Thesis Report Final

ACKNOWLEDGEMENT iv
AT a GLANCE..v
ABSTRACT.....................................................vi
LIST OF FIGURES ...................................................................................................................................... 3

LIST OF CHARTS ....................................................................................................................................... 4
LIST OF TABLES ........................................................................................................................................ 5
ABBREVIATIONS ...................................................................................................................................... 5
Chapter 1: INTRODUCTION ...................................................................................................................... 6
1.1 Introduction ................................................................................................................................... 7
1.2 Aim ................................................................................................................................................ 8
1.3 Objectives ...................................................................................................................................... 8
1.4 Theoretical Premise ....................................................................................................................... 8
1.4 Problem Statement And Justification ............................................................................................. 9
1.4.1 Urban transport problems ...................................................................................................... 9
1.4.2 Urban transit challenges........................................................................................................ 10
1.4.3 Meeting the challenges ......................................................................................................... 11
1.5 Study of Cities .............................................................................................................................. 12
Chapter 2: STUDY AREA ......................................................................................................................... 14
2.1 Mumbai ..................................................................................................................................... 15
2.1.1 Economy and employment.................................................................................................... 15
2.1.2 World comparison................................................................................................................. 16
2.1.3 Travel patterns ...................................................................................................................... 17
2.1.4 Education .............................................................................................................................. 19
2.1.5 Security ................................................................................................................................. 19
2.1.6 Conclusion ............................................................................................................................ 19
2.2 Andheri ........................................................................................................................................ 21
2.2.1 Criteria for selecting Andheri................................................................................................. 22
Chapter 3: CASE STUDY ......................................................................................................................... 23
DESIGN THESIS Integrated Transit Facility, Andheri 1|V D A

3.1 Live Case Study ............................................................................................................................ 24
3.1.1 Vashi Railway Station, Mumbai ............................................................................................. 24
3.1.2 Belapur Railway Station, Mumbai .......................................................................................... 26
3.1.3 Observations ......................................................................................................................... 28
3.1.4 Lessons Learnt ...................................................................................................................... 29
3.2 Literature Study ........................................................................................................................... 30
3.2.1 Denver Railway Station, USA ................................................................................................. 30
3.2.2 Berlin Station, Germany ........................................................................................................ 33
3.2.3 Observations ......................................................................................................................... 35
Chapter 4: SITE STUDY ........................................................................................................................... 36
4.1 Site Study..................................................................................................................................... 37
4.2 Climate Concerns And Design Considerations .............................................................................. 38
4.2 Issues........................................................................................................................................... 40
4.3 Problem Statement ...................................................................................................................... 41
4.4 Conclusions.................................................................................................................................. 42
Chapter 5: PROGRAM ............................................................................................................................ 43
5.1 Program formation ...................................................................................................................... 44
5.2 Program Hierarchy ....................................................................................................................... 46
Chapter 6: DESIGN INTERVENTION ........................................................................................................ 47
6.1 Design Concerns (From Case Studies) ........................................................................................... 48
6.2 Design Concerns (From Site Study) ............................................................................................... 49
6.3 Connections ................................................................................................................................. 51
6.4 Space Relationship Diagram ......................................................................................................... 53
6.5 Conceptuals ................................................................................................................................. 53
6.6 Design Development .................................................................................................................... 54
6.7 Final Design ................................................................................................................................. 56
APPENDIX .......................................................................................................................................... 59
7.2 Details ......................................................................................................................................... 66
REFERENCES .......................................................................................................................................... 68

