Intermodal station-B.Arch Thesis selected sheets 15mb (yumpu)

INTRODUCTION
DEVELOPMENT OF INTERMODAL STATION
OBJECTIVE
To study and analyze inter-modal transit
interchange to minimize modal transfer
and ensure last mile connectivity
Station systems will be integration with
public transport
Redeveloped with adequate capacity for
future growth
AIM
The Project aims to provide
architectural solutions by developing
Intermodal station with consideration of
the current scenario as well as
foreseeing the future growth of
Varanasi and to build a new station
which provides access and security for
the passengers who need to
interchange between different transit
modes at one place
METHODOLOGY
By studying and analyzing examples of
multi-modal interchange at national and
international level
By collecting information about feeder
modes of transport, their frequency,
avaliabilty from the concerned
authorities and by personal observation
By making drawings of the station area
and mapping various layers
SCOPE
Introducing intermodal connections with
feeder buses, rickshaws, cabs and
cycles integrated into the development.
Elevated concourse, refurbished station
platforms with easy access from the
concourse level
Mezzanine level exclusively for facilities
like food courts, lounges, restrooms,
etc.,
A multi-level car parking facility
LIMITATIONS• Planning at a regional level, focussing on the area around the station
• The existing Railway station will not be redeveloped
• The surrounding buildings in the District Centre will not be redeveloped
An elevated road network with multiple
entry/exit points.

• RIVER: River Varuna is at a distance of 200 m from the site in eastern
direction.
SITE ANALYSIS
Shivpur Rly. Stn.
Varanasi Jn. Stn.
Bus Stand
Varanasi city Stn.
Proposed I.W.T
Manduadih Rly. Stn.
Parcel A:
9.26
acres
Parcel B:
12.52
acres
Parcel C:
3.23
acres
Grave yard
O.H.
T
Planning Area
25.01 Acres
SCALE: 1:1500
Proposed Site Details
Site
schedule
• SOUTH: The proposed site for IMS is located on the banks of the Ganga River
on the South.
• NORTH & WEST: The proposed site is surrounded by settlements on north
and west side.
Scale:
2000
Scale:
2000
Area Available for planning
• SOUTHEAST: southeast side is bordered by the Ghats. The IWT is proposed
on the southeast side of the site.
• EAST: Archaeological site is located on the eastern side of the proposed site
for IMS.
• HIGHWAY: The site is bordered by NH7 on the northern, the eastern and the
southern side of the site.

SITE ANALYSIS
Project Proposal
The IMS at Kashi station, Varanasi shall have following 3 (three) major modes
of transport:
• Railway Station
• Inter-State Bus Terminus (ISBT)
• Inland Waterways Terminal (IWT)
• Shared common amenities for the passengers of various modes of transport
• waiting rooms, cloak rooms, toilets, etc. Retail and F&B outlets shall also be
present in the terminal area for the convenience of the passengers.
The proposed site at Kashi railway station is well connected to various
infrastructure of transportation modes such as national highways, inland
waterway transit and proposed Varanasi metro.
1
2 3
Proximity of Kashi station to various modes
4
• Kashi railway station is a secondary railway station at Varanasi and is located
approx. 6 kms away from Varanasi Junction.
1
Varanasi Jn. Rly. Stn.
2 Varanasi City Rly. Stn.
3 Proposed Metro Station
4 Kashi Vishwanath Temple
• The proposed site of IMS is easily accessible to the city centre at Varanasi Junction
and is very well suited to decongest the area by moving the inter-city buses from city
bus terminal to proposed IMS.
• It will also cater the future expansion for bus terminal. The proposed site is in
proximity to Kashi Vishwanath temple,which attracts more than 10 lakh tourists every
year. Hence, the tourists can conveniently access the temple from proposed IMS.
Distribution of land area within proposed
site
Component
Green Space
Railway Quarters
Kasi Railway Station
Mosque & Temples
Coal Yard
Settlements
OHT
Area
(acre)
Area
(%)
Total site area 30.75 100%
Landuse area breakup details
Railway station and related structures 14.35 47%
• Railway station 3.45
• Coal yard 7.33
• Residential (Railway quarters) 1.38
• Religious structures 0.29
• Water tank 0.2
• Road area (NH) 0.56
• Approach road to the railway station 0.83
• R.C.C structures including pump house, pump
room etc
0.31
Existing settlements 2.26 7%
Residential (A.C Shed houses & encroachments) 1.56
Residential (R.C.C structures) 0.27
Shed building 0.43
Open area 14.14 45%
The major component that consumes more land area within site is coal yard, which is
7.33 acres. On the whole area, nearly 54% of land area within the site is occupied with
buildings and encroachments.

