VISVESVARAYA TECHNOLOGICAL

UNIVERSITY
"Jnana Sangama", Belgaum: 590 018

ARCHITECTURAL DESIGN PROJECT (THESIS) 2016-2017

“INTEGRATED BUS TERMINAL”

In partial fulfillment of the requirement for the award of degree
BACHELOR OF ARCHITECTURE

Submitted by: TANYA KUMARI

Guide: Prof. SHWETA MATTOO

ACHARYA’S NRV SCHOOL OF ARCHITECTURE

(AFFILIATED TO VTU, BELGAUM, ACCREDITED BY COA, AICTE, NEW DELHI)
Acharya Dr. Sarvepalli Radhakrishnan Road, Soldevanahalli, Bangalore-560090
 CERTIFICATE

This is to certify that this is a bonafide record of the Architectural Design project completed by Ms. TANYA
KUMARI of VIII semester B.Arch, USN : 1AA13AT105 on the project titled –

“INTEGRATED BUS TERMINAL” at Ranchi.

This has been submitted in partial fulfillment of the requirements for degree of B.Arch awarded by VTU, Belgaum
during the year 2017-18.

Dean Ar. Shweta Mattoo

Acharya’s NRV School Of Architecture Thesis Guide
Bengaluru- 560107 (Asst. Professor)

External Examiner 1 External Examiner 2

External Examiner 3

1
 ACKNOWLEDGEMENT

I would like to express my sincere gratitude to my faculty members for their concern, support and guidance
throughout my thesis. They sorted out my problems and queries and gave valuable suggestions to benefit my
project.

I would like to take opportunity to thank my thesis coordinator Mrs. Shweta Mattoo for approving my thesis
and fulfilling the official formalities for the same.

I would also like to thank my jury members for their valuable criticism during the internal juries which helped
a lot in the execution and completion of my project.

2
 TABLE OF CONTENTS

INTRODUCTION: 5-6

AIMS AND OBJECTIVES 6

METHODOLOGY 7-8
SCOPE AND LIMITATIONS 8

CASE STUDY: 9-28

ISBT KASHMERE GATE,

DELHI 9-23

ISBT SEC 17,

CHANDIGARH 24-28

28-31
LITERATURE STUDY:
SUPER BUS TERMINAL,
JALANDHAR

INFERENCES 32

COMPARATIVE 32
STUDY

STANDARDS 33-34

TURNING CIRCUIT,
BUS BAY AREA,
BUS AND CAR PARKING

AREA ANALYSIS 35-36

REQUIREMENT 37-38

PROJECT SITE DETAILS 39

SITE ANALYSIS 40

3
EVOLUTION OF IDEAS,
CONCEPT , ZONING 41-42
AND SKETCHES

AREA CALCULATION 43

4
 INTRODUCTION
Transportation is one of the most important requirements for the aid of communication from one place
to other for visiting purpose or in the sense of tourism. A number of factors like the convenience from
one place to the other, promotion of tourism, for communication between places etc. have the
importance of planning, such as roadways industries in the essence of bus terminals.

Types of bus terminal :

 Intercity Bus Terminal :

The intercity bus terminal is usually found in the downtown core and is accessible directly by local
transit, taxi, and auto. It differs from other terminals types, in that includes long haul service in
excess of several hundred miles and provides for a much greater number of bus movements. Land
costs normally dictate vertical expansion capability in the denser city areas. More elaborate “package
express” facilities are provided in the intercity terminal and a greater amount of concession and
rental space is provided to defray higher terminal construction.

 Suburban Interstate Terminal :

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

Today's trend toward suburban living accompanied by an increasing reliance upon private automobiles by
both the working and shopping population is literally saturating the thoroughfares and parking facilities of
cities. This trend is driving shopping outlets from our metropolitan centers into more accessible suburban
locations. Among the conclusions of a recent study in nine medium-sized cities throughout the nation are first,
that our central business districts are taking on more and more the character of "central office districts" and
second, that some way of expediting travel in and out of these districts must be found if they are to continue
to be retail shopping centers as well as office centers.

