RRR IN RAILWAY STATION

[ REVISE – REIMAGINE – REDEVELOP ]

SUBMITTED BY

THRISULA DEVI . M (513718251012)

Under the guidance of

AR.R. SARANYA., M.ARCH

In partial fulfillment for the award on the degree of

BACHELOR OF ARCHITECTURE

IN

MMES ACADEMY OF ARCHITECTURE

HAKEEM NAGAR, MELVISHARAM,
RANIPET DISTRICT

ANNA UNIVERSITY: CHENNAI 600 025

JUNE 2023
 BONAFIDE CERTIFICATE

Certified that this project report “RRR IN RAILWAY STATION” is the

bonafide work of “ THRISULA DEVI. M” who carried out the project work
under my supervision.

SIGNATURE SIGNATURE

AR. ASHFAQ AHMED., M.ARCH AR.R. SARANYA., M..ARCH

VICE PRINCIPAL SUPERVISOR

MMES Academy of Architecture MMES Academy of Architecture

Hakeem college campus Hakeem college campus

Hakeem Nagar Hakeem Nagar

Melvisharam - 632509 Melvisharam - 632509

 ACKNOWLEDGMENTS

I take this opportunity to express my profound gratitude and deep regards to my

guide, PROF.R.SARANYA who gave me the opportunity to work on this
interesting thesis topic “ RRR IN RAILWAY STATION “ and for her exemplary
guidance, monitoring and constant encouragement throughout the course of this
Thesis.

In special regard’ I would like to express my deepest regard to, PROF ASHFAQ
AHMED whose constant guidance has helped me complete and concluded this
thesis.

Date : Signature
 ABSTRACT

Indian Railways is the world’s second-largest passenger railway and fourthlargest freight
railway after the U.S.A., China, and Russia. India’s large and rapidly expanding population
provided steady growth in railway passenger traffic during the last decades of the twentieth
century.

The redevelopment of railway stations plays a crucial role in improving transportation

systems, enhancing connectivity, and revitalizing urban areas. This architectural thesis report
presents a comprehensive vision for the redevelopment of KATPADI JUNCTION aimed at
transforming it into a modern transportation hub. The report analyzes the existing challenges,
explores design strategies, and proposes sustainable solutions to create a vibrant and functional
space that caters to the needs of commuters and the surrounding community. The proposed
redevelopment focuses on enhancing passenger experience, integrating multimodal
transportation, promoting sustainability, and fostering urban regeneration.
 TABLE OF CONTENTS

LIST OF FIGURES ...............................................................................................................

LIST OF TABLES .................................................................................................................

CHAPTER 1 ......................................................................................................................... 1

INTRODUCTION ..............................................................................................................1`

1.1 INDIAN RAILWAYS ................................................................................................. 1

1.2 AIM .............................................................................................................................. 1

1.3 NEED FOR THE PROJECT ....................................................................................... 2

1.4 OBJECTIVE ................................................................................................................ 3

1.5 SCOPE ......................................................................................................................... 3

1.6 METHODOLOGY ...................................................................................................... 4

1.7 ARCHITECTURAL VISION...................................................................................... 4

CHAPTER 2 ......................................................................................................................... 5

LITERATURE REVIEW ................................................................................................... 5

2.1 CLASSIFICATION OF RAILWAY STATIONS ....................................................... 5

2.1.1 BLOCK STATIONS............................................................................................. 5

2.1.2 D CLASS OR NON-BLOCK STATION ............................................................. 7

2.2 FUNCTIONAL CLASSIFICATION .......................................................................... 7

2.2.1 HALT STATION .................................................................................................. 8

2.2.2 FLAG STATION .................................................................................................. 8

2.2.3 ROADSIDE / WAYSIDE CROSSING STATION .............................................. 9

2.2.4 JUNCTION STATION ......................................................................................... 9

2.2.5 TERMINAL STATION ...................................................................................... 10

2.3 WHAT IS A RAILWAY TERMINAL ......................................................................... 10

2.4 DIFFERENCE BETWEEN STATION & TERMINAL ............................................... 10

2.5 CLASSIFICATION OF PLATFORMS ................................................................... 11

 2.5.1 CENTER PLATFORM....................................................................................... 11

2.5.2 SIDE PLATFORM ............................................................................................. 11

2.5.3 STUB TERMINAL PLATFORM ...................................................................... 12

2.5.4 FLOW THROUGH PLATFORMS .................................................................... 12

CHAPTER - 3..................................................................................................................... 14

DATA COLLECTION ...................................................................................................... 14

3.1 MAIN STATION BUILDING .................................................................................. 14

3.2 STATION CATEGORIES ........................................................................................ 14

3.3 PLATFORM AREA .................................................................................................. 16

3.3.1 PLATFORM CAPACITY .................................................................................. 16

3.3.2 WIDTH ............................................................................................................... 17

3.3.3 MINIMUM CLEARANCES AT PLATFORMS ............................................... 17

3.4 TRAIN DIMENSIONS.............................................................................................. 18

3.4.1 MAXIMUM MOVING DIMENSIONS ............................................................. 18

3.4.2 STANDARD DIMENSIONS OUT OF STATION TO SUIT ........................... 19

TRACTION OF 25.K.V.A.C ....................................................................................... 19

3.5 TRACK DIMENSIONS ............................................................................................ 20

3.5.1 GAUGE AND SLEEPERS ................................................................................. 20

3.5.2 TRACK RADIUS AND TURNABILITY ......................................................... 21

3.6 WATER COLUMNS ................................................................................................. 23

3.7 PASSENGER SPACE REQUIREMENTS ............................................................... 24

3.8 ADMINISTRATION ................................................................................................. 24

3.8.1 ADMIN ROOM STANDARDS ......................................................................... 26

3.8.2 WORKPLACE STANDARDS........................................................................... 27

3.9 DORMITORY ........................................................................................................... 28

3.9.1 GENERAL STANDARDS ................................................................................. 28

3.10 RESIDENTIAL UNITS ........................................................................................... 29

3.11 RESTAURANT ....................................................................................................... 30

3.12 TOILETS ................................................................................................................. 32

3.13 PARKING ................................................................................................................ 33

3.14 LIGHTING .............................................................................................................. 36

3.14.1 INTRODUCTION ............................................................................................ 36

3.14.2 DESIGN REQUIREMENTS ............................................................................ 36

3.14.3 ILLUMINATION LEVELS ............................................................................. 38

3.14.4 EMERGENCY LIGHTING ............................................................................. 39

3.14.5 DESIGN FOR ENVIRONMENTAL STRATEGY ......................................... 39

3.15 ACOUSTICS ........................................................................................................... 39

3.15.1 GENERAL RECOMMENDATION ................................................................ 39

3.15.2 NOISE SOURCES ............................................................................................ 40

3.15.3 ACOUSTICAL TREATMENT / MATERIALS .............................................. 41

3.16 MATERIALS........................................................................................................... 42

3.16.1 INTRODUCTION ............................................................................................ 42

3.16.2 BASIC OBJECTIVES ...................................................................................... 42

3.17 HEATING,VENTILATION AIR -CONDITIONING(HVAC) .............................. 45

3.17.1 INTRODUCTION ............................................................................................ 45

3.18 SERVICES............................................................................................................... 49

3.18.1 SANITATION AND SUPPLIES...................................................................... 49

3.18.2 UTILITY AND INFRASTRUCTURE ............................................................. 50

3.18.3 LEVEL OF SERVICE (LOS) PERFORMANCE STANDARD ..................... 53

3.19 PHYSICALLY CHALLENGED ACCESSIBILITY .............................................. 53

3.19.1 RAMP, SLOPE AND HANDRAIL STANDARDS ........................................ 55

3.19.2 VISUALLY IMPAIRED ACCESSIBILITY.................................................... 56

3.20 PLANNING PARAMETERS.................................................................................. 57

3.20.1 OPEN SPACE RESERVATION ...................................................................... 57

3.20.2 ROAD WIDTH FOR RAILWAY TERMINALS ............................................ 58

3.20.3 MAXIMUM HEIGHT ...................................................................................... 58

 3.20.4 SETBACKS ...................................................................................................... 58

3.20.5 HEADROOM ................................................................................................... 58

3.20.6 TREAD AND RISER ....................................................................................... 58

3.20.7 LANDING ........................................................................................................ 58

3.20.8 CUL-DE-SACS ................................................................................................ 59

CHAPTER 4:...................................................................................................................... 60

CASE STUDIES................................................................................................................. 60

4.1 SUIZHOU SOUTH RAILWAY STATION .............................................................. 60

4.1.1 INTRODUCTION .............................................................................................. 60

4.1.2 LOCATION ........................................................................................................ 61

4.1.3 SITE PLAN........................................................................................................ 61

4.1.4 CONCEPT .......................................................................................................... 62

4.1.5 TREE STRUCTURE AND SPACE CREATION .............................................. 63

4.1.6 NEW MATERIALS AND NEW TECHNOLOGY ...................................... 63

4.1.7 HIGHLY COMFORTABLE SPACE EXPERIENCE ....................................... 64

4.1.8 INTERIORS AND EXTERIORS ....................................................................... 65

4.1.9 FLOOR PLAN AND SECTIONS ...................................................................... 67

4.1.10 VIEWS .............................................................................................................. 68

4.2 ROTTERDAM CENTRAL STATION ..................................................................... 70

4.2.1 INTRODUCTION ......................................................................................... 70

4.2.2 LOCATION ................................................................................................... 71

4.2.3 SITE PLAN.................................................................................................... 71

4.2.4 INTEGRATION IN URBAN ENVIRONMENT ............................................... 72

4.2.5 INTERIOR AND APPEARANCE ................................................................ 74

4.2.6 ROUTING AND LAYOUT ............................................................................... 75

4.2.7 SUSTAINABILITY....................................................................................... 76

4.2.8 LEARNING FROM CASE STUDY .................................................................. 78

 4.3 RANI KAMALAPATI .............................................................................................. 79

4.3.1 INTRODUCTION .............................................................................................. 79

4.3.2 PROJECT BRIEF ............................................................................................... 80

4.3.3 MASTER PLAN ................................................................................................ 82

4.3.4 CONSTRUCTION :SUBWAY .......................................................................... 85

4.3.5 NEW WEST BUILDING ................................................................................... 86

4.3.6 CONSTRUCTION METHODOLOGY ............................................................ 87

4.3.7 EAST BUILDING .............................................................................................. 88

4.3.8 VIEWS ................................................................................................................ 92

4.3.9 INFERENCE ...................................................................................................... 94

4.3 SIR M.VISVESVARAYA TERMINAL .............................................................. 95

4.4.1 PLANNING AND CIRCULATION .................................................................. 97

4.4.2 TICKET COUNTER .......................................................................................... 98

4.4.3 LIFTS, ESCALATORS, FOB .......................................................................... 101

4.4.4 SUBWAYS ....................................................................................................... 102

4.4.5 PARKING AND TRANSPORT LANE ENTRY AND EXIT ......................... 103

4.4.6 ADJACENT BUILDINGS WITH RAILWAY STAFFS ................................. 104

4.4.7 PLATFORMS ................................................................................................... 104

4.5 CHENNAI-EGMORE ............................................................................................. 105

4.5.1 INTRODUCTION ............................................................................................ 105

4.5.2 ARCHITECTURAL STYLE :.......................................................................... 106

4.5.3 ZONING ........................................................................................................... 107

4.5.4 LAYOUT .......................................................................................................... 107

4.5.5 PUBLIC PRIVATE ZONNING ....................................................................... 108

4.5.6 AMENETIES .................................................................................................... 108

4.5.6 PLATFORMS ................................................................................................... 111

CHAPTER 5 ..................................................................................................................... 113

COMPARATIVE ANALYSIS........................................................................................ 113

CHAPTER 6 ..................................................................................................................... 114

SITE STUDY AND ANALYSIS ..................................................................................... 114

6.1 SITE STUDY ........................................................................................................... 114

6.1.1 LOCATION ...................................................................................................... 114

6.1.2 SITE SURROUNDINGS AND LAND USE ................................................... 115

6.1.3 SITE ZONNING ............................................................................................... 116

6.2 SITE ANALYSIS .................................................................................................... 116

6.2.1 SOIL TYPE....................................................................................................... 117

6.2.2 CLIMATE ......................................................................................................... 117

6.3 SWOT ANALYSIS ................................................................................................. 118

6.3.1 STRENGTH...................................................................................................... 118

6.3.2 WEAKNESS ..................................................................................................... 118

6.3.3 OPPORTUNITY ............................................................................................... 118

6.3.3 THREAT ........................................................................................................... 118

CHAPTER 7 ..................................................................................................................... 119

DOCUMENTATION....................................................................................................... 119

7.1 SITE ZONNING AND CIRCULATION ................................................................ 119

7.2 SITE PLAN.............................................................................................................. 120

7.3 PRIVATE PUBLIC ZONNING .............................................................................. 121

7.3 PLATFORM 1 ......................................................................................................... 122

7.4 PLATFORM 2-5 ...................................................................................................... 123

7.5 PROBLEMS AND SOLUTION .............................................................................. 124

7.5.1 PROBLEM 1..................................................................................................... 124

7.5.2 PROBLEM 2..................................................................................................... 126

................................................................................................................................... 126

7.5.3 SOLUTION PROPOSED AT STAGE 1 ......................................................... 127

CHAPTER 8 ..................................................................................................................... 128

AREA REQUIREMENTS .............................................................................................. 128

CHAPTER 9 ..................................................................................................................... 131