Why Varanasi?
About Varanasi
VARANASI
• Due to increased tourism and industrialization over the years, traffic congestion and inadequate transportation infrastructure have
become a major concern for Varanasi.
• The roads are very congested and many encroachments and illegal parking are prevalent on the roads.
• Rickshaws and Auto Rickshaws are still a common site on Varanasi streets, and while these modes of transportation are picturesque,
they contribute to traffic jams and slow movement on city streets.
• Varanasi Junction and city bus terminal lie in front of each other on opposite sides of GT road. Majority of the rail and bus traffic are
catered by these rail and bus terminal which are present in the heart of the city leading to a high congestion.
• Moreover, the city bus terminal does not provide any parking facility to the private bus operators and is also capacity constrained for
future expansion.
Varanasi, one of the world's oldest living cities, is often called the religious capital of India. Also known as Banaras, it is one of the seven
sacred spots for Hindus. The city has visitors from around the world, belonging to different ethnicities and religions. Varanasi is popularly
called the city of Shiva and Ganga, and is famous for its ancient temples and mesmerising ghats. Varanasi is also a centre of learning and
is the seat of one of India's biggest universities, the Banaras Hindu University.
Geographical Location Architecture Culture Economy Infrastructure
• Varanasi is located at an elevation of
80.71 metres in the centre of the
Ganges valley of North India, in the
Eastern part of the state of Uttar
Pradesh. The left crescent-shaped
bank of the Ganges, averaging
between 15 metres and 21 metres
above the river.
• Varanasi has a fine riverfront,
with miles of ghats, or steps,
for religious bathing.
• The city has 88 ghats. These
ghats are used for holy
bathing, and performing
rituals. Few of these ghats are
used as cremation sites.
• Five key ghats which define
the essence of the city are:
Assi Ghat, Dashashwamedh
Ghat, Manikarnika Ghat,
Panchganga Ghat and Adi
Keshav Ghat.
• The inner and older streets of
the city are very narrow,
winding, and impassable for
motor traffic.
• Varanasi is often cited as the
cultural capital of India.
• It is a centre of arts and crafts
and of music and dance.
• Varanasi is a city where a
variety of cultures intersect,
making the city a center for
cultural development and artistic
expression.
• The art of the city represents
the diversity of its inhabitants,
ranging from traditional
handicrafts like woodcarving to
modern expressions of cultural
diversity.
• The city is also famous for its
literary legacy.
• Much of the literature is a result
of the presence of multiple
universities and colleges in the
region.
• Lord Macaulay described
Varanasi as a "city which,
in wealth, population,
dignity and sanctity was
among the foremost in
Asia.”
• Varanasi has been an
export based economy.
The city used to provide
luxury goods to major
metro cities in Europe.
• The intricate weaving of
Varanasi silk was
recognized globally as a
forerunner in the textile
market.
• Today, Varanasi’s
economy is based on
sectors like tourism,
handloom, handicraft,
education, and hospitality.
• Varanasi is well connected by
road, rail and air with other
parts of the country. The
distance from major cities is
Delhi-750 km, Lucknow-286
km and 125 km from
Allahabad.
• There are three national
highways and four state
highways passing through the
city.
• Varanasi has 3 main railway
stations: Varanasi Junction,
Varanasi City, Kashi, and 3
small railway stations Shivpur,
Manduadih, Sarnath and 1
large bus stand.
• Varanasi Junction railway
station sees more than
360,000 passengers and 240
trains pass through each day.

Meteorological
Monthly Average Temperature
Cloud and Humidity
Seismic conditions
Monthly Average Rainfall
Monthly Average Sun Hours and Days
Source: Vulnerability Atlas of India - second Edition, BMTPC,
Varanasi falls under MSK VII (Zone III)
Flooding zones
Max and Average Wind
Speed and Wind Gust
Wind speed & Wind direction
• Predominant wind direction is from
South West to North East. The average
wind speed varied between 11 to 29
km/h.
Monthly Average Pressure
Source: Climate
Consultant
Varanasi receives heavy rainfall between the months of July
and September. The mild flooding of the Ganges every year
during the same period replenishes the fertility of the soil in
Climatic
Varanasi.
• Varanasi experiences a humid subtropical climate.
• The summers and winters are extreme.
• During summers, the temperatures can soar up to 46° C.
• It is highly humid too as Varanasi lies at the Tropic of cancer.
• Winters temperature dips down to about 7°C.
• Winters in Varanasi see very large diurnal variations, with warm days and
downright cold nights.
• The average annual rainfall is 1,110 mm (44 in).
• Fog is common in the winters, while hot dry winds, called ‘loo’, blow in the
summers.

SITE ANALYSIS
List of trees
S. No. Name of tree Typ
e
30-
60
60-
90
Girth perimeter range in centimetres
90- 120- 150- 300- 600-
120 150 300 600 900
900-
120
Above
120
Total
1 Ashoka Tree T1 6 4 4 14
2 Banyan Tree T2 2 1 8 5 1 17
3 Mango Tree T3 1 1 2
4 Neem Tree T4 14 7 3 28 8 60
5 Peepal tree T5 2 14 16 1 33
6 Tamarind tree T6 3 6 9
7 Eucalyptus tree T7 2 4 6
8 Patar tree T8 2 3 3 1 1 10
9 Drumstic tree T9 1 8 3 4 16
10 Jamun tree T10 1 4 4 3 12
11 Ziziphus tree T11 1 1
12 Gulmar tree T12 1 1
13 Chilbil tree T13 1 3 6 2 4 2 1 19
14 Bhel tree T14 2 2 2 2 4 12
15 Teak T15 1 2 3
16 Mahagony tree T16 2 1 3
17 Guava tree T17 1 1
18 Wambul tree T18 2 2
19 Bombaxceiba tree T19 1 1
Electric Cable
Freshwater Pipeline
Sewer Line
20 Albezia tree T20 1 1
21 Schfflera T21 1 2 2 5
22 Cassia SP Fabaceae T22 3 1 1 5
23 Aralia T23 1 5 6 1 13
246
Trunk Infrastructure and utilities at site
Water supply infrastructure
Tube-wells
• 4 tube wells are existing within the site proposed for the development of IMS
• Only one is in working condition and other three are non-operational.
• The working tube well (300 mm dia.) is up to a depth of 200m from the
ground level with a 22.5 HP pump.
• This working tube well catering the domestic water supply needs of the
existing Kashi railway station area.
Overhead service reservoir
An overhead service reservoir (OHSR) is available within the proposed IMS
area. It caters to the domestic water requirements of the adjoining area of
proposed IMS site.
Freshwater pipeline
It can be observed that the pipelines serve the railway quarters area and the railway amenities
and the depth varies between 0.5 m to 1.7 m.
Sewer Line
It can be observed that the pipelines serve the railway quarters area and the railway
amenities and the depth varies between 0.5 m to 3.0 m.
Electric Cable
It can be observed that the electric supply serves the railway quarters area and the railway
amenities and the depth varies between 0.5 to 2.0 m.
Sewage disposal
• The railway quarters in the Kashi railway station area discharges the untreated raw sewage to the
Shahi nallah which is in turn pumped from the Konia pumping station before reaching the Deenapur
STP.
• Since this STP has attained its full operational capacity, it shall not be able to handle the additional
sewage load from the proposed IMS.
• At present, there is a plot sewer line that collects the sewage from the railway station area, the railway
quarters and the railway amenity building.
• Apart from this sewer line, there are no common sewer infrastructures within the proposed site for IMS.

