Metro Stations in Bengaluru.pdf - Apurva Bose Dutta

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Project Report they need to collaborate with a structural engineering firm. Thus came in our collaboration with SNC Lavalin, an engineering and construction company. SPAN, a structural engineering firm (which is currently doing the Hyderabad and Chennai Metro) was bought over by SNC Lavalin for the same. SNC Lavalin’s responsibility for this project was structural design and project coordination while DKA was heading the architectural, MEP and fire fighting.” The project got launched in 2007; the east-west stations are looking forward to completion in Dec 2010 and the north-south in Dec 2012. DKA has been into commercial architecture for sometime and have been working on contemporary designs. They are working towards opening offices in Kolkata and Chennai. The Metro project was the first of its kind which they decided to work on, all thanks to senior partner Brinda Kannan who has worked on three underground metro projects and two airport terminals in London before she moved down to India to form DKA three years back. Without making any other metro stations as their reference, the firm thus plunged into the project. A lot of calculations are involved in the design of the metro since it needs to have a dynamic structural design. Talking about the complications in designing a project as challenging as this, Indraneel informs us, “Any building takes dead load and thus requires a four point check. In the case of metro stations, they take load passing 78 NBM&CW FEBRUARY 2010
Project Report through them and thus require a 12 point check. As architects we were never trained to design metros which have lots of calculations and an important consideration in its cost factor”. The metro project was divided into four reaches – Reach 1 (R1), Reach 2 (R2), Reach 3 (R3) and Reach 4 (R4). DKA are the project leaders of R2 and R3B. The stations designed by them on R2 are ‘on the road stations’ with carriageway on both the sides – comprising of stations at Mysore Road (terminal station), Deepanjali, Vijayanagar, Hosahalli, Toll Gate, Magadi Road. The stations on R3 are ‘off the road’ and comprise of stations at Peeniya Village, Peeniya Industrial Area, Jalahalli, Dasarahalli, Hessargatta (terminal station). Apprising of the difference in both Indraneel adds, “Off the road stations are possible in non-packed areas where there is lots of available land. It is easier to design compared to ‘on the road’ stations which are a structural challenge since in them there is a median of a single pier of columns to which the load gets transferred. On ‘off the road’ stations you have columns at both ends of the structure for the load to distribute.” The Terminal stations have been designed on a budget of 45 crores. Diagram for the Different Reaches Concept The metro stations have been designed bearing in mind the vision to provide passengers with a secure, comfortable and an attractive commuting experience. “We got the preliminary design report by the BMRCL which contained a detailed survey of the area on which the track has to come up, its alignment, soil test data, rider ship data and norms to be followed. These stations have been designed considering the public in general, operator and the passengers”, says Indraneel. Each of the metro stations has standard dimensions – 135 m long x 16 m / 18 m wide. The width of the stations was finalised considering the length of roads in Bengaluru which are between 18m - 24m. The length was calculated keeping in mind the length of the coaches (the width of one coach is 19m). According to designs and calculations three coaches would suffice for the amount of people travelling up to 2015; after which the length has been maintained to adjust three additional coaches. Provisions have been made for peak hours till 2015 for the addition of three more coaches if the existing three don’t suffice. It is also of note that these trains will be electric trains sans engine. The stations have been so conceptualized that any station can be evacuated in five minutes flat. This is based on the calculations of the ridership data that the government has provided the architects. Based on this data which keeps in mind the population and local transit, staircase widths and platform widths have been finalized. NFPA (National Fire Protection Courtesy: Apurva Bose Dutta, Association) and international norms have also been adhered to. Referring to the other metros in India Indraneel maintains that he prefers the Kolkata one, since the Delhi metro concentrates more on function without paying much importance to form. Abroad, his any day preference is the Jubilee Line, London. Planning The metro lines in case of the R3 corridor have been kept parallel to the highway. In the R2 corridor the canopies of the metro stations fall on the road. The entrance system on the footpath leads to the escalator which leads to an unpaid and paid concourse level. Part of the unpaid level also serves as the operational area where the staffs sits and the remaining has automatic devices for tickets. The paid levels in some of the stations have retail also. The next level above this level is the platform level where trains come. Circulation through these levels is via stairs or elevator. On each platform, there is one escalator with a space provision for a second one in the future. Indraneel also points out at the 80 NBM&CW FEBRUARY 2010
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Page 7 and 8: Project Report functions, there is

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