INTEGRATED BUS TERMINUS

A THESIS

Submitted in partial fulfillment of the requirements for the award of

Bachelor of Architecture degree
By

YOKESH.V
(37210046)

DEPARTMENT OF ARCHITECTURE
SCHOOL OF BUILDING AND ENVIRONMENT

SATHYABAMA
INSTITUTE OF SCIENCE AND TECHNOLOGY

(DEEMED TO BE UNIVERSITY) Accredited

With Grade “A” by NAAC
JEPPIAAR NAGAR, RAJIV GANDHI SALAI,
CHENNAI - 600 119

NOVEMBER 2021

I
 DEPARTMENT OFARCHITECTURE

BONAFIDE CERTIFICATE

This is to certify that this Thesis Report is the bonafide work of V.YOKESH
(37210046) who carried out the Thesis entitled “Integrated Bus Terminus” under
our supervision from July 2021 to November 2021.

Internal Guide Internal Review Member External Guide

Ar.Vignaeshwar Ar.Ramesh Kumar Ar.Nandini Vanzara

Dean and Head of the Department

Dr. DEVYANI GANGOPADHYAY

Submitted for Viva voce Examination held on 09/12/2021

Internal Examiner External Examiner

Ar.S.Deepa Lakshmi Ar.Meera Chandrasekharan

II
 DECLARATION

I, V.Yokesh hereby declare that the Thesis Report entitled “Integrated Bus
Terminus” done by me under the guidance of Ar.Vignaeshwar.C (Internal
Guide), Ar.S.Deepa lakshmi(Internal Review Member) and Ar.Meera
Chandrasekharan (External Guide) Sathyabama Institute of Science and
Technology is submitted in partial fulfilment of the requirements for the award of
Bachelor of Architecture Degree.

DATE: 06/12/2021 Yokesh.V

PLACE: Chennai SIGNATURE OF THECANDIDATE

III
 ACKNOWLEDGEMENT

I am pleased to acknowledge my sincere thanks to Board of Management

of Sathyabama Institute of Science and Technology for their kind
encouragement in doing this Thesis and for completing it successfully. I am
grateful to them.

I convey my thanks to Dr. DevyaniGangopadhay, Dean and Head of the

Department, School of Building and Environment, Our Design Chair Dr.
Suresh Kuppuswamy, Thesis CoordinatorAr.SuryaRajkumar for
providing me necessary support and details at the right time during the
progressive reviews.

I would like to express my sincere and deep sense of gratitude to my

Thesis Internal guide Ar.Vignaeshwar.C, Internal Review member
Ar.S.Deepa lakshmi and External Guide Ar. Meera Chandrasekharan
their guidance, suggestions and constant encouragement which paved the
way for the successful completion of my Thesis work.

I wish to express my thanks to all Teaching and Non-teaching staff

members of the Department of Architecture who were helpful in many
ways for the completion of the Thesis.

V.YOKESH

IV
 THESIS SYNOPSIS

The government of Trichy has proposed a new bus terminus with the integration of
market with it at a site area of 100 acres. The proposed site area for the design is
in panjappur which is in the outskirts of trichy which inturn reduces the traffic
congesion in the city. The main aim of the design is creating a community space
serving all kind of people. The main challenge in the design is circulation because
there are different modes of transport in the bus terminus, so making it more
pedestrian friendly is the main focus of the design.

Identifying the challenges and problems in the existing bus stand, understanding
the needs of different kinds of people and creating a comfortable environment for
the people. Finding a design solution solving the challenges, problems and
satisfying the needs of all kind of people

V
 TABLE OF CONTENTS
CHAPTER TITLE PAGE No.
No.
THESIS SYNOPSIS V
LIST OF FIGURES vii
LIST OF TABLES viii
LIST OF PLATES ix
1 INTRODUCTION 1
1.1 INTRODUCTION 1
1.2 1
AIM
1.3 1
OBJECTIVE
1.4 1
METHODOLOGY

2 LITERATURE CASE STUDIES

2.1 CHENNAI MOFFUSIL BUS TERMINUS 2
2.2 MAHATHMA GANDHI BUS TERMINAL 5
2.3 BUKIT BATOK BUS INTERCHANGE 7

3 DATA COLLECTION AND STANDARDS

3.1 DATA COLLECTION AND STANDARDS 10

4 SITE STUDY AND ANALYSIS

4.1 SITE SELECTION 34
4.2 SITE JUSTIFICATION 34
4.3 SITE ANALYSIS 34

5 ARCHITECTURAL DESIGN
5.1 SPATIAL REQUIREMENTS 35
5.2 CONCEPT 36
5.3 DETAILED DRAWINGS 37
5.4 MODELS 46

6 REFERENCES

VI
 LIST OF FIGURES

FIGURE TITLE PAGE

No. No.
2.1.1 Plan of CMBT 4

2.2.1 Plan of MGBT 5

2.2.2 Satellite image of Bus terminus 6

2.3.1 3d view of Bus terminus 7

2.3.2 Views 8

3.1 Proximity of the bus terminus 17

3.2 Standards for toilet size 21

3.3 Turning radii for car 23

3.4 Bus bay standards 26

3.5 Standards for parking bays 27

3.6 Turning radii for buses 28

VII
 LIST OF TABLES

TABLE TITLE PAGE No.