An increased emphasis on bus transportation linking suburbs and downtown via regular thoroughfares seems
to offer a reasonable solution to the problem of mass-movement in many medium-sized metropolitan areas.
This approach has, of course, considerable advantages of flexibility and lower cost of facilities and
equipment. Bus transportation has had a steady but back door type development; it has missed completely the
heraldry that surrounded the railroads during their great period of expansion in the last century. Small bus
companies, many lacking adequate capital, sprang up rapidly and haphazardly during World War I and in the
several years thereafter; they developed business largely in communities lacking convenient access to the
railroads. Bus stations were less than makeshift and were usually associated with corner drug stores and cheap
restaurants; locations were most often in neighborhoods of lowest commercial character.

Moreover a transportation system improves the social, economic, industrial and commercial progress and
further transforms the society into an organized one. It is of the essential services, vital force for determining
the direction of development. To achieve the desired transportation balance and for the system to be efficient,
it is essential to provide organized facilities in the system. As transportation is concerned with the movement
between origin and destination, involves the movement of people and goods, there is need for an access point
int the system for use.

5
Factors affecting size of bus terminal

 The number of bays to be incorporated : The term bay is used in connection with stations instead
of term ‘bus stop’ , determined by the number of bus and coach services to operated from the
station, and by how practical it is, to use an individual bay for a variety of service routes.

 The vehicle maneuvre selected to approach the bays : Three basic types of maneuvres are used
namely, ‘shunting’ , ‘drive through’ , and ‘sawtooth’.

Vehicle maneuvres used in approaching parking bays :

 Shunting is used where a vehicle only sets down passengers on to their concourse before moving
away to park or to a bay position for collecting passengers. This maneuver avoids waiting to occupy
a predetermined bay and effectively reduces journey time.

 Drive-through bays are fixed bays positions for settling down and/or collecting passengers. They are
in a line, so a vehicle often has to approach the bay between two stationery vehicles. In practice, it is
often necessary to have isolated islands foradditional bays with the additional conflict of passenger
and vehicle circulation.

 ‘Saw-tooth’ layouts have fixed bays positions for settling down or collecting passengers with the
profile of the concourse made into a saw tooth (sometimes to reffered to as echelon) pattern. In
theory, the angle of pitch between the vehicle front and the axis of the concourse can be anything
from 1 to 90 degrees. In practice, however it usually falls between 20 and 50 degrees. The vehicle
arrives coming forward and departs going backwards, thus creating the conflict between passenger
and vehicle, but demanding extra care to be taken when reversing out of the bays.

The choice of maneuver will be influenced by the size and proportions of the site available, the bus
operator’s present and anticipated needs, and in particular the preference of their staff. Some will accept
the sawtooth arrangement while others prefer the drive-through. The area of the site is further added to by
the requirement of ‘layover’. This is where vehicles were having set down their passengers, but which are
not required to collect passengers, are parked on the station until needed again. The layout for this should
be based on the requirement for parking, but preferably in such a manner that no vehicle is boxed in by
another, and ofcourse positioned so as not to interfere with other bus movements. In some cases economy
of space can be achieved, again dependent upon local timetables, by using spare bays for layover purposes.

6
 MULTIUSE SPACE CONCEPT
Efficient use of space for entertainment, shopping and related activity, concept of planning of defferent
activity, evolution of commercial complex i.e. Ancient Agora and Indian context- Indian Bazaars. Daily
shopping at terminal itself rather than going to market places and thus saving time.

AIM
To achieve design excellence and to come up with a prototype design for a bus terminal for future and urban
scenario where space will become precious, commodity and high bus trio will have to support from small site.
Further to save space, commercial activities will be incorporated with bus terminal and give to ranchi a missing
landmark building.

OBJECTIVE
Provide an architectural solution for integrating the terminal with commercial complex.

 To provide fast and understanding flow of traffic

 To provide clear segregation of different type of traffic, no congestion at peak hour.
 To provide optimum connections between all elements and spaces, i.e. clear connection of functions.
 To incorporate today’s communication system, surveillance system, etc. into design.

The facilities to be provided for the passengers :

 Provision for passengers will depend entirely upon anticipated intensity of use and the multi-modal
nature of the interchange. If for example, there are already public toilets, a bus and coach information
centre and cafes nearby, then these may not be required, with someone on hand to give information and
supervision. In more comprehensive schemes, in addition to a waiting room, a buffet and public toilets,
one may plan for kiosks and enquiry, booking, left luggage and lost property offices.

The facilities to be provided for the staffs :

 There will invariably be an inspector or inspectors in a station who, as well as assisting passengers, are
primarily concerned with supervising the comings and goings of vehicles, their drivers and conductors.
If there is a depot near to the station then most traffic facilities will be provided there. However, if the
depot is some distance away, it will be necessary to provide canteen and toilets for them on the station
site, so that during breaks and between working shifts they do not get back to depot until they return
their vehicle for long-term parking. Should the depot be even more remote, it will be necessary to
provide all the facilities at station site and only basic amenities at the depot. In this case, as well as the
canteen and toilets, a recreational area, locker rooms and ‘pay-in’ facilities should be provided. The
latter is an office area where drivers/conductors check, then hand in over monies taken as fares, which
in turn are checked and accounted by clerical staffs.

The facilities to be provided for bus maintainence :

 It will be appreciated that the proper inspection, repair and servicing of bus and coaches is an integral
part of a bus operator’s responsibility. Normally, such work would be carried out at a local depot, with a
repair workshop together with fuelling, washing and garaging facilities. The provision of some or all of
these facilities within a station complex is unusual, but by no means unique.

7
 METHODOLOGY

UNDERSTANDING BASIC NEED OF DESIGN, SCOPE AND LIMITATIONS

NECESSARY DATA COLLECTED AND ANALYSIS

SITE ANALYSIS CASE STUDY LIT STUDY

STUDY OF SPATIAL STUDY OF SPATIAL STUDY OF SPATIAL

REQUIREMENT INTERRELATIONSHIP ORGANISATION
STUDY FLOW
CIRCULATION OF PEOPLE
AND SERVICE

COMPARATIVE ANALYSIS

FRAMING REQUIREMENT

EVOLUTION OF DESIGN CONCEPT

BUILDING OF CONCEPT AND DESIGN

FINAL DESIGN SOLUTION

SCOPE AND LIMITATION

Framing requirement for maximum numbers of passengers per day in both directions, studying the various
technological advancement in the field of surveillance system, communication system, fire fighting
systems, etc

8
 CASE STUDY
ISBT KASHMERE GATE

9
SITE LOCATION AND INTRODUCTION
Delhi is planned on a ring – radial
pattern with a hierarchical road
network. Roads are classified
taking into account the land use
pattern and road system hierarchy
with recommended right of ways as
follows:

1. NATIONAL HIGHWAYS
All the National Highways within the NCTD are
to be access controlled upto the Outer Ring Road.
2.ARTERIAL ROADS
3.SUB ARTERIAL ROADS
These include primary and secondary collector
streets.
• Kashmiri gate is a locality or a place in North
Delhi, in the Old Delhi area. It has been an 4. LOCAL STREETS
important road junction as the Red Fort,
ISBT and Delhi Junction railway station lie
in its vicinity.

MAP SHOWING
HISTORICAL IMPORTANCE IMPOKASHMIRIRTANT
NODES NEAR GATE
• It was the area around the North gate of the
Lal Quila, the Red Fort of Delhi, the gate
was facing towards Kashmir, so it was named
as Kashmiri Gate. The monument can still be
seen
• The oldest and the biggest Inter state bus
terminal in India, operating bus services
between Delhi and 6 states viz. Jammu &
Kashmir, Punjab, Himachal Pradesh & Uttar
Pradesh & Rajasthan.

LANDUSE AROUND THE SITE

BACKGROUND

ARCHITECT V.P. DHAMIJA & RAJINDER KUMAR

COMPLETED IN 1973

SITE AREA 11 ACRES

11
 SITE ANALYSIS

• Gate lies at the junction of National Highway 24, to CONNECTIVITY FROM KASHMERE
its north and Ring Road, to its east. METRO STATION TO KASHMERE GATE
• The main approach for the buses to the ISBT is from ISBT
the Ring Road.

TOPOGRAPHY
The Topography Of Delhi Can Be Divided
Into Three Different Parts, The Plains, The
Yamuna Flood Plain, And The Ridge.

