed into central
square : 29,011 sq.m
FAR: 1.5
Maximum Plot coverage: 75%
Set back: 6m on all sides
Built up area :27,000 sq.m
Height : (one and half times the abutting road and the height may exceed to the extent of 1m for every 30cm by
which the building is set back the street or 15.25m)

54

AREA STATEMENT

55

4.0 SITE READING

56

ABOUT THE CITY

Chennai is the capital city of the Indian state of Tamil Nadu. Located on the Coromandel Coast off
the Bay of Bengal, it is the biggest industrial and commercial center in South India,] and a major
cultural, economic and educational center.

Chennai has a tropical wet and dry climate. The city lies on the thermal equator and is also on the
coast, which prevents extreme variation in seasonal temperature. The hottest part of the year is
late May to early June, known regionally as Agni Nakshatram ("fire star") or as Kathiri Veyyil, with
maximum temperatures around 3540 C (95104 F). The city gets most of its seasonal rainfall
from the northeast monsoon winds, from midOctober to midDecember.

Prevailing winds in Chennai are usually south-westerly between April and October and northeasterly during the rest of the year.

The population of the Chennai city and the Chennai metropolitan area 52 lakhs and 99 lakhs
respectively.It is estimated that CMA would house a population of 126 lakhs by 2026, of which
Chennai City alone would account for 58 lakh

57

LANDUSE MAP

Fig 1 : CMA Land use 1973

Fig 3 : Chennai city proposed Land use 2026

Fig 2 : CMA existing Land use 2006

Fig 4 : Chennai city : Continuous building area

58

PUBLIC TRANSPORT NETWORKS

Major road network

Suburban railway network and MRTS

Chennai metro

59

NEIGHBOURHOOD

60

PRECINCT

61

THE PROJECT

62

SITE ANALYSIS

63

BUILDINGS IN THE PRECINCT

64

SITE

a
Area: 29,011
sq.m

Area: 18,364
sq.m

65

66

67

68

69

5.0 SWOT ANALYSIS

70

SWOT ANALYSIS
STRENGTH
Prime urban space in the older part of the city.
A rich history
Shares an edge with the Poonamallee high road (officially known as Periyar EVR High road, NH4). It connects two of the vital transport
installations of the city, viz. Chennai Central railway station and the CMBT (Chennai Mofussil Bus Terminus).

WEAKNESS

The Poonamalle High road is one of the busiest road in the city. But, there are plans to widen the road,
The backingham canal adjacent to the site is one of the most polluted water way in the city.

OPPURTUNITY
Site is surrounded by Chennai central, three suburban stations and two metro stations making it a favorable site for interchange hub.

THREAT

The no. of communets using the space is on an average 5 Lakh per day.
Being one of the busiest hub in Chennai, the congestion and the noise pollution level are high. Proper precautions need to be taken,

71

ZONING DETERMINANTS

72

VERTICAL ZONING AND VOLUMETRAIC DISPOSITIONS

73

SITE PLANNING AND MOVEMENT SYSTEMS

74

HERITAGE BYLAWS
Prohibited area

75

6.0 DESIGN TRANSLATION

76

From understanding and analyzing various case studies the primary

move was to segregate the vehicular and pedestrian movement. The
main aim was to establish a barrier free pedestrian linkage between
the six rail corridors and the bus station.
The bus station proposed at the site is majorly caters to the places
around the city where the connectivity through metro is not present
and shuttle buses to the major centers such as the Chennai Egmore
station, the airport, CMBT ( Chennai Mofussil Bus Terminus) etc. This
bus station is majorly a point of origin, so only one stretch of loading
bay are provided which acts as both departure and arrival bays.

On an average five lakh pedestrians pass through the Chennai central

and between the various modes of transport present each day, the
primary importance is given to the pedestrians. The main idea is to
have minimum level changes for the pedestrians.
The entry to the park station, the ticketing counter had to be
reorganized. The access to the other platforms happens through a
FOB whose main enrty is on the platform no. 01 leading to congestion
at the platform 01.
To facilitate that a major pedestrian spine connecting the site to the
proposed central square is established which helps the commuters to
cross the Poonamalle high road safely.
There are four grade I heritage buildings on the opposite of the site
namely, The Chennai central, Ripon building, Southern Railway Head
Quarters, and the Victorial public hall. Hence, the massing is such that
most of the built part is away form the Poonamalle high road towards
the other edge of the site.

77

78

6.0 DESIGN EVOLUTION

79

DESIGN STAGE I

section

In the first stage of design the main aim to establish the pedestrian spine .
Various configurations were tested out to have the bus bay and the
pedestrian on the same level. The existing entry point to the park station
was retained. The commercial, retail and hotel was happening at the level
above.
The pros are:
The uninterrupted pedestrian movement was possible.

The cons are:

The circulation of the bus was not smooth.
The whole site was not utilized to its full potential.

80

DESIGN STAGE II

section

Lower level plan

In the second stage, the vehicular and pedestrian movement were

segregated by having both at different levels. The pedestrian movement
was at the -2m and the bus station was at +2m. The entry to the station
was retained.
The pros are:
The bus circulation was simple and smooth.
The uninterrupted pedestrian movement was still possible.
A huge open space along the pedestrian spine is established.
The cons are:
The commuters going to the park station had to pass below the road.
The whole site was not utilized to its full potential.

Upper level plan

81

DESIGN STAGE III

In this stage, the vehicular and pedestrian movement were

segregated by having both at different levels. The pedestrian
movement was at the -2m and the bus station was at +2m.
The circulation of the bus is along the site boundary. The are
three platforms to the park station and currently the FOB at
+6m takes passenger to different platforms. The entry to the
station is from the huge public space rather than from below
the road.
The pros are:
The bus circulation got better as the sufficient length is
available to ramp up +2m.
The uninterrupted pedestrian movement was still possible.
Entry to the park station was better.
To respond to the heritage buildings a viewing gallery was
thought of.

The cons are:

Placement of other cores was an issue.
Access to the auto and taxi pick area is happening below t h
road.
The whole site was not utilized to its full potential.

82

Section

View gallery

Site section

83

DESIGN STAGE IV
In this stage, most of the ideas were retained from the earlier
design and were further developed upon. The circulation of
the bus was made better.
The pros are:
The bus circulation got better as the sufficient length is
available to ramp up +2m.
The uninterrupted pedestrian movement was still possible.
Entry to the park station was better.
To respond to the heritage buildings a viewing gallery was
thought of.
Three different lobbies were provided each catering to
different functions (bus station, hotel, railway station).

The cons are:

issue of light and ventilation in the rental office floor.
The pedestrian spine it too wide.

84