No.
2.1 Comparative analysis 9

3.1 Standards for toilets 20

VIII
 LIST OF PLATES

PLATE TITLE PAGE No.

No.
5.1 SITE ANALYSIS 34

5.2 AREA STATEMENT 35

5.3 CONCEPT 36

5.4 SITE PLAN 37

5.5 CIRCULATION PLAN 38

5.6 MASTER PLAN 39

5.7 FIRST FLOOR PLAN 40

5.8 BUS BAY PLANS 41

5.9 PLANS 42

5.10 SECTION & ELEVATION 43

5.11 COMMERCIAL PLAN 44

5.12 SERVICES PLAN 45

5.13 VIEWS 46

IX
X
 CHAPTER 1

INTRODUCTION

1.1 INTRODUCTION

Trichy is the center place of Tamil Nadu, we can reach any place in Tamil Nadu
from Trichy in few hours

Being a major transit point in the central region of the state and spreading over an
area of 4.5 acres (1.8 ha) this terminus is managed by Department of Transport
(Tamil Nadu), experiences a heavy traffic of operating about 3100 buses, for about
one lakh passengers every day.

The Trichy city corporation has decided to propose a integrated bus terminus in
Panjappur, which is on the Trichy - Madurai highway.

1.2 AIM

To design a Bus terminus in panjappur in the outskirts of Trichy to reduce the

traffic congestion in the city and Creating a community space serving all types of
people

1.3 OBJECTIVE

The objective of the design is integrate some more spaces which adds additional
facilities to the surrounding residents and the students of the surrounding college.
This can be done by providing food court for the students and recreational space
for the residents.

1.4 METHODOLOGY

 Understandingthebasicneedforthedesign.
 Datacollection
 Casestudiesandanalysis
 Framingrequirements
 Designsolution

1
 CHAPTER 2

CASE STUDY

2.1 CHENNAI MOFUSSIL BUS TERMINUS

STATE : TAMILNADU
AREA : 1189 SQKM
POPULATION : 46,81,087 (CEENCUS-2011)
PUPULATION DENSITY : 11,000 persons / sqkm
CLIMATE : WARM & HUMAID CLIMATE AVG.
TEMPERATURE : 35–40 °C (SUMMERS) 15–22 °C (WINTERS)
PRECIPITATION : 1400 MM
SITE AREA : 14.5 HACTARES (36 ACRE)
BUILT-UP AREA : 17,840 SQMT.
F.S.I. : 0.123
GROUND COVERAGE : 10 %
ARCHITECT : MR. KULDEEP SINGH
FOOTFALL / DAY : 2,50,000
PERSONS HANDLING CAPACITY : 3000 BUSES
IDLE PARKING CAPACITY : 60
TOTAL NO. OF FINGERS : 3
EACH FINGER CAPACITY : 60 BUSES AT A TIME THE WHOLE PREMISES IS
FRIENDLY TO PHYSICALLY CHELLENGED PEOPLE.

SURROUNDINGS AROUND THE BUS TERMINUS ARE AS FOLLOWS :

NORTH : 30M ROAD
EAST : RESIDENTIAL COLONY
SOUTH : KOYAMBEDU SEWAGE TREATMENT PLANT
WEST : KOYAMBEDU SEWAGE TREATMENT PLANT
NEAR-BY HOSPITAL : KAMALA HOSPITAL (2 KM)

2
DISTANCES FROM MAJOR LANDMARKS :
CHENNAI INTERNATIONAL AIRPORT : 12 KM
CENTRAL RAILWAY STATION : 13 KM
IIT MADRAS : 18 KM
PROVIDED AT THE BUS TERMINUS AT GROUND FLOOR
DISPENSARY : NEAR THE ENTRANCE
CLOAK ROOM : 1 NO.
RECEFACILITIES PTION/ENQUIRY COUNTER : 2 NOS.
MAINTENANCE SHED : 1 NO. (1400 SQ.MT.)
FUEL FILLING STATION : 1 NO. (855 SQ.MT.)
PARKING FACILITIES : SINGLE ENTRY FOR STAFF AND PUBLIC PARKING
CREW
REST ROOM : 2 Nos. (500 SQ.MT.)
PRIVATE DORMITORIES ARE PROVIDED WITH BED FACILITY/AC HALLS
TIME KEEPERS ROOM : 6 NOs.
DRINKING WATER FOUNTAINS WITH COOLER : 7 NOs.
FREE EMERGENCY CLINIC CUM DISPENSARY : M/S APOLLO HOSPITALS
(150 SQ. MT.)
POLICE OUT-POST : 1 NO.
SECURITY CABIN : 5 NOs.
FREE WHEEL CHAIRS : 6 NOs.
BANK ATM : 4 NOs.
TELEPHONE BOOTH : 30 NOs.
FACILITIES PROVIDED AT THE BUS TERMINUS AT FIRST FLOOR
OFFICE/COMMERCIAL SPACE : 2300 SQ.MT.
TRADE CENTER : 2 BLOCKS OF 5 SHOPS EACH.
THERE ARE TOTAL 44 SHOPS (600 SQM) IN THE TERMINAL
NO OF SHOPS IN MAIN HALL : 10 NOS.
IN BUS FINGERS : 24 NOS.
IN TRADE CENTRE : 10 NOS.

3
ACCESS TO THE SITE :
I - ENTRY FOR PARKING AND AUTOS
II - MAIN ENTRY FOR PUBLIC
III & IV - ENTRY & EXIT WAYS FOR BUSES

fig 2.2.1 plan of CMBT

INFERENCE
.Separate entry/exit for city buses and for cabs & autos and also for interstate
buses
.Huge entrance plaza creating a landmark in the city
.The different entry / exits helps in distributing the traffic of the vehicles
.This bus stand has a direct connect with the metro which inturn helps people
more
.The bus stand has the parking bays connected with washing yard, fuel station and
maintenance shed which helps the drivers for easy access to these.

4
2.2 MAHATMA GANDHI BUS TERMINAL

LOCATION : GOWLIGUDA, HYDERABAD

AREA : 19.78 ACRES
ARCHITECT : UPAL GHOSH ASSOCIATED DELHI
PLATFORMS : 5
BUS BAYS : 79
FACILITIES PROVIDED
DRINKING WATER - 9
ENQUIRY - 4
TOILET BLOCKS - 7
DORMITORY - 1
DELUXE LOUNGE - 1
CYCLE / SCOOTER PARKING SPACE - 3
CLOCK ROOM - 2
BOOKING COUNTER - 7
RESERVATION COUNTER - 5
SEATING ACCOMMODATION - 1000

fig 2.2.1 Plan of MGBT bus terminus

5
 fig 2.2.2Satellite image of bus terminus

INFERENCE:
Planning is basically rectangular and the function is in circular mode because the
site is an island it is connected with the bridges with the roads on the either side
of the river
The platforms are located according to the form around the structure which
makes it more pedestrian friendly

6
2.3BUKIT BATOK BUS INTERCHANGE

Bukit Batok bus terminus is in ground floor and they have gone for multilevel storey parking
which reduces the ground cover as well as the congesion of of vehicles at peak hours

fig 2.3.1 3d view of the bus terminal

7
 fig 2.3.2 views

INFERENCE:
In this design all the buildings can be accessed by both exterior and interiorroads
and connecting two major transportation of metro and bus terminus

8
 Table 2.1

CHAPTER 3

3.1 DATA COLLECTION AND STANDARDS

A bus terminus is a structure where a number of buses stop to pick up and drop
offpassengersandstopformaintenanceornextdaydeparturestodifferentdestinations.It is
larger than a bus stops, which is usually simply a place on the roadside,
wherebusescanstop.Itmaybeintendedasaterminalstationforanumberofroutes,orasatra
nsfer station where theroutes continue.

9
Terminals serve as a point

of1.Concentration

2. Dispersion

3. Loading/unloading of passengers and

goods4.Facilitiesandamenities for crew

5.Integrationofvarioustransportation.

Need for a terminal arises with increase in demand. An organized bus

terminalshouldmeetthefollowing requirements

1. Accessibility

2. Comfortandconvenience

3. Safety

4. Easyprocessing

PRINCIPLESOFTERMINALPLANNING&DESIGN
Access and approach: Traditional bus terminal facilities fail to provide
convenientaccess to public buses, their closed confines make access extremely
difficult forpassengers. Current attempts to improve bus-based public transport
access are
onlyconcernedwithimprovementofstreetinfrastructure,andfocusedmainlyonpedestrianf
acilitiesand bus stops.

1
Location: Locational characteristics make for the key factor attracting
passengersusing the bus terminal. Centrally located (core city areas) bus terminals
are
desirableforoperationalefficiencyandpassengerconvenience,astheyprovideampleinter
changeopportunities.Additionally,theyarepotentialcandidatesforusingterminals as a
vibrant city space. Peripheral terminals, when integrated with
depotfunctions,workbest inminimizing deadmileage.