CLIMATE
• The summers in Delhi start from the month
of April and continue till the month of July, ,
with temperature soaring up to 45° C.
• The rainy season continues till the month of
October.
• The months of October, November, February
and March have winter weather with temp
dropping down from 5 °C - 0 °C. CONNECTIVITY FROM OLD DELHI
&NEW DELHI RAILWAY STATION TO
KASHMERE GATE ISBT

MAP SHOWING
EXISTING SCENARIO

12
AREA ANALYSIS

AREA ANALYSIS

TOTAL BUILT UP FLOOR AREA 3, 36,305 SQFT

(7.72 ACRES)
AREA OF ARRIVAL BLOCK 159355 SQFT

AREA OF DEPARTURE BLOCK 103700 SQFT.

AREA OF LINK BLOCK 54350 SQFT

AREA OF 1 FLOOR 2.19 ACRES

AREA OF TOILETS/URINALS 0.38 ACRES

TICKET COUNTERS 5SQM

PUBLIC FACILITIES

TOILET GENTS- 74 NOS.

LADIES- 64 NOS.
WATER POINTS 75 NOS.

PUBLIC ADDRESS SYSTEM 01 NO.

POLICE POST 01 NO.

CLOAK ROOMS 01 NO.

ENQUIRY & BOOTH 02 NO.

DELUXE TOILETS GENTS- 03 NOS.

LADIES- 02 NOS.
WATER COOLERS 10 NOS.

DIESEL GENERATOR SET 02 NOS.

13
 S. NO SERVICE PROVIDER NUMBER
OF TRIPS

1 UP ROADWAYS 390

2 UTTARAKHAND 165

3 PUNJAB 123

4 RAJASTHAN 100

5 HIMACHAL PRADESH 68

6 HARYANA 647

7 DTC 230

8 JAMMU & KASHMIR 2

9 CHANDIGARH TRANSP. CORP. 33

10 PVT (ON PERMIT BY STA) 35

11 PVT (OTHER) 35

12 OTHERS 23

13 TOTAL BUSES 1851

CIRCULATION

LINK BLOCK

• It is a connecting block between arrival

and departure block at first floor level.
• Now 90% of the ticket booths provided
here is not used as they have set up their
Counters (current booking) at Departure level.
• Sky light has been used to bring natural
light in this area. These are both circular and conical.

• Small enquiry offices of different state

tourism and small security cell are provided
in the centre around a large dia
• Hollow column which act as the skylight for arrival block below.
• The waiting area in the link block is not used as much because passenger have tendency to
wait near the departure.

14
 CIRCULATION
• Eficient circulation is pattern is provided
• segragation in circulation of buses and non buses
• separate entry and exit for inter-city and intra-city bus services
• segragation of vehicular and pedestrian provided

ARRIVAL BLOCK
• 7 storied structure

1. GROUND FLOOR
• It is arrival block having 19 unloading platforms.
• Angular bays are provided for the unloading operation,
• Control room, enquiry counters, tourist information counters
• The space is dull and dark due to insufficient natural light
• There are sufficient numbers of public amenities provided in this area.
• There are many eating joints but no smoke outlets are provided.

2. FIRST FLOOR
• The main entrance level of the first floor links the outgoing
porch to entry lounge and facilities like post offices, enquiry and bank
are provided at this level.

3. SECOND TO FOURTH FLOOR

• Maintenance and administrative staff is accommodated on the second
floor and the various transport company
• Offices and other terminal staff on the third and fourth floors.
• At fourth level the roof of the corridor has been lowered down to
accommodate the service pipes fifth floor of upper levels.

4, FIFTH FLOOR
• was designed to accommodate the transit hotel for overnight
staying passengers, but now the complete floor is used as officers
of delhi administration for earning revenue.

SIXTH FLOOR
• has been designed for residential use by full time staff and some administrative
• Staff with the facilities of double bed room flat and single bedroom flat.
• Louvers have been provided for better living accommodation.