SPECIAL STUDY............................................................................................................ 131

DYNAMIC FACADES .................................................................................................... 131

9.1 INTRODUCTION ................................................................................................... 131

9.2 METHODOLOGY .................................................................................................. 134

9.2.1 PARAMETER OFFICE MODEL .................................................................... 134

9.2.3 DYNAMIC FAÇADE PARAMETERS ........................................................... 135

9.2.3 CONSTRUCTION............................................................................................ 136

9.3 CONCLUSION ........................................................................................................ 137

CHAPTER 10 ................................................................................................................... 139

RRR FLOOR PLANS ..................................................................................................... 139

10.1 SITE PLAN............................................................................................................ 139

10.2 ARRIVAL FLOOR PLAN ................................................................................... 140

10.3 HOT ZONE FLOOR PLAN ................................................................................. 141

10.4 DEPARTURE FLOOR PLAN ............................................................................ 142

10.4 COMMERCIAL FLOOR PLAN ......................................................................... 143

CHAPTER 11 ................................................................................................................... 145

BIBLIOGRAPHY ............................................................................................................ 145

11.1. BOOKS ................................................................................................................. 145

11.2. WEBSITES ........................................................................................................... 146

 LIST OF FIGURES

Figure 2.1 Classification Of Railway Station……………………………………………...05

Figure 2.2 A-Class Station………………………………………………………………...06

Figure 2.3 B-Class Station………………………………………………………………...06

Figure 2.4 C- Class Station………………………………………………………………...07

Figure 2.5 Halt Station……………………………………………………………………08

Figure 2.6 Flag Station…………………………………………………………………….08

Figure 2.7 Roadside/Wayside Crossing Station…………………………………………...09

Figure 2.8 Junction Station……………………………………………………………….09

Figure 2.9 Terminal Station……………………………………………………………….10

Figure 2.10 C Center Platform…………………………………………………………….11

Figure 2.11 Side Paltform…………………………………………………………………12

Figure 2.12 Stub Terminal Platform………………………………………………………12

Figure 2.13 Flow Through Platform………………………………………….…………...13

Figure 3.1 The Scale Of Facilities………………………………………………………...14

Figure 3.2 Station Categories……………………………………………………………...15

Figure 3.3 Station Amenities……………………………………………………………...16

Figure 3.4 Maximum Moving Dimensions………………………………………………..18

Figure 3.5 Standard Dimensions Out Of Station To Suit Traction Of 25 K.V.A.C………..19

Figure 3.6 Sections Of Common Types Of Rails………………………………………….20

Figure 3.7 Concentrate Sleepers B70……………………………………………………...21

Figure 3.8 Concentrate Sleepers B58……………………………………………………...21

Figure 3.9 Track Turning Radius………………………………………………………….21

Figure 3.10 Branch Lines With Simple Points…………………………………………….22

Figure 3.11 Ramp Gradients For Tracks…………………………………………………..22

Figure 3.12 Layout Of Points……………………………………………………………...23

Figure 3.13 Water Columns………………………………………………………………23

Figure 3.14 Passenger Space Requirements……………………………………………….24

Figure 3.15 Admin Furniture Layout……………………………………………………...25

Figure 3.16 Room Dimensions……………………………………………………………26

Figure 3.17 Workspace Dimensions………………………………………………………27

Figure 3.18 Residential Unit Dimensions…………………………………………………29

Figure 3.19 Restaurant Dimensions……………………………………………………….30

Figure 3.20 Toilet Standards………………………………………………………………32

Figure 3.21 Parking Provisions According To Mos……………………………………….33

Figure 3.22 Outdoor Parking Standards…………………………………………………...34

Figure 3.23 Angled Parking Standards…………………………………………………….35

Figure 3.24 Platform Lights At The Edges………………………………………………...37

Figure 3.25 Lux Levels Of Station According To Mos……………………………………38

Figure 3.26 Train Air Conditioner………………………………………………………...40

Figure 3.27 Generator Car…………………………………………………………………40

Figure 3.28 Noise Criteria…………………………………………………………………41

Figure 3.29 Cellular Gas Block……………………………………………………………42

Figure 3.30 Non Corrosive Metal Panel…………………………………………………...42

Figure 3.31 Suspended Acoustical Tile……………………………………………………42

Figure 3.32 Station Finishes And Materials……………………………………………….43

Figure 3.33 Ahu Unit……………………………………………………………………...46

Figure 3.34 Hot Water Generator………………………………………………………….47

Figure 3.35 Mechanical Ventilation……………………………………………………….48

Figure 3.36 Building Automation System…………………………………………………48

Figure 3.37 Wheelchair Turnability……………………………………………………….53

Figure 3.38 Wheelchair Standard Dimensions…………………………………………….54

Figure 3.39 Ramp And Handrail Standards………………………………………………..55

Figure 3.40 Visually Impaired Standards………………………………………………….56

Figure 3.41 Planning Parameters Of Transport Terminals………………………………...57

Figure 4.1 Suizhou South Railway Station……………………………………………….60

Figure 4.2 Site Plan……………………………………………………………………….61

Figure 4.3 Concept………………………………………………………………………..62

Figure 4.4 Three Structures And Space Creation………………………………………....63

Figure 4.5 New Materials And New Technology………………………………………...64

Figure 4.6 Highly Comfortable Space Experience………………………………………..65

Figure 4.7 Interiors And Exteriors………………………………………………………..66

Figure 4.8 Floor Plan And Sections………………………………………………………67

Figure 4.9 Rotterdam Central Station……………………...……………………………..70

Figure 4.10 Site Plan……………………………………………………………………...71

Figure 4.11 Rotterdam Central………………………………………….………………...73

Figure 4.12 Roof Plan…………………………………………………………………….73

Figure 4.13 Interior Appearance………………………………………………………….75

Figure 4.14 Routing And Layout…………………………………………………………76

Figure 4.15 Sustainability……………………………………………………………...…77

Figure 4.16 Floor Plans………………………………………………….…………...…...77

Figure 4.17 Elevation And Sections………………………………………………………78

Figure 4.18 Rani Kamalapati……………………………………………………………...79

Figure 4.19 Site And Connectivity………………………………………………………..81

Figure 4.20 Master Plan…………………………………………………………………..82

Figure 4.21 Project Estimation……………………………………………………………82

Figure 4.22 Existing Old Station Building………………………………………………..83

Figure 4.23 New Station Building………………………………………………………...83

Figure 4.24 Section………………………………………………………………………..83

Figure 4.25 Planning And Layout………………………………………………………...84

Figure 4.26 Existing Station Building………………………………………………….....88

Figure 4.27 The Extension And Modification In Station Building………………………89

Figure 4.28 Facade - Glass Facade With Louvers Acp Screen…………………………..89

Figure 4.29 East Building –Ground Floor………………………………………………...89

Figure 4.30 Staff Quarters (Relocation Structure )…………………………………….....90

Figure 4.31 Parking And Circulation Area Works (East Side)…………………………...90

Figure 4.32 Parking And Circulation Area Works (West Side)…………………………..91

Figure 4.33 Parking Space For 300 Cars And 850 Two Wheelers…………………….....91

Figure 4.34 Front View (West Side )………………………………………………….....92

Figure 4.35 Rare View (East Side ,Second Entry View)…………………………………93

Figure 4.36 Side View (North Side )-Bhopal Side…………………………...…………...93

Figure 4.37 Sir M Visvesvaraya Terminal………………………………………………..95

Figure 4.38 Terminal Building……………………………………………………………96

Figure 4.39 Planning And Circulation……………………………………………………97

Figure 4.40 Ticket Counter…………………………………………………………….....99

Figure 4.41 Station Amenities…………………………………………………………...101

Figure 4.42 Lifts, Elevators, Fob………………………………………………………...102

Figure 4.43 Subway……………………………………………………………………...103

Figure 4.44 Parking And Tarnsport Lane Entry Exit……………………………………103

Figure 4.45 Platforms……………………………………………………………………104

Figure 4.46 Chennai Egmore…………………………………………………………….105

Figure 4.47 Architectural Style………………………………………………………….106

Figure 4.5.3 Zoning………………………………………………………………………107

Figure 4.5.4 Layout…………………………………………………………………...….107

Figure 4.5.5 Public Private Zoning……………………...……………………………….108

Figure 4.58 Amenities……………………………………………………………………110

Figure 4.59 Entrance……………………………………………………………………..111

Figure 4.60 Views………………………………………………………………………..112

Figure 6.1 Katpadi Railway Station……………………………………………………...114

Figure 6.2 Connectivity………………………………………………………………….115

Figure 6.3 Landuse Map…………………………………………………………………115

Figure 6.4 Temperature…………………………………………………………………..117

Figure 6.5 Rainfall Days…………………………………………………………………117

Figure 6.6 Daylight Hours/Sunshine Hours……………………………………………...118

Figure 9.1 – Typologies And Examples Of Dynamic Facades…………………………...132

Figure 9.2 – Framework………………………………………………………………….132

Figure 9.3 Typical High-Rise Office Building Workspace In The Middle-Floor………...133

Figure 9.4 Three Types Of Parameters Variables………………………………………...133

Figure 9.5 36 Rotation Motion Dynamic Façade…………………………………………133

Figure 9.6 Seven Types Of Angles For Dynamic Facade Components…………………..134

Figure 9.7 View From Interior And Fraction Of Visible Area (45° Angle)……………..135

Figure 9.8 Distribution Of The Angle Value Under Optimal Solutions During 36 H For The
Two Motions In Four Orientations……………………………………………………….136

Figure 9.9 “Overall Optimal” Solution For Each Orientation……………………………138

 LIST OF TABLES

TABLE 9.1 DESCRIPTION AND RANGE OF MODULE PARAMETERS…………...136

TABLE 9.2 CHARACTERISTICS OF AXIS…………………………………………...137

TABLE 9.3 DESCRIPTION OF DYNAMIC FAÇADE TRANSMITTANCE MATERIAL

PROPERTY……………………………………………………………………………...137
 CHAPTER 1

INTRODUCTION

1.1 INDIAN RAILWAYS

Indian Railways, the prime movers of the nation, is pivotal to the development of the
country. It is the third largest network under a single management. It carries largest number
of passengers (approximately 6.7 billion in a year) and one of the largest volumes of cargo
(794 million tones in the year 2007-08) among the worlds major rail systems. (Railway
Board, 2009) IR is an efficient system of transportation. The energy consumption of freight
movement is about one fifth of the consumption required by travels. IR is an efficient system
of transportation. Its network of over 64000 route-kms has integrated markets and connected
communities over widely spread out geographies across the length and breadth of the
country. In the year when the railway vision was laid down i.e. 2008-09, IR carried over
6900 million passengers and lifted 833 million tonnes of freight traffic, making it the third
largest railway network in the world in terms of size, the world's topmost passenger carrier
(in terms of Passenger Kilometres) and fourth largest rail freight carrier. (Railway Board,
2009 IR is the backbone of India's transport infrastructure, along with the national highways
and ports.

1.2 AIM

The project aims to provide architectural solutions by REVISE – REIMAGINE -

REDEVELOP A RAILWAY JUNCTION with consideration of the current scenario as
well as foreseeing the future growth of the town and building a new terminal which provides
access and security for the passengers and gives them a very captivating welcome to the
town of vellore by designing a railway junction which fulfils international standards.

1
1.3 NEED FOR THE PROJECT

The need for the redevelopment of Katpadi Railway Junction arises from the need to
accommodate increasing passenger traffic, upgrade outdated infrastructure, improve
passenger comfort and safety, promote integration with other modes of transport, stimulate
economic development, and foster environmental sustainability.

2
1.4 OBJECTIVE

The objective of the redevelopment of Katpadi Railway Station could be to create a modern,
efficient, and passenger-friendly transportation hub that enhances the overall railway
experience for commuters and visitors.

Here are some key objectives for the redevelopment:

▪ Improved Functionality
▪ Enhanced Passenger Facilities
▪ Multimodal Integration
▪ Integration of Modern Technology
▪ Iconic Architectural Design
▪ Sustainable Design
▪ Community Engagement

1.5 SCOPE

The scope of this thesis is to demonstrate the passenger facilities of the station building and
the circulation associated with it and to solve the traffic congestion.

The Sope of the project are specified below :

▪ Futuristic world-class amenities promising to meet the requirements of next 40 years

▪ Seamless movement of passengers by Separate Arrival and Departure terminal
buildings.
▪ Aesthically designed stations with facade lighting arrangements, better landscaping
efforts.
▪ Dedicated parking lots for streamlined movement of different category vehicles and
pedestrian in exclusive lanes.
▪ Inter-model connectivity
▪ Hassle-free access to all platforms by escalators, lifts, stairways, skywalks
▪ Spacious concourse, waiting halls etc
▪ Divyang-friendly modern stations
▪ Efficient water & energy management measures
▪ Clear cut division of train operation facilities and passenger amenities

3
1.6 METHODOLOGY

▪ Study of Katpadi Junction and its population, determining the percentage of floating
population, people who travel in trains on what time basis, the busiest time of the
day and their destination and where they arrive.
▪ To identify the various issues interrelated with the railway station, its scale, nature,
the intensity of usage, and the relationship with the users’ behavioural characteristics
in India, thus forming solutions to the same.