Enhancedlevelofservice:ThebasicpremiseoftheLevelofService(LOS)frameworkistha
tpassengersaresensitivetotheamountofspacesurroundingthem.When this space is
compromised by crowding, they perceive it as a deterioration ofservice.

Crime prevention through environmental design Passenger safety is fundamental

totheattractivenessandincreaseduseofpublictransport.Acommutershouldfeelsafeusing
publictransportatanytime(ofdayandnight)andatanylocation.Thisincludesbetter urban
planning, including effective lighting, barrier-free circulation,
enhancedvisibility,signageandwayfinding,integratedcommercialactivities(formalorinfor
mal)toavoiddarkorin-
activecomersetc.IntegratingCPTEDshallensurebetterconnectivityas wellasenhanced
andattractive us-age.

Integratingsustainabledevelopmentpractices:Infra-
structureplansanddevelopmentpractices should consider green building technologies
to reduce the overall carbonfootprint and adverse impact on the environment, both
during the development andoperational phase. Construction practices may employ
material and techniques)
withlowembodiedenergy,whileenergyrequirementsfortheterminal'soperationsmaybem
et through sustainable means and use of efficient technologies. This may includeuse
of solar energy. efficient LED lighting, passive cooling/heating measures,
higherreliance on natural lighting etc. Additionally, techniques for noise control, solid
wastemanagement,wastewaterrecycling,use/re-
useofwastewater,andrainwaterharvestingshouldbe integratedintheproposalduringthe
planningstage.

1
SIZE

Itdependson

1. Flow of

traffic2.Characteristic of the

terminal3.Usercharacteristics

TYPES

1. Busdepots

2. Busstopsandshelters

3. Intercitybusterminus

4. Airport-citybusterminus

5. Interstatebusterminus

LOCATIONOFTHETERMINAL

1. Placewhichcanreducetraffic.

2.Point of coordination of inter and intra city

transport3.Easytochangemodeoftransport.

DESIGNCONSIDERATIONS

1. Segregationofbusandnon-bus traffic

2. Segregationofvehicularandpedestrianmovement

3. Segregationofpedestrianflow

4. Linkingoftransportand non-transportactivities

5. Minimumprocessingandsafety.

1
MAINREQUIREMENTS

Primaryelementstobeconsideredwithregardabusterminalinfrastructuredevelopmentca
nbeclassifiedforthreedifferentusertypes.Theseincludepassengers,terminal
staffandbusstaff.

Passengerareas

a. Ticketingandqueuing

b. Passengerwaitingarea

c. Passengerconveniences(drinkingwaterfacilitiesandtoilets)

d. Passengercirculation

e. Boarding/Departingareas

f. Facilityentry

g. Touristinformation

h. Security,includingCCTVcameras

i. Retail,concessionsandleasespace

j. Dormitoriesandlodging(ifrequired)

k. Cloakroom

l. Railwayreservation

Areasforterminalstaff

m.Revenueoffice

n. Securityandinformation

o. Ticketingbooth

p. Restingroom

q. Staffconveniences(drinkingwaterfacilitiesandtoilets)

r. Canteen

1
s. Maintenancestaff(chairsandlockers)

t. Controlroom(CCTVsurveillance)

Areasfor busstaff

u. Canteen

v. Restingareas

w. Loggingareas(ifrequired)

x. Busstaffconveniences(drinkingwaterfacilitiesandtoilets)

SupportingInfrastructure

Supporting infrastructure refer to the additional facilities which aid in enhancing

userexperience,efficiency,andattractivenessofbusterminal.Theseincludepro-
visionforfeederinfrastructure,seating,landscaping,lighting,wayfinding(PassengerInfor
mationSystems(IS),signageand marking),publicart,andbreakdownservices.

Feeder infrastructure: The infrastructure which connects the bus terminal with
thecity is referred to as supporting access (or feeder) infrastructure. It includes
provisionfor various modes that provide access and act as feeder to the bus terminal.
Theseinclude parking for private vehicles; drop-off and pick-up bays for private
vehicles,taxis, auto rickshaws cycle rickshaw, shared vehicles such as vans/jeeps
etc.; andbays and/or stops for local bus services. Integration of all these modes
makes forhigherpassengerconvenienceand increasedintermodalaccessibility

Seating:Seatinginandaroundthebusterminalcomplexshallbeplannedtocatertoa
minimum of 30% of all passengers in the facility. Seating is required so as to
avoidobstructiontotheflowofpassengertrafficthroughthecomplex;itshouldbedesignedto
combinecomfort, caseofmaintenanceandresistancetovandalism.

Hardscapeandlandscaping:Itisimportanttoensurethatlandscapingcomplementsthes
patialdesignandenhancesthevisualappealofthe terminal.

14
Outdoor and indoor passenger areas should be smoothly hardscaped, to
facilitateeasyconnectionbetweensiteperipheryandtheterminal.Thepaving'ssurfacequal
ityshould ensure durability as well as resistance against wear, walking comfort
andusabilityby wheel-chairs, pramsand baggage trolleys.

Lighting:Lightingshouldbedesignedtomeetminimumilluminationlevelsandqualitystand
ards for both indoor and outdoor application. Natural lighting elements such
asskylightsshallbeusedtoenhancelightinglevelwithoutincreasingtheenergyloadoftheter
minalfacility.Lightingfixturesshouldbeenergyefficient,requirelowmaintenance,andmini
mize lightpollutionandglare.

Signage: PIS including both dynamic and fixed sign-age constitute an integral part
oftheterminalwayfindinginfrastructure,andplayanimportantroleinregulatingvehicularan
dpedestrianmovement.Theyproviderelevantinformation,warningsanddirections, thus
facilitating ease of access, convenience and safety. They should bestrategically
placed, consistent and easy to interpret. Public address system shouldbe integrated
into the design, at all terminal facilities. The aim is to provide a robust,functional, and
visually discrete system that can provide communicative
informationandalsobelinkedtothe securitysystem for warning (incase ofemergency).

Publicart:Visualspaceperception(mentalcopyingofobjectsandeventsoftheouterworld)
helps people recognize spaces within a particular environment, such as a
busterminalcomplex.Itincreasestheimage-
ability,culturalidentity,andsocialattractivenessofenclosedspaces.Assuch,publicartinsta
llationsandotheraestheticelements in the complex are likely to contribute to its visual
appeal and overallattractive-
ness,andmustbeintegratedintotheterminalbuildingdevelopment.Contemporarily,'publi
cart'hasalsocometoincludevariousotherelementslikeurbanfurniture, lighting,
multimedia, graffiti and commercial art. Public art is by the people.and for the people,
and as such should also be sourced from them. Therefore, it isimportant to allocate
planned spaces for such installations, and make appropriatefundingavailablefor
integration of thesame.

15
Private Vehicle Parking: This relates to the type of parking arrangement for
privatevehicles at the bus terminal. It is influenced by the parking demand and
spaceavailabilityin theterminal, andis classified into four categories:

• Structured parking: Parking on multiple floors (multilevel parking), usually

aboveground

• At grade parking: Parking arranged only at ground level • Shared parking:

Parkingnot exclusive to bus terminal private vehicles, such as public parking in a
districtcateringto visitorstothearea,includingthoseaccessingthebus terminal

• On street parking: Parking arranged along the street, not planned on a land
parcelsetoff the street,usually outside theterminalcomplex.

Passenger amenities: This relates to the facilities provided in the terminal,

forpassengers'convenience, including:

o DrinkingWater
o Toilets(Odorless&Waterless)
o Concourse
o FreeWi-Fifacilityinwaitingarea
o Eateries
o TouristInformation
o Cloakroom
o Ticketing
o Dormitory
o Baggagetrolleys

Terminal staff amenities: This relates to the facilities dedicated for staff.
Theyinclude:

o DrinkingWater
o Toilets(Odorless&Waterless)Restingrooms
o Canteen
o RevenueOffice

16
 fig 3.1 Proximity of the bus terminal

LUGGAGEROOM

1. Requirementsvarysignificantlywithterminaltypeandoperation.

2. In the intercity terminal the baggage handling problems more severe. The
baggageroom should be accessible from both the public area and the concourse and
have
anareaequaltoabout10percentofthetotalbuildingorcontainabout50sq.Ftforcoachbus
loading berth, whichever is higher. The luggage room should also be equippedwith
standardmetal racksaboutfourorfive tiershighfor baggagestorage.

PUBLICLOCKERSANDTELEPHONES

Lockersandtelephonesarerevenueproducing,andthequantitiestobeprovideddependtoagreat
degree ontheirpotential earningcapacity.

17
RENTALSPACE

Theamountofrentalspacetobeprovidedforstores,shops,concessions,etc.Dependsprimarily on
theamountof spaceavailable.

DISPATCHOFFICE

Thedispatchofficecontrolsallbusmovementandconsequentlyshouldbelocatedonthecon
coursesothatitcanobserveallloadingberths.Thesizeofthedispatchofficemay vary
anywhere from 50 to 150 sq. Ft. Offices all terminals regardless of
typerequireacertainamountofofficespace.Thespecificareatobeprovideddependsonthet
erminalsizeandtype.Althoughusuallyofficesfortheterminalmanager,passenger agent,
and switchboard are sufficient, in larger terminals more elaboratefacilitiesare
required.

CORRIDORDESIGN

Minimumcorridorwidthsarebasedonthepedestriantrafficflowvolumelessappropriate
allowances for disruptive traffic elements such as columns,
newsstands,stairways,windowshoppers,etc.Wherethecorridorisalsousedasawaitingar
eatoaccommodate standing pedestrians, the maximum potential accumulation and
safehuman occupancy of the corridor should be determined. The maximum practical
flowthrough a corridor is approximately 25 persons per foot width of corridor per
minute(pfm). In a commuter terminal, the more stringent standard of 10 to 15 pfm
may beused. This standard allows the attainment of near-normal walking speed but
doesresultinmorefrequenttrafficconflicts withother pedestrians.

18
ENTRANCES

The criteria utilized for corridor design can be roughly applied to the design of
doors.The maximum capacity of a free-swinging door is approximately 60 persons
perminutebutthiscapacityisobtainedwithfrequenttrafficdisruptionsandqueuingattheentr
ance section. A standard of 40 persons per minute would be representative of abusy
situation with occasional traffic disruptions. Where free-flowing traffic is
desiredastandardof20personsperminuteshould beadopted.

QUEUINGSITUATIONS

Occur in terminal which affect their functional design. Linear queues will occur
wherepassengers line up to purchase tickets or board buses. The length of a lincar
queuemay be estimated on the basis of an average per person spacing of 20 in.
Thepresence of baggage has little effect on this spacing because baggage is placed
onthe floor either between the legs or at the sides. Where no circulation through
thequeuing space is required, area occupancies as low as 5 sq. Ft per person may
betolerated for short periods. Where movement through the queuing space is
required,such as in a passenger waiting concourse, an average area of 10 or more
sq. Ft perperson is required.

19
SPACESTANDARDSANDSERVICES

TOILETS

Table 3.1

20
fig 3.2 Standards for toilet size

21
RAMPBREAKOVERANGLE

Therampbreakoverangleisthemeasureofabilityofthecartobreakoverasteepramp,cither
climbingor descending, withoutscraping.

RAMPSLOPE

The maximum ramp slope should be 20 percent. For slopes over 10 percent,
atransitionatleast8ft.longshouldbeprovidedateachendoftherampatonehalftheslopeof
the ramp itself.

ANGLEOFDEPARTURE

Areasonableminimumvalueisnecessarytoreducetheincidenceoftailpipeandrearbumpe
rdragging.Thestandardcallsforaminimumof10degrees,violatedonlyinthe1957-
1959period.Onlyone1970car,mercury,mettheminimumstandard.Mostcarsare
substantially above 10 degrees. The most critical condition is at driveways
wheretheapronis steep,or acombinationof excessive crowntogutter andapronslope.

ANGLEOFAPPROACH

The trend of approach angle of domestic cars from 1948 to 1962 indicates a drop
inthe 1957-1959 periods below 15 degrees. The standard developed in 1960 by
thesocietyof automotiveengineers calls foraminimumvalueof 15 degrees.

22
PARKINGLOTLAYOUTCONSIDERATIONS

The objective of the layout design is to maximize the number of stalls, while
followingtheguidelinesbelow.Thelayoutoftheparkingfacilitymustbeflexibleenoughtoada
ptto future changes in vehicle dimensions. The stall and aisle dimensions must
becompatible with the type of operation planned for the facility.The critical
dimensionsare the width and length of stalls, the width of aisles, the angle of parking,
and theradius of tums. All of these dimensions are related to the vehicle dimensions
andperformancecharacteristics.Inrecentyearstherehavebeenanumberofchangesinveh
icledimensions. Thepopularityofminivans andsportutilityvehicles.

Fig 3.3 turning radii for car

23
BUSGEOMETRICS

BUSDATE

Busgeometrics,orthephysicaldimensionsandmaneuverabilityofthebus,determinethewi
dthofroadways,shapesofplatforms,columnspacingceilingheights,andotheraspectsofbu
s-leveldesign.Theapparentlyinsignificantdetailoftheright-sideloadingofbusesoften
restrictsterminaldesignpossibilities

SWEPTPATH

When a bus turns normally, it always turns about a point which is somewhere on
thecenter line of the rear axle. This is true whether motion is forward or backward.
Theturnsrequiredtoaccomplishthemovementandpositioningofbusesarevariableanddiff
er considerably with the equipment encountered. The turning template provides
aconvenientgraphicmethodtodetermineminimumclearancesrequired.

PLATFORMTYPES

PARALLELLOADING

1. RequiresExcessiveAmountOfSpace.

2. BusesMustUsuallyWaitUntilFirstBusExits.

3. Large Terminal Requires Pedestrian Under/Overpass Facilities To

ProtectPassengersWhile CrossingLanes.