DEPARTURE BLOCK :
It is divided into two levels.
1. The lower one for the use of outgoing
passengers and buses.
2. The upper level for waiting out seating purposes.
• A mezzanine is also provided to house the offices
and rest rooms of Bus crew. Kiosks and Stalls
have been located between the bus bay and waiting area
1. Angular bays are provided for loading platforms which are efficient for loading
operation and require less area.
2. Angular bays are provided for loading platform, so
2. Unloading platforms are not provided.
3. The area of rest room for bus crew staff is very less and there are no toilet facilities
for them.
4. Eating and drinking water facilities are sufficient
 INFERENCES

1.Angled windows for proper natural lighting

5. Skylit departure block

2.Separate staircase and lift for the office people

Negative aspects in terms of design

• No re-fuelling stations
• Same entrance for the staff and the
visitors.
• Two entrances to the isbt which
causes confusion and the entrance
from the ring road side leads
3. Sky lit link block which provide adequate natural
directly to the departure area from
lighting.
where buses pass by and cause
disturbance in bus movement.

• Ticket counters in departure area for

current booking which create chaos.

• There is no way from ground floor

if you have to go to arrival area to
departure area or vice versa you
have to cross the bus mobvement
area which is of great risk.

• No barrier at the bus entrance to isbt

because of this people and bikes
also enter the teriminal from bus
4.Waiting area between ticketing counters on
both sides.

16
 SITE STUDY AND ANALYSIS

SITE SHOWING ZONING

AREA STATEMENT:

PARKING PROVIDED

PARKING DEMAND

17
 CIRCULATION OF BUSES

PEDESTRIAN MOVEMENT WITHIN THE BUILDING

MASTERPLAN

18
 PLANS
Arrival block

PLAN OF OFFICE AREA (ARRIVAL BLOCK)

SBI
DIMTS OFFICE

DIMTS OFFICE

LEGEND:
STATE BANK OF INDIA
(AREA= 131.42 SQ.M.)
RURAL DEVELOPMENT
FIRST FLOOR PLAN BOARD (AREA= 43.00 SQ.M.)
DIMTS OFFICE
(AREA=547.16 SQ.M.)

19
PLANS

G.M ISBT

DIMTS
OFFICE

LEGEND:
G.M ISBT (AREA= 627.96 SQM)

SECOND FLOOR PLAN DIMTS OFFICE (AREA= 650.19

SQ.MTS.)

BUS OPERATOR OFFICE

THIRD FLOOR PLAN LEGEND:

BUS OPERATORS
OFFICE = 2332.00
SQ.MTS.)

DPCC OFFICE

FOURTH FLOOR PLAN LEGEND:

DPCC OFFICE ( AREA
= 1017.70 SQ.MTS.)

FLOOD CONTROL
DEP. ( AREA =
1478.61 SQ.MTS.)

20
 CHILD WELFARE

Proposed District D.P.CC DIMTS

FIFTH FLOOR PLAN

LEGEND:
VACANT/ CHILD
WELFARE (AREA=
708.08 SQ.MTS.)
CHILD WELFARE
(AREA= 210.00
D.P.C.C. (AREA=
SQ.MTS.)
685.09 SQ.MTS.)
DIMTS (AREA=
832.78 SQ.MTS.)

SIXTH FLOOR PLAN LEGEND:

DORMITRY =
810.00 SQ.MTS.)

21
 DEPARTURE
BLOCK

SHOP SHOP
S S
S
H
O
P

P FIRST FLOOR PLAN

O
L
I
A
C
E
P LEGEND:
O POLICE POST (AREA= 137.50
S SQ.MTS.)
T
SHOPS

B RESTAURENT

SHOPS

S
H
O
P

CONSUMER
COURT

POLICE
BOMB
DETECTION
OFFICE

MEZZANINE FLOOR
PLAN

LEGEND:

POLICE BOMB DETECTION OFFICE

(AREA= 497.70 SQ.MTS.)

CONSUMER COURT (AREA= 906.00

SQ.MTS.)

22
SECTION

23
 CASE STUDY
ISBT SECTOR 17, CHANDIGARH

24
 –
ISBT, SECTOR 17, CHANDIGARH 1950 …………………..1956
The bus terminal was developed to serve as the primary transport node for chandigarh city,
Second isbt sec 43 to meet the growing demand 1500 fleet of buses coming from out station

It is located within 2-3 miles from the railway station

Site is at the crossing of v3 roads. Along there are four sectors, these
are 19, 18, 16 & 22.
Site has been approached by two major, highways nh-21 to rupnagar
and nh-22 to shimla.

25
26
27
 -
GROUND FLOOR Waiting hall, canteen, loading bays, ticket counter, toilet, food, and bookstall,
enquiry office
FIRST FLOOR Railway booking office, post office, police post, station supervisor room, tourist information
–
office,

PARKING
LOADING PLATFORM
A total no of 53 loading bays
The loading bays are straight saw tooth type 12’6” wide and 4” high.
Covered platform, many of bus stoppers
Sometimes during peak hours,2,3 buses stand on a single bay thus creates congestion

UNLOADING PLATFORM
Near the entry point due to lack of covered platform, its undersell during summer and rainy season

IDEAL PARKING
A total no of 71 bus parking, bays are provided of which 7 are provided of which are for long term parking
Ideal parking is provided on the opposite side of the loading platform
Parking for local conveyance back side of terminus, from where the people enter the terminal .
500 scooter and 25-30 cars
A large space in the basement is also provided adjacent to the open parking for private vehicles
and has a
Capacity of 500 scooters and 1500 cycle
Light is the main problem in the basement as skylights provided are insufficient and acts as ventilator only.

SUBWAY The pedestrian from the sector 22 side go by the underground subway to reach the terminus.

28
LITERATURE STUDY
SUPER BUS TERMINAL,
JALANDHAR

29
 BACKGROUND:
ARCHITECT : SWINDER SAWHEEY ASSOCIATES
COMPLETE IN : 2007
SITE AREA : 12.5 ACRES
BUILT UP AREA : 18000 SQM
SITE LOCATION
The terminal is located in the heart of the city. It is surrounded by roads on 3 sides. It is about 8 kms. From the
railway station. The long route buses enter the terminal through the road perpendicular to the garha. The short
route buses enter through gt road

Terminal caters to a daily bus schedule of 3,000 buses and 1,00,000 footfalls per day. Most consumers of the
Services are from the lower or the middle level income groups

The proposed new terminal plan was integrated with the existing terminal building both functionally and
aesthetically.

The plan evolved has separated both the long and short route bus traffic and converted the terminal into an
active urban street.

Two bus departure bays namely, stepped parallel and radial saw tooth have been designed keeping function in
mind.

The plan defines specific domains for the passenger and the bus movements with convenient interchanges. It
Encourages short lines of flow and minimizes walking distance to the terminal building.

The radial saw tooth pattern of the departure bays adds a unique geometry to the plan.

The wing shaped roof increases the natural lighting by acting as light shafts and reduces pollution in the
terminal building by sucking out vehicular pollution through vents located at the upper levels.

30
DESIGN PRINCIPLES
The new design addresses three significant components of terminal buses and their unobstructed movement,
pedestrian circulation and their safety and passenger vehicles and their movement. The plan evolved has
segregated the traffic movement and converted the terminal into an active urban street.

APPROACH TO SITE
Short route buses have been segregated from the long route buses by having separate entry and exits.

Idle Parking for the long and short route buses have been provided in such a way so as to not disturb the
movement of bus entering or leaving the terminal.

A separate passenger entry and exit is provided. This passenger entry and exit is also used by other vehicles for
approaching their individual parking.

A separate entry and exit for long route buses has been provided segregating it from pedestrian, since the
arrival block lies in the centre of both the departure of long and short route buses, hence it becomes convenient
to the passengers to travel to the arrival block which is centrally located and is easily accessible from the main
passenger entrance from two of its sides.

The departure of short route buses has been properly segregated from the long route buses by locating them at
Opposite sides of the arrival block

Parking is located at an appropriate distance from the other main blocks so that passengers using the terminal
do not have to travel a large distance to arrive the blocks.

The plan encourage short lines of flow and walking distance to the terminal building has been minimized.

31
INFERENCES

32
STANDARDS

33
34
S NO REQUIREMENTS CASE STUDY CASE STUDY STANDARDS REQ.AREA
KASHMERE GATE SEC 17
DELHI CHANDIGARH

1. ENTRANCE LOUNGE 1.5 SQ.M. 1875

A. ENQUIRY 1@20 1@15 1.5 SQ.M 25 SQ.M

B. TOURIST 1@20 1@20 6 SQ.M 30 SQ.M
INFORMATION
C. TICKET BOOTH 5 SQ.M 10 SQ. M
D. BOOK STALL 10 SQ.M 20 SQ.M
E. PUBLIC TELE 2@7 6@7 70 SQ.M 70 SQ.M
F. TOILET 2 SQ.M./WC