Kashi Railway Station
SITE ANALYSIS
• D-class railway station that comes under the jurisdiction of DRM,
Lucknow Division, Northern Railways.
Parcel C:
3.23
acres
O.H.T
• The station has a coal handling yard having 4 sidings.
• For development of IMS at Kashi station, the existing coal yard is
proposed to be shifted to Yayasnagar station.
Parcel A:
9.26
acres
Parcel B:
12.52
acres
Grave yard
Planning Area
25.01 Acres
• The station is fed by 415 Volts, 3 phase electrical power supply for
auxiliary power consumption.
• The capacity of incoming feeder is 80 KVA.
• The station gets water supply from a submersible pump, 25 HP,
800 LPM and 80 meters head.
• The station has a drainage parallel to rail tracks, starting from the
main entry of station up to NH44
Land Availability
a) Presence of religious
structures
• Two mosques and a graveyard are
present in Kashi railway station.
• 6 very small temples are present
in the station premise
b) Encroachments
• Approx. 116 encroachments of
households and commercial
establishments are present at
Kashi railway station.
Connectivity
• Major roads such as NH-7,
Rabindranath Tagore road, Kashi
railway station road and some local
streets
• Railway line - Kashi railway station
Existing land use
Coal yard, Settlements, Public/semipublic
(Mosque and railway station)
Area Available for planning
Effective area for development based on existing features and norms
Scale:
2000
• The main area based constraints are mosque of 0.63 acres, the graveyard of 0.82 acres, OHT
of 0.13 acres which need to be retained and the tomb of archaeological structure for which
buffer of 100 m should be provided which works out to 4.16 acres of land and cannot be
considered for the planning area.
• Totally an area of 5.74 acres with constraints & buffer, the effective available area for planning
IMS works out to 25.01 acres only out of which 12.52 acres is for planning railway yard and
other facilities and balance 12.49 acres is available for planning ISBT and other facilities.
• However, this 12.49 acres is not a contiguous land parcel and is dispersed as two land parcels
of parcel A with 9.26 acres and parcel C with 3.23 acres which would be a challenging task for
effective planning of IMS.

TRAFFIC ALLOCATION
Bus traffic allocation
Approach for Bus Traffic Assessment
Norms for water demand estimation
Based on the bus traffic assessment and growth discussed
earlier in the report, passenger traffic due to bus passengers at
IMS is expected to reach ~76,700 passengers per day by 2050.
For assessment of bus traffic, data for bus trips was
collected across 8 depots in Varanasi.
Components
Bus terminal building
Norms considered
15 LPCD
Railway ancillary building
25 LPCD
Commercial building
45 LPCD
Approach for bus traffic assessment
Currently there are 35,768 daily bus passengers in
Varanasi projected to grow to 76,700 in the year
2050.
Retail
15 LPCD
Greenery
1.8 cum / ha / day
(Source: CPHEEO manual and NBC,2016)
Rail traffic allocation
Rail passenger traffic at IMS has been projected using the
following rail passenger and non-passenger data:
1. Daily Rail Passenger traffic at Varanasi Junction, Varanasi
City, and Manduadih stations Daily rail passenger traffic
projected for these stations under the rail traffic assessment
section
2. Daily Rail Passenger traffic at Mughalsarai station
Approximately 30,000 passengers depart and arrive at
Mughalsarai station on a daily basis
3. Non-Passengers accompanying passengers to the station
As per general trend, number of Non- Passengers are
approximately 30% of the passengers at the station:
Using the above data sources and estimations, it is estimated
that 60% of the total rail passenger traffic assessed or
Varanasi shall be handled at IMS. The rail passenger traffic at
IMS is expected to reach ~155,000 by 2050.
Approach for Rail Traffic Assessment
The approach for assessment of railways traffic is
primarily based on past data of rail traffic across various
railway stations in Varanasi.
The daily passenger traffic for rail is projected to grow to
1,70,760 in the year 2050.
Inference
• An analysis of the trains operating through the city
suggests that Mughalsarai Junction is also one of the
prime junction for the trains operating on Delhi-
Howrah route.
• Proximity of Mughalsarai Junction from the proposed
IMS site makes a strong case for it to be considered
in the traffic assessment for IMS.
• Accordingly, it has been assumed that owing to the
enhanced passenger service and intermodal
connectivity, IMS can be added as a hault for trains
passing through Mughalsarai Junction as well.
Adopted PCU equivalent for different vehicle type
S. No. Type of vehicle Equivalency
factor
1 Motor cycle or
Scooter
2 Passenger car, Pickup
van or Auto
rickshaw
3 Agricultural tractor,
Light Commercial
Vehicle
4 Truck or Bus 3
5 Truck-trailer,
Agricultural tractortrailer
& Slow
vehicles
0.5
1
1.5
4.5
6 Cycle 0.5
7 Cycle-rickshaw 2
8 Hand cart 3
9 Horse-drawn vehicle 4
10 Bullock cart 8
Source: IRC: 64 – 1990