Figure 1 The Subway Crowd by Luc latulippe ......................................................................................... v
Figure 2: Project proposition base ........................................................................................................... 8
Figure 3: Map of India showing basic study of cities around Vadodara ................................................... 13
Figure 4: Residential Urban Density ....................................................................................................... 16
Figure 5: Travel patterns and modes adopted by people........................................................................ 17
Figure 6: Urban age cities compared ...................................................................................................... 18
Figure 7: Mumbai suburban rail network map ....................................................................................... 21
Figure 8: Vashi station, Longitudinal section spot .................................................................................. 24
Figure 9: Vashi station, Transverse section ............................................................................................ 24
Figure 10: Vashi station, Parking plan .................................................................................................... 25
Figure 11: Vashi station, Access plan...................................................................................................... 25
Figure 12: Belapur station, Spot section ................................................................................................. 26
Figure 13: Belapur station, parking plan ................................................................................................. 27
Figure 14: Belapur station, Access plan .................................................................................................. 27
Figure 15: Movement pattern ................................................................................................................ 28
Figure 16: Sectional zoning .................................................................................................................... 28
Figure 17: Spatial hierarchy ................................................................................................................... 28
Figure 18: Connection diagram .............................................................................................................. 29
Figure 19: Inside Vashi station ............................................................................................................... 29
Figure 20: Denver Union Station master plan ......................................................................................... 31
Figure 21: Denver Union Station Platform.............................................................................................. 31
Figure 22: Denver Union Station view .................................................................................................... 31
Figure 23: Denver Union Station schematic plan .................................................................................... 32
Figure 24: Denver Union Station sectional view ..................................................................................... 32
Figure 25: Berlin station percentage areas ............................................................................................. 33
Figure 26: Berlin station sectional 3D ..................................................................................................... 33
Figure 27: Berlin station internal view ................................................................................................... 34
Figure 28: Berlin station internal view- Roof .......................................................................................... 34
Figure 29: Berlin station internal view- Structure ................................................................................... 34
Figure 30: Andheri Station key plan ....................................................................................................... 37
Figure 31: Andheri station area land use plan ........................................................................................ 37
Figure 32: Andheri climate data ............................................................................................................. 38
Figure 33: Andheri station existing site 3D ............................................................................................. 39
Figure 34: Andheri station- Proximity and access ................................................................................... 39
Figure 35: Andheri station Issue 1 .......................................................................................................... 40
Figure 38: Blow up at spot a ................................................................................................................ 41
Figure 39: Program percentage of built up ............................................................................................. 46
Figure 40: Program hierarchy diagram ................................................................................................... 46

Figure 41: Key design concerns (From case studies) ............................................................................... 48
Figure 42: Transit routing ...................................................................................................................... 48
Figure 43: Design decisions (i)................................................................................................................ 49
Figure 44: Design decisions (viii) ............................................................................................................ 52
Figure 45: Design decisions (ix) .............................................................................................................. 53
Figure 46: Concept as an idea ................................................................................................................ 53
Figure 47: Process diagram 1 ................................................................................................................. 54
Figure 52: Concept model ...................................................................................................................... 56
Figure 53: Part plan first floor level ........................................................................................................ 56
Figure 54: View on first floor ................................................................................................................. 57
Figure 55: Part plan first floor level ........................................................................................................ 57
Figure 56: Bridge connecting East- West on Upper ground floor level .................................................... 57
Figure 57: Slab detail ............................................................................................................................. 66
Figure 58: Roof end junction .................................................................................................................. 66
Figure 59: Slab detail (with vegetation).................................................................................................. 66
Figure 60: Faade detail ......................................................................................................................... 67
Chart 1: Importance of transport ............................................................................................................ vi

Chart 2: Importance of public transport ................................................................................................... 7
Chart 3: Rail- road share in passenger movement .................................................................................... 7
Chart 4: Rail passenger traffic .................................................................................................................. 7
Chart 5: Conclusive summation- Study of Mumbai city .......................................................................... 19
Chart 6: Vashi station, Percentage of built up area ................................................................................ 24
Chart 7: Belapur station, Percentage of built up area ............................................................................. 26
Chart 8: Design concerns (from case studies) ......................................................................................... 35
Chart 9: Desired circuit diagram ............................................................................................................ 49
Chart 10: Design decisions (ii) ................................................................................................................ 50
Chart 11: Design decisions (iii) ............................................................................................................... 50
Chart 12: Design decisions (iv) ............................................................................................................... 50
Chart 13: Design decisions (v) ................................................................................................................ 51
Chart 14: Design decisions (vi) ............................................................................................................... 51
Chart 15: Design decisions (vii) .............................................................................................................. 51