& 5 SQ.M./WB

& URINAL

2. WAITING HALL 1@50 2 SQ.M. 75 SQ.M.

A. KIOSK 10SQ.M. 60 SQ.M.

B. TOILET 6@18 SAME M-23SQ.M.
F-12 SQ.M.
C. DRINKING WATER 4NOS.
3. DEPARTUTRE 2SQ.M.
LOUNGE
A. ENQUIRY 1@20 1@15 5SQ.M.
B. KIOSK [email protected] 18@9 10SQ.M.
C. DRINKING WATER 12@5 5@5 3SQ.M.
D. TICKET BOOTH 10@5 15@5 5SQ.M.
E. TOILET 10@18 8@18 2SQ.M./WC&1.

5SQ.M./WB

&URINAL
4. ARRIVAL LOUNGE
A. KIOSK [email protected] 12@9
B. DRINKING WATER 4@5 2@5
C. TELE. BOOTH 5@7 9@7
D. TOILET 4@18
E. TOURIST INFOM. 1@20 1@20
5. ANNOUN. & 1@25 30SQ.M.
REPORTING
6. BUS CREW STAFF 625SQ.M.
A. CAFETARIA 160SQ.M. 160SQ.M.
35
 B. DORMITORIES 420SQ.M. 420SQ.M.

LOCKER 45SQ.M. 45SQ.M.

7. COMMUTER FACILITES

A. BARBER SHOP 30SQ.M. 30SQ.M.

B. DORMITORY 2@50 1@30 128SQ.M.

CHEMIST 1@9 1@15 30SQ.M. 30SQ.M.

DISPENSARY 1@30 1@25 50SQ.M. 50SQ.M.

RESTAURANT 1@75 FOR 30 1.2 /PERSON 300SQ.M.

8. MISCELLANEOUS 690SQ.M.

A BANK 2@15 1@15 150 SQ.M 150 SQ.M

B POST &TELEGRAPH 1@15 1@20 80 SQ.M

C POLICE POST 1@25 1@30 150 SQ.M 150 SQ.M

D PUMP ROOM 1@80 150 SQ.M

E AIR BOOKING COUNTER 80 SQ.M

F RAIL BOOKING COUNTER 1@25 1@100 180SQ.M

9. OFFICE

A MANAGER’S ROOM 1@15 1@20 1@25 25 SQ.M.

B IN – CHARGE ROOM 1@15 1@20 1@15 20 SQ.M.

C ACCOUNTS OFFICE 1@25 1@25 1@30 30 SQ.M.

D ADMINSTRATIVE OFFICE 1@25 1@25 1@30 30 SQ.M.

E OTHER OFFICE 15 SQ.M.

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 STANDARDS AREA AND REQUIREMENTS

The main project components to be developed at the project site are :

Bus terminal and related passenger facilities
Commercial complex

Activities and facilities of the commercial complex :

 Office space
 Shopping mart
 Food courts
 Restaurants
 Hypermarket
 Retail showrooms
 Banks and atms and other official activities

Activities and facilities (components) of the bus terminal

 Passenger concourse
 Ticket counter
 Washrooms
 Information desk
 Facilities for handicapped (wheelchair ramps, supports etc.)
 Clock room
 Bus circulation area
 Bus bays
 Parking facilities
 Separate parking lots for buses, private vehicles, auto rikshaw, taxi, cycle, rikshaw
 Control room
 High-tech security system
 Drinking water
 Firefighting systems
 Power back-up
 Tourism
 Roadways
 Railways
 Police post refreshments
 Telephone booth
 Book shops etc.
 Restraints and food court
 Recreational area
 Plaza
 Lodge and dormitories
 Waiting rooms
 Rest rooms, etc.

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Bus terminal ‘envision’

 Automatic ‘schedule display’ system along with public address

system
 Safety parameters
 No-passenger vehicle zones
 Conflict segregation of private vehicles and buses ‘drive-way
concept’

Design parameter for bus terminal

 For inter-state bus average stoppage time is 12 minutes

embarkation platform and 6 mintutes to disembarkation
 For local buses, stoppage time is 5-10 minutes

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 PROJECT SITE DETAILS

LOCATION :
The site is located in Ranchi, Jharkhand in the bahu bazaar area. Ranchi is located in
the southern part of the chotanagpur plateau and its average elevation of 651m above
the sea level and has a hilly topography. During the period of British rule, it was
accorded a 'hill station' status. Since that time, rapid population growth and
industrialization have caused a marked change in its weather patterns and an increase
in average temperature. This has resulted in gradual loss of its eligibility for "hill
station" status.

