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415 views100 pagesBus Terminal
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© © All Rights Reserved
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INTER STATE BUS TERMINAL, NOIDA | 1S DS
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE &
TECHNOLOGY,
MURTHAL (SONEPAT)
Department of Architecture
Faculty of Architecture, Urban & Town Planning
INTER STATE BUS TERMINAL, NOIDA
‘Thesis Report submitted in partial fulfillment of the requirement for the degree of
Bachelor of Architecture (B. ARCH.)
(SUMIT VERMA, ROLL NO. 11001006036)
MAY 2016
{| | FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOG\
MURTHAL, SONEPAT-131039 (HARYANA) weastarenusremenn, noon | (SIE)
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE &
TECHNOLOGY
MURTHAL (SONEPAT)
Department of Architecture
Faculty of Arct
ture, Urban & Town Planning
Declaration
1, Sumit Verma, Student of Bachelor of Architecture (X Semester), hereby declare that the thesis
titled as ‘STATE-OF-THE-ART INTER STATE BUS TERMINAL, SEC-144, NOIDA’ which is
submitted by me to the Faculty of Architecture, Urban & Town Planning, Deenbandhu Chhotu
Ram University of Science & Technology Murthal (Sonepat)-Haryana in a partial fulfillment of
the requirement of the award of degree of Bachelor of Architecture has not previously formed
basis for the award of any Degree, Diploma Associateship, Fellowship or other similar tittle or
recognition,
Place : Deenbandhu Chhotu Ram University of Science & Technology, Murthal
Date:
FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING:
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
MURTHAL, SONEPAT-131039 (HARYANA) wreastrenusremennt noon | (SB
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE &
TECHNOLOGY
MURTHAL (SONEPAT)
Department of Architecture
Faculty of Architecture, Urban & Town Planning
(On the basis of declaration submitted by Sumit Verma it is certified that this thesis titled
“STATE-OF-THE-ART INTER STATE BUS TERMINAL, SEC-144, NOIDA’’is the bonafide
‘work of Sumit Verma, 2K 11/B.ARCH/11001006036 who has carried out the work under my
Supervision, Certified further that to the best of my knowledge the work reported herein
Does not form part of any other thesis or dissertation on the basis of which a degree or
award was conferred on an earlier occasion on this or any other candidate.
‘Thesis Supervisor
Ar. Lalit Kumar Prof. (Dr) Jyoti Pandey Sharma
Thesis Coordinator Department Chairperson
FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING:
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
MURTHAL, SONEPAT-131039 (HARYANA) Nesa
virestare busi. Nora | SS
ACKNOWLEDGEMENT
I would like to give my sincere thanks to my guide Dr. Ajay Monga
for his guidance and advice towards the report.
1 always seek my teachers for making my concepts clear & boosting
my confidence whenever I felt low.
It’s my pleasure to acknowledge the help of my better halves Ketan
Dhawan (3 year), Ankush Bansal (3 year),
ani Sabharwal
(2™ year), Isha Tyagi (2"' year) Jaideep Vashisth (2" year),
Priya
the
i (2" year), Kirti Yadav (2™ year) at every stage of my
Thanks to all my friends and seniors for helping me in the compilation of report and to give me
the assistance whenever required. And special thanks to my guide Dr. Ajay Monga and my
‘Thesis coordinator Ar. Lalit Kumar.
AND ABOVE ALL, | LOOK TO MY GOD- MY PARENTS, WHO WERE ALWAYS THERE
‘TO HELP IN MY GOOD AND BAD TIMES TO BOOST UP MY CONFIDENCE.
GOD BLESSES THEM ALL!!!!!
SUMIT VERMA
2K11/ARCH/11001006036
7 | FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
MURTHAL, SONEPAT-131039 (HARYANA) wreastrenusremennt noon | (SB
CONTENTS Page No.
1, INTRODUCTION & DEFINITION OF PROJECT 9-12
1.1 Road transport in India 10
1.2 Modes of transport 10
1.2.1. Public 10
1.2.2 Private 10
1.3 Present scenario 10
1.4 Bus terminus rer
1.4.1 Scale of a terminus ioe
1.4.2. Types of bus terminus 12
2. TRANSPORTATION IN DELHI 13
3. BUS TERMINALS IN DELHI & U.P. 14
3.1 Inter-sate bus terminals
3.1.1. Existing
3. Proposed
4. NEED OF THE PROJECT 14-16
5. AIMS AND OBJECTIVES 16-17
6. PROJECT COMPONENTS 18
7. SCOPE OF STUDY & DESIGN 19-20
8. SPACE REQUIREMENTS 20-34
8.1 Public seating 20
SLI Issue
8.2 Baggage room a
8.3 Ticketing facilities 21
8.4 Public lockers and telephones 2
8.5 Rental space 2
'5 | FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOG\
MURTHAL, SONEPAT-131039 (HARYANA) comacramie: | T
22
Dispatch office
Entrances 23
Corridor design 2
s 23
8.10 Queuing situations 23
8.11 Toilets 24
8.12 Ramp Break Over Angle 6
8.13 Angle of departure 26
8.14 Angle of Approach 26
8.15 Ramp Slopes 26
8.16 Driveway Exits 26
8.17 Parking Lot Layout Considerations 27
8.18 Stall Width 28
8.19 Stall Length 28
8.20 Interlock Module 28
8.21 Comparing Angle Efficiencies 29
8.22 Buss Geometric 30
8.22.1. Bus Date
8.22.2 Swept Path
8.23 Platform Types 30
8.23.1. Parallel Loading
8.23.2. Right Angle Loading
8.23.3. Straight Saw Tooth Loading
8.23.4. Radial Saw Tooth Loading
8.24 Bays Parking and Circulation of the Buses 31-34
9. SERVICE FACILITIES 35
36-40
Electrical Rooms 36
DG room or Generator Room 36
UPS Rooms 37
AHU 37
Fire 37
FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
MURTHAL, SONEPAT-131039 (HARYANA) Neca
virestare busi. Nora | SS
Fire Control 38
Heat Sensitive Detection System 38
Smoke Sensitive Detection System 38
Fire Alarm System 38
10.9.1. Manual System
10.9.2. Automatic Fire Alarm System
10.10, Fixed Fire Fighting Installation 39
10.10.1, Automatic Sprinklers
10.10.2. Fire Escape Staircase
10.11, Means of Escape 40
11. CASE STUDIES 41-79
11. Chennai Mofussil Bus Termina
ILL. Introduction 41
Initial Site Condition 4
Reason for the selection of the Case Study 4
Mofussil Bus Terminal Location 44
Site Plan 45
Project Details 46
Built up Area 46
Section And Elevation 46
Land use Plan 47
Main Terminal Building 7
Bus Bays and Parking 48
Buses Movements 50
Driveway Details 51
Facilities Provided 52
Total no. of Shops 57
Total no. of Seatings 58
Public Facilities 59
59
59
Electrical Services 59
Maintenance 60
Structural and Engineering Details 60
Material Used 62
Merits 63
111.25. Demerits 63
"7 | FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
MURTHAL, SONEPAT-131039 (HARYANA) 112. Kashmiri Gate ISBT
11.2.1. Introduction 64
11.2.2. Floor plan 6S
11.2.3. Merits ,Demerits and Adopting 66
113. ISBT Shimla
11.3.1. Introduction 67
11.3.2. Merits, Demerits and Adopting 68
BT Dehradun
114.1. Introduction 69
4.2. Merits, Demerits and Adopting 70
1.5. ISBT Chandigarh
11.5.1, Introduction n
11.5.2. Site Plan Sector 17 n
5.3. Site Plan Zo B
11.5.4. Site Analysis "4
11.5.5, Detail Analy: 5
11.5.6. Floor Plan 16
11.5.7. Parking 7
11.5.8. Merits, Demerits and Adopting Sector 17 78
11.59. Merits, Demerits and Adopting Sector 43 9
12. LOCATION OF SITE 80-83
12.1. Master Plan 2031 81
12. Introduction of Site 82
12. Site Approach 82
12. Site Pies 83
13. COMPARITIVE & AREA ANALYSIS 84-93
14, IDEATION & CONCEPTION 94-98
15. DESIGN METHODOLOGY 99
16, REFRENCE 100
FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
MURTHAL, SONEPAT-131039 (HARYANA) wreastrenusremennt noon | (SB
CHAPTER 1. INTRODUCTION & DEFINITION OF PROJECT
RODUCTION
1. Transportation is one of the most important requirements for aid of communication
from one place to other for visiting purpose or in the sense of tourism. A number of
factors like the convenience from one place to the other, promotion of tourism, for
communication between places, ete. have predicted the importance of planning such as
toadways industries in the essence of BUS TERMINALS.
2. Transportation system improves the social, economic, industrial and commercial
process and further transforms the society into an organized one.
3. It is one of the essential services, vital force for determining the direction of
development. To achieve the desired transportation balance and for the system to
be efficient.
4. It is essential to provide organized facilities in the system
5. As transportation is concemed with the movement between origin and destination
involves the movement of people and goods. There is need for an access point in the
system for use.
6. Transportation is one of the most vital services for every city small or big. Everyone is,
familiar with the difficulties that a transportation malfunction causes. These range from
minor delays and aggravation when a street segment is closed for construetion, to major
disruptions of activities and shortages of goods when there is a major strike.
7. The current transport situation in delhi highly demands for an integrated transit system.
8. An interstate/city bus terminal is a landmark in the city and nonetheless “the gateway of
the city.” This can be considered as an indicator of development of any city/town.
9. This can be considered as an indicator of development of any city/town,
10. Unfortunately such structure has been neglected up till so far in terms of social focal
point or the architectural features.
(9 | FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
MURTHAL, SONEPAT-131039 (HARYANA) 11, The topic bus terminus has been chosen as the society is developing at a faster rate and
so the infrastructure need is gaining momentum.
12. Delhi has one of India's largest bus transport systems
13. Buses are the most popular means of transport catering to about 60% of Delhi's total
demand.
14, Buses are operated by the state-owned Delhi transport corporation (DTC). The Delhi
buses serve more than 800 stops all around the city and the state.
15. Connects almost all the major centers of north India with its services. It connects Uttar
Pradesh, Punjab, Jammu and Kashmir, Himachal Pradesh, Uttarakhand, Rajasthan and
Haryana
1.1. Road transport in India:-
1.1.1. National highways, State highways, District roads And Village Roads ete
1.1.2. National highways carry approximately 40 % of the total traffic but they are only 3.5,
'% of the entire road network.
1.1.3 The Indian road network is under much needed development. Some 40% of villagers
in India lack access to all weather roads and remain isolated during the monsoon
season,
1.2. Modes of transport:~
1.2.1. Publ
1.2.2 Private
With the rapid growth of urbanization in recent decades, public transport services,
particularly bus services in many cities in India lack their full potential. Due to inefficient
public transport systems, there has been an increase in the personalized mode of travel in most
cities, leading to increase in traffic density resulting in longer travel time, reduced average speed,
and increased fuel consumption, higher levels of pollution and discomfort to road users. So there
is a need for efficient transport system with the growth of urbanization
1.3 Present scenaric
Road transport is still the dominant mode of transportation - both for moving goods and
10 | FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
MURTHAL, SONEPAT-131039 (HARYANA) INTER STATE BUS TERMINAL, NOIDA | 1S DS
passengers.
Railways handle only 40% of the freight and 20% of the passengers load, 60% of the goods
And 80% of passenger's movement takes place through roads.
Out of total length of national highways, 27 % is single lane/intermediate lane; whereas 59%
is double lane standard; and the rest 14 % is four-lane/ six-lane/ eight lane standard
As transport is the movement of people and goods from one place to another, there is a need for
access nodes from which people can segregate to their own destinations transit modes fiom the
infrastructure facility. These nodes can be bus terminuses, inter-state bus terminuses for
roadways, railway stations for railways, airports for airways, ports for waterways ete
1.4 Bus terminus
‘A bus terminus is a structure where a number of buses stop to pick up and drop off passengers
and stop for maintenance or next day departures to different destinations. It is larger than a bus
stop, which is usually simply a place on the roadside, where buses can stop. It may be intended
asa terminal station for a number of routes, or as a transfer station where the routes continue.
1.4.1. Seale of a terminus
It depends on the vehicular movement scale within that city and also on size of the city eg.
Delhi is a capital city, there is a bulk of interstate buses so it comes under cities having large
scale traffie movement, so there would be a need for bus terminuses having more area
Need for a terminu:
why and where?
Terminuses act as access nodes.
‘Terminuses are needed where number of services terminates and where there is a exchange
of passengers and goods from one service to another.
1 | FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
MURTHAL, SONEPAT-131039 (HARYANA) wreastrenusremennt noon | (SB
1.4.2. Types of bus terminus:~
1
Bus depots
Bus stops and shelters
Intercity bus terminus
Airport-city bus terminus
Interstate bus terminus
Why Bus Terminus?
A dissertation or thesis is a document submitted in support of candidature for a degree or
professional qualification presenting the student's research and findings. But its not just to get a
degree, it is a project which is related to our future plans.
The thesis topic has bees selected as “bus terminus” because of its demand of time. This project
gives me an ample scope and opportunity for transportation planning which I wish to pursue
further in my masters in planning.
This project is alive project and highly required and on demand,
‘Transportation planning is a field involved with the evaluation, assessment, design and sitting of
transportation facilities (generally streets, highways, footpaths, bike lanes and public transport
lines).
[2 | FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
MURTHAL, SONEPAT-131039 (HARYANA) weastarenusremenn, noon | (SIE)
CHAPTER 2. TRANSPORTATION IN DELHI
TRANSPORTATION
1. Transport Or Transportation Is The Movement Of People From One Location To
Another.
2. Modes Of Transport Include Air, Rail, Road, Water, Cable, Pipeline, And Space.
‘The Field Can Be Divided Into Infrastructure, Vehicles, And Operations. ‘Transport Is
Important Since It Enables Trade Between Peoples, Which In Turn Establishes Civilizations.
4, Transportation Can Be By
4.1, Roads
42. Railways
43. Airways
4.4, Waterways
5. And terminals such as
5.1, Airports
5.2. Railway stations
5.3, Bus stations
5.4, Trucking terminals
6. Out of all these bus stations are the third most important way of transportation after airports
and railway station. Airports links two states. Similar with railways but bus stations links
each part of cities as well as inter states
FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING:
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
MURTHAL, SONEPAT-131039 (HARYANA) weastarenusremenn, noon | (SIE)
CHAPTER 3. BUS TERMINALS IN NCR
BUS TERMINALS IN DELHI & U.P.
3.1 INTER-SATE BUS TERMINALS :-
3.1.1. EXISTING 3.1.2 PROPOSED
1. Anand Vihar 1, Dwarka
2. Sarai Kale Khan 2. Narela
3. Kashmiri Gate 3. ISBT, Sector-144, Noida-Greter Noida
expressway
CHAPTER 4. NEED OF THE PROJECT
ED OF THE PROJECT.
Growth Popalation Vs. Vehicles, 1981-2001
(Sumber in X times) 1, Between 1981 and 2001, delhi population has
a grown by 2.24 times and vehicles by 6.78 times.
— personal vehicles per 1,000 population has grown
3 times
224 2. With rapid growth in urban areas-infrastructure
and services related to transport, energy, housing
etc. Are under tremendous strain
‘Pepsin Groth Vehicle ond
3. Delhi has vast employment opportunities. It attracts about 25 lakh people every year
Who migrate from the neighboring states (especially east). It was estimated that the
Population of the Delhi state would rise to 1.5 cr by the end of 2010.
72, | FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
MURTHAL, SONEPAT-131039 (HARYANA) Figure 1 Population Growth In Delhi
Population
ef HMI
Figure 2 Vehicle Growth In Delhi
9:4 Milion in 1991
22Million in 2021
Vehides
1.8 Millon in 1901
Over 8 Million in 2021
Per Capita Trip Rate (Mechanical Modes)
Average Trip Length (Km)
(0.79 in 1993 1.2in 2021
Car 11,28 in 1903 & 17.74 in 2021
Bus 10.86in 1993 & 14.58 in 2021
7155 | FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
‘MURTHAL, SONEPAT-131039 (HARYANA) 50 CARS OR 60 BICYCLES OR 1 BUS
4. By keeping the population and vehicle growth rate in knowledge the need and
demand of this project is very high
CHAPTER 5. AIMS AND OBJECTIVES
The Aim And Objectives Of The Project Are:
1 To achieve design excellence and to come up with a prototype design for a bus terminal
for future and urban scenario where space will become precious commodity & High Bus
trip will have to support from small site further to save space for commercial activities
will be incorporate with Bus Terminal and give to Noida a missing Landmark Building.
2. To promote fast & understanding flow of traffic
3. To create clear segregation of different type of traffic. No congestion at peak hour.
4. To promote optimum connections between all elements and spaces, ie. clear connection
of functions.
5. To incorporate today’s communication system, surveillance system, ete, into design
FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
‘MURTHAL, SONEPAT-131039 (HARYANA) Nesa
virestare busi. Nora | SS
6. To create Better Facility To End-Users Of DTC Passenger Service And Facilitating
Passengers As Well As Inhabitants Of The Neighboring Areas With Enhanced And
Planned Commercial Activities
7. To Increase The Use Of City Transport System By Integrating It With State Transport
System Which Will Result In Decreased Number Of Private Vehicle Users With
Consequential Reduction In Traffic On City Roads
8. To Efficiently Use The Land Available For The Project By Segregating Different
Services At Different Locations.
9. ‘To Make User Friendly Design By Using Sign Boards At The Right Locations For The
Convenience Of The Passengers
10. Separate paths for pedestrians and vehicles which will helps in reducing accidents
11, To make pedestrian friendly environment
USE OF F.0.B. PROPER SIGN BOARDS — PROPER ROAD CROSSINGS.
17 | FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
MURTHAL, SONEPAT-131039 (HARYANA) HAPTER 6. PROJECT COMPONENT:
PROJECT COMPONENTS ARE:-
1. Interstate Bus Terminal
2. Parking For Private Vehicles, Taxis &
Auto
3. Restaurant and Food Courts
4. Cafeteria
5. Book Shops
6. Ticket Counters
7. Office Complex
8, Shops or a Commercial Complex
718 | FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOG
‘MURTHAL, SONEPAT-131039 (HARYANA) INTER STATE BUS TERMINAL, NOIDA | 1S DS
CHAPTER 7. SCOPE OF STUDY & DESIGN
SCOPE OF STUDY & DESIGN ARE:-
1
Inter Connectivity Between Various Modes Of Transport (Metro,
Airport, Etc.)
Framing requirements for a max. nos. of passenger per day in both
directions,
Studying the various technological advancement in the field of
surveillance system, communication system, fire fighting system, ete.
Bus Terminal
Bus Parking Bays
Circulation Pattern — Pattern Flow Of Passengers And Buses
Commercial Space
Idle Parking Of Buses, Cars, Auto & Taxis
Administrative Offices
A Local Shopping Centre
Ticket Counters
Waiting Area
Entry & Exit For Private Car & Pre-Paid Autos
Entry & Exit For Local Buses
Entry & Exit For Interstate Buses
19 | FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOG\
MURTHAL, SONEP)
1039 (HARYANA) wreastrenusremennt noon | (SB
16. Entry & Exit For Terminal Area & Commercial
17. Pedestrian
CHAPTER 8. SPACE REQUIREMENTS
SPACE REQUIREMENTS ARE:
8. PUBLIC SEATING
Seating in any of the terminal types may be provided in the form of a separate waiting room or,
in a more open plan, in the form of a simple seating area within a larger public space. This
function should be directly accessible to the concourse area and should be provided with
drinking fountains, trash baskets, ash urns, and clocks
The amount of public seating varies depending on individual circumstances, terminal type, and
economic priorities. As a general rule of thumb, however, an allowance of one seat for every
three passengers would be adequate for an intercity terminal.
8.
Facilities for waiting passengers depending on passenger volumes, typical waiting, times, and
local conditions,
Provision of the following facilities should be considered:~
1, Weather protection and heating,
2. Seats;
3. Public address and real time information,
4. Help points;
5. Telephones,
6. Toilets and baby changing facilities; and
7. Clocks.
8. Waiting area should be well ventilate
FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING:
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
MURTHAL, SONEPAT-131039 (HARYANA) wreastrenusremennt noon | (SB
Deme
1, Baggage checking
2. Baggage handling system
Drinking water fountains
8.2. BAGGAGE ROOM
Baggage room requirements vary significantly with terminal type and operation. In the intercity
terminal the baggage handling problems more severe.
In the intercity bus terminal the baggage is normally hand-carried directly onto the bus or to the
baggage room, and from there it is placed on the bus. The baggage room should be
accessible from both the public area and the concourse and have an area equal to about
10 percent of the total building or contain aboutSO sq. Ft for each bus loading
berth, whichever is higher. The baggage room should also be equipped with standard metal racks
about four or five tiers high for baggage storage.
8.3. TICKETING FACILITIES,
The trend in ticketing facilities in the modern terminal, regardless of the type, is toward open
counters in contrast to the antiquated caged windows. In the larger intercity terminal, where
more than one carrier may operate, separate self-contained glass walled ticket offices may
be provided, each housing their individual open ticket counters. The number of selling positions
or agent stations varies with the individual operations policy of the carrier and the
particular terminal type
Perhaps the greatest number of selling positions are required in the intercity terminal, On the
average, one position should be provided for each 25 to 30 waiting room seats. The
lineal feet of counter space depends on individual carrier operation and the type of
ticketing equipment used and may vary between 3 to Sf per position and/or about 50 to 60 sq.ft
pet position. The height of the counter is usually42 in
FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING:
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
MURTHAL, SONEPAT-131039 (HARYANA) INTER STATE BUS TERMINAL, NOIDA | 1S DS
8.4. PUBLIC LOCKERS AND TELEPHONES.
Lockers and telephones are revenue producing, and the quantities to be provided depend to a
great degree on their potential earning capacity.
5. RENTAL SPACE
‘The amount of rental space to be provided for stores, shops, concessions, ete. Depends primarily
on the earning potential involved and the amount of space available
8.6. DISPATCH OFFICE
The dispatch office controls all bus movement and consequently should be located on the
concourse so that it can observe all loading berths, The size of the dispatch office may
vary anywhere from 50 to150 sq. Ft. Offices all terminals regardless of type require a certain
amount of office space. The specific area to be provided depends on the terminal size and type.
Although usually offices forthe terminal manager, passenger agent, and switchboard
are sufficient, in larger terminals more elaborate facilities are required
8.7. CORRIDOR DESIGN
Minimum corridor widths are based on the pedestrian traffic flow volume less
appropriate allowances for disruptive traffic elements such as columns, newsstands, stairways,
window shoppers, ete, 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
FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
MURTHAL, SONEPAT-131039 (HARYANA) INTER STATE BUS TERMINAL, NOIDA | 1S DS
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 pf (orless), 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 pfin may be used. This standard allows the attainment of near-normal
walking speed but does result in more frequent traffic conflicts with other
pedestrians,
8.8. ENTRANCES,
‘The criteria utilized for corridor design can be roughly applied to the design of doors
‘The maximum capacity of a free-swinging door is approximately 60 persons per minute,
but this capacity is obtained with frequent traffic disruptions and queuing at the entrance section
Asstandard of 40 persons per minute would-be representative of a busy situation
with occasional traffic disruptions. Where free-flowing traffic is desired a standard of 20
persons per minute should be adopted.
8.9. STAIRS
Human locomotion on stairs is much more stylized and restricted than walking because of the
restraints imposed by the dimensional configuration of the stairs, physical exertion, and concerns
for safety. As with corridors, capacity flow is obtained when there is a dense crowding of
pedestrians combined with restricted, uncomfortable locomotion, The maximum practical flow
ona stair is approximately 17 persons per foot width of stairway per minute(pfm) in the upward
or design direction. An average of about 20 square feet per person or more is required before
stair locomotion becomes normal and traffic conflicts with other pedestrians can be avoided.
This is equivalent to a flow volume of about S pfm. This standard would be used in terminals
that do not have severe peaking patterns or apace restrictions. In commuter terminals, the more
stringent standard of 7 to 10 pfm would be acceptable, Riser height has a significant impact on
stair locomotion. Lower riser heights 7 in, Or less, increase pedestrian speed and thus improve
traffic efficiency. The lower riser height is also desirable to assist the handicapped pedestrian
Queuing areas a number of different pedestrian
8.10. QUEUING SITUATIONS,
Occur in terminals which affect their functional design, Linear queues will occur where
passengers line up to purchase tickets or board buses. Care must be taken that these lines do not
disrupt other terminal functions. The length of a linear queue may be estimated on the basis of an
average per person spacing of 20 in, The presence of baggage has little effect on this
spacing because baggage is placed on the floor either between the legs or at the sides.
Bulk queues may occur within a passenger terminal where passengers are waiting for bus arrivals
or other services. Where no circulation through the queuing space is required, area occupancies
as low as5 sq. Ft per person may be tolerated for short periods. This allows standing pedestrians
toavoid physical contact. with each other. Where movement through the queuing
23 | FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
MURTHAL, SONEPAT-131039 (HARYANA) space is required, such as in a passenger waiting concourse, an average area of 10 or more sq
Ft per person is required. Human area occupancies below 3 sq. Ft per person result in
crowded, immobile, and potentially unsafe queues, particularly where pedestrians may be
jostled off platforms
8.11. TOILETS
Area NoofWater NoofUrinal Noofdrinkingwater
closet fountain
Arrivalblock —— 2for20men 2for20men —_Ifor20men Hapfor2Sperson
2forlswomen —2forlS
women
Departure | for2Smen Ifor2Smen —_1for7-20men HtapforSOperson
block 2for21-4Smen
IforlSwomen 1 for25
women
Administrativ 1 for2Smen Ifor2Smen —1for7-20men ItapforSOperson
© 2for21-4Smen
offices
IforlSwomen 1 for25
Foodcourts ——_IperSOpeople. —IperWC for SOperson ltapperkitchen
Over200addi And tapperrestaurant
perl00person
formen
2perSOpeople. —_IperWC
Over200addi
perl00person
forwomen
Source:- NBC
722 | FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
‘MURTHAL, SONEPAT-131039 (HARYANA) en, : FOR DIFFERENTLY
. Jf FOR ABLED
q / BION
Lees Jari te teen
T PTT f | fi
The minimum size shall be
1500 x 1750,
Minimum clear opening of
the door shall be 900 mm. and
te door shall swing out
ie W.C. seat shall be 500,
‘mm, ftom the floor.
38 Toilet Moor shall have a
$//non-slip surface without any
VL. Difference.
Light-weight PVC door
shutter should be provided as
a sliding door
TOILET STALL
A 5'x 5' stall is usable by most people and
has the following requirements.
1 Stall must be 3 x 5 ft
g 2. WC. centerline is 186 in from side wall
3 . 32 in door diagonally opposite W.C
4 Handrail extends | ft 6 in in front of W.C
172 in O.D.., 1 V2 in from wall, 13 in above seat
5. Standard partition toe clearance
Source: TIME-SAVER STANDARDS FOR BUILDING TYPES
FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
‘MURTHAL, SONEPAT-131039 (HARYANA) INTER STATE BUS TERMINAL, NOIDA | 1S DS
ae 8.12. RAMP BREAK OVER ANGLE
~ We Be. ‘The ramp break over angle is the measure of ability of
\ 08 the car to break over a steep ramp, either climbing or
g! og descending, without scraping
oe
5] Ee
H a 8.13. ANGLE OF DEPARTURE
A reasonable minimum value is necessary to reduce the
incidence of tailpipe and rear bumper dragging. The standard
calls for a minimum of 10 degrees, violated only in the 1957-1959 period. Only one
1970 car, mercury, met the minimum standard. Most cars are substantially above 10
degrees. The most critical condition is at driveways where the apron is steep, or a combination of
excessive crown to gutter and apron slope.
8.14. ANGLE OF APPROACH
‘The trend of approach angle of domestic cars from 1948 to 1962 indicates a drop in the 1957-
1959 periods below 15 degrees. The standard developed in 1960 by the society of automotive
engineers calls for a minimum value of 15 degrees
8.15. RAMP SLOPES
The maximum ramp slope should be 20 percent. For slopes over 10 percent, a transition at least 8
ft long should be provided at each end of the ramp at one half the slope of the ramp itself.
8.16. DRIVEWAY EXITS
A ramped driveway exit rising up to a public sidewalk must have a transition section that is
almost level (maximum slope: 5 percent) before intersecting the sidewalk to prevent the hood of
the car from obscuring the driver's view of pedestrians on the walk. This transition should be 16
fi. Long. Property line walls should also be regulated so as not to interfere with the driver's view
of pedestrians on a public sidewalk. Wherever an exit driveway is parallel and adjacent to
a property line wall which extends all the way of a sidewalk, the edge of the driveway should be
physically established, by curb or railing, at least 6 ft from that wall, For each foot that the wall
is held back from the sidewalk, the required distance between driveway and wall may be reduced
by one foot
FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
MURTHAL, SONEPAT-131039 (HARYANA) PARI
iG LOT LAYOUT CONSIDERA’ INS
The objective of the layout design is to maximize the number of stalls, while following the
guidelines below.
The layout of the parking facility must be flexible enough to adapt to future changes in vehicle
dimensions
The stall and aisle dimensions must be compatible with the type of operation planned for the
facility.
vees!| The critical dimensions are the
»,— width and length of stalls, the width
9 Parking an of aisles, the angle of parking,
oN e cs and the radius of turns. All
. ore 1 of these dimensions are related
Ws Parag medale wa eal PAs to the vehicle dimensions and
meio dt tnd rr: performance characteristics, In
% recent years there have been a
: number ofchanges in vehicle
dimensions. “The popularity of
‘ minivans and sport utility vehicles
. has had an impact on the design of
é parking facilities. For the near
ssh : future, a wide mix of vehicle sizes
Tet should be anticipated, Dimension
TI | “ements of possible parking layout
or:
There Are Three Appr«
hes For Handling The Layout:
1. Design All Spaces for Large-Size Vehicles (About 6 Feet Wide And 17-18 Ft Long).
2. Design Some of the Spaces for Large Vehicles and Some for Small Vehicles (These Are
About 5 Ft Wide And 14-15 Ft Long).
3. Provide A Layout with Intermediate Dimensions (Too Small For Large Vehicles and Too
Big For Small Vehicles). For Design, It Is Customary To Work With Stalls And Aisles In
Combinations Called "Modules". A Complete Module Is One Access Aisle Servicing A Row Of
Parking On Each Side Of The Aisle. The Width Of An Aisle Is Usually 12 To 26 Feet
Depending On The Angle At Which The Parking Stalls Are Oriented
FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING:
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
MURTHAL, SONEPAT-131039 (HARYANA) weastarenusremenn, noon | (SIE)
8.18. STALL WIDTH
For simplicity, the stall width is measured perpendicular to the vehicle, not parallel to the aisle. If
the stall is placed at an angle of less than 900, then the width parallel to the aisle will
increase while the width perpendicular to the vehicle will remain the same.
8.19. STALL LENGTH
The length of the stall should be large enough to accommodate most of the vehicles.
The length of the stall refers to the longitudinal dimension of the stall, When the stall is rotated
an angle of less than 900, the stall depth perpendicular to the aisle increases up to 1 foot or more.
It should be noted that the effective stall depth depends on the boundary conditions of the
module, which could include walls on each side of the module, curbs with or without
overhang, or drive-in versus back-in operations. For parking at angles of less than 900, front
bumper overhangs beyond the curbing are generally reduced with decreasing angle and, for
example, drop to about 2 feet at 450 angles
8.20. INTERLOCK MODULE
‘A special type of module, the interlock, is possible at angles below 900. There are two types of
interlock. The most common, and preferable, type is the bumper-to- bumper arrangement. The
second type, the "herringbone" interlock, can be used at 45o and is produced by adjacent sides
having one way movements in the same direction. This arrangement requires the bumper of one
car to face the fender of another car. Figure 8-3 shows several different module layouts that are
commonly used, The relative efficiencies of various parking angles can be compared by looking,
at the number of square feet required per car space (including the prorated area of the access
aisle and entrances), Where the size and shape of the tract is appropriate, both the 900 and the
600 parking layouts tend
to require the smallest
area per car space, In
typical lot layouts for
large size vehicles, the
average overall area , ia ae
required (including cross
aisles and entrances) fF er mar er
ranges BE oe ser sor saas
Between 310 and 330 Gf ee vor ne caer
square feet/ear. Avery "Svan Dn Voie by 17
flat angle layout is Bike re ce wer ms ee
significantly less efficient |» yer oe iP ES Ge
wae ree 019
than other angles. One- ss
way aisles there are many Werke we on mes
conditions where _one- rez . a
way aisles are desirable, |="
FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING:
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
MURTHAL, SONEPAT-131039 (HARYANA) weastarenusremenn, noon | (SIE)
With parking angles less than 900, drivers can be restricted to certain directions. However, the
angle should usually be no greater than 75o. Drivers may be tempted to enter the parking aisles
and stalls from the wrong direction when the stall angle is too large. Adjacent aisles generally
have opposite driving directions
8.21. COMPARING ANGLE EFFICIENCIES
parkingspacearrangement area(includin
g
opendoor)
° 2
1 Oparalleltoroadentryandexitto
parkingbaydifficultysuitablefor
narrowroad
. 263
2.30angletoaecessroad. Easy
entrytoparkingbayandexit. Usesa
largearea,
° 203
3.45angletoroad.Goodentryto
parkingbayandexit Relativelysmall
area/parkingspacenormaltypeof
layout
‘Source: TIME-SAVER STANDARDS
possibleno.of
spaces/100marea
4.4
49
Possibleno.of
spaces/100mof
road{onesideonly)
7
31
nin, opening w » h = 2.30m < 200m
nax. permissible gradient 20%
85+— 290 —- +1954
FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING.
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
MURTHAL, SONEPAT-131039 (HARYANA) INTER STATE BUS TERMINAL, NOIDA | 1S DS
8.22. BUS GEOMETRICS
8.22.1 BUS DATE
Bus geometries, or the physical dimensions and maneuverability of the bus, determine the width
of roadways, shapes of platforms, column spacing, ceiling heights, and other aspects of
bus- level design. The apparently insignificant detail of the right-side loading of buses often
restricts terminal design possibilities.
8.22.2. SWEPT PATH
‘When a bus turns normally, it always turns about a point which is somewhere on the center line
of the rear axle. This is true whether motion is forward or backward. ‘The tums 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.
23. PLATFORM TYPES
8.23.1. PARALLEL LOADING
1. Requires Excessive Amount Of Space.
2. Buses Must Usually Wait Until First Bus Exits.
3. Large Terminal Requires Pedestrian Under/Overpass Facilities To Protect Passengers
While Crossing Lanes,
8.23.2. RIGHT-ANGLE LOADING.
Disadvantages Include:
1, Out swinging Bus Door Which Forms a Barrier around Which Passenger Must Pass.
2. Bus Maneuvering Difficult
FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
MURTHAL, SONEPAT-131039 (HARYANA) wreastrenusremennt noon | (SB
8.23.3. STRAIGHT SAW TOOTH LOADING
1, Efficient-Employed Where Lot Is Comparatively Narrow and Deep.
2. Passenger Has Direct Approach To Loading Door.
3. Baggage Truck Can Operate Between Buses For Side Loading.
8.23.4, RADIAL SAW TOOTH LOADING
1. Most efficient buses swing into position along natural driving are.
2. Space required at front is minimum-wide space at rear making maneuvering easy.
8.24. BAYS, PARKL
AND CIRCULAT!
OF THE BUSES
‘Oblique Hah angie to director
“Departure at
Separtre at oblique’
Source: METRIC HANDBOOK PLANNIN
ND DESIG!
FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING:
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
MURTHAL, SONEPAT-131039 (HARYANA)
DATA “adetantal bavior recommended
{er passengers safely
‘and crecton"\__qvertang boyond ker vars
kethn extended tor SP
‘erraive OUT door
forveting sown
[Eke
fig 1. As the angle of pitch in saw-tooth bays increases so does the distance between each bay
‘stated
Bosod on a
Yemiong «25m
wie vere
fig 2. Passenger safety and control are particularly important when detailing saw-tooth bays
|
Leet 4
RADIAL SAWTOOTH PARALLEL SINGLE LANE ISLAND
Source: TIME-SAVER STANDARDS FOR BUILDING TYPES
FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
‘MURTHAL, SONEPAT-131039 (HARYANA) weastarenusremenn, noon | (SIE)
"3600 minum 4000 prefered
alow 1000 1 houndary
if
oe
= A ‘allow 2000 to
ee seae 2 H
ches \ fem
Foal t
Warrier
Birrireres 4
| |
PLL
“Loo
me
fig.1 Standard Interlocking Layout
fig.2 Coach Park for Random Arrival and Departure of Vehicles. The Larger Bay Size (4 M) Is
Necessary If Coach Parties Enter and Leave the Coaches in the Park
storm without with ‘eiaion porate] as | at
rape sma | paning | tone
‘one tone ot
rob oe] [oval
celal [omer
& ning
[as] |foscetm | ae | raf ae| re] a
ator [3] [pain 3 Hy
Fength (rm) feo eo | [options 35 2%
arm, Bspe 22 | s [24] «|e
ar eke se | 2] Es) 2 [és
re of we SPE PE
"aa a
pointe parsing
Stores [2 fe |e fafesles| Jooeceim | as |25]20] as] so}
varie tunes _[t fr [i frafra fia] fist ot orvar
eae iene to |no}ro] re| 1
atom, paring wen
Foecwey and
Sa par
tor es |1]175| 19 [20 oe ana [15] oro] 91
iartie buses _[275]340]378 [439 eaa] ero)
yore bu
i
‘Space Requirement for Platform
‘Space for Parking
Source: TIME-SAVER STANDARDS FOR BUILDING TYPES
33 | FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
MURTHAL, SONEPAT-131039 (HARYANA) wreastrenusremennt noon | (SB
the line drawn
by the rear
wheel gi
inner radius
the
90° turning
circuit for
12m tong
rigid vehictos
the outer
radius follows
the outside of
the bumper
25.00
180° turning
circuit for
12m long
rigid vehicles
Source: TRANSPORT TERMINALS AND INTERCHANGES
3 | FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
MURTHAL, SONEPAT-131039 (HARYANA) wreastrenusremennt noon | (SB
CHAPTER 9. SERVICE FACILITIES
SERVICE FACILITIES
Eating, medi
floors to reduce elevator traflic, The number and type
of employees may be considered in locating it near these
facilities,
planning spaces in a building block
it
ai
3
4
5,
6
7
8
9
and lounge facilities are generally on the lower
Following are the general considerations while
Organization (Vertical And Horizontal)
Integration Of Planning Grid
Positioning Of Column
Depth Of Building And Relationship To Cores
Zoning Of Services Distribution
Circulation Of Users-Oceupants, Services
Noise And Surroundings
Orientation And Fenestration Percentages
Flexibility and Phasing.
OCCUPANCY
Restaurants(diningarea)
AREAPERPERSON(SQ.M.)
0.9sq.m.Tol. Isq.m.
Offices 9.38q.m.(Excludingstairsandlavatories)
Shops 4,66sq.mto7.0sq.m.
Assemblyhalls 0.46sq.m.(Basedonmovableseats,usually
Armless,450mmcentertocenterwithfixedseatingat
500mmcentertocenterwillincreasetoabout0,60sq.m
FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING:
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
MURTHAL, SONEPAT-131039 (HARYANA) INTER STATE BUS TERMINAL, NOIDA | 1S DS
CHAPTER 10. SERVICES
SERVICES:
1, In a building, the services playa major role in the functioning of the
building. The building services should be of following character:
2. ‘They should function efficiently. The services should be cost-effective not only in
the initial setup but also during the long run.
3. They should utilize minimum energy resources and should be energy efficient.
The services should be so calculated that they cater to the maximum peak loads.
The maintenance of all these services should be easy and efficient.
6. The services should be adequately protected and should not pose a threat for the
building or its inhabitants
7. In a multi-story building, great care should be taken in zoning the services
appropriately. The services should cater not only to the present needs but should be
in accordance with future predicted requirements to prevent any unnecessary
alterations in the building in the future.
The Services Incorporated Are:
1, Water storage and sewage treatment plant
2. Water supply and sewerage board provides reliable water supply. A main
water storage tank should be provided at the park holding a capacity equal
to a week’s
3. Consumption at the park. Water quality should be regularly checked in
compliance with who standards, ensuring clean water supply at all times.
4. A sewage treatment plant that meets pollution control regulations recycles water
for landscaping uses, maintaining the parks concept of a green culture
should be provided
10.1 ELECTRICAL ROOMS
These rooms are used to distribute electricity through conduits running vertically in the
building and also as a panel for controlling the electrie supply.
10.2 DG ROOM OR GENERATOR ROOM:
These should be in an area where the noise coming from dg room does not affect the
working of the office. It should also be near the service entry for the ease of repair and
maintenance of the machines.
36 | FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
MURTHAL, SONEPAT-131039 (HARYANA) wreastrenusremennt noon | (SB
10.3. UPS ROOM
For uninterrupted stable power supply to the computers in the park is provided. They should be
hear the service entry in the basement or ground floor for easy maintenance.
10.4. AHU
‘These are for distributing conditioned air from the ac plant to each floor and. filtering the
return air,
Landscaping uses, maintaining the parks concept of a green culture should be provided
One ahu of 10° setcaters to 500 sqm. Ofarea. They _contain centrifugal
type fans that pump air through ducts. The air is made to pass through filters to remove dust
particles and then over the chilled water tubes where it’s heat is transferred. ‘This
cooled dehumidified air is drawn back through the suction side and pumped to the rooms
through duets. All the ahus are provided with tap and floor drain also. Duets are provided
throughout the building to transfer conditioned air from the ahu’s to the spaces
‘The ducts are rectangular sections made of galvanized sheet steel. The ducts are made to run
above the false ceiling. Ducts used in the building are generally of depth of 300mm. The width
of duet varies depending on its distance from the ahu. The duets close to the ahu may be of
900mm width and these duets branch out into narrower ducts
10.5. FIRE FIGHTING
Fire is supported by three essential ingredients, fuel, heat and oxygen. The absence of any of
these causes fire to be extinguished. The fire fighting system must be appropriate to the
location of the fire and preferably limited to the area in order to minimize damage to plants and
building structure, Radiation from fire may prove combustion to combustible material at
some distance. Fire fighting implies the ability of building element to fulfill their assigned
functions under condition if maximum severity of exposure to heat expected to occur in the
building
It is a measure of:
1. Resistance to collapse
2. Resistance to flame penetration.
3. Resistance to excessive temperature rise on the unexposed face
FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING:
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
MURTHAL, SONEPAT-131039 (HARYANA) 10.6 FIRE CONTROL
Detection and Alarm System:
‘Smoke Detectors
Heat Detector
Manual System
Automatic Alarm
Beye
10.7. HEAT SENSITIVE DETECTION SYSTEM
Heat sensitive detection system provides automatic sprinklers, alarm and control. It is basically a
nozzle with an orifice fitted with a flow control device and a deflector that will distribute water
over a green area. When the bulb is heated, the liquid expands, absorbing the bubble of air and
breaking the bulb, releasing the sprinkler cap.
Sprinklers are designed to real ease at various temperatures ranging from S7degree c to
260 degree c. Maintenance of water pressure, water from appropriate supply is fed to an
automatically controlled pump and to main control valve of the system. Above this is the alarm
valve, which is kept closed by the trapped pressure of water. When sprinkler operates this
pressure falls and the valve opens and excess water flows up a vertical riser to a main distributor
pipe at each ceiling
10.8. SMOKE SENSITVE DETECTION SYSTEM
10.8.1, ‘The system detects the fire with the help of smoke and then alarm
automatically initiated control of fire is done manually. Detector to be sited at highest
parts of enclosed area, so mounted that sensitive area is not less than 25mm or more then
600mm below the roof ceiling.
10.8.2. Inlet of each returns air ducts shall have a detector on its center, if
continuous inlet detector at every room of its length.
10.9. FIRE ALARM SYSTEM
There Are Two Types Of Fire Alarms System:
10.9.1. MANUAL SYSTEMS- Manual call point is manually operated device to
initiate an alarm. They are made of sturdy m.s. enclosure and provided with a
hammer to break the glass to initiate as alarm
10.9.2 AUTOMATIC FIRE ALARM SYSTEM — These are connected to
detectors which on sensing some exposure to heat or smoke direct the
alarm system to initiate automatically
38 | FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
MURTHAL, SONEPAT-131039 (HARYANA) 10.10. FIXED FIRE FIGHTING INSTALLATION
10.10.1 AUTOMATIC SPRINKLERS
Automatie sprinklers protect high fire risk public and manufacturing buildings, These may be a
statuary requirement if the building exceeds the volume of 7000 cum. Sprinkler water outlets are
located at about 3m centers, usually at ceiling level and spray water in a circular pattern. A
deflector plate directs the water jet over the hazard or onto walls or the structure.
Each sprinkler has a frame containing a colored liquid for leak detection, which seals
the water inlet. Upon local overheating the quartz expands the fractures, releasing the spray
Water flow is detected and starts an alarm, pressure boosting set and automatic link to
the fire brigade monitoring station
10.10.2. SPRINKLERS SHOULD BE INSTALLED IN
1, Basements used as car parks or storage occupancy, if the area exceeds 200 sq.m.
2. Multi-level basements, used as car parks and housing essential services ancillary to a
particular occupaney or for storage occupancy, excluding any to be used for sub-station,
ac. Plant and dg set
10.10.3 FIRE ESCAPE STAIRCASE
These are stairs used for escaping during fire, They can be used for general public as vertical
circulation or as service stairs otherwise in the building
ACCORDING TO NB
1. No space in an office building should be more than 30mts from the fire escape
stairs
2. Fire escape stairs could be either open to air or should have blower system to suck out air
from the stairs area in case of fire
3. All fire escapes should terminate in an open area or near the entrance in the ground floor.
FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
MURTHAL, SONEPAT-131039 (HARYANA) woemarnam co [SST
10.11. MEANS OF ESCAPE
‘The only sound basis for designing means of escape from first is to attempt to locate the
position of all possible sources of outbreak of fire and to predict the courses which might
thereafter be allowed by the fire as it develops, Following are
EEE EGE some of the observations. The main stairways were
developed in smoke at the end of seven minutes. All
ES) EG (corridors were impassable after 16 minutes.
WET THe emergency staircases remain passable due to
self closing fire doors
MR SM a emove smoke, fesh air shouldbe introduced at
Ge ei
fa i 3. A corridor 10m length that is filled with smoke cannot
PEER be used to get to an enclosed stairway.
FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
‘MURTHAL, SONEPAT-131039 (HARYANA) INTER STATE BUS TERMINAL, NOIDA
CHAPTER 11. CASE STUDIES.
CASE STUDIES
11.1. CHENNAI MOFUSSIL BUS TERMINAL (Net Study)
Chennai Mofussil Bus Terminus
Jawaharlal Nehru Road,
Near Coimbedu Market,
Chennai -108
Connections - Koyambedu Metro Station
Coordinates - 13.0674! .20566°
Platforms — 6
Buses Parking - 60 Buses
Parking - Yes
Bicycle Facilities - Yes
Baggage Check - Yes
Accessible —
11.1.1. INTRODUCTIO!
Chennai
SST
hhas a vast network of roads that helps in easy mobility in the city. There are as
many as five national highways that leads to the adjacent cities like kolkata, bangalore, trichy
(tiruchirapalli), pondicherry and tiruvallur. There are two bus services, inter city and inter state
which are also known by the names tiruvallur transport corporation and_j.j.transport
corporation. For long distances there are two main stands in the george town called express bus
stand and broadway. The inter city bus station called chennai mofussil bus terminus (cmbt) has
the distinction of being the largest in the whole south asian region
41
FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
MURTHAL, SONEPAT-131039 (HARYANA) INTER STATE BUS TERMINAL, NOIDA | 1S DS
MAIN FACADE OF CMBT AERIAL VIEW OF CMBT
The Chennai Mofussil Bus Terminus or CMBT is a modern, state-of-the-art bus terminus located
in Chennai, India catering to outstation Spread over an area of 37 acres in Koyambedu
this is the largest bus terminus in Asia and is accredited with the ISO 9001:2000 quality
certification for it quality management and excellence. It is located on the 100-feet inner ring
road (Jawaharlal Nehru Road) in Koyambedu between SAF Games Village and the Koyambedu
Vegetable Market. Chennai Metro Rail is planned for its coaching Depot behind the CMBT. The
earlier bus terminal in the CBD of Chennai was shifted to the Chennai Mofussil Bus terminal due
to the following reasons
1. Poor environmental condition in the CBD, with high noise and air pollution levels
and congestion on roads,
2, The environmental issues associated with wholesale fruit, flower and vegetable market
and very high commercial and equally intense residential development adversely
affecting the environment in and around the terminal.
3. Basic amenities were lacking and therefore there was no scope for enhancing the capacity
of these terminals
‘22 | FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
MURTHAL, SONEPAT-131039 (HARYANA) weastarenusremenn, noon | (SIE)
ARCHITECT KULDIPSINGH
SEONSEREDRY CHENNAIMETROPOLITANDEVELOPMENTAUTHORITY'S
(CMDA)
AREAOFSITE 36ACRE
BUILTUPAREA 17840SQ.FT.
COSTOFPROJECT 103CRORES
CPACITY 4000BUSES
CONSTRUCTIONSTARTED 1999
CONSTRUCTIONCOMPLETED — 2002
STRUCTURE SHELLROOF
MARERIAL, RCC
3 | FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
MURTHAL, SONEPAT-131039 (HARYANA) INITIAL SITE C ‘TIO!
1. Basically a marshy area
2. Before taking up for construction, the entire area was dewatered, slush and weeds were
removed.
3. Good quality gravel at an average depth of two meters was filled up and the level of the
terminus was raised above the maximum flood level of the adjoining area
11.1.3. REASON FOR THE SELECTION OF THE CASESTUDY
1, Cmbt is the asiaslargest bus terminal.
2. Cmbt isalandmark in the city.
3. It is well functioning in transportation system of the metro city chennai, to understand
the complexity of the bus terminus, itis require to study the right approach for design of
a terminal, so embt is a good prototype for the study
11.1.4. MOFUSSIL BUS TERMINAL LOCATION
Chennailnternational Airport - 12 Km
Chennai Central Railway station — 13 Km
‘The Bus Terminal Is Just 2.5 Km Away From Vadapalani
IIT Madras ~ 18 Km
RYNRE
Aerial view of Chennai Moffussil Bus Terminal Main facade of CMBT
7 | FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
‘MURTHAL, SONEPAT-131039 (HARYANA) 11.1.5. SITE PLAN
5 | FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
‘MURTHAL, SONEPAT-131039 (HARYANA) INTER STATE BUS TERMINAL, NOIDA
PROJECT DETAILS
1, Area of the project: 37 acres (149750 sqm)
Cost of construction: rs. 47.90 crores.
Project cost including land ete.: rs103.00 crores.
2,
3
BUILT UP AREA
Main Hall: 10850 Sqm
Bus Fingers: 2500 Sqm
Pedestrian Walkway: 2500 Sqm
Electrical Substation: 350 Sqm
Maintenance Shed: 1400 Sqm
weene
11.1.8. SECTION & ELEVATION
SST
SECTION AND ELEVATION OF CMBT
‘ZG | FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
‘MURTHAL, SONEPAT-131039 (HARYANA) HAS
wreastrenusremennt noon | (SB
LAND USE PLAN
11.1.10._ MAIN TERMINAL BUILDING
ween
Main terminal building has shops, ticket counters, toilets, drinking water and other such
facilities at the ground floor
It comprises of offices and commercial areas at first floor
Waiting hall area is double height
At both far ends offices and commercial areas are provided at first floor.
Central atrium is more than double height.
‘27 | FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
MURTHAL, SONEPAT-131039 (HARYANA) .
INTERSTATE DUS TERA, Now | (SBI
Largest shell roof in India when constructed — Mushroom column with double height
space Mushroom column at the entrance Entrance view from Parking area
1.1.11. BUS BAYS AND PARKING
1. No of bus fingers: 3 nos,
2. Bus bays in each finger: 2 x 30 = 60 nos
3. Total no of buses that could be parked in bus bays ata time: 180 nos.
4, Bus slots in idle parking area: 60 nos,
5. Bus slots in intra -city bus station 45 nos.
6. No of mofussil buses operated per day: 2000 nos.
7. Public parking area 2850 sqm
8. Double basement parking structure with a parking capacity of 3000 two wheelers
9. Inmate parking area: 2000 sqm
10. Staff parking area 200 sq.m
21g | FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
MURTHAL, SONEPAT-131039 (HARYANA) weasicasrana, om |'SST
BUS FIGURE PLAN
‘9 | FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
‘MURTHAL, SONEPAT-131039 (HARYANA) Bus Bays Bus Parking area and 2/4 wheeler parking area
11.1.12_ BUSES MOVEMENTS
BUS MOVEMENT
50 | FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOG)
MURTHAL, SONEPAT-131039 (HARYANA) INTER STATE BUS TERMINAL, NOIDA | |
0
11.1.13_ DRIVEWAY DETAILS
Entry Exit TurningRadius
Vehicular:11m Vehicular:9m MaintenanceShed:90°-15m
MetroBus:6.5m MetroBus:6.5m Cul-De-Sac:180°-18.5m
InterstateBus:8.
InterstateBus:8.5m MetroBus:15m,25m
InterstateBus:38m
1. Required Width: Min 6.6m
2. Bus Dimension: 40° X 8" X 136"
v4
Entry and Exit
of buses Parking at 90deg -15m/180deg -18.5m
Plan showing width of the driveway used for Autos, Taxies and Two Wheelers
51 | FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
MURTHAL, SONEPAT-131039 (HARYANA) weastarenusremenn, noon | (SIE)
14. FACILITIES PROVIDED
Office/commercial space in first floor:
Trade center:
Cloak room:
Reception/enquiry counter
Maintenance shed for carrying out small repairs
Fuel filling station
Crew rest room:
‘Time keepers room:
Water treatment plant (ro. Plant):
10. Iron removal plant (2no"s):
11. Drinking water fountains with cooler:
12. Free emergency clinic cum dispensary:
13, Police out post
14. Security cabin
15, Free wheels chairs
16. Bank atm:
17. Security room:
18, Telephone booth:
PENIAVEYS
23000sq.
2 blocks of 5 shops each
Ino.
2 nos.
1 nos of 1400 sqm
I no"s of 855 sqm
2.no"s of 500 sqm
6 nos.
2 lakh liters per day.
1 lakh liters & 50.000 liters / day
7 nos.
m/s apollo hospitals (150 sqm)
1 nos,
5 nos.
6 nos.
4 nos.
1 nos,
30 nos
Office of the estate officer (CMBT)
Interior view of the office space
FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING:
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
‘MURTHAL, SONEPAT-131039 (HARYANA) wreastrenusremennt noon | (SB
FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING:
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOG\
MURTHAL, SONEPAT-131039 (HARYANA) FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
MURTHAL, SONEPAT-131039 (HARYANA) FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING:
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
MURTHAL, SONEPAT-131039 (HARYANA) < 7
FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
MURTHAL, SONEPAT-131039 (HARYANA) weastarenusremenn, noon | (SIE)
11.1.15. TOTAL NO. OF SHOPS
‘There Are Total 44 Shops (600SQ.M.) In the Terminal
1. No of Shops Available In Main Hall: 10 Nos.
2. In Bus Fingers: 24 Nos.
3. In Trade Centre: 10 Nos.
FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING:
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
MURTHAL, SONEPAT-131039 (HARYANA) wreastrenusremennt noon | (SB
1.1.16. TOTAL NO. OF S) INGS
‘There are total 1172 seating’s in the terminal and footfalls at peak hours is 12600, so the seating
Ate provided at the ratio of nearly 1:10.
FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING:
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
MURTHAL, SONEPAT-131039 (HARYANA) INTER STATE BUS TERMINAL, NOIDA
1
17. PUBLIC FACILITIES
Total No Of Persons At Peak Hours:
180(No Of Bus Bays) x 70(Average Bus Capacity) =12600
No Of WCS Required As Per NBC:
‘Male: 4 for First 1000 Persons and 1 for Every Subsequent 1000 Persons.