TRAFFIC SURVEY
Survey
Reconnaissance survey was carried out to understand the traffic
pattern, dispersal characteristics and its temporal variation around
the existing Varanasi bus stand
The following factors are assessed as an outcome of the traffic
studies
• Average Daily Traffic (ADT)
• Annual Average Daily Traffic (AADT)
• Traffic growth rates
Locations
Traffic survey was carried out at 10 locations. Out of the 10
locations identified for carrying out the traffic survey, 8 locations
were around the existing Varanasi bus stand, and the remaining
two locations (Point 9 and point 10) were selected on the old GT
road abutting the proposed IMS site.
S.no. Mid-block location Survey
location
identification
number
Direction of
traffic flow
Duration of
survey
Survey locations near existing bus stand
1 Varanasi bus terminus 1 Towards
Allahabad
13.08.2017 to
17.08.2017
2 Varanasi bus terminus 2 Towards
Varanasi
13.08.2017 to
17.08.2017
Location wise traffic volume
1
Near Bus Stand
3 Andhra Pul bus stop 3 Towards
Lucknow
4 Chowka Ghat – point
1/ Petrol Bunk
4 Towards
Varanasi
5 Chowka Ghat – point 2 5 Towards
Azamgarh
6 Chowka Ghat – point 3 6 Towards
Varanasi
7 Lakdi bazaar – point 1 7 Towards
Varanasi
8 Lakdi bazaar – point 2 8 Towards
Kashi
railway
station
Survey locations on old GT road abutting IMS site
9 Raj Ghat – point 1 (Old
GT road abutting IMS
site)
10 Raj Ghat – point 2 (Old
GT road abutting IMS
site)
9 Towards
Mughal
Sarai
10 Towards
Varanasi
11.08.2017 to
17.08.2017
11.08.2017 to
17.08.2017
11.08.2017 to
17.08.2017
11.08.2017 to
17.08.2017
12.08.2017 to
17.08.2017
12.08.2017 to
17.08.2017
04.08.2017 to
08.08.2017
04.08.2017 to
08.08.2017
11 Also, pedestrian and cyclist survey was conducted near the Malaviya
bridge to understand the pedestrian traffic composition and volume.
Sl.
No
Survey locations Route AADT (PCU/day) Peak hour traffic
(PCU/hr)
1 1 and 2 From and towards
Allahabad
2 3 and 4 From and towards
Lucknow
3 5 and 6 From and towards
Azamgarh
4 7 and 8 Near Chowkaghat
junction on GT
road from
and towards
Mughalsarai
5 9 and 10 Near Rajghat from
and towards
Mughalsarai
37372 6873
41232 5079
58130 9450
31173 5086
28146 3329
The summarised
2
3
4
5
6
7
8
9
10
Near Bus Stand
Near Andhra pul Bus stop &
Petrol Bunk
Near Andhra pul Bus stop &
Petrol Bunk
Near Chowkaghat
Near Chowkaghat
Near Lakdi Bazaar
Near Lakdi Bazaar
Near Raj Ghat
Near Raj Ghat

Observation
TRAFFIC SURVEY
It is observed that the major modal share % is contributed by auto
rickshaw/ e-rickshaw/ cycle rickshaws and two wheelers.
Traffic characteristics for
IMS
The traffic data during field surveys has been compiled and
converted into equivalent Passenger Car Units (PCU) to
determine the Average Daily Traffic (ADT) along with AADT and
hourly maximum volume. The following table lists the adopted
PCU equivalent for different vehicle types in line with the
recommendations in IRC: 64-1990.
S.no. Type of vehicle Equivalency factor
1 Motor cycle or Scooter 0.5
2 Passenger car, Pick-up van or Auto rickshaw 1
3 Agricultural tractor, Light Commercial Vehicle 1.5
4 Truck or Bus 3
5 Truck-trailer, Agricultural tractor-trailer & Slow
vehicles
Adopted PCU equivalent for different vehicle type
4.5
6 Cycle 0.5
7 Cycle-rickshaw 2
8 Hand cart 3
9 Horse-drawn vehicle 4
10 Bullock cart 8
Identification number: Location 1
Location : Varanasi bus terminus
Direction of traffic flow : Towards Allahabad
A set of 3 enumerators recorded the traffic from 13.08.2017
(starting at 12:30 p.m.) to 17.08.2017 (ending at 08:00 a.m.)

TRAFFIC SURVEY
Bus traffic allocation
As a part of IMS development, the present bus
terminal is planned to be shifted from its
current location in Cantt area to the IMS. The
prime rational for the proposal being
congestion in the city center due to movement
of buses, the shifting of the bus terminal would
also add efficiency to the bus schedule
punctuality and enhanced passenger services
as a part of new development at IMS.
In line with the above proposal 100% of traffic
assessed for Varanasi city is expected to be
handled at IMS. Based on the bus traffic
assessment and growth discussed earlier in
the report, passenger traffic due to bus
passengers at IMS is expected to reach
~76,700 passengers per day by 2050.
Rail traffic allocation
Projected bus traffic
Rail passenger traffic at IMS has been projected using the following rail passenger and non-passenger data:
Metro traffic allocation
IMS traffic assessment contributed by metro passenger
traffic, only 10% of the metro passenger traffic has been
considered.
The rationale behind the allocation being that most of the
metro users are expected to be railways and bus terminal
passengers which have been taken into account already.
The 10% of metro passenger traffic considered as an
incremental traffic at IMS is expected to be due to
passengers contributed by modes/ purposes other than rail
and bus which may include passengers destined to IWT,
commercial complexes within IMS, proximate residential
areas around IMS, etc.
Metro passenger traffic contribution to the IMS is expected to
reach ~15,000 by 2050.
1. Daily Rail Passenger traffic at Varanasi Junction, Varanasi City, and Manduadih stations- Daily rail passenger traffic
projected for these stations under the rail traffic assessment section
2. Daily Rail Passenger traffic at Mughalsarai station- Approximately 30,000 passengers depart and arrive at
Mughalsarai station on a daily basis
3. Non-Passengers accompanying passengers to the station- As per general trend, number of Non- Passengers are
approximately 30% of the passengers at the station
Using the above data sources and estimations, it is estimated that 60% of the total rail passenger traffic assessed for
Varanasi shall be handled at IMS. The rail passenger traffic at IMS is expected to reach ~155,000 by 2050.
IWT traffic allocation
Rail traffic passenger at IMS
An IWT transportation system has been planned
to be developed at the IMS facility having a
demand of ~40490 passengers in 2019. From the
traffic assessment perspective for the IMS facility,
an incremental contribution of only 10% by IWT
passenger traffic has been considered. The
rationale behind the allocation is that most of the
IWT users are expected to be railways and bus
terminal passengers, already accounted for in
their respective categories.
The 10% incremental IWT passenger traffic at IMS
is expected to be due to passengers contributed
by modes/ purposes (other than rail and bus)
which may include passengers destined to ghats
on the opposite bank of river Ganga. As shown in
the adjacent graph, the total incremental IWT
traffic at the IMS facility is expected to grow to
~7000 passengers by 2050.
Overall traffic allocation
Based on the allocation assessment carried out for different
modal facilities planned at IMS, as shown in the graph below,
the total footfall at IMS facility is expected to be ~254000
passengers by 2050. Consequently, the required facilities are
suggested to be developed to cater to the projected demand of
2.5 lakh daily passengers.