SITE AREA : 12.86 ACRES

PERMITTED GROUND COVERAGE 40 % = 11375.78 SQ.M & FAR = 1:3,
Parking not included in far total built up area = 3 x 28439.47 sq.M =85318.41 sq.M
height max 145mts, site lies in the National highway and subject to approval from the
transport authority. Parking for commercial 3 ecs per 100 sq mtrs covered area on the
floors 2ecs per100 sq.Mts for shopping 1.5 ecs per 100 sq.Mts of office

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 SITE ANALYSIS
CLIMATE :
Ranchi has a humid subtropical climate, its location and the forests
surrounding it combine to produce the unusually pleasant climate
for which it's known. Its climate is the primary reason why Ranchi
was once the summer capital of the undivided State of Bihar and was
designated a preferable "hill station". Summer temperatures range f
rom 20 °C to 42 degrees, winter temperatures from 0 °C to 25 degrees.
December and January are the coolest months, with temperatures
dipping to the freezing point in some areas. The annual rainfall is about
1430 mm (56.34 inches). From June to September the rainfall is about 1,100 mm.

SOIL :
Soil content of Jharkhand state mainly consist of soil formed from
disintegration of rocks and stones, and soil composition is further divided into:
1. Red soil, found mostly in the Damodar valley, and Rajmahal area
2. Micacious soil (containing particles of mica), found in Koderma, Jhumri Telaiya
3. Sandy soil, generally found in Hazaribagh and Dhanbad
4. Black soil, found in Rajmahal area ROAD CONNECTIVITY
VICINITY/NEAR BY
Birsa Munda International Airport : 6.4 kms
Ranchi Railway Station : 2.3 kms
Kantatoli Chowk : 180 m
Petrol Pump : 181 m
Jharkhand National Hospital : 338 m
State Bank Of India : 241 m

WIND DIRECTION (NE) SUN PATH

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 CONCEPT :

“Segregation of movement” - to increase the eficiency of the terminal Pedestrian and vehicular movement

Mainly - buses, pedestrian and city traffic

Design criteria :

To achieve maximum efficiency by segregation of different types of vehicular and pedestrian movement.

ZONING

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 CONCEPTUAL SKETCHES

RAMP DETAILS

VIEW OF BUS PARKING

VIEW OF CAR PARKING

VIEW OF THE LODGE

VIEW OF THE TERMINAL VIEW OF BUS BAYS

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 AREA CALCULATION
Area calculation the interstate and intercity bus terminus is to be designed to handle 500 trips ~ 1000 trips per
day
Peak hour flow is equal to 10 % of total daily flow.
Incoming buses (at unloading bays) = 50% of total buses = 1000 nos
Incoming buses (at loading bays) = 50% of total buses = 1000 nos
Occupancy in peak hour = 50 passenger/ bus
Total passanger to be handled by terminal = 50 x 2000 = 1,00,000
No. Of bays for loading and unloading have been calculated as = total no of buses in peak hour / bay capacity
in 1 hour.
Loading Efficient loading operational time for an interstate bus = 12 minutes.
Bays capacity in peak hour = 60min/12min= 5 nos
unloading –eficient unloading operational time = ½ of loading operation =6 min
Bays capacity in peak hour = 60min/6min= 10 nos bus bays percentage no of buses occupancy /bus no of
passanger peak hour load (bus) peak hour load (passanger)
No of bays
Loading bays
50% 1000 50 50,000 100 5000 100/5=20
Unloadin g bays
50% 1000 50 50,000 100 5000 100/10=10

loading 20 76 2150 3225 unloading 10 104 1040 1560 idle parking 40 66 2640 3960
Bus terminal foot fall projected 10,000 – 30,000
Potential bus trips / day -500-100
Bus terminal area = 80% of total building area = 68252 sq mt
Office space 60% 40953 sqmt shopping 40% 27301 sqmt
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