1.7 ARCHITECTURAL VISION

▪ Looking ahead to 2050 requires us to think in conceptual terms in the hope of

pushing the boundaries of creative thinking. The rail industry is often thought of as
conservative; however, there is a need to proceed with foresight, to embrace creative
thinking beyond projecting the present into the future.
▪ This thought-piece focuses on the passenger and user experience. The journeys
imagined here are intended to generate a conversation about the future and provide
the big picture context for future planning and decision-making by the rail industry
and by governments. They are also intended to set out a forward looking and
inspiring vision for rail.
▪ Flamboyant buildings with airport-like facilities, helipad, executive lounges are
going to be the characteristics of indian railway stations in the years to come. Train
journey in india will be a different experience altogether with upcoming world-class
stations that will do away with long queues at station entry, untidy waiting halls and
stinking toilets.
▪ The station buildings will wear a swanky look with separate terminals for arrival and
departure like the ones at airports. The stations will have segregated areas for
passengers, commercial activities and railway officers. There will be dedicated
approach roads for traffic to railway station along with municipal roads with its
integration in circulating areas.
▪ The much-awaited development will lay foundation to the railways in bringing them
at par with the world class transport system. Katpadi junction will act as the
benchmark for the other major stationsin india and in the world.

4
 CHAPTER 2

LITERATURE REVIEW

2.1 CLASSIFICATION OF RAILWAY STATIONS

Indian Railway stations are classified into two major divisions: block stations and Non –
block or D class stations, and further organized into five sub-divisions.

FIG 2.1 – CLASSIFICATION OF RAILWAY STATION

2.1.1 BLOCK STATIONS

▪ A block station is a station at which the driver has to obtain an 'authority to proceed'
to enter the next block section.
▪ This system ensures that a suitable 'space interval' is provided between running
trains so there are no collisions and accidents. There are three types of block stations.

2.1.1.1 A - CLASS STATION

▪ A-class stations are suitable for sections where traffic passes rapidly.
▪ The driver of the train needs to have advanced knowledge of the layout of the block
station.
▪ The typical layout of an A- class station with two-aspect signalling.

5
 FIG 2.2 – A – CLASS STATION

2.1.1.2 B - CLASS STATION

▪ This is the most common type of station and is provided on single-line as well as
double-line sections.
▪ At a B class station the line has to be clear up to an adequate distance beyond the
outer signal before 'permission to approach' can be given to a train. The minimum
signals required at a B class station are as follows.

FIG 2.3 – B – CLASS STATION

2.1.1.3 C - CLASS STATION

▪ The C class station is only a block hut where no booking of passengers is done.
▪ It is basically provided to split a long block section so that the interval between
successive trains is reduced. No train stops typically at these stations. The minimum
signals required are as follows.

6
 FIG 2.4 – C – CLASS STATION

2.1.2 D CLASS OR NON-BLOCK STATION

▪ D class or non-block stations are located between two block stations and do not form
the boundary of any block section. No signals are provided at D class stations.
▪ A D class station that serves an outlying siding is called a DK station. At such a
station, the siding takes off through a crossover, which can be operated only with
the help of a key, which in turn is released with the use of a ball token. A D class
station that serves no siding is called a flag station.

2.2 FUNCTIONAL CLASSIFICATION

The layout of stations varies in size and importance according to the type and volume of
traffic handled and according to their locations with respect to cities or industrial areas. The
layouts required for passenger stations and their yards can be divided into the following
categories for the study,

▪ HALT STATION
▪ FLAG STATION
▪ ROADSIDE OR CROSSING STATION
▪ JUNCTION STATION
▪ TERMINAL STATION

7
2.2.1 HALT STATION

▪ A Halt is the simplest station where trains can stop on a railway line. A halt usually
has only a rail-level platform with a name board at either end. Sometimes a small
waiting shed is also provided, serving as a booking office.
▪ There is no yard, station building, or staff provided for such types of stations. s. A
notable example of the halt is the Gurhmukteshwar bridge halt, situated on the bank
of the river Ganga.

FIG 2.5 – HALT STATION

2.2.2 FLAG STATION

▪ A Flag station is usually provided with a small waiting hall and booking office,
platforms and benches, and arrangements for drinking water.
▪ Sometimes, a flag station is also provided with a siding for stabling wagons booked
for that station.

FIG 2.6 – FLAG STATION

8
2.2.3 ROADSIDE / WAYSIDE CROSSING STATION

▪ After a flag station comes the wayside or crossing station. While a flag station has
arrangements for dealing with traffic but none for controlling the movement of the
trains, a crossing station has arrangements for controlling the movement of trains on
block sections.
▪ The idea of a crossing station was initially conceived for single-line sections to
facilitate the crossing of trains going in opposite directions so that there may be a
more rapid movement of trains.

FIG 2.7 – ROADSIDE/WAYSIDE CROSSING STATION

2.2.4 JUNCTION STATION

▪ A junction station is the meeting point of three or more lines emerging from different
directions.
▪ Normally, at junctions, trains arrive on branch lines and return to the same station
from where they started or proceed to other stations from where they again return to
their originating stations.

FIG 2.8 – JUNCTION STATION

9
2.2.5 TERMINAL STATION

▪ The station at which a railway line or one of its branches terminates is known as a
terminal station or a terminal junction. The reception line terminates at a dead-end,
and there is provision for the engine of an incoming train to turn around and move
from the front to the rear of the train at such a station.
▪ A terminal station may need to be equipped with watering, cleaning, coaling,
fuelling, and stabling the engines; storing, inspecting, washing, and charging the
carriages; and other works.
▪ On unimportant branch lines, the terminal station will have only one platform. Still,
big terminal stations such as the Howrah and Mumbai stations are provided with
elaborate facilities.

FIG 2.9– TERMINAL STATION

2.3 WHAT IS A RAILWAY TERMINAL

A "terminus" or "terminal" is a station at the end of a railway line. Trains arriving there must
end their journeys (terminate) or reverse out of the station.

2.4 DIFFERENCE BETWEEN STATION & TERMINAL

▪ A station is simply a place where a train stops for passengers/goods to enter and
leave the train.
▪ A station is known as a Terminus/Terminal when the trains can enter and leave the
station in only one direction. In other words, the track ends in the other direction.

10
2.5 CLASSIFICATION OF PLATFORMS

2.5.1 CENTER PLATFORM

▪ Center platforms are located between tracks; passengers board and alight from either
side of the platform. Any platform that can serve as noted above will assume 2 trains
discharging simultaneously in determining emergency egress capacity.
▪ Center platforms are preferred in most cases.

FIG 2.10– C CENTER PLATFORM

2.5.2 SIDE PLATFORM

▪ Side platforms provide access to trains along one side of the track.
▪ The passenger must decide between platforms based on their direction of travel before
descending to platform level.

11
 FIG 2.11 SIDE PLATFORM

2.5.3 STUB TERMINAL PLATFORM

▪ Stub terminal stations (e.g., Chattrapati Shivaji Terminus, Mumbai; Howrah Station)
have center or side platforms (or combinations of both) at which the tracks dead-
end,allowing passengers access from the dead-end of the platform(s). Pinched loop
platforms have the advantages and disadvantages of center and side platform stations,
depending on their configuration.
▪ They have the advantage of high capacity ingress and egress from the platform end,
making them particularly suitable for large passenger flows, special events, and end-of-
line stations.

FIG 2.12– STUB TERMINAL PLATFORM

2.5.4 FLOW THROUGH PLATFORMS

▪ Flow-through platforms allow passengers to board and alight the train from
dedicated platforms, thereby eliminating conflicting passenger flows. Flow through
platforms speed boarding and alighting, reducing vehicle dwell time at the platform.
▪ Flow-through platforms are not typically used due to cost and operational
considerations. Still, they may have applications where very high passenger volumes

12
and unique passenger characteristics (e.g., a high percentage of passengers with
bags). require that the station designer minimize cross-flows on the platform and
dwell times.

FIG 2.13– FLOW THROUGH PLATFORM

13
 CHAPTER - 3

DATA COLLECTION

3.1 MAIN STATION BUILDING

▪ The main facilities provided in the case of a small station are a waiting hall, booking
hall, assistant station master's (ASM) office, and storeroom.
▪ Different designs have been standardized for each type of station by the various
railways, which provide all the facilities required by small and medium-sized
stations.
▪ When considering big stations, however, the design of an individual station building
has to be drafted based on the requirement of passenger traffic with due regard to its
architectural features.
▪ Indian Railways has prepared a type drawing for wayside stations, which provides
different facilities for different types of station buildings .

FIG 3.1 – THE SCALE OF FACILITIES

3.2 STATION CATEGORIES

▪ There are multiple categories of stations, which are subjected to their design capacity
and selected according to the pre-survey and analysis undergone before the planning
stage.

14
 FIG 3.2 – STATION CATEGORIES

▪ Terminal stations are located at the end of the Railway line network and tend to have
significant inter-modal transfers. Terminal stations tend to serve passengers from
beyond the immediate station catchment area. Commuter Passenger flows at
terminal stations tend to be unidirectional according to morning and evening peak
passenger demands.
▪ In case of Long Distance trains at the Terminal Station, the Passenger flow is equally
spread over the day.
▪ Design considerations shall include among others:

a) Accommodation of large peak passenger movements associated with terminating

trains
b) Inter-modal transfer to transit and non-transit modes (e.g., bus, auto)
c) Park-and-ride, kiss-and-ride facilities
d) Accommodation of storage tracks and maintenance facilities
e) Accommodation of staff facilities

15
 FIG 3.3 – STATION AMENITIES

3.3 PLATFORM AREA

▪ The platform area is where customers access trains. The platform area must facilitate
multiple customer circulation functions: circulation along the platform, boarding and
alighting trains, queuing at the platform edge while waiting for a train, queuing at
VCEs, runoff at VCEs, and waiting at benches or rest areas. Because of these
complex—and often conflicting—circulation characteristics, overcrowding on the
platform may create uncomfortable or dangerous situations where customers are
crowded near the platform edge.
▪ Therefore, sizing station platforms is critical and designers should err on the side of
safety when determining the size of the station platform.

3.3.1 PLATFORM CAPACITY

▪ 24 coaches x 75 persons/coach x 2 2,304 Evacuation time: 4 min maximum VCE’s

(2)1.12m escalators 0.555p/mm-min 1,009 (3)1.12m stairs 0.555p/mm-min 1,514

16
 Total capacity 2,523 Minimum exits 100m maximum travel, 600m platform 4 3.3.2
LENGTH
▪ Platform length is typically determined by the length of the longest train anticipated
for the station (e.g., a 24-coach train at 22.5m per coach with a 22m engine at each
end will require at least a 584 m platform) plus 4.5 m or as directed by INDIAN
RAILWAYS

3.3.2 WIDTH

▪ Platform width is typically determined by several factors:

▪ The width of any VCEs located within the length of the platform.
▪ An architecturally preferred minimum 2.640 m clear distance to any
obstruction, such as a VCE, from the platform edge.
▪ This distance includes the .609 m wide platform safety edge, a 1.725 m clear
passage for customers circulating along the platform length, and a .13 m buffer
zone along the length of the obstruction.
▪ Where a platform edge rubbing strip is employed, the width of the rub strip shall
not be included within the preferred minimum clear distance and the edge of the
platform shall be measured from the inside edge of the rubbing.
▪ The rub strip will not be included as part of the .609 m width of the platform safety
edge.

3.3.3 MINIMUM CLEARANCES AT PLATFORMS

▪ The preferred minimum clearance from the platform edge to any fixed obstruction
at any point along the platform shall be 2.640 m.
▪ Provide a .792 m deep clear area at track level beneath the platform edge.
▪ In center platform stations, provide a .609 m wide clear area outside the dynamic
envelope of the train along the station wall opposite the platform edge.
▪ In side platform stations, provide a .609 m wide clear area outside the dynamic
envelope of the train between the two track

17
3.4 TRAIN DIMENSIONS

3.4.1 MAXIMUM MOVING DIMENSIONS

FIG 3.4 – MAXIMUM MOVING DIMENSIONS

▪ Wherever electric traction, employing overhead conductor wires, is in use strict

orders must be issued prohibiting any one from getting on the roofs of vehicles until
the current in the overhead conductors has been switched off and the conductors
themselves have been earthed.

1. Minimum height from rail level to the underside of live conductor wire:

(i) Under bridges and tunnels 5030mm

(ii) In the open 5335 mm
(iii) In running and carriage sheds 5790 mm
(iv) At level crossing 5485 mm

18
3.4.2 STANDARD DIMENSIONS OUT OF STATION TO SUIT
TRACTION OF 25.K.V.A.C

FIG 3.5 – STANDARD DIMENSIONS OUT OF STATION TO SUIT

TRACTION OF 25.K.V.A.C

19
3.5 TRACK DIMENSIONS

The key standard distances (d) between track centre-lines are:

▪ On open stretches of track - where signals installed - as safety space after every 2nd
track - newly built stretches, V >200 km/h .
▪ In stations - main lines, straight through - in sets of 5-6 lines - for brake
inspection/test tracks - in sidings for carriage cleaning 4.00 m (3.50 m on older lines)
4.50m 5.40 m 4 .50m 4.50 m (4.75 m) 4.00 m 6.00m 5.00 m 5.00m .

FIG 3.6 – SECTIONS OF COMMON TYPES OF RAILS

3.5.1 GAUGE AND SLEEPERS

Standard gauge of German Railways : 1.435 m gauge (for 71% of the world's railways)

Gauge tolerances: -3/+30 mm on main lines

-3/+35 mm on branch lines

20
(other gauges: Russia 1.520 m; Spain and Portugal 1.668 m, South Africa 1.067 m, Chile,
Argentina, India 1.673 m)

FIG 3.7 – CONCENTRATE SLEEPERS B70

FIG 3.8 – CONCENTRATE SLEEPERS B58

▪ Trench depth in cuttings ~0.4-0.6 m under ground level Slope of the trench 3-1 0%
according to the type of consolidation of the trench floor. Groundwater at retaining
walls is to be drained through pipes or drainage holes. The longitudinal gradient of
open stretches of main line ~12.5%o, on branch lines and urban railways ~40%o and
on station tracks ~2.5%o. Gradients of up to 25%o are possible on main lines with
special approval. Static wheel load = 9 t. On stretches with sufficiently strong track
and supporting structures, higher wheel loads (up to 11.25 t) are possible.

3.5.2 TRACK RADIUS AND TURNABILITY

FIG 3.9 – TRACK TURNING RADIUS

21
▪ Curved radii (to track centre-line) = R

▪ Main lines, direct main tracks .................................... >300 m

▪ Station tracks ............................................................. >180 m
▪ Branch lines with main line rolling stock ................... >180 m
▪ Without main line rolling stock .................................. >100 m
▪ Sidings used by main line engines ............................. >140 m
▪ Sidings not used by main line engines, preferably ..... >100 m
▪ Minimum .................................................................... >35 m
▪ If 100m >R G:35 m, carriages should if possible, only be pulled; with radius >130
m not all carriage types can any longer be driven.

FIG 3.10 – BRANCH LINES WITH SIMPLE POINTS

FIG 3.11 – RAMP GRADIENTS FOR TRACKS

▪ For tracks to be used at greater than shunting speed, a transitional section of curve
must be installed between the straight section and the circular arc with radius R, with
the curvature of the transition curve increasing constantly from 1: = up to 1: R __.
f).

22
 FIG 3.12 – LAYOUT OF POINTS

3.6 WATER COLUMNS

▪ Water columns are provided to supply water to the locomotives. A water column
consists of a vertical pipe with a surveilling arm of either a horizontal shape or the
shape of a swan's neck.
▪ A bay hose spout is provided at the end of the arm to enable water to be diverted to
the opening in the engine tender. A foot valve is fixed inside the water column and
water is made available from a suitably located high service tank.
▪ Water columns are provided in locomotive yards as well as at various stations,
where engines are required to be watered and fuelled.

FIG 3.13 – WATER COLUMN

23
3.7 PASSENGER SPACE REQUIREMENTS

FIG 3.14 – PASSENGER SPACE REQUIREMENTS

3.8 ADMINISTRATION

▪ The administration office is a set of day-to-day activities that are related to financial
planning, record keeping & billing, personnel, physical distribution, and logistics,
within an organization. An employee that undertakes these activities is commonly
called an office administrator or office manager and plays a key role in any
organization’s infrastructure regardless of the scale.

▪ Office employee 4.50 sq m

▪ Secretary 6.70 sq, m

24
▪ Departmental manager 9.30 sq m
▪ Director 3.40 sq m
▪ Assistant vice president 18.50 sq, m
▪ Vice president 28.00 sq.m

FIG 3.15 – ADMIN FURNITURE LAYOUT

25
3.8.1 ADMIN ROOM STANDARDS

FIG 3.16 – ROOM DIMENSIONS

26
3.8.2 WORKPLACE STANDARDS

FIG 3.17 – WORKSPACE DIMENSIONS

27
3.9 DORMITORY

3.9.1 GENERAL STANDARDS

Room dimensions must accommodate:

▪ Furniture sizes and design mounted, wall mounted freestanding

▪ Furniture use spaces

Combination of furniture items

▪ Room size (and shape) will affect two levels of the possible rooms.change:
▪ Adaptability of furniture arrangements.
▪ Divisibility of spaces-physical or visual separation of activities

Area of Single Rooms

a. Minimum recommended area -90 sq ft

b. Optimum recommended area- 110 sq ft

c. Generous recommended area-120 sq ft

Area of Double rooms with bunked beds

a. Minimum recommended area-140 sqft

b. Optimum recommended area-160 sq ft

c. Generous recommended area-180 sq ft

Area of Double rooms without bunked beds

a. Minimum recommended area-180 sq ft

b. Optimum recommended area-220 sq ft

28
c. Generous recommended area-240 sqft

3.10 RESIDENTIAL UNITS

▪ Living areas are categorized into those with shared rooms (living and dining rooms,
kitchens) and individual (private) rooms for one or two people (parents' (bed)room,
children's room, guest room). This differentiation leads to the conventional room
layouts, particularly in commercial house building.
▪ But the way living areas are actually used is much more complex and varied.
Bedrooms today are often used for work, play and relaxation and thus have some of
the functions of shared rooms. This makes the fitting out of an individual room
within a house as a small apartment worth considering.

FIG 3.18 – RESIDENTIAL UNIT DIMENSIONS

29
3.11 RESTAURANT

The space required varies vary widely according to the character of a restaurant. Basically,
the design of dining rooms based on the number of heads-m2, formulas are to be avoided,
as they are not applicable to rooms under 100 m2 and can lead to false results. fixing the
dimensions of rooms should in any case be done from concrete furniture layout plans. The
functional design of dining rooms involves determining the following:

▪ Entrances and traffic axes, limit the usable area, according to the number and
required width.
▪ Service points (with the exception of variable forms of furniture): stations for 40
places each with at least one service point as centrally placed as possible.
▪ Table sizes and shapes according to the character of the business and the expected
guest structure. A good procedure is to design a percentage structure of desirable
table sizes with various combinations, starting from the Intended total capacity.
Table sizes and shapes result from the intended use.

FIG 3.19 – RESTAURANT DIMENSIONS

30
31
3.12 TOILETS

▪ Toilet facilities consist of a lobby with washbasins (at least one washbasin per five
wcs) and a completely separate room with at least one wcs (unless the facilities
contain only one toilet and have no direct access to work, social, changing, wash or
sanitary room).
▪ Toilet cubicles must be lockable and, if light partitions (incompletely separated
cubicles) are used, the partition should have a height of at least 1.90 m, and at the
bottom a gap of 10-15 cm.

FIG 3.20 – TOILET STANDARDS

▪ Urinals must be placed so as not to be visible from the entrance. Toilet facilities
should not contain more than 10 WC cubicles and 10 urinals.
▪ With natural ventilation, the minimum ventilation sections are: with window
ventilation on one side 1700 cm2/We, 1000 cm2/urinal; with through ventilation
(ventilation shaft and opening window opposite) 1000 cm2/We, 600 cm2/urinal.
▪ Ventilation equipment is to be designed for 30 m3/We and 15 m3/urinal (altogether
at least five air changes/h).

32
3.13 PARKING

▪ Proposed parking shall have the minimum provision of parking bays as per the
baseline studies and maintain Level of Service C at railway stations. However, the
provision of parking for peak demand shall be as follows based on established peak
parking demand.

FIG 3.21 – PARKING PROVISIONS ACCORDING TO MOS

▪ There shall be provision of dedicated lanes (minimum width 3.5 m) for station
bound traffic for the approach roads during peak hours as determined by the station
vehicle count surveys.
▪ If the traffic volume is not sufficient to justify the construction of a separate lane,
the concessionaire shall work with the local planning authority to cordon off the
existing lanes for station traffic. This model shall be applicable for both incoming
and outgoing traffic.
▪ Needs for physically challenged people, Pedestrians and other modes should be
elevated to be the primary design consideration in the layout and design of the
facility. Handicapped Parking shall be clearly marked and situated in accordance
with ADAAG standards.
▪ Parking spaces are usually outlined by 12-20 mm wide yellow or white painted
lines. When parking is facing a wall, these lines are often painted at a height of up
to 1 m for better visibility. Guide rails in the floor along the side have also proved
popular for demarcation of parking limits, and can be about 50-60 cm long, 20 cm
wide and 10 cm high.

33
FIG 3.22 – OUTDOOR PARKING STANDARDS

34
 FIG 3.23 – ANGLED PARKING STANDARDS

▪ Provide separate access driveways for various modes and by providing separate
access for short-term drop-and-ride activities which include taxis, autos, and tourist
buses.
▪ Clear visibility from the major access points so that drivers can quickly identify if
the parking bay is full or if space is available. Pedestrian access between the parking
lot and the primary service mode should provide for convenient access with minimal
walking distances (less than 200 meters is preferred).

35
3.14 LIGHTING

3.14.1 INTRODUCTION

▪ Lighting is an integral part of station architecture and as such should respond to the
given architectural conditions and be coordinated with other elements of the stations.
▪ In addition to providing illumination and a sense of security, the lighting system in
railway stations should be durable, energy-efficient, and easily maintained. The
lighting in office rooms, passages, stairs, open areas, etc. shall be provided as per
established norms and appropriately positioned.

3.14.2 DESIGN REQUIREMENTS

Lighting design shall provide an appropriate transition from the street to the station.
Concepts for lighting design are set forth under the umbrella principles of Safety, Economy,
and Drama:

1. Integration with architecture and artwork

2. Emphasis on key points of transition and transaction

3. Promotion of the sense of real and perceived security

4. Control of lighting in public areas via the station management system

5. Location of luminaires and system components for feasible maintenance;

6. Introduction of natural light into station volumes wherever feasible

7. Intelligent systems /concepts shall be used for automatic switching on and off of the
lighting fixtures.

3.14.2.1 STATION SITE

1. Adequate lighting levels shall be provided in parking lots and at access points to the
station entrances. Lighting shall not interfere with or blind train operations.

36
2. Lighting fixtures at site and parking shall be of consistent design and evenly spaced.

3. Station façade shall be lighted to ensure the most effective aesthetic presentation of the
station building features. In addition, all entrances shall have adequate lighting to ensure
adequate identification of access and egress points to the building.

3.14.2.2 PLATFORM AND TRACK AREA

1. Platform fixtures shall be post-mounted when the platform is uncovered. Canopy or

enclosed platform fixtures shall be surface or pendant mounted at a consistent height
throughout the platform.

2. Lamps for platform and canopy fixtures shall be identical to maintain uniform
illumination throughout the platform area.

3. Platform lighting shall highlight the platform edge.

FIG 3.24– PLATFORM LIGHTS AT THE EDGES

3.14.2.3 STATION BUILDING

▪ Station Building Interior lighting should facilitate passenger orientation,

identification of systems graphics, and definition of circulation patterns within the
building.

37
 1. Additional lighting is required at ticketing, administrative areas/ offices, utility
areas, and waiting areas.

2. Backlit exit signs must be provided at all exits.

3. Emergency lighting shall be provided at all facilities.

4. Lighting at the station building shall comply with applicable codes and standards.

5. Fluorescent fixtures shall have high frequency, energy-saving, solid-state

electronic ballast.

6. Colour-improved fluorescent lamps shall be used to provide a superior quality

lighting environment rendering all lighted surfaces true to color.

3.14.3 ILLUMINATION LEVELS

▪ Levels of illumination should conform to the MOR 2007 Standards for Illumination
Railway Stations.
▪ Lighting levels shall be uniformly distributed throughout as far as possible and be
designed to prevent glare, dark recesses and areas of poor lighting levels.

FIG 3.25– LUX LEVELS OF STATIONS ACCORDING TO MOS

38
3.14.4 EMERGENCY LIGHTING

▪ In stations where emergency power is provided by an independent current (AC)

source, such as an uninterruptible power supply (UPS) system, emergency lighting
shall be supplied by a percentage of normally energized luminaires. In the event of
power failure, emergency lighting shall define a path of egress to assist in safe and
orderly evacuation
▪ All public areas of the station, including stairs, passageways and entry require
emergency lighting. Emergency lighting for stairs and escalators should emphasize
illumination on the top and bottom steps and landings.
▪ Exit signage shall be provided with sufficient illumination for way finding during
normal power failure.

3.14.5 DESIGN FOR ENVIRONMENTAL STRATEGY

▪ Specific sustainability goals that have particular relevance for station lighting
design are:

▪ Encourage Clean Energy Sources.

▪ Maximize Day lighting
▪ Encourage On-site Energy Production.

3.15 ACOUSTICS

3.15.1 GENERAL RECOMMENDATION

1. It is essential to achieve good speech intelligibility and enable passengers to understand

train announcements and voice alarms.

2. Controlling the noise on the station platforms also greatly depends upon the level of noise
emission from the various noise sources. The dominant source is train noise, which includes
wheel/rail noise from trains entering and leaving the platforms, train horn noise, noise
emission from train ventilation fans, and noise from the train motors.

39
3. Selection of the appropriate finishes providing effective sound absorption can control the
level of reverberance and provide a comfortable acoustic environment. Under these aural
conditions, standard speakers can be used to achieve a good level of speech intelligibility.

3.15.2 NOISE SOURCES

▪ The noise levels perceived on the Station and the platforms will vary considerably

during the normal operating day. In the short term, there will be an increase in noise with
the movement of trains. In the longer term, there will be changes in occupational noise levels
with the changes in passenger loadings on the platforms.

3.15.2.1 TRAIN NOISE: (Noise from a stationary train at a platform).

a) Train motor idling

b) Train air conditioners.

c) Generator cars.

FIG 3.26– TRAIN AIR CONDITIONER FIG 3.27– GENERATOR CAR

3.15.2.2 STRUCTURAL NOISE

a) Rail sources

b) Use of lightweight structures

40
c) Resilience of the track form

d) Heating, Ventilation and Air Conditioning equipment

e) Station machinery

f) Equipment above grade (affecting adjacent structures) including Backup generators.