TRAFFIC SURVEY
Bus traffic allocation
As a part of IMS development, the
present bus terminal is planned to
be shifted from its current location
in Cantt area to the IMS. The
prime rational for the proposal
being congestion in the city center
due to movement of buses, the
shifting of the bus terminal would
also add efficiency to the bus
schedule punctuality and
enhanced passenger services as a
part of new development at IMS.
In line with the above proposal
100% of traffic assessed for
Varanasi city is expected to be
handled at IMS. Based on the bus
traffic assessment and growth
discussed earlier in the report,
passenger traffic due to bus
passengers at IMS is expected to
reach ~76,700 passengers per day
by 2050.
Rail traffic allocation
Rail passenger traffic at
IMS has been projected
using the following rail
passenger and nonpassenger
data:
1. Daily Rail Passenger traffic at
Varanasi Junction, Varanasi City, and
Manduadih stations- Daily rail
passenger traffic projected for these
stations under the rail traffic
assessment section
2. Daily Rail Passenger traffic at
Mughalsarai station- Approximately
30,000 passengers depart and arrive at
Mughalsarai station on a daily basis
3. Non-Passengers accompanying
passengers to the station- As per
general trend, number of Non-
Passengers are approximately 30% of
the passengers at the station
Using the above data sources and
estimations, it is estimated that 60% of the
total rail passenger traffic assessed for
Varanasi shall be handled at IMS. The rail
passenger traffic at IMS is expected to
reach ~155,000 by 2050.
M etro traffic allocation
IMS traffic assessment contributed
by metro passenger traffic, only
10% of the metro passenger traffic
has been considered.
The rationale behind the allocation
being that most of the metro users
are expected to be railways and bus
terminal passengers which have
been taken into account already.
The 10% of metro passenger traffic
considered as an incremental
traffic at IMS is expected to be due
to passengers contributed by
modes/ purposes other than rail
and bus which may include
passengers destined to IWT,
commercial complexes within IMS,
proximate residential areas around
IMS, etc.
Metro passenger traffic
contribution to the IMS is expected
to reach ~15,000 by 2050.
Projected bus traffic Rail traffic passenger at IMS Rail traffic passenger at IMS
O verall traffic allocation
Based on the allocation assessment carried out for different modal facilities planned at IMS, as shown in the graph below, the total
footfall at IMS facility is expected to be ~254000 passengers by 2050. Consequently, the required facilities are suggested to be developed
to cater to the projected demand of 2.5 lakh daily passengers.

BERLIN CENTRAL STATION
Introduction
The mega Berlin Train Station, Berlin Hauptbahnhof, architect Meinhard von Gerkan and Jürgen
Hillmer, the STUDIO HAMBURG Gerkan, Marg & Partners, is capable of receiving more than
1,500 daily trains and 25,000 passengers. Its construction lasted ten years. It shortened the cover
of the station at 100 meters and the lower floors that serve as the underground heat exchanger
to be covered, causing no daylight arrived as planned in the initial project.
Concept
• For architects of Hamburg Gerkan, Marg & Partners, the determinant of the
architecture was developed to emphasize the importance of the new Berlin
Hauptbahnhof “- Lehrter Bahnhof crossing point in an increasingly integrated
Europe.
• The lobby of the station is framed by two curved structures 46 feet high trying to
highlight the scale of the place, the importance of the station as a crossing point
between Europe and link the east and west.
Construction
• A complex part of the construction was related to the foundation, as the building
rests on a sandy soil on the banks of the river Spree. To overcome this difficulty
concrete ponds were constructed at a depth of 25 meters that were filled with
groundwater.
• Another of the engineering feats that took place in this construction was the laying
of a metal bridge that crosses the station across. Because of the risk posed by
building it as the station was crowded with people, it was decided to run for a
weekend in which the station was closed to the public for 54 hours. Then the
structure was built in two parts vertically and 1,200 tons each, and then joined as a
drawbridge.
CASE STUDY

BERLIN CENTRAL STATION
Spaces
Of its 175,000 meters square
• 21,000 are intended for rail transport, occupying two levels and has 14 platforms,
• 15,000 square meters are intended for shops and restaurants, office space 50,000
buildings and 5,500 bridge functional purposes of the railway.
• The platforms are spread over an area of 32,000 square meters and
• the garage area occupies about 25,000 square meters.
Symbols
Travel Service
2 nd Floor
Railway
Station Facilities
Symbols
Travel Service
Railway
Station
Facilities
Out
Shops,
Restaurants
Not Public
Shops,
Restaurants
Not Public
Federal Police
Reference
Telephone
Central Nave
• Between two frames is the central nave that houses the station platforms, 430
meters long, oriented in the direction east – west, covered by a huge glass dome
and light that extends over 321 meters.
Out
Reservation
Reservation
Ticket
Counter
Ticket Sales
Elevator
Wheelchair
users
Locker
Federal Police
Reference
Telephone
Station Mission
Station
Mission
Mailbox
Parking Garage
Shower
• The building with north-south orientation of 45 meters wide and 159 long, are
situated between the two blocks of buildings and covered by a barrel vault, filigree
and glass.
Customer
Center
DB travel
Center
Exit
1 st Floor
Ticket
Counter
Ticket Sales
Elevator
Luggage
Storage
Waiting Room
Train
Subway
Mailbox
Number
the Parking Garage
Platform
Sections
Shower
IC courier
service
ATM
Baby changing
room
Wheelchair users
• From the standpoint of architecture and urban planning, these structures, called
building bridges form a unit with the glass vessels of the train station.
• The point of intersection of the two railway lines long distance is enhanced by the
cruise ships of the two windows
Legend for Branch names
Gastronomy
Food & Freshness
Services
Hartwaren & Mode
Health & Personal care
Press & Book
Out
Locker
Ground Floor
Luggage
Storage
Waiting Room
Number the
Platform
Platform
Sections
Additional Information
IC courier service
If you have any questions or requests, please
contact our staff at the train station or at DB
information. They are happy to help you here
The station is monitored by cameras for your
safety. Responsible: DB station & service and
Federal Police ATM
W-LAN service for wireless Internet access in
the public area and on the ICE platforms.
Smoke-free train station
Baby changing room
Building bridge
The two buildings of the station bridge are divided into two distinct functional areas.
The areas for commercial uses, restaurants and service for rail users who occupy the
lower levels and areas of 50 000 m² offices occupy nine of the ten floors of these
buildings. They are functional and adaptable offices as required, by contacting the
different spaces by stairs.
Shopping Center
With its generous empty three floors of shops and restaurants between the two levels of
terraces, the station also became the commercial and business center of the future
neighborhood around the station.
•Total area: 175,000 m²
•Total retail area: 15,000 m²
•Parking spaces: 900
•Length hall station, north-south: 160 meters
•Longitude * hall station, east-west: 321 meters
Ou
t
Ou
t
Entranc
e
1 st Basement
2 nd Basement
Train
Subway
Additional Information
If you have any questions or requests, please contact our staff at the train
station or at DB information. They are happy to help you here
The station is monitored by cameras for your safety. Responsible: DB station &
service and Federal Police
W-LAN service for wireless Internet access in the public area and on the ICE
platforms.
Smoke-free train station
East-west longitudinal section
CASE STUDY
Longitudinal section south-north

BERLIN CENTRAL STATION
Ground floor
1st floor
Entrance
Entrance
Travel Service
Railway Station
Facilities
Shops,
Restraunts
Above
Stairstep
Below
2 nd Floor
1 st Floor
Ground Floor
1 st Basement
2 nd Basement
Direction Arrow
Reservation
Travel center
Ticket Sales
Elevator
Locker
Luggage storage
Platform
Sections
Train
Federal Police
Station Mission
Rental Car
Parking Garage
IC Courier service
Car sharing
ATM
Additional Information
If you have any questions or requests, please contact
our staff at the train station or at DB information. They
are happy to help you here
The station is monitored by cameras for your safety.
Responsible: DB station & service and Federal Police
W-LAN service for wireless Internet access in the
public area and on the ICE platforms.
Smoke-free train station
Entrance
First Basement
Entrance
DB Services
Station Facilities
2 nd Floor
1 nd Floor
Shops, Restaurants
Ground Floor
Track 8
Track 7
Track 8
Track 7
Above
Stair step
Below
Direction Arrow
1 st Basement
2 nd Basement
Track 6
Track 5
Track 6
Track 5
Federal Police
Reservation
Station Mission
Track 4
Track 3
Track 4
Track 3
Travel Counter
Rental Car
Track 2
Track 1
Track 2
Track 1
Ticket Sales
Elevator
Parking Garage
Locker
Luggage Storage
Section
Level +1
East west
corridor
Long distance
platforms
Courier service
Car Sharing
ATM
Level +1/2 and shell
building
Retail, Catering, Travel
centre
DB Lounge
Detailed section on the rails
Level +/- 0
Bus Station, Taxi,
Shops are at
street level
Second Basement
Track 8
Track 7
Track 6
Track 5
Track 4
Track 3
Track 2
Track 1
Additional Information
If you have any questions or requests, please contact
our staff at the train station or at DB information.
They are happy to help you here
The station is monitored by cameras for your
safety. Responsible: DB station & service and
Federal Police
W-LAN service for wireless Internet access
in the public area and on the ICE
platforms.
Smoke-free train station
CASE STUDY
Road tunnel
B96
Parking Garage
890 parking
spaces on three
levels
Level 1
Service sector:
Snacks, Wellness
offers, Shopping
opportunities
Level 2
Four long distance platforms are 15
metres underground. Total length of
tunnel= 3.5 km
Level 10
Level 5
Level 1

BERLIN CENTRAL STATION
First underground level plan
Groundfloor plan
East-west longitudinal section
CASE STUDY
Longitudinal section south-north

BERLIN CENTRAL STATION
• The raised part, which goes east-west, includes a total of six tracks and three platforms between them. It has no columns and it is covered by a lightweight
shell construction, vaulted in three different directions.
• The combination of the three vaults, the longitudinal beams and diagonal cables form a delicately assembled structure.
• The main hall has a 430-meter platform. The station’s main space is covered by a curved glazed roof over an 85 x 120 m area.
• Devices for the natural exchange of air and heating were also given due attention.
• All of the roof’s glazed elements were treated to shield light and a photovoltaic cell system was placed in the modules, which give additional shading to the
platforms.
CASE STUDY
Detailed section on the rails

Southern Cross Station, Australia
Transit Modes
Train, Bus, Metro, Tram, Cabs
Site Area
15 acres
No. of floors
Ground + Mezzanine
Southern Cross (formerly Spencer Street) is a major railway station and bustling transport hub in Melbourne’s
Docklands. Based on suburban passenger boardings, it is the third busiest railway station in Melbourne, with 2009
figures suggesting an average 100000 passengers passed though per day.
Centrally located on Spencer Street, between Collins and La Trobe Streets, it is at the western fringe of the CBD with Etihad
Stadium sporting arena just 500 metres south-west. It is one of five stations on the City Loop, a mostly underground railway
that encircles the CBD.
Multiplex undertook the activation of the partly complete structural elements of the platforms, developing work packages
that incorporated efficient construction methodologies within the live rail environment.
Multiplex have ensured Platforms 15 and 16 are to become an essential part of Melbourne’s rail infrastructure, with a view
for future expansion as part of the redevelopment works.
Key
Design
The key design element is a billowing, silvery roof; the station is open along substantial lengths of its sides, giving it great
permeability, with the rest of the walls sporting plain glass curtain walls which allow vision deep into the station (and
outwards from deep within it) making it a part of the city, rather than something cut off from it.
The vistas of the station's interior are broken up by a number of freestanding pods of accomodation beneath the roof,
housing administrative functions and providing a defined retail space beneath
CASE STUDY
Passenger
Capacity
Shops &
facilities
Easy
Ticketing
Passenger
Convenience
Disabled
friendly
Parking
Sustainability
1,00,000 passengers and visitors per day
3,000 sq. mtr. of supermarket and mixed
retail outlets catering to all day to day
needs
-Ticket vending machines
-Integrated Ticketing for all available modes
-Electronic Message Boards display
timetables
-Comfortable seating, waiting services,
rest area and lounges
-Luggage handling is available
-Luggage lockers are available
-Wifi connectivity
-clear directional signs
-120 new passenger information screens
-undercover walkway link to the train
station terminal
-include a DFO (Direct Factory Outlet)
with more than 120 speciality shops and
food courts
-Free buggy transport for elderly/
disabled
-Wheelchair Accessible Ramps & Lifts
-Tactile paving for vision impaired
customers
800 space car park and five minute
drop off area makes it easier to drop
off and pick up family and friends
• Environmentally sustainable design
• Innovative low -energy solutions
• Dispersal of diesel fumes, exhaust
gases and hot air without any use of
electric fans

Southern Cross Station, Australia
Architect’s Statem ent
Station Facilities
Wheelchair Accessible Ramp- Y
Ticket Vending Machine- Y
Seating- N
Lighting- Y
Stairs- Y
Escalator- Y
Lifts- Y
Lockers- 127
Parking is available
Public Phone- Y
Public Toilet- Y
Waiting Area Indoor- Y
Sheltered- Y
Car Parking
Bicycles Racks- 6
Lockers- 0
Taxi Rank- Y
Tactile Paths- N
Hearing Loop- N
Melbourne has developed as a well-structured city. The CBD and its surrounding areas are vibrant, with its people
enjoying the life and character of its streets. The recent expansion of the Hoddle grid westwards, beyond its
original limit at Spencer Street, is essential in sustaining Melbourne’s Docklands. With this in mind, our primary
consideration was that the station’s plan should occupy a city block: its extent should be defined by its roof; its
users should activate the streets that define it. The station should thus be entirely subservient to its urban setting.
Nonetheless, from a transport perspective we also set out to make the railway journey more enjoyable and for the
trains to be visible from the city.
As a building we wanted the design for Southern Cross Station to make thoroughly good sense. By this we mean
that the proposed station plan should be straightforward and understandable to the user. The building’s envelope
should adequately define and protect the interior; and the roof and its structure should allow for off-site
construction and long-span erection and not preclude future rail expansion. Our ambition for a low energy station
led to the roof geometry, which was generated to let the station ventilate itself naturally. The elongated moguls act
as reservoirs over which the prevailing wind creates negative extraction pressure for diesel smoke and stagnant air.
This eliminates the need for ongoing energy consumptive air-conditioning or large and visually obtrusive diesel
extraction systems
At the top of each peak (23m above the
ground at their highest) is a passive
ventilator, which draws air from the
station to keep passengers cool, and
allows exhaust from diesel powered trains
to be dispersed. Between each row of
‘dunes’ is an undulating ribbon of ETFE
which runs the length of the roof and
allows natural light down into the station.
Running under the skylights are curving
trusses (the arrangement recalls the roof
of Waterloo International, although the
orientation has shifted ninety degrees),
which are themselves supported by Y-
shaped columns:
Covering 14 platforms and with an area
of some 60,000m², it would be quite
some roof which utilised only the walls for
support. The Y-shaped columns are a
design element which is repeated in the
shape of the lamp columns on the station
platforms, and the information display
units. The underside of the roof is also
interesting, with an intricate origami-like
effect of angled surfaces:
The roof is described by Grimshaw as
“dune-like” which gives a good sense of
the shape of the undulating metal
which makes up the majority of its
surface
CASE STUDY
The roof’s form plays a crucial role as part of the
environmental envelope ensuring that it is symbol of
sustainable architecture developed in response to the hot
external climate and the internal need for diesel extraction
and ambient cooling via natural ventilation.

Southern Cross Station, Australia
In particular, the height of the footbridge used to provide access
from the concourse onto the platforms has been criticised for being
taller than the old subway (which used to perform the same role)
was deep. But escalators and lifts are available to ensure accessibility,
and others have been much more positive about the new station
design.
The Station and the City
The site is located on the western edge of Melbourne’s original grid and the threshold of the emerging Docklands precinct. Historically it marked the
shift between Robert Hoddle’s orderly 19th century geometry and a network of rail yards and industrial warehouses. Beyond the physical terrain, the
site exists in the memory of most living Melburnians as a precinct inhabited by the slightly dangerous fringe dweller, or disoriented country folk
looking for familiarity within a strange new world. The urban strategy for the project was to use the public function of the station to knit together
these two urban conditions and engage with the extensions of both Collins Street and Bourke Street as part of the city’s public promenades. This is
reinforced by the primary entry on the corner of Collins and Spencer Street, which provides a seamless transition from the footpath to the station’s
main concourse. The draped glass skin suspended above further accentuates the connection between the interior of the station and the city’s street
life. A further critical decision by the design team was to extend the platforms northward to allow them to be accessed at street level allowing the
interstate trains to engage with the main public concourse while the suburban lines are feed by escalators from an upper level promenade.
Roof
When viewed from the panoramic vistas afforded by the high-rise towers and tourist lookouts at the western end of the city, the undulating terrain of the roof is a remarkable
spectacle. It has become the emblematic image for the project. Yet it is the interior of this terrain, which was the generative condition. The lumps and bumps response to a passive
ventilation system to deal with the emission of diesel fumes from the trains. The mogul forms, combined with ventilation hoods at the peaks, were developed in parallel with the
prevailing wind conditions to produce the final articulation of the roofscape.
The nominal misalignment of the roof’s primary geometry from the city’s grid is the recognisable outcome of this empirical research. The interior hall is also defined by the serpentine
steel structure designed to allow each of the module spans to be erected incrementally while the station remained operational. As a counter point to the subdued colours of the
ceiling and structure there are two bright orange pods facing out towards Spencer Street. Raised on tapering steel legs, these pods provide a necessary break in the monumental
scale of the station hall and generate a secondary landscape under the ever present roofscape.
CASE STUDY