Female: 5 for First 1000 Persons and 1 for Every Subsequent 1000 Persons,
No of Wash Basins Required As Per NBC:
25 Wash Basins for First 1000 Persons
1
FIRE FIGHTIN
SST
Fire Fighting Sump of 3 Lakh Liters Capacity With Fire Hydrants And Fire Extinguishers Are
Provided At Vintage Points.
11.1.19. WATER SERVICES
Under Water Sumps: 3 Lakh Capacity
Reverse Osmosis Plant: 2 Lakh Capacity
Iron Removal Plant: 2(1 Lakh & 50000 Capacity. For Landscaped Area)
Firefighting Sump: 13 Lakh Capacity.)
It Is Also Equipped With Rain Water Harvesting Unit
ween
11.1.20. ELECTRICAL SERVICES
1, Electric Sub Station: 600 KAV Capacity
2. Diesel Generator: 380 KAV Capacity as Back Up, To Provide An Uninterrupted Power
Supply To The Essential Services Of The Terminus In Case Of Any Power Failure
FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
MURTHAL, SONEPAT-131039 (HARYANA) INTER STATE BUS TERMINAL, NOIDA | 1S DS
Electrical sub station
1.21. MAINTENANCE
1, The embt is maintained by emda through revenue generated within the terminus by
collecting bus entry fee, vehicle parking fee, rent from shops anleasing of
advertisement rights,
2. The maintenance department has been divided into various divisions. Entire day to day
3. Maintenance works are entrusted to reputed contractors on open tender basis and
supervised by minimum department officials round the clock all through the year. By
4. This arrangement excellent quality of work is achieved with minimum
staff commitment from the department side.
. STRUCTURAL AND ENGE
Shell Roof Size: 45m X 30m
Roof Shell Height: 20.65m
Waiting Hall Roof Height: 7m
Bus Fingers Roof Height: 5.5m
Structural Grid Size: 15m x 15m
Column Size: 1.2m (Dia.)
ERING DETAILS
Avene
FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING:
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
MURTHAL, SONEPAT-131039 (HARYANA) 1eSa
INTESTATE DUSTERINNALs NOIDS | Ss
Shell roof Double Height Waiting Halland Columns
Showing Bus Finger Roof Height C/C Distance Of Column
61 | FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
MURTHAL, SONEPAT-131039 (HARYANA) weasrarausrenmnal nope | SST
23. MATERIAL USED
Cane O @ «
2 2 a
Cue @ © ©
i
DX ae
fe Tiles Are Used On Pedestrian: Cone. Is Used For Roads And Bus Circulation
Kota Stone Used For Flooring Stone Cladding on External Walls of building
FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
‘MURTHAL, SONEPAT-131039 (HARYANA) wreastrenusremennt noon | (SB
11.1.24. MERITS
‘The cmbt efficiently connects the different parts of the city and states
2. The site is well landscaped
3. Pedestrian pathways are well planned such that these do not interfere with the road
traffic.
The flow of vehicular movement is well regulated and there is no overcrowding at the entry
and exit points.
Separate entries for buses, passengers and taxis.
Sign boards are placed at the right locations for the convenience of the passengers.
Lots of space is provided for ads and signage.
Provision of toilet for physically challenged persons.
Accommodation facility for passengers.
ss
wena
1.1.25. DEMERITS
No paved area for two wheeler parking,
No space available for future expansion.
Due to high rents few commercial spaces and most of the bill boards are not utilized
Which directly reduces the revenue.
No central booking area is provided
Arrival bus bays for local buses are not properly designed
Aukune
FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING:
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
MURTHAL, SONEPAT-131039 (HARYANA) weastarenusremenn, noon | (SIE)
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FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING
65
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DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
MURTHAL, SONEPAT-131039 (HARYANA) weastarenusremenn, noon | (SIE)
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MURTHAL, SONEPAT-131039 (HARYANA) u9is30
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DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
MURTHAL, SONEPAT-131039 (HARYANA) ISBT CHANDIGARH (LIVE STUDY
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FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING.
MURTHAL, SONEPAT-131039 (HARYANA)
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73 | FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING
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MURTHAL, SONEPAT-131039 (HARYANA) 9102-102 ype) 9 20021 Jo Alstanun weImjoy) nypueguaag
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MURTHAL, SONEPAT-131039 (HARYANA)
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DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
MURTHAL, SONEPAT-131039 (HARYANA) weastarenusremenn, noon | (SIE)
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"76 | FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
MURTHAL, SONEPAT-131039 (HARYANA) weastarenusremenn, noon | (SIE)
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7 | FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
MURTHAL, SONEPAT-131039 (HARYANA) 9102-5102 "y>ad @ a2ualys jo Asianlun weimoy nypueguaag
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7 | FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
MURTHAL, SONEPAT-131039 (HARYANA) weastarenusremenn, noon | (SIE)
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79 | FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
MURTHAL, SONEPAT-131039 (HARYANA) woemarnam co [SST
HAPTER 12. Lt ‘TION OF SITE
12.1. LOCATION OF SITE
‘Sire Area & SurroundiNcs:
‘80 | FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
‘MURTHAL, SONEPAT-131039 (HARYANA) MASTER PLAN 2031
Prepares By
‘Now Onna intial Development Aumont
NCR. Planning Cell Town & Country Planning Department, Ghanabad
FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
‘MURTHAL, SONEPAT-131039 (HARYANA) wreastrenusremennt noon | (SB
12.3. INTRODUCTION TO THE SITE
1. Site Area ~ $4 acre. ( 2.20 lakh square metres)
2. Site Location- Sector 144, greater Noida.
3. Client- Noida Authority
4, Authority has allotted 50 acres of land for this purpose. A luxury hotel, two commercial
towers other civic infrastructures will also be constructed under this project near the site
South-west facing land
On North-West side there is proposed residential city named as Unnati world.
7. The Site Is a rectangular Patch Of Land Surrounding By Noida-Greater Noida
expressway on one Sides And A Gas Pipe Line On The South-West Side.
8. The site is basically an agricultural and plane land
9. Infront of proposed land for ISBT. Metro station of sector 144 construction is on
progress.
10. Metro station is proposed in between the proposed ISBT land and Greater Noida
Expressway
11. Site lies on Greater Noida Express way
12. Acc. To U.P. Govt. Bye Laws:-
12.1 Ground Coverage: 25%
12.2 FAR: 100, Subject
13. To The Following
13.1 FAR Shall Be Available On A Maximum Area Of 10 Ha. Or Area Of Site Whichever
Is Less.
13.2 ISBT, Including Operational Structures Maximum FAR 70.
13.3 Parking: In Addition To The Requirement Of Parking For ISBT/Buses.
13.4 Area Under Bus Shelter Not To Be Included In FAR
12.4. SITE APPROACH:-
1. IGEAIRPORT 39.1KM
2, AKSHARDHAM TEMPLE = 20 KM
3, KALINDI KUNJ = 12KM
4, AMITY UNIVERSITY = 8KM
5. YAMUNA EXPRESS WAY = 10KM
6. NOIDA CITY CENTRE = 18 KM
7. PROPOSED METRO STATION SEC-143 = 700 MTR,
8, ISBT, Kashmere Gate = 32.3KM
9. ISBT, Anand Vihar 30 KM
FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING:
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
MURTHAL, SONEPAT-131039 (HARYANA) Figure 3 Mtero Cons. Is Going On In South-West of Site
Metro Station Construction, sector-144 Service Road in Between Site & Exp.way
183 | FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
‘MURTHAL, SONEPAT-131039 (HARYANA) weasicasrana, om |'SST
CHAPTER 13. COMPARITIVE & AREA ANALYSIS
COMPARITIVE ANALYSE
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ones 8
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‘4 | FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
‘MURTHAL, SONEPAT-131039 (HARYANA) INTER STATE BUS TERMINAL, NOIDA | 1S DS
AREA ANALYSIS:
13.1 Quantitative programme
13.1.1 Unit and proposed areas:
Bays requirement
Bays requirements are computed on the basis of arriving and departing buses at Rajiv Chowk
and data obtained from existing bus depot of Gurgoan.
Data obtained from existing bus stop
NO. OF BUSES ON VARIOUS,
BUS ROUTES NO. OF BUSES
‘Gurgaon-Chandigarh
Rewari- Chandigarh