3.15.2.3 SERVICES NOISE

The target noise levels for different programmed services are listed below. services
noise should include the contributions from all station and tunnel ventilation equipment,
including escalator and elevator equipment.

FIG 3.28– NOISE CRITERIA

3.15.3 ACOUSTICAL TREATMENT / MATERIALS

▪ Acoustical treatment is most effective when applied near the source of the noise.
Options may include:

1. Cementitious spray-applied or trowel-applied acoustic materials (above the reach

of pedestrians).

2. Non-corrosive metal panels (with or without perforations) with wrapped acoustical

material. Metal panels may have applied coating or a natural brushed finish.

3. Rigid, cellular glass block.

4. Suspended acoustic tile (in non-public areas only).

5. Cellular glass blocks (typically concealed behind metal panels).

6. Glass fiber blankets that are wrapped in close-weave glass cloth or other
nonflammable sheeting.

41
 FIG 3.29– CELLULAR GLASS BLOCK FIG 3.31– SUSPENDED ACOUSTICAL TILE

FIG 3.30– NON CORROSIVE METAL PANEL

3.16 MATERIALS
3.16.1 INTRODUCTION

▪ The Indian Railways operates 24 hours a day, 7 days a week, 365 days a year.
Therefore, the materials and finishes in the stations must be durable, easily
maintained, and allow repair/replacement with minimal/no shutdown of service.

3.16.2 BASIC OBJECTIVES

3.16.2.1 SAFETY

a) Fire Resistance and Smoke Generation:

Reduce hazard from fire by using materials with minimum burning rates, smoke generation,
and toxicity characteristics for station finishes, consistent with requirements of Fire/Life
Safety requirements.

b) Attachment:

Eliminate hazard from dislodgment due to temperature change, vibration, wind, seismic
forces, aging, or other causes, by using proper attachments and adequate bond strength.

42
c) Slip-resistant walking surfaces:

Increase pedestrian safety, in compliance with accessibility requirements by using floor

materials with slip-resistant qualities. Entrances, stairways, platform edge strips, and areas
around equipment shall have high slip resistant properties. The following static
coefficients of friction as defined in ASTM C1028 shall be provided as a minimum:

Table 3.32- Station finishes and materials

3.16.2.2 FLOOR MATERIALS - FINISH TO PROVIDE SLIP-

RESISTANT SURFACE

1. Monolithic Materials

a) Concrete - with appropriate finish to provide slip-resistant surface in ancillary areas.

Hardened finish where required, as shown on the attached Palette Schedule.

b) Acid-resistant applied coating - for application in Battery Rooms.

2. Unit Materials (large units - min. 200 mm. x 200 mm. x 12.5 mm.)

a) Natural granite. Mandatory as platform edge slab

b) Manufactured granite

43
c) Terrazzo - precast only, up to 600 mm. x 600 mm. slip resistant texture, with

sealed surface

d) Quarry tile

e) Paver brick - dense, hard

f) Unglazed ceramic tile

g) Vinyl title - non-public areas only.

h) Cement Terrazzo (special/hard aggregates, abrasive aggregates and installation control);

thick set installation

3.16.2.3 WALL MATERIALS

1. Monolithic Materials

a) Concrete with sealers (with sufficient surface texture to conceal minor soiling and
damage without complicating maintenance procedures, or constituting a hazard to clothing
or skin of patrons).

b) Rustication joints in train room walls.

2. Unit Materials - min. 150 mm. x 150 mm. unless used for limited feature strips.

a) Unglazed and unglazed ceramic mosaic tile

b) Ceramic facing veneers

c) Glazed and unglazed brick

d) Precast concrete

e) Structural glaze faced concrete masonry units

f) Vitreous enamel steel panel – non combustible assembly

g) Crystallised glass panels

h) Glass Partitions: - These are to be custom designed to suit the station requirements.
Concessionaire has to provide analysis and certification that it meets the Security, Fire and
Structural safety requirements for that area.

44
3.16.2.4 CEILING MATERIALS

1. Monolithic Materials

a) Smooth concrete

b) Acoustic Materials sprayed onto mechanically fastened expanded metal lath.

2. Unit Materials

a) Non-corrosive linear metal panels with applied coating or natural brushed finish with
wrapped acoustical material

b) Non-corrosive metal panels with applied coating or natural brushed finish with large
perforations with wrapped acoustical material .

c) Rigid, cellular glass blocks.

▪ The following values shall be incorporated into all station design: safety, schedule,
quality, customer satisfaction, and environmental excellence. Station finish selection
shall follow these values. All finish materials selected for use in public areas should
meet the goals of safety, durability, economy, sustainability, and appearance.

▪ The selection of materials and finishes for floors, ceilings and walls in contribute to
the comfort, safety, and aesthetics of a station. The finish materials’ patterns,
textures, and colors, together with the station geometry, help define the architectural
quality and identity of stations. Stations must be operable and maintainable with
minimal resources and the material and finish selections must be durable,
maintainable, vandal-resistant, environmentally friendly, fireresistant, cost
effective, and visually pleasing.

3.17 HEATING,VENTILATION AIR -CONDITIONING(HVAC)

3.17.1 INTRODUCTION

▪ HVAC System at stations shall consist of the following elements:

45
 a. Air Conditioning

b. Chillers

c. Hot Water Generator

d. Cooling Towers

e. Chilled water Distribution

f. Mechanical Ventilation

g. Building Automated Systems (BAS)

3.17.1.1 AIR - CONDITIONING

▪ Station air conditioning systems design conditions shall be:

- Concourse air tempering 29 C 65% relative humidity (Incl. all waiting areas)

- Premium lounges air conditioning 23 C to 26 C (as per NBC) (Including any

enclosed first waiting areas)

3.17.1.2 CHILLERS
▪ The chiller packages, chilled water pump sets, condenser water re-circulation
pump sets & associated MCC shall be located in the plant room within service
block earmarked for services. Cooling Towers shall preferably be installed on the
terrace of the same building at any suitable location. Chilled water from chiller
packages shall be pumped through insulated chilled water pipes running
horizontally and vertically.

3.17.1.3 AIR HANDLING UNIT

FIG 3.33- AHU UNIT

46
 ▪ Fresh Air Treatment Units (FATUs) shall be installed to supply filtered treated fresh
air into various occupied spaces. The units shall be complete with Energy Recovery
Wheels (ERW), active carbon filters, fine filters and Pre-filters.
▪

3.17.1.4 HOT WATER GENERATOR

▪ The hot water generator shall be vertical/horizontal, shell type designed,

constructed, and tested for the specified water flow rates and temperature. The shell
of the hot water generator shall be made out of MS sheet with electric fusion welded
seams.
▪ The shell along with insulation shall be mounted inside a cabinet made out of an
angle iron framework, complete with 16 SWG MS sheet covers held with
locks/bolts and hinges.

FIG 3.34- HOT WATER GENERATOR

3.17.1.5 COOLING TOWER

▪ Cooling tower shall comprise of a rotating type of water sprinkler in stainless steel
construction to achieve uniform water distribution over the honeycomb fill. A
sealed type ball bearing shall be used to perform this duty.
▪ Fan shall be of lightweight, low speed and high-efficiency axial flow fan. Fan shall
be protected by a fan guard. The entire assembly should be easily accessible for
maintenance.
▪ Cooling capacities of the cooling tower shall be computed from the measurements
of water flow rate and entering and leaving water and ambient air wet-bulb
temperature.

47
3.17.1.6 MECHANICAL VENTILATION

▪ Mechanical ventilation system using a combination of centrifugal fans and Axial

Flow fans will be required in:
▪ Plant and mechanical rooms
▪ Toilets, pantries
▪ Platforms
▪ Underground parking
▪ Other similar areas where ventilation is called for
▪ Smoke Evacuation
▪ Provision of Natural Ventilation
▪ Staircase and lift wells

FIG 3.35 -MECHANICAL VENTILATION

3.17.1.7 BUILDING AUTOMATION SYSTEM

▪ The Building Automation System shall be a PC-based System. It shall combine the
latest state of the art technology with simple operating techniques and shall be used
to control, manage alarms/reports and monitor the building services installations. The
essential functions of the system are as follows:

FIG 3.36. BUILDING AUTOMATION SYSTEM

48
a. Centralized operation of the plant (remote control)

b. Accepted Communication protocol – ASHRAE’s BACnet. Provide protocol translators

if they are using their proprietary protocol.

c. Dynamic Graphic details of Plant and building

d. Early recognition of faults

e. Faults statistics for identification

f. Trend register to identify discrepancies, energy consumption, etc.

g. Preventive maintenance and plant servicing

h. Optimum support of personnel

i. Control optimization of all connected electrical and mechanical plant

j. Prevention of unauthorized or unwanted access

k. Own error diagnosis integrated system.

3.18 SERVICES

3.18.1 SANITATION AND SUPPLIES

▪ Sanitation and associated maintenance requirements need spaces distributed

broadly throughout the station. Both supplies and equipment should be located so
as to maximize the efficiency with which the station maintenance staff can keep the
facility clean and in a state of good repair.

1. Station Cleaning

This space provides for storage of any mechanical equipment required for the cleaning
of the station public areas including platforms, waiting areas and circulation spaces.
Location – in or adjacent to public areas. Features – Enclosed, secure.

49
 2. Supply Storage

This space provides for storage of cleaning supplies. It will include liquids and dry
goods and provisions should be made for the appropriate separation of these products
to ensure safe compatibility of the stored materials.

Location – in non-public areas.

Features – Enclosed, fire rated, secure.

3. Fixture Supply Storage

This space provides for storage of materials and supplies (e.g., lamps, bathroom
replacement fittings, miscellaneous fasteners) associated with the routine maintenance
of the station. Items may include lamps for light fixtures, and replacement fittings for
toilets.

Location – in non-public areas.

Features – Enclosed, secure.

4. Janitors Closet

Number of janitor’s closets will be determined by the design. There should be a

minimum of one per platform and one near each major station entrance.

Location – in public and non-public areas as required.

Features – Enclosed, plumbing.

3.18.2 UTILITY AND INFRASTRUCTURE

▪ The utility spaces required will be determined by the design of the infrastructure.
MOR will provide the Concessionaire with a list of spaces and requirements to be
constructed in the station complex to accommodate support railway equipment and
installations.

50
 Electrical Service Rooms

Spaces to house electrical service connections, transformers, meters and main

distribution panels.

Location – in non-public areas adjacent to the local service connection.

Features – Enclosed, secure, vented and fire rated.

Electrical Equipment Rooms

Spaces to house sub-panels, UPS, emergency generation equipment and all other
electrical equipment associated with the operation of the station including, fire safety
and security control rooms.

Location – in non-public areas adjacent to Service Room as required

Features – Enclosed, secure, vented and fire rated.

Mechanical Equipment Rooms

Spaces to house all environmental equipment, such as compressors, ventilation fans, air
intake, air handling, heating equipment, cooling towers and all other heating, venting
and cooling equipment that requires enclosed space.

All other spaces associated with these functions including control rooms for
environmental control and monitoring.

Location – in non-public areas adjacent to roof or exterior walls as required.

Features – Enclosed, secure vented and fire rated as required. Plumbing as required for

water and coolant systems.

Plumbing Service Rooms

Spaces to house main plumbing connections for water and sanitary including

pumps, main cutoff and check valves and distribution connection and systems.

51
 Location – in non-public areas adjacent to the local service connection.

Features – Enclosed, secure

Sewage/Fire Suppression Service Rooms

Spaces to house recirculation equipment, sprinkler and standpipe connections, equipment

for sewage collection and treatment and storm/gray water collection, storage and treatment.

Location – in non-public areas adjacent service room as required.

Features – Enclosed, secure vented and fire rated as required.

Train Control Rooms

MOR will provide specific requirements for spaces associated with the operation of the
trains that need to be located in the station. These may include signal rooms, control
equipment rooms etc.

Location – As per the direction of MOR.

Features – Enclosed. Vented and fire rated as required.

Equipment Storage

Spaces to house tools, spare parts back up equipment and transporting equipment for the
servicing of the mechanical and electrical service and equipment rooms.

Location – in non-public proximate to service and equipment rooms.

Features – Enclosed, secure.

52
3.18.3 LEVEL OF SERVICE (LOS) PERFORMANCE STANDARD

▪ LOS performance standards provide a method of sizing passenger circulation

elements that respond to the demands of pedestrian behaviour based on John J.
Fruin’s Pedestrian Planning and Design (1987). The capacity of passenger
circulation elements shall permit natural, free-speed passenger movement and
consider the physical dimensions of the human body and human locomotion. A LOS
of C or greater shall be used for all passenger circulation elements based on the
projected passenger/ridership load target specified in the Concession Agreement in
Basis of Design.

3.19 PHYSICALLY CHALLENGED ACCESSIBILITY

▪ All the standards are from ADAAG 1991- as per railway manual instructions.

Fig 3.37. Wheelchair turnability

53
▪ All the standards are from ADAAG 1991- as per railway manual instructions.

Fig 3.38. Wheelchair standard dimensions

54
3.19.1 RAMP, SLOPE AND HANDRAIL STANDARDS

Fig 3.39. Ramp and handrail standards

55
3.19.2 VISUALLY IMPAIRED ACCESSIBILITY

▪ All the standards are from ADAAG 1991- as per railway manual instructions.

Fig 3.40. Visually impaired standards

56
3.20 PLANNING PARAMETERS

▪ TAMILNADU COMBINED DEVELOPMENT BUILDING RULES is to be

followed.
▪ The plot coverage, F.A.R., setbacks for the development shall be regulated
according to the table given below,

Fig 3.41 . Planning parameters of transport terminals

3.20.1 OPEN SPACE RESERVATION

▪ Above 10,000 sq.m – 10 per cent of the area excluding roads shall be reserved and
this space shall be maintained as communal and recreational open space to the
satisfaction of the authority or transferred to the authority for maintenance.

57
3.20.2 ROAD WIDTH FOR RAILWAY TERMINALS

▪ Minimum width 9 metres.

▪ Container terminals 18 metres.

3.20.3 MAXIMUM HEIGHT

▪ Maximum height should not exceed 18.30 metres

3.20.4 SETBACKS

▪ Front setback - 6m
▪ Side setback - 6m
▪ Rear setback - 6m

3.20.5 HEADROOM

▪ All stair ways shall have atleast 2.20m of clear head room.

3.20.6 TREAD AND RISER

▪ No riser shall be more than 20cm and no tread width less than 23cm.
▪ Number of risers shall be limited to 12 per flight.

3.20.7 LANDING

▪ Not less than the width of the stairs, measure in the direction of the run.

58
3.20.8 CUL-DE-SACS

▪ Can be provided when their length do not exceed 60.0 m. They shall be provided
with a turn around area of 9.0 m. X 9.0 m. At the closed end.

59
 CHAPTER 4:

CASE STUDIES

4.1 SUIZHOU SOUTH RAILWAY STATION

FIG 4.1 SUIZHOU SOUTH RAILWAY STATION

4.1.1 INTRODUCTION

Architects: CSADI

Area: 20000 m²

Year: 2019

Construction: China Railway Construction Engineering Group

Architect In Charge: Chunfang Li, Bowei Yin

Design Team : Chunfang Li, Bowei Yin, Chun Lon, Zeyao Jiang, Liuqing
Chen, Yan Li, Liang Huang, Ping Wu, Ling Li, Yi Sheng

Engineering Design: Jian Wei, Wei Zhang, Ming Liu

Landscape Design: Haocheng Huang,

60
4.1.2 LOCATION

City: Suizhou

Country: China

4.1.3 SITE PLAN

FIG.4.2 . SITE PLAN

▪ Wuhan-Shiyan High-speed Railway (from Wuhan to Shiyan) is 399km long, with 12

stations along the line, connecting Wudang Mountain, Gulongzhong, legendary
emperor Shen Nong's hometown, Yellow Crane Tower and other famous tourism
spots.
▪ The tourism revenue of this region, so-called the tourism high-speed railway with the
most beautiful landscape in Hubei, accounts for 70% of that of Hubei Province.
▪ With the opening of the Wuhan-Shiyan High-speed Railway, the distance between
Wuhan to Suizhou will be shortened to 50 minutes only.

61
 ▪ The high-speed railway provides an unprecedented opportunity for the urban
development of Suizhou, especially for the tourism.
▪ As a destination of tourism spot, the station will also become an important icon to
present the local uniqueness.

4.1.4 CONCEPT

FIG.4.3 . CONCEPT

▪ The Millennium Ginkgo Valley in Luoyang Town is one of the four ancient ginkgo
landscapes in the world.
▪ During every Mid-Autumn Festival, the golden leaves fly around the ginkgo trees,
becoming a paradise in the eyes of tourists.
▪ Hence they followed tree structural system by creating a forest-like space.
▪ The straight tree structure has the most direct visual connection with the dynamic
canopy, and clearly shows the logic of structural force transmission.

Therefore, in the design of Suizhou South Railway Station, we integrate the natural artistic
feeling of "under the ginkgo tree" into concept design from the perspective of presenting
urban regional characteristics, so that tourists can get unique space experience.

62
4.1.5 Tree structure and space creation
▪ Through the abstraction and reconstruction of ginkgo leaves, we get the basic "leaf
unit" that makes up space.
▪ The dimension of each unit is 27 x 24 meters, covering 648 square meters.
▪ The main space of the station is composed of 24 identical leaf-like units.
▪ Also, optimized further during implementation: every four small roof units are
grouped and converted into six groups of continuous curved roofs.
▪ The structure is more reasonable, construction difficulty is lessened, while
construction cost is reduced in the meantime.
▪ The leaf-like unit consists of architecture, structure and lighting.
▪ The light reveals gradually the internal structure through the film, just like the leaf
texture, which metaphors the nature and embodies the beauty of structure.

FIG.4.4 . TREE STRUCTURES AND SPACE CREATION

4.1.6 New materials and new technology

▪ The key to the formation of this spatial effect is the performance of the ETFE film
covering the outside of the unit structure.
▪ We determined the three basic elements of 75% transmittance, diffuse reflection and
golden color, and had looked for suppliers all over the world.
▪ ETFE film material has good durability, flame retardancy and light penetration, but
it is sensitive to tension and temperature changes.

63
 ▪ In order to ensure that the "leaf" finally forms a plump and smooth curved surface,
the project team needs to have extremely accurate control on the tension of cable

net system and film material.

FIG 4.5 NEW MATERIALS AND NEW TECHNOLOGY

4.1.7 Highly comfortable space experience

▪ When you come to the railway entrance of Suizhou South Station on the highway
by car, you will feel you are in the forest of ginkgo trees.
▪ It has a semi-outdoor space of this well-sheltered station.

64
 ▪ When walk inside the Suizhou South Station, the gentle, diffuse and comfortable
natural light penetrates from the “ginkgo leaves”.
▪ Due to the good performance of sound absorption effect brought by the film with
surface area more than ten thousand square meters, the waiting hall is very quiet,
and the broadcast is exceptionally clear without the common noise distraction like
other train stations have.

FIG 4.6. HIGHLY COMFORTABLE SPACE EXPERINCE

▪ Eventually, the “ginkgo leaf unit” has become the most impressing part in the entire
building with rhythmic structural unit, soft light and gentle texture.
▪ It blurs the artificial and natural boundary, and illustrates the profound eastern
traditional philosophy of “unity of man and heaven”.

4.1.8 INTERIORS AND EXTERIORS

▪ The comfort of indoor lighting is also an important factor.

▪ A skylight on the roof produces soft diffuse light through the filtration of transparent
film, avoiding glare and direct sunlight, and the indoor illumination is more uniform
as well.
▪ We determine the dimension of skylight through lighting simulation calculation, so
that the waiting hall can meet the illumination requirements in the daytime even
when it is cloudy.

65
▪ The sunlight shines through the top skylight into the "leaf" units, and become
goldenly luminescent caused by the light diffusion, creating the spatial intention of
" golden leaves fly around under the ginkgo tree".

FIG 4.7. INTERIORS AND EXTERIORS

66
4.1.9 Floor Plan and Sections

FIG.4.8. FLOOR PLAN AND SECTION

67
4.1.10 VIEWS

68
69
4.2 Rotterdam Central Station

FIG.4.9 ROTTERDAM CENTRAL STATION

4.2.1 INTRODUCTION

Architects: Benthem Crouwel Architects, MVSA Architects, West 8

Area: 46000 m²

Year: 2014

Manufacturers: UrbaStyle, Alcantara Stone, Nophadrain Bv

Lead Architects: Jan Benthem, Marcel Blom, Adriaan Geuze, Jeroen van
Schooten

70
4.2.2 LOCATION

City: Rotterdam

Country: The Netherlands

Number of Daily Passengers– 110,000 daily

Number of Platforms– 13

Platform Type –Island Platforms

4.2.3 SITE PLAN

FIG.4.10. SITE PLAN

▪ Rotterdam Central Station is one of the most important transport hubs in The
Netherlands.
▪ With 110,000 passengers a day the public transport terminal has as many travelers
as Amsterdam Airport Schiphol.

71
 ▪ In addition to the European network of the High Speed Train (HST), Rotterdam
Central is also connected to the light rail system, Randstad Rail.
▪ With the advent of both the HST and Randstad Rail the number of daily travelers at
Rotterdam Central is expected to increase to approximately 323,000 by 2025.
▪ Rotterdam HST is the first stop in the Netherlands when travelling from the south
and is strategically positioned in the middle of Europe, with Schiphol only twenty
minutes and Paris a mere two and a half hours away.
▪ Hence the new station is not only larger, brighter and more orderly than the former,
but also has an international feel; it beautifully complements both the efficiency of
the Hi-speed stop and the Rotterdam city’s bold ambitions for urban development
and renewal.
▪

4.2.4 Integration in Urban Environment

▪ One of the fundamental challenges of Rotterdam Centraal station was the difference
in the urban character of the north and south side of the station.
▪ The entrance on the north side has a modest design, appropriate to the character of
the neighborhood Provenierswijk and the smaller number of passengers.
▪ The entrance gradually connects to the city. In the Provenierswijk the character of
the 19th-century Dutch provincial town is strengthened.
▪ Large architectural extensions are avoided on this side of the station, the presence
of green is ameliorated and the station is transparent.
▪ In contrast, the grand entrance on the city side is clearly the gateway to the high-rise
urban center.
▪ Here the station derives its new international, metropolitan identity from the hall
made of glass and wood.
▪ The roof of the hall, fully clad with stainless steel, gives rise to building’s iconic
character and points to the heart of the city.

72
 FIG.4.11. ROTTERDAM CENTRAL

▪ Rotterdam Central has the appropriate structure and dimensions for the urban
landscape; it is in balance with the heights that characterize the metropolis and
simultaneously reflects the human scale.

FIG.4.12. ROOF PLAN

73
 ▪ The entire railway zone becomes one with the city. This finer urban texture with
new sightlines and a mixture of living and working will dramatically improve the
quality of life and the environment of the station area.
▪ The esplanade in front of the station is a continuous public space. To achieve this
simplicity a parking garage for 750 cars and a bicycle shed for 5,200 bicycles are
located under the square.
▪ The red stone of the station floor continues into the forecourt, merging the station
with the city. Pedestrian and cycling routes are pleasant and safe and arriving
travelers now have dignified entrance to the city, free from traffic.
▪ Bus, tram, taxi and the area for short-term parking are integrated into the existing
urban fabric and do not constitute barriers.

4.2.5 Interior and Appearance

▪ Incorporation of natural light, the warmth of the sun’s rays and a modern look are
important elements in the design.
▪ The platform roof on the Proveniers side is transparent. When the train drives into
the station, there is an almost tangible feeling of being enshrouded in the station
building.
▪ Upon entering in the bright high hall through the center side, the traveler gets an
overview of the entire complex and a view to the trains that are waiting invitingly
along the platforms.

74
 FIG.4.13. INTERIOR APPEARANCE

▪ The wood finish on the inside of the hall, combined with the structural wooden
beams of the platform roof creates a warm and welcoming ambience, inviting
visitors to linger.
▪ The largely transparent roof structure which covers all the tracks over a length of
250 meters, flood the platforms with light.
▪ The glass plates of the roof vary the level of light transmittance by utilizing different
solar cells patterns, which produce an ever-changing and fascinating play of
shadows on the platforms.

4.2.6 Routing and Layout

▪ The routing through the station is logical; travelers are guided by a direct view of
the trains and by the daylight that penetrates to the traveler’s passage via the voids
that extend through the transparent roof platform and down to the stairs.
▪ Because of its transparency the widened traveler’s passage, lined with commercial
functions, forms a natural part of the station.
▪ Escalators, lifts and stairs lead up to the new platforms, which feature inviting and
comfortable platform furniture.
▪ This footbridge also functions as an escape route in the event of an emergency.

75
 FIG.4.14. ROUTING AND LAYOUT

4.2.7 Sustainability

▪ Windows with 130,000 solar cells cover 10,000 m2 of the total roof area of
▪ 28,000 m2.
▪ This is the largest application of solar energy in a station roof in The Netherlands
and is also one of the largest rooftop solar projects in Europe.
▪ The solar cells are placed on the parts of the roof that get the most sun, taking into
account the high buildings around Rotterdam Centraal.
▪ The glass panels vary in light transmittance by using different patterns in the solar
cells.
▪ Where the roof has the greatest efficiency in terms of sunlight, the cell density is the
highest.
▪ The solar cells that are integrated in the roof have a high degree of transparency, so
there is ample light. The solar cells represent an 8% reduction in the station’s CO2
emissions.

76
▪ The cells are expected to generate 320 megawatt per annum, which is enough energy
for 100 households.

FIG.4.15 SUSTAINABILITY

FIG.4.16. FLOOR PLANS

77
 FIG.4.17. ELEVATON AND SECTIONS

4.2.8 Learning from case study

▪ Rotterdam Central Station is a one of its kind terminal station with elevated tracks
▪ This gives a free flow for the incoming passengers, and provides zero visibility
hindrance to the platforms.
▪ The Terminal building acts as an envelope for the entire station, thus, even the
platforms have mechanically conditioned air.
▪ Solar PV Panels helps in reducing energy bills and Co2 emissions.

78
 ▪ The Iconic Design becomes an instant visual image to the tourists and the travelers,
which helps in way finding.
▪ It has multiple functionality with integration to metro rail service, high speed
international trains, trams and buses.

4.3 RANI KAMALAPATI

FIG.4.18. RANI KAMALAPATI

4.3.1 INTRODUCTION

LOCATION : Habibganj, Bhopal.

DEVELOPER : Bansal Construction Works Pvt. Ltd.