Southern Cross Station, Australia
Structure
Southern Cross Station spans 22 standard tracks and 16 platforms. There are bus, taxi, and street
tram connections as well. The station serves 1,000 trains a day and an average of 35 million
passengers each year. While the redevelopment of the station did not meet all of the hopes and
promises of project officials, the project arguably served its greater purpose by becoming the
impetus that finally drove investment and development to the blighted Docklands section of
Melbourne. With better transit access, increased pedestrian traffic, and the commercial and retail
investment that the P3 project brought, urban development has taken off around Southern
Cross Station.
Benefits
Population statistics from the Docklands neighborhood highlight the rapid development of the
area. In 2001, only 787 residents lived in the isolated Docklands neighborhood west of Spencer
Street Station. By 2011, this emerging district was home to 7,418, a ninefold increase in 10 years.
In the same ten years, the median weekly household income rose from the $1,000-$1,199
category to $1,900 in 2011. ($760-911 to $1,444 USD) (The 2001 Australian Census of
Population and Housing reported median income data in a range for small statistical areas.) Also
the percentage of employed persons in the neighborhood who used public transit to commute
to work increased from 7 percent to 25 percent. The population increases are skewed toward
younger families as well, with the biggest population increases present in both the 25-34 age
group and the 0-4 age group.
Even those who promoted the Southern Cross station redevelopment acknowledge that the
project came in over budget and behind schedule. However, the effect of the major investment
on the economic and community growth of a blighted area of Melbourne should not be
underestimated. Today, the transportation plan for the Docklands expects continued growth in
the neighborhood, stating, “Whilst Docklands has experienced some challenges as it has
developed over time, the early provision of transport infrastructure to service the precinct
remains a model for other urban renewal projects to follow.”
CASE STUDY

Sl
No.
AREA STATEMENT
M aster plan com ponents with area specifications
Name of
structure
1 Bus terminal
building at 0m level
Bus terminal
building at 4m level
Bus terminal
building at 8m level
Bus terminal
building at 12m level
Concourse at 16m
level
Plot
area
(in
sq.m)
25100
Plinth
area (in
sq.m)
Tower
area
(in
sq.m)
No. of
floors
in a
tower
Total
no. of
towers
Total built
up area (sq.m)
(excluding
basement)
Total
floor
s
6100 0 0 0 6100 5 6100
7000 1 1 4000
6900 1 1 7000
4100 1 1 4100
6900 1 1 7000
3 Bus shed 12000 0 0 0 36000 3 12000
4 Railway amenity
building (Surface
parking auto rickshaw
parking)
5 Railway ancillary
building
6 Concourse Drop-off
Ramp
7 Main Concourse
building at 16m level
(Railway platform
above)
Area available for developing IMS
S. No. Component Acres Sqm
1 Area of Plot 35.05 141880.00
Plot 1 Area
2 Kashi Station area (Plot 1) 31.06 125703.00
3
Total area of land to be excluded due to presence of structures (ASI,
mosque and Graveyard) 5.34 21610.00
4 Plot 1 area available for IMS development (2-3) 25.72 104093.00
Plot 2 Area
5 Total plot 2 area (with Railways and State Govt.) 4.06 16326.00
6 Plot 2 area considered for IMS development 2.65 10724.00
7 Plot 2 area considered for city side road development (5-6) 1.41 5602.00
8 IMS core area
Total Area
9 IMS core area for structures development 28.37 114817.00
3200 1900 3 1 8900 4 2200
2500 0 0 0 5000 2 0
0 0 0 0 10200 1 0
Com m ercial bu ildin g towers an d
Three-Star bu sin ess h otel tower
(50 0 -Keys)
Apart from integrating the different modes of transit, the
IMS shall also house a cluster of commercial towers
and a business hotel along with Convention Centre on the
North-East Parcel.
S.no. Details for commercial building
OFFICE + CONVENTION
1 No. Podium floors 3
2 Podium Area (sq.m) 2 floors of 6900 and 1 floor of 5970
3 Office Towers 2
4 No. of floors in each
tower
5 Area per floor in each
tower (sqm)
Basemen
t
area
20
1130
Five-Star hotel (130 0
Keys)
S.no Spaces Area
1 No. of Towers 2
2 No of floors in
each tower
3 Area of each
tower A (sqm)
4 Area of each
tower B (sqm)
5 No. of Podiums 2
6 Area of each
podium (sq.m)
7 Basement
parking for all
above facilities
8 No of floors 2
9 Area per floor in
basement (sq.m)
10 Total built-up
area of 5-star
hotel and retail
including
basement (sq.m)
20
1400
1400
10,800
10,800
131600
S.
n
o.
Desc
riptio
n
Kashmere
Gate,
Delhi
ISBT
Dehra
dun
ISBT,
Kashi
1 Type International Inter state Inter state
2 Site Area 11 acres 10 acres 9.2 acres
3 Site details Flat side having roads on
three sides
4 Office
Commerci
al space
5 Ingress &
Egress
Point
Flat side near
the main road
of dehradun
Flat side having
roads on two
sides
10900 sq.m. 6000 sq.m. 6000 sq. m.
Entry & Exits are from
different points but there
is congestion due to less
width
6 Parking 20 buses, 55 cars, 260 two
wheelers
7 Universal
Design
Entry & Exits
of local and
inter state
buses are
same and
creates
confusion
50 buses, 500
two wheeler,
200 cars
Yes No yes
8 Bus Bays 45 50 50
9 Idle Bus
Parking
10 Bus
Operated
per day
20 40 20
4000 buses per day 12 buses per
day
Entry & Exits
are from
different points
with adequate
widths
30 buses, 100
cars, 200 two
wheelers
11 Dispensary 100 sq. m. No 100 sq. m.
12 Cloak
Room
13 Maintaine
d Shed
14 Security
Room
2 1 1
yes
Potal frame
covered
3 2 2
15 Shops 12 shops (168sq. m.) 30 shops 10
16 Loading
Bays type
17 Fuel Filling
Areas
-
yes
covered Semi-covered Semi-covered
yes No no
18 Facilities Escalator, cctv cameras,
waiting looby, air
conditioning
Area
Total Site 141880.00
Buildable Area 114817.00
Proposed Built-up 53600
Proposed Built-up Percentage 46.68%
cctv cameras,
waiting looby,
air
conditioning
Area (m2)
Escalator, cctv
cameras,
waiting looby,
air conditioning

CONCEPT

Plans & Sections
B
D’
Section A-A’
D
A’
C’
A
V
C
Concourse Plan (+8m)
B’

Elevations & Views
Front Elevation
Section B-B’

VIEW