RIGHT-ANGLELOADING

DisadvantagesInclude:

1. Out swinging Bus Door Which Forms a Barrier around Which Passenger
MustPass

2. BusManeuveringDifficult.

24
STRAIGHTSAW TOOTHLOADING

1. Efficient-EmployedWhereLotIsComparativelyNarrowandDeep

2. PassengerHasDirectApproachToLoadingDoor

3. Baggage Truck Can Operate Between Buses For Side

LoadingRADIALSAWTOOTHLOADING

1. Mostefficientbusesswingintopositionalongnaturaldrivingare.

2.Spacerequiredatfrontisminimum-widespaceat rearmakingmaneuveringeasy

BAYS,PARKINGANDCIRCULATION OFTHEBUSES

25
Fig 3.4 bus bays

26
Fig 3.5 standards for parking bays

27
Fig 3.6 turning radii for buses

28
SERVICES:

1. Inabuilding,theservicesplayamajorroleinthefunctioningofthebuilding.Thebuilding
services should beoffollowing character.

2. Theyshouldfunctionefficiently.Theservicesshouldbecost-effectivenotonlyintheinitial
setupbutalsoduring the long run.

3. Theyshouldutilizeminimumenergyresourcesandshouldbeenergyefficient.

4. Theservices shouldbe socalculatedthatthey catertothemaximumpeakloads.

5. Themaintenanceofalltheseservices shouldbeeasyandefficient.

6. The services should be adequately protected and should not pose a threat for
thebuildingor its inhabitants.

7. Inamulti-storybuilding,greatcareshouldbetakeninzoningtheservicesappropriately.
The services should cater not only to the present needs but should
beinaccordancewithfuturepredictedrequirementstopreventanyunnecessaryalterationsi
n thebuilding inthefuture.

TheServicesIncorporatedAre:

1. Waterstorageandsewagetreatmentplant.

2. Water supply and sewerage board provides reliable water supply. A main
waterstoragetank shouldbeprovidedatthe park holdingacapacityequalto aweek's.

3. Consumption at the park. Water quality should be regularly checked in

compliancewith who standards,ensuringclean watersupply atalltimes.

4. Asewagetreatmentplantthatmeetspollutioncontrolregulationsrecycledwaterforlands
capinguses,maintainingtheparksconceptofagreencultureshouldbeprovided.

29
ELECTRICALROOMS

Theseroomsareusedtodistributeelectricitythroughconduitsrunningverticallyinthebuildingand
alsoasapanelfor controllingthe electric supply

DGROOMORGENERATOR ROOM

Theseshouldbeinanareawherethenoisecomingfromdgroomdoesnotaffecttheworkingof
theoffice.Itshouldalsobeneartheserviceentryfortheeaseofrepairandmaintenanceofthe
machines.

UPSROOM

Foruninterruptedstablepowersupplytothecomputersintheparkisprovided.Theyshouldbenear
theserviceentryinthebasementorgroundfloorforeasymaintenance

AHU

These are for distributing conditioned air from the ac plant to each floor and
filteringthereturnair

Landscapinguses, maintainingthe parksconceptofagreencultureshouldbeprovided.

One ahu of 10 set caters to 500 sq.m. Of area type fans that pump air through
ductsThe air is made to pass through filters to remove dust particles and then over
thechilledwatertubeswhereit'sheatistransferred.Thiscooleddehumidifiedairisdrawnbac
k through the suction side and pumped to the rooms through ducts. All the ahusare
provided with tap and floor drain also. Ducts are provided throughout the buildingto
transfer conditionedairfrom theahu's tothe spaces.

The ducts are rectangular sections made of galvanized sheet steel. The ducts
aremade to run above the false ceiling Ducts used in the building are generally of
depthof300mm.ThewidthofductvariesdependingonitsdistancefromtheahuTheductsclo
se to the ahu may be of 900mm width and these ducts branch out into
narrowerducts.

30
FIREFIGHTING

Fire is supported by three essential ingredients, fuel, heat and oxygen The
absenceof any of these causes fire to be extinguished. The fire fighting system must
beappropriate to the location of the fire and preferably limited to the area in order
tominimize damage to plants and building structure. Radiation from fire may
provecombustion to combustible material at some distance. Fire fighting implies the
abilityof building element to fulfill their assigned functions under condition if
maximumseverityofexposuretoheatexpected tooccur inthebuilding

Itis ameasureof:

1. Resistancetocollapse

2. Resistancetoflamepenetration

3. Resistancetoexcessivetemperatureriseontheunexposedface

FIRECONTROL

DetectionandAlarmSystem:

1SmokeDetectors

2. HeatDetector

3. ManualSystem

4. AutomaticAlarm

HEATSENSITIVEDETECTIONSYSTEM

Heatsensitivedetectionsystemprovidesautomaticsprinklers,alarmandcontrol.Itisbasica
lly a nozzle with an orifice fitted with a flow control device and a deflector thatwill
distribute water over a green area. When the bulb is heated, the liquid
expands,absorbingthebubbleof airandbreakingthebulb,releasingthesprinklercap.

Sprinklersaredesignedtorealeaseatvarioustemperaturesrangingfrom57degreescto260
degreec.Maintenanceofwaterpressurewaterfromappropriatesupplyisfedto
anautomatically controlledpump andtomaincontrol valveof the

31
system.Abovethisisthealarmvalve,whichiskeptclosedbythetrappedpressureofwater
When sprinkler operates this pressure falls and the valve opens and
excesswaterflows up avertical riser toamain distributorpipeateachceiling.

SMOKESENSITVEDETECTIONSYSTEM

o The system detects the fire with the help of smoke and then alarm
automaticallyinitiated control of fire is done manually. Detector to be sited at
highest parts ofenclosed area, so mounted that sensitive area is not less than
25mm or morethen600mmbelow theroof ceiling.
o Inlet of each return air duct shall have a detector on its center, if continuous
inletdetectoratevery roomof its length.

FIREALARMSYSTEM

ThereAreTwo TypesOf FireAlarmSystem:

o MANUAL SYSTEMS- Manual call point is manually operated device to initiate

analarm. They are made of sturdy enclosure and provided with a hammer to
breaktheglass to initiate asalarm.
o AUTOMATICFIREALARMSYSTEM-
Theseareconnectedtodetectorswhichonsensing some exposure to heat or smoke
direct the alarm system to initiateautomatically.

FIXEDFIREFIGHTINGINSTALLATION

o AUTOMATICSPRINKLERS

Automatic sprinklers protect high fire risk public and manufacturing buildings.
Thesemay be a statuary requirement if the building exceeds the volume of 7000
cum.Sprinkler water outlets are located at about 3m centers, usually at ceiling level
andspraywaterinacircularpattern.Adeflectorplatedirectsthewaterjetoverthehazardoron
to walls or the structure.

Each sprinkler has a frame containing a colored liquid for leak detection, which
sealsthewaterinlet.Uponlocaloverheatingthequartzexpandsthefractures,releasingthes
prayWaterflowisdetectedandstartsanalarm,pressureboostingsetandautomaticlinkto
the firebrigademonitoringstation.

32
SPRINKLERSSHOULDBEINSTALLEDIN
1. Basements used as car parks or storage occupancy, if the area exceeds
200sq.m.
2. Multi-level basements, used as car parks and housing essential
servicesancillary to a particular occupancy or for storage occupancy,
excluding any tobeusedfor sub-station, ac Plantanddgset.

FIREESCAPESTAIRCASE

Thesearestairsusedforescapingduringfire.Theycanbeusedforgeneralpublicasvertica
l circulationor asservice stairsotherwise inthebuilding

ACCORDINGTONBC:

1. No space in an office building should be more than 30mts from the fire
escapestairs.

2. Fireescapestairscouldbeeitheropentoairorshouldhaveblowersystemtosuckout
airfromthestairs areain caseof fire.

3. Allfireescapesshouldterminateinanopenareaorneartheentranceinthegroundfl
oor.

MEANSOFESCAPE

The only sound basis for designing means of escape from first is to attempt to
locatethepositionofallpossiblesourcesofoutbreakoffireandtopredictthecourseswhichmi
ght thereafter be allowed by the fire as it develops Following are some of
theobservations. The main stairways were developed in smoke at the end of
sevenminutes.Allcorridorswere impassable after16minutes

1. Theemergencystaircaseremainpassableduetoselfclosingfiredoors.

2. Toremovesmoke,freshairshouldbeintroducedateachlevel.

3 Acorridor10mlengththatisfilledwithsmokecannotbeusedtogettoanenclosedstairway.

33
CHAPTER 4

Plate 5.1

CHAPTER 5

3
Plate 5.2

3
Plate 5.3

3
Plate 5.4

3
Plate 5.5

3
Plate 5.6

3
Plate 5.7

4
Plate 5.8

4
Plate 5.9

4
Plate 5.10

4
Plate 5.11

4
Plate 5.12

4
Plate 5.13

4
References :

https://landtransportguru.net/bukit-batok-bus-interchange/
https://shaktifoundation.in/wp-content/uploads/2017/06/Bus-Terminal-Design-
Guidelines-comp.pdf
http://sgarchitects.in/images/research/utp/bus-depot-design-guidelines.pdf
https://en.wikipedia.org/wiki/Mahatma_Gandhi_Bus_Station
https://www.wikiwand.com/en/Central_Bus_Station,_Tiruchirappalli
https://www.tamilvandi.com/trichycbs