TOTAL BUILT UP AREA : 12 LAKH SQ.FT

YEAR : 1979 ; 44 YEARS AGO

PLATFORMS : 5

TRACKS : 6

PEAK HOURS : 8-11 AM / 2-3 PM / 4-6 PM

FOOTFALL : 26000 PER.DAY

ANNUAL REVENUE GENERATED : 5 CRORE

79
4.3.2 PROJECT BRIEF

▪ Habibganj is the first railway station which is redeveloped with the Public Private
Partnership under the redevelopment program of railway station.
▪ It is India’s First ISO certified private railway station

STATION HANDED BANSAL GROUP

OVER TO

▪ MANDATORY COST i.e.STATION DEVELOPMENT

▪ + RELOCATION OF RAILWAY STATION FACILITIES
▪ + ROADS + SURFACE PARKING ETC. - RS. 100 CR

▪ COMMERCIAL DEVELOPMENT - RS. 350 CR

▪ LEASE PERIOD - 45 YEARS
▪ APPOINTED DATE - 01.03.2017
▪ TARGET COMPLETION DATE 30.06.2021

80
FIG..4.19 SITE AND CONNECTIVITY

81
4.3.3 MASTER PLAN

FIG.4.20 MASTER PLAN

FIG.4.21 PROJECT ESTIMATION

82
 EXISTING OLD STATION BUILDING

FIG.4.22. EXISTING OLD STATION BUILDING

NEW STATION BUILDING

FIG.4.23. NEW STATION BUIDING

SECTION

FIG.4.24. SECTION

83
FIG.4.25 PLANNING AND LAYOUT

84
4.3.4 CONSTRUCTION :SUBWAY

85
4.3.5 NEW WEST BUILDING

86
4.3.6 CONSTRUCTION METHODOLOGY

Liner Sheet Rockwool Galvanium Sheet Dug Panels Insulation

FIG.34

87
4.3.7 EAST BUILDING

FIG.4.26 EXISTING STATION BUILDING

88
FIG.4.27 THE EXTENSION & MODIFICATION IN STATION BUILDING

FIG.4.28 FACADE - GLASS FACADE WITH LOUVERS & ACP SCREEN

FIG.4.29 East Building - Ground Floor

89
FIG.4.30 STAFF QUARTERS (relocation structure)

FIG.4.31 Parking and circulation area works (east side)

90
 FIG.4.32 Parking and circulation area works (west side)

FIG.4.33 parking space for 300 cars and 850 two wheelers

91
4.3.8 VIEWS

FIG.4.34 FRONT VIEW(west side)

92
FIG.4.35 Rare view (east side ,second entry view)

FIG.4.36 Side View (North Side) {Bhopal side}

93
4.3.9 INFERENCE

▪ Staircase /Lift provision along with Ramp in subway especially in Exit Ramps

▪ While designing of any structure, its future Cleaning/maintenance should be kept in

mind
▪ (for heighted works like dome, Air Concourse etc.)

▪ Passenger area should be free of train Noise and vibration (excluding platforms)

▪ The transparent glass lift may be planned at the centre of the concourse instead of a
▪ covered lift with ACP sheets which would look more attractive.

▪ Glass section is used for a clear view of tracks/ platforms in concourse area, while
to
▪ reduce an operational cost/ breakage of the glass, a horizontal section may be
provided
▪ in between.

▪ Toilets in between platforms is stinking

94
4.3 SIR M.VISVESVARAYA TERMINAL

FIG.4.37 SIR M. VISVESVARAYA TERMINAL

Sir M. Visvesvaraya Terminal, Bengaluru railway station (station code: SMVB) is

an Indian Railways train station located in Baiyyapanahalli, Bangalore in the Indian state
of Karnataka.

Operated by - South Western Railway zone of Indian Railways

The new station was constructed at a cost of ₹314 crores.

The station has VIP lounges, food courts, escalators and air conditioning waiting rooms.

According to railways officials it was first air-conditioned railway terminal in South India.

It was also first green field project for Indian railways to construct a world class terminal.

The railway terminal, modelled after the Kempegowda International Airport in Bengaluru,
have seven platforms, apart from eight stabling lines and three pit lines.

95
 FIG.4.38.TERMINAL BUILDING

The 4,200 sq.m terminal building will cater to a daily footfall of 50,000 with 50 trains
running every day.

▪ Elevation: 910 m above sea level

▪ Type: Regular
▪ Category: NSG-6
Zone: SWR/South Western
▪ Division: KSR Bengaluru (Bangalore)
▪ Number of originating trains: 29
Number of Terminating Trains: 29

96
4.4.1 Planning and circulation

FIG.4.39 PLANNING AND CIRCULATION

97
4.4.2 Ticket Counter

• It has four entry points. Towards the left side there are seven ticket counters and one
of the counters is friendly to differently-abled persons.

98
 FIG.4.40 TICKET COUNTER

• After Entering the Station building have a 10m wide Grand Lobby of 900sq.m with
a skylight above.
• With 2 passages that leads to the 4m width automated door to Platform 1.

99
The Ground Floor Consists of Major amenities like Booking Room,

General Waiting Area, Ladies Waiting Area, Upper Class Waiting Area, VIP Waiting Area,
and Cloak Room.

The Upper Floor Consists of Cafeteria and public Restrooms, AHU rooms and entry for the
FOB which leads to Platform 2 – 7.

FIG.51

100
 FIG.4.41 AMENITIES

• The Main building also give access for railway staffs and support
staffs.Rooms like,
• Station manager rooms
• Tc office
• Elec.Switch room
• May I help desk
• Lighting Staff room
• The FOB give access to all the platforms and each Platforms consists
stairs and lifts.
• Each Platforms have small eateries, cafes and seating’s.
• The Main lobby consists of Display boards and signages.

4.4.3 Lifts, escalators, FOB

▪ Lifts are provided both inside the station and on the platforms
▪ No of lifts Inside the building – 2 (20 persons)
▪ No of lifts in the platforms – 4 (13 persons)
▪ Escalators are provided inside the building for entry and exit separately from the
upper floor.

101
 (FOB) Foot over Bridge – 9m wide which connects all platforms and gives access
to stairs and lifts at the mid of two platforms.

FIG.4.42.LIFTS,ELEVATORS,FOB

4.4.4 Subways

▪ Unlike most of the stations, only few of the stations are equipped with subways.
▪ The Subways connects from 1st platform to 7th platforms with entries and exit to
platforms with ramp and stairs also provided.
▪ The Subway is 4m wide which displays all the state specialty and have a good
lightings.

102
 ▪ The subway is well illuminated with signage boards for easy access and usage
of the passengers.

FIG.4.43 SUBWAY

4.4.5 Parking and Transport Lane entry and exit

▪ This station stands with a parking area for 900 two-wheelers, 250 four-wheelers 50
auto rickshaws, and 20 cabs.
▪ Taxi stand – 8.5m wide road
▪ Auto stand – 2.5m wide road
▪ 4 wheeler parking driveway – 6m wide road
▪ 2 wheeler parking driveway – 2.5m wide road
▪ government bus parking area
▪ Separate Parking space for taxi and auto.
▪ There are two entry points and two ex`it points with a slope of 1:15 from the main
road.

FIG.4.44 PARKING AND TRANSPORT

LANE ENTRY EXIT

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4.4.6 Adjacent buildings with railway staffs
▪ Parcel Office
▪ Water recycling Plant
▪ Relay room
▪ IPS room
▪ Distilled water plant
▪ Battery room
▪ Data Logger Room
▪ Store Room
▪ Sub Station
▪ Switch Room
▪ GRP Station
▪ RPF

4.4.7 Platforms

▪ There are seven platforms, eight stabling lines and three pit lines.
▪ Every platform is 15m wide and 600m long.
▪ The Platform is 600m long and the roof is placed for the total length of the platform.

FIG.4.45 PLATFORMS

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4.5 CHENNAI-EGMORE

4.5.1 INTRODUCTION

1)Total Area – 15,145 Sq.M

2) Location - Gandhi-Irwin Road,

Egmore, Chennai

2) Platforms - 11

3)Tracks -11

4) Peak Hours -

(A) Morning : 7:00 – 10:00

(B) Evening : 5:00 – 8:30

5) Footfall Per Day : 1.5 Lakhs

6) Annual Revenue – 150 Crore

I) Monthly – 12.5 Crore

Ii) Per Day – 41 FIG.4.46 CHENNAI EGMORE

7) Entry – 4

A) 3 Entry : Gandhi–Irwin Road

B) 1 Entry : Poonamallee High Road

8) Parking – Two Ends Of Station

9) Station Code Ms

10) Zone(S) - Southern Railway Zone

11) Division(S) - Chennai

12) Opened -1905; 118 Years Ago

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4.5.2 ARCHITECTURAL STYLE :

The Building Is Built In The Gothic Style Of Architecture With Imposing Domes And
Corridors. It Has The 5th Longest Platform In The Country And The 6th Longest In The
World. The Station Is One Of The Prominent Landmarks Of The City Of Chennai.

FOOT BRIDGE – 2 FRONT ENTRANCE PARKING

FIG.4.47 ARCHITECTURAL STYLE

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4.5.3 Zoning

Commercial
zone

Katpadi railway
station

staation
Mixed used area

4.5.4 layout

▪ Chennai Egmore Station Lies Between Two Flyovers Separated By A Distance Of

About 925 M, Measuring (91 M × 21 M) On 2.5 Acres Of Land.
▪ The Station Is About 750 M Long And Has 11 Platforms.
▪ Platforms 1, 2 And 3 Are On The Eastern Side. They Are Relatively Short In Length.
They Are Used For Short Trains.

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 ▪ Platform 4 Is The Main Platform Leading To The Portico.
▪ Platforms 4, 5, 6 And 7 Lie Under The Dome.
▪ The Platform Is The 5th Longest In The Country And The 6th Longest In The World.

4.5.5 PUBLIC PRIVATE ZONNING

4.5.6 AMENETIES

▪ LIGHTS – 969
▪ FANS – 400
▪ URINALS – 14
▪ LAVATORY – 22
▪ DIVYANG – 5
▪ TAPS – 152
▪ WHEELCHAIR – 10

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▪ BATTERY CAR -1 FOR PLATFORM
▪ 1,2,3,4
▪ APPOLLO MEDICALS – 1
▪ WATER COOLER – 10
▪ PRE-PAID TAXI
▪ CHILD RESCUR CENTRE
▪ PLASTIC CRUSHER
▪ MILK PARLOUR
▪ SANITARY PAD DISPOSER
▪ BATTERY ROOM
▪ SWITCH ROOM
▪ ATM – 2
▪ CCTV – 80
▪ PUBLIC ADDRESSING SYSTEM–160
▪ TOTAL BILL BOARDS – 9
▪ PLASMA TV – 69
▪ RESTAURANT – 1
▪ STALLS – 14
▪ BOOK STALL – 1
▪ ESCALOTOR – 8
▪ FUNCTIONING – 6
▪ RAMP – 6

109
110
4.5.6 PLATFORMS

111
112
 CHAPTER 5

COMPARATIVE ANALYSIS

113
 CHAPTER 6

SITE STUDY AND ANALYSIS

6.1 SITE STUDY

6.1.1 LOCATION

FIG 6.1 – KATPADI RAILWAY STATION

▪ LOCATION : Vellore, Tamilnadu, India

▪ AREA : 86 Acres
▪ PLATFORMS : 5
▪ TRACKS : 9
▪ PASSENGERS : 18,000 People
▪ PLATFORMS 1 AND 2 : Chennai and Bangalore/Trivandrum
▪ PLATFORMS 3, 4, AND 5 : Tirupati and Vellore Cantt
▪ STATION CODE: KPD
▪ OWNED BY : Indian Railways
▪ OPERATED BY : Southern Railway zone
▪ PEAK HOURS - (a) MORNING : 7:00 – 10:00
(b) EVENING : 5:00 – 8:30
▪ Katpadi is the eighth highest revenue earning Railway station in the southern
railway.

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6.1.2 SITE SURROUNDINGS AND LAND USE

FIG 6.2 – CONNECTIVITY

▪ Vellore airport 28 min 22.5 km.

▪ Katpadi bus stand is 1 kms or 0.6 miles.
▪ Prepaid taxi and autorickshaws are available to Anywhere from both sides of
katpadi junction railway Station.
▪ Vellore fort : 6.8 km from katpadi junction rly station
▪ Zion pentecostal church : 9.1 km from katpadi junction Rly station
▪ Sripuram golden temple : 14.8 km from katpadi junction Rly station
▪ Virinjipuram temple : 17.9 km from katpadi junction rly Station

FIG 6.3 – LANDUSE MAP

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6.1.3 SITE ZONNING

Vellore Katpadi Junction is the primary Terminus and junction of Fort City Vellore. It is
one of the busiest railway station Tamil Nadu and is known amongst the top Hundred train
ticket booking and train Travelling stations of the Indian Railway. Platforms 1&2 are
primarily used for trains Running between Chennai and Trivandrum While platforms 3, 4
and 5 are used for Trains running towards Tirupati and Vellore Cantt.

6.2 SITE ANALYSIS

The town has a fairly flat terrain, with a gentle slope towards the southern direction.

116
6.2.1 SOIL TYPE : RED LOAM SOIL

6.2.2 CLIMATE

The variation of temperature through out the year exhibits hot and dry climate with high
temperature and low degree of humidity.

FIG 6.4 – TEMPERATURE

FIG 6.5 – RAINFALL DAYS

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 FIG 6.5 – DAYLIGHT HOURS / SUNSHINE HOURS

6.3 SWOT ANALYSIS

6.3.1 STRENGTH

Location of this site is another major strength as it is located adjacent to the state highway
for easy identification and access for the public

6.3.2 WEAKNESS

Congestion of movement at entries and exit and at junction.

6.3.3 OPPORTUNITY

Designing of open space [ green areas with contextual response to provide shades].

6.3.3 THREAT

No sign of major threats

118
 CHAPTER 7

DOCUMENTATION

7.1 SITE ZONNING AND CIRCULATION

119
7.2 SITE PLAN

TOTAL SITE AREA – 86 ACRES

120
7.3 PRIVATE PUBLIC ZONNING

121
7.3 PLATFORM 1

122
7.4 PLATFORM 2-5

123
7.5 PROBLEMS AND SOLUTION

7.5.1 PROBLEM 1

▪ Congested entry and exit points / lack of maintenence in north entry/exit

124
7.5.2 SOLUTION

A) separate arrival and departure terminals

B) Functionally solved separate parking for two and four wheelers ,

auto rickshaws.

7.5.3 PROPOSED DESIGN ELEMENTS

Separate arrival and departure terminals

Parking capacity to accommodate 500 four-wheelers, 2000 two-wheelers, and 150 auto-
rickshaws

125
7.5.2 PROBLEM 2

126
7.5.3 SOLUTION PROPOSED AT STAGE 1

127
 CHAPTER 8

AREA REQUIREMENTS

128
129
130
 CHAPTER 9

SPECIAL STUDY

DYNAMIC FACADES

9.1 INTRODUCTION

Studies have indicated that buildings demand 34% of the world’s energy, which even
exceeds the energy demands from the industry and transportation sectors. The envelope of
a building is a major element that affects energy consumption, and building facades are
responsible for more than 40% of heat loss in winter and for overheating in summer.
Components such as large glass windows or curtain wall systems, which are widely used in
office buildings, can be significantly affected by direct solar radiation based on the
orientation of the façade. Excessive solar radiation on semi-transparent façade materials
causes visual discomfort and increases cooling energy. Conversely, daylight and thermal
comfort in the indoor environment significantly affect occupant health and wellbeing,
consequently affecting their productivity in the case of office buildings. Additionally, recent
studies have highlighted the effect of façade design on the indoor environment and
especially on their responsiveness to solar radiation and daylight due to their configuration,
the use of shading devices and transparency. Shading devices is particularly important in
the tropics for their effectiveness on reducing solar gains and on their potential of generating
electricity by using photovoltaic technology. Given seasonal and daily changes in solar
positions and sky conditions, dynamic façades can constitute a highly effective strategy to
control daylight and solar radiation based on indoor requirements .The concept of a dynamic
façade as a modular, adaptive system has been proposed in extant studies around the world
.It is considered as one of the most effective strategies for efficiently interfacing between
outdoor and indoor environments to adjust daylight, natural ventilation, and thermal comfort
for occupants.

Rotation and folding motions have become increasingly popular in recent years, although
the designs are not generally supported by adequate performance-based optimisation. The
dynamic façade design is a complex process that requires consideration and definition of
certain factors such as the specific performance objective of a façade related to building
functions, available resources, type of dynamic systems, aesthetics, and occupant

131
preferences and acceptability. Some performance objectives of dynamic façades, such as
occupant comfort and energy conservation, can conflict with each other.

FIG 9.1 – TYPOLOGIES AND EXAMPLES OF DYNAMIC FACADES.

FIG 9.2 – FRAMEWORK

132
FIG 9.3 TYPICAL HIGH-RISE OFFICE BUILDING WORKSPACE IN THE MIDDLE-FLOOR

FIG 9.4 THREE TYPES OF PARAMETERS VARIABLES

FIG 9.5 36 ROTATION MOTION DYNAMIC FACADE

133
9.2 METHODOLOGY

The methodological framework of the study is divided into three major steps (as shown in
Fig. 9.2) as follows:

(1) model settings,

(2) simulation

(3) analysis.

Based on the above classification, recommendations are detailed in the final section.

FIG 9.6 SEVEN TYPES OF ANGLES FOR DYNAMIC FACADE COMPONENTS

9.2.1 PARAMETER OFFICE MODEL

The dynamic facade system corresponds to a double-skin façade with an exterior shading
screen, which is a dynamic layer with rotation and folding motion. The interior non-dynamic
layer is a typical building façade, with an opaque wall and a glazed surface (visible
transmittance of 0.7). The window to wall ratio (WWR) is 50%. The distance between the
two layers is 0.5, which does not affect the mechanical movement of the components. The
interior space is represented by a typical open-plan office with 8.4 m (width), 10 m (depth),
and 3.6 m (height) in a 35 m*35 m high-rise tower, as shown in Fig. 3 (Hien et al., 2005).

134
Specifically, the details of the internal surface properties and the properties of glazing
materials are listed in Tables 1 and 2, respectively, based on requirements in Singapore .
The office space was selected such that each of the systems can be consistently compared
to four cardinal orientations.

9.2.3 DYNAMIC FAÇADE PARAMETERS

The façade has an array of rectangular modules in a regular pattern, which represents the
typical façade configuration of office buildings. The dynamic motions were tested on these
planar uniform identical modules for the following four facade orientations: north, south,
east, and west. Three types of design parameters were considered during optimisation and
comparison of two dynamic motions: (1) component size, (2) axis, and (3) transmittance .
It should be noted that dimensions of 0.2, 0.4, and 0.6 m were used in the study to represent
small, medium, and large components, respectively. Given practical and typical
requirements, an overly high unit size leads to high manufacturing, transportation, and
installation costs and the potential for indoor glare. An excessively low unit size leads to
intensive use of mechanical components, which increases costs and decreases reliability. In
previous studies, opaque materials and materials with 50% transparency were used. In this
study, materials with 25% and 75% transparency were also included to gain a deeper
understanding of the effect of transparency on daylighting and energy consumption.
Horizontal, vertical, and diagonal axes are also commonly used to examine dynamic
facades.

FIG 9.7 VIEW FROM INTERIOR AND FRACTION OF VISIBLE AREA (45° ANGLE)

135
FIG 9.8 DISTRIBUTION OF THE ANGLE VALUE UNDER OPTIMAL SOLUTIONS DURING 36
H FOR THE TWO MOTIONS IN FOUR ORIENTATIONS.

9.2.3 CONSTRUCTION

It was assumed that the room is located on the middle floor (50 m) of a high-rise tower of
25 floors in total. The thermal transmittance from the ceiling, floor, and interior walls was
set as adiabatic. The opaque portion of the external wall was defined based on ASHRAE
90.1–2010 Extwall Mass Climate Zone 1A construction with a U value corresponding to
3.69 W/m2 K. The properties of the semi-transparent portion of the façade are listed.

TABLE 9.1

136
 TABLE 9.2

TABLE 9.3

9.3 CONCLUSION

The study summarises the simulation results of daylighting and energy consumption of
dynamic facades in tropical areas close to the equator with four different orientations. Three
important variables are considered for the design of a dynamic façade: component size,
material transparency, and motion axis. The approach involves a time-frame corresponding
to whole year for a typical low-latitude high-rise office building and finally yields optimal
solutions in each orientation via a Fig. 15. Overall optimal solution for each orientation. X.
Shi, et al. Solar Energy 201 (2020) 561–580 573 more comprehensive interpretation of the
performance by analysing 72,576 situations. Thus, the results of this paper could guide
designers making effective decisions at early design stages for similar buildings in low
latitude regions.

137
Hence, recommendations include selecting a dynamic façade with rotation motion as a
priority and that an opaque material with a horizontal axis always performs well in all four
orientations. A medium component size is suitable for south and north orientations, while a
smaller component size is suitable for east and west orientations. If energy saving is the
only objective, a smaller component size with a diagonal axis always performs well in the
four orientations. Among them, a material with 50% transparency is suitable for south and
west orientations, while 75% is suitable for east and north orientations. Additionally, for all
the movable devices of the dynamic facade, it is suggested that the movable device can
move up and down within the range of 15° based on the fully open position without
generally affecting the performance. This means that the mechanical parts can be
significantly streamlined to decrease unnecessary movable angle range, save initial
investment, and increase system reliability.

The study presents a method for integrating the three types of digital tools, namely 3D
graphic software Rhinoceros Grasshopper, daylight simulation program Radiance, and
energy simulation software EnergyPlus, to aid a designer in better understanding and
selecting the design strategy. It should be emphasised that initial investment and subsequent
maintenance costs of a dynamic façade are high, and that the suggestions proposed in the
study will help in making rational decisions in the early stages of design.

FIG 9.9 “OVERALL OPTIMAL” SOLUTION FOR EACH ORIENTATION

138
 CHAPTER 10

RRR FLOOR PLANS

10.1 SITE PLAN

▪ TOTAL AREA : 86 ACRES

▪ [ 3,48,016 SQ.M ]
▪ BUILD UP AREA : 24.5 ACRES
▪ [ 99147.98 SQ.M ]
▪ PARKING –
▪ 150 AUTO PARKING
▪ 2000 TWO-WHEELER
PARKING
▪ 500 CAR PARKING

SITE SECTION AA’

SS

139
 10.2 ARRIVAL FLOOR PLAN

▪ ARRIVAL FLOOR AREA :

▪ SOUTH BUILDING – 11550 SQ.M

▪ PARKING – 7625 SQ.M

▪ NORTH BUILDING – 5680 SQ.M

▪ PARKING – 2630 SQ.M

▪ PARKING – 68 AUTO PARKING

▪ 900 TWO WHEELER PARKING

▪ 225 CAR PARKING

140
 10.3 HOT ZONE FLOOR PLAN

▪ HOTZONE FLOOR AREA :

▪ SOUTH BUILDING – 10260 SQ.M

▪ LEFT – 5860 SQ.M

▪ RIGHT – 4400 SQ.M

▪ NORTH BUILDING – 4970 SQ.M

▪ LEFT – 1250 SQ.M

▪ RIGHT – 3720 SQ.M

▪ AIR-CONCOURSE :

▪ LEFT – 4030 SQ.M

▪ RIGHT- 3620 SQ.M

141
 10.4 DEPARTURE FLOOR PLAN

▪ DEPARTURE FLOOR AREA : 9440 SQ.M

▪ PARKING – 6440 SQ.M

▪ PARKING – 68 AUTO PARKING

▪ 900 TWO WHEELER PARKING

▪ 225 CAR PARKING

142
 10.4 COMMERCIAL FLOOR PLAN

▪ COMMERCIAL FLOOR AREA : 10550 SQ.M

143
▪ Visualizing Design Evolution Using Sketch Up Views.

144
 CHAPTER 11

BIBLIOGRAPHY

11.1. BOOKS

▪ Manual for standards and specifications for railway station (ministry of

▪ Indian railways ) 2009.
▪ Indian railways works manual , 2000.
▪ Indian railways schedules of dimensions revised, 2004.
▪ Indian railways statistical data report 2016.
▪ Productivity of railway stations :case study report.
▪ Railway station planning manual (Germany), 2018.
▪ Report on running room facilities (ministry of Indian railways), Gwalior
▪ 2014 .
▪ Form , space and order – Francis , D.K .Ching.
▪ Time savers standards for Interior design & planning 1991.
▪ 10.Neuferts standards 4th edition.
▪ 11.ADA Standards for Accessible Design (ADAAG) Department of Justice
▪ 2012.
▪ 12.National building code of India , 2016.
▪ Aelenei, D., Aelenei, L., Vieira, C.P., 2016. Adaptive façade: concept, applications,
research questions. Energy Procedia 91, 269–275.
▪ Optimization of thermal and daylight performance of school buildings based on a
multi-objective genetic algorithm in the cold climate of China. Energy Build. 139,
371–384.
▪ Parametric design and daylighting: a literature review. Renew. Sustain. Energy Rev.
73, 1086–1103
▪ Elzeyadi, I., 2017. The impacts of dynamic façade shading typologies on building
energy performance and occupant’s multi-comfort. Archit. Sci. Rev. 60, 316–324.

145
11.2. WEBSITES

▪ https://www.thehindu.com/news/cities/Tiruchirapalli/restoration-ofmayiladuthurai-
tranquebar-rail-link-may-be-on-thecards/article31323191.ece
▪ https://www.brainkart.com/article/Classification-of-RailwayStations_4346/
▪ http://www.railway-technical.com/stations.shtml
▪ https://civilnoteppt.com/facilities-required-at-railway-stations/
▪ https://www.archdaily.com/873155/napoli-afragola-station-phase-1-zahahadid-
architects/5b86960bf197ccdaa1000099-napoli-afragola-stationphase-1-zaha-hadid-
architects-photo?next_project=no
▪ https://www.archdaily.com/950783/suizhou-south-railway-
stationcsadi/5fa1e88a63c017b1b4000339-suizhou-south-railway-station-
csadiphoto?next_project=no
▪ https://indiarailinfo.com/station/map/tarangambadi-tranquebar-tqb/10789
▪ https://impoff.com/importance-of-architecture/
▪ https://www.connectionsbyfinsa.com/neuroarchitecture/?lang=en
▪ 10.https://architecture.live/architecture-in-india-serves-today-only-theeconomic-
elite-suprio-bhattacharjee
▪ . https://doi.org/10.1016/J.EGYPRO. 2016.06.218. Ahmed, M.M.S., Abdel-
Rahman, A.K., Bady, M., Mahrous, E., 2016. The thermal performance of
residential building integrated with adaptive kinetic shading system. Int. Energy J.
16
▪ https:// doi.org/10.1080/00038628.2017.1337558
▪ . https://doi.org/10.1016/J.SOLENER.2012.12.003.

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147