Table 1: Distances between facilities ..................................................................................................... 39
Table 2: Program for Transit facilities .................................................................................................... 45
Table 3: Program for Commercial facilities............................................................................................. 46
BRTS: Bus Rapid Transit System
MMRDA: Mumbai Metropolitan Region Development Authority
MMOPL: Mumbai Metro One Pvt. Ltd.

India is a country that has achieved extraordinary economic growth in the past two decades and is only
on a better path. The sheer size and sharply increased resources (man and material) have made it a
rising power. The middle class in the South (India, China and Brazil) is growing rapidly in size, income and
expectations. The sheer number of people in the South- the billions of consumers and citizens-
multiplies the global human development consequences of actions by governments, companies and
international institutions. The South is also emerging alongside the North as a breeding ground for
technical innovation and creative entrepreneurship. [1]
But most of the above is happening in large urban centers. Population residing in urban areas in India in
1901 was 11.4%. This count increased to 28.53% in 2001 and as per 2011 stands at 31.16%.[2] One of
the most important elements in the various layers that constitute a city and its effective and efficient
functioning is transportation- mobility of goods and people. Accessing jobs, education and recreation or
providing services or just being consumers all make a huge mass of commuters demanding easy and
sustainable flow.
Transportation in urban areas is highly complex because of the modes involved, the multitude of origins
and destinations, and the amount and variety of traffic. Traditionally, the focus of urban transportation
has been on passengers as cities were viewed as locations of utmost human interactions with intricate
traffic patterns linked to commuting, commercial transactions and leisure/cultural activities. Cities are
also locations of production, consumption and distribution, activities linked to movements of freight.
Conceptually, the urban transport system is intricately linked with urban form and spatial structure.
Urban transit is an important dimension of mobility, notably in high density areas.
Chart 1: Importance of public transport

Source: Created by author based on general observations
Chart 3: Rail passenger traffic Chart 2: Rail- road share in passenger movement
Source: International Transport Forum Source: Study report- Ministry of surface transport
[1].Human Development Report 2013- The rise of the South: Human progress in a diverse world
[2]. The Census of India 2001, 2011
The lack of holistic planning is one of the primary reasons, volumes of goods and passengers have been
wrested away from the railways by road based alternatives given the better economic and
environmental value proposition of the railways. Hence, integrated network supporting seamless
transport across modes is necessary.
To facilitate mobility, encourage use of mass transit facilities through an architectural intervention in a
metropolitan Indian city.
To facilitate mobility and encourage the use of mass transit facilities amongst users, the objective is to
ensure safety, reliability, comfort and sustainable access through design.
Broadly defining a spatial connectivity between different transport mode terminals in an Indian
metropolitan city resolving the basic issues of:
High pedestrian conflicts in and around site

Parking issues which hinder the movement of other modes of transport
Passenger amenities like information center, ATMs, waiting lounge with sufficient seating
forming a single physical envelope and activities to keep the commuters busy or entertained in
the process of waiting for their preferred mode of transport to arrive
by understanding and addressing a wide cross- section of society and holistically taking in due
consideration the ground realities of that place.
Figure 1: Project proposition base

Source: Created by author based on information gathered

The most notable urban transport problems have been discussed here.
Traffic congestion and parking difficulties. Congestion is one of the most prevalent transport problems
in large urban agglomerations. Regardless of Mumbais density and compactness, the city experiences a
massive increase in motorized vehicles. And while no city in India is prepared to accommodate this
growth, Mumbais dense urban environment proves particularly vulnerable to the flood of vehicles. The
citys streets cover only about 11 per cent of its surface, compared to 21 per cent in Delhi and 22 per
cent in New York City. And while the number of vehicles multiplied 37 times over the last 50 years, the
length of the Mumbais road network only doubled. Congestion is severe and due to the high stress
levels of driving and the lack of parking. Since vehicles spend the majority of the time parked,
motorization has expanded the demand for parking space, which has created tremendous space
consumption problems. Congestion and parking are also interrelated since looking for a parking space
(called "cruising") creates additional delays and impairs local circulation. In central areas of large cities
cruising may account for more than 10% of the local circulation as drivers can spend 20 minutes looking
for a parking spot. This practice is often judged more economically effective than using a paying off-
street parking facility as the time spent looking for a free (or low cost) parking space as compensated by
the monetary savings.
Longer commuting. On par with congestion people are spending an increasing amount of
time commuting between their residence and workplace. This trend is related to residential affordability
as housing located further away from central areas (where most of the employment remains) is more
affordable. Therefore, commuters are trading time for housing affordability. However, long commuting
is linked with several social problems, such as isolation, as well as poorer health (obesity).
Public transport inadequacy. Many public transit systems, or parts of them, are either over or under
used. During peak hours, crowdedness creates discomfort for users as the system copes with a
temporary surge in demand. Low ridership makes many services financially unsustainable, particularly in
suburban areas. In spite of significant subsidies and cross-financing (e.g. tolls) almost every public transit
systems cannot generate sufficient income to cover its operating and capital costs. While in the past
deficits were deemed acceptable because of the essential service public transit was providing for urban
mobility, its financial burden is increasingly controversial.
Difficulties for non-motorized transport. These difficulties are either the outcome of intense traffic,
where the mobility of pedestrians, bicycles and vehicles is impaired, but also because of a blatant lack of
consideration for pedestrians and bicycles in the physical design of infrastructures and facilities.
Loss of public space. The majority of roads are publicly owned and free of access. Increased traffic has
adverse impacts on public activities which once crowded the streets such as markets, agoras, parades
and processions, games, and community interactions. These have gradually disappeared to be replaced
by automobiles. In many cases, these activities have shifted to shopping malls while in other cases, they
have been abandoned altogether. Traffic flows influence the life and interactions of residents and their
usage of street space. More traffic impedes social interactions and street activities. People tend to walk
and cycle less when traffic is high.
[3]. Source of facts and figures: www.moud.gov.in

Environmental impacts and energy consumption. Pollution, including noise, generated by circulation
has become a serious impediment to the quality of life and even the health of urban populations.
Further, energy consumption by urban transportation has dramatically increased and so the dependency
on petroleum. Yet, peak oil considerations are increasingly linked with peak mobility expectations where
high energy prices incite a shift towards more efficient and sustainable forms of urban transportation,
namely public transit.
Accidents and safety. Growing traffic in urban areas is linked with a growing number of accidents and
fatalities, especially in developing countries. Accidents account for a significant share of recurring delays.
As traffic increases, people feel less safe to use the streets.
Land consumption. The territorial imprint of transportation is significant, particularly for the
automobile. Between 30 and 60% of a metropolitan area may be devoted to transportation, an outcome
of the over-reliance on some forms of urban transportation. Yet, this land consumption also underlines
the strategic importance of transportation in the economic and social welfare of cities.
Many dimensions to the urban transport challenge are linked with the dominance of the automobile.
As cities continue to become more dispersed, the cost of building and operating public transportation
systems increases. Among the most difficult challenges facing urban transit are discussed as follows.
Decentralization. Public transit systems are not designed to service low density and scattered urban
areas that are increasingly dominating the landscape. The greater the decentralization of urban
activities, the more difficult and expensive it becomes to serve urban areas with public transit.
Additionally, decentralization promotes long distance trips on transit systems causing higher operating
costs and revenue issues for flat fare transit systems.
Fixity. The infrastructures of several public transit systems, notably rail and subway systems are fixed,
while cities are dynamical entities, even if the pace of change can take decades. This implies that travel
patterns tend to change and that a transit system built for servicing a specific pattern may eventually
face "spatial obsolescence".
Connectivity. Independence of public transit systems other modes and terminals poses difficulties to
transfer passengers from one system to the other. This leads to a paradox between the preference of
riders to have direct connections and the need to provide a cost efficient service network that involves
transfers.
Competition. In view of cheap and ubiquitous road transport systems, public transit faced strong
competition and loss ridership in relative terms and in some cases in absolute terms. The higher the
level of automobile dependency, the more inappropriate the public transit level of service. The public
service being offered is simply outpaced by the convenience of the automobile. However, changes in
energy prices are likely to impose a new equilibrium in this relationship.
Financing and fare structures. Most public transit systems have abandoned a distance-based fare
structure to a simpler flat fare system thereby discouraging short trips for which most transit systems
are well suited for, and encouraging longer trips that tend to be more costly per user than the fares they
DESIGN THESIS Integrated Transit Facility, Andheri 10 | V D A

generate. Information systems offer the possibility for transit systems to move back to a more equitable
distance based fare structure.
Legacy costs. Most public transit systems employ unionized labor that have consistently used strikes (or
the threat of a strike) and the acute disruptions they create as leverage to negotiate favorable contracts,
including health and retirement benefits. Since public transit is subsidized these costs were not well
reflected in the fare systems. The era of public transit as a welfare agency providing compensation and
benefits well above the qualifications and the productivity of its labor may be drawing to an end.
With all the problems and challenges described above, it is established that the increasing dependence
on automobiles has to be inversed and ways to facilitate usability of public transit systems making them
more user/ commuter friendly is imperative.
Public transit systems are to service low density and scattered urban areas just as they are to serve
centralized and high density locations. Therefore adopting a public transit system/ facility that follows
an appropriate hierarchy for people of all cross- sections of society seems to be a good start. The public
transit system should operate for high density of users and of national and international scale (airplanes,
trains), for medium density of users and of regional level or say district level (metros) and for low
density of users or for users commuting to places within the citys deep penetrating or spreading
branches (city bus, BRTS) and the taxis and auto rickshaws to suit for small distances.
Inspite of all these facilities in place where they are required, the problem lies in their lack of
coordination amongst one another. A single interchange that could take individuals to their destination
wherever it might be or at least to the appropriate mode of transport to take them to their destination
is the need of the times- present and future. This would also enable easy integration of information
systems thereby addressing the issue of financing and fare structure as well.
The proposal of an interchange offering multiple choices of transport mode would ensure connectivity
and independence of public transit systems from other modes. Also the trouble to commuters to travel
the distance from one terminal to another using private modes of transport (such as auto rickshaws,
taxis) along with its additional baggage of time in traffic and congestion and having to face all the
pollution once more can be dealt with.
Historically, movements within cities tended to be restricted to walking, which made medium and long
distance urban linkages rather inefficient and time-consuming. Thus, activity nodes tended to
be agglomerated and urban forms compact. Many modern cities have inherited an urban form created
under such circumstances, even though they are no longer prevailing. The dense urban cores of many
European, Japanese and Chinese cities, for example, enable residents to make between one third and
two thirds of all trips by walking and cycling. At the other end of the spectrum, the dispersed urban
forms of most Australian, Canadian and American cities encourage automobile dependency and are
linked with high levels of mobility.
[4]. Urban form refers to the spatial imprint of an urban transport system as well as the adjacent physical infrastructure.
The urban spatial structure shifted from a nodal to a multi-nodal character, implying new forms of urban
development and new connections to regional and global economic processes. Initially, suburban
growth mainly took place adjacent to major road corridors. Later, intermediate spaces were gradually
filled up. Highways and ring roads, which circled and radiated from cities favored the development of
suburbs and the emergence of important sub-centers that compete with the central business district for
the attraction of economic activities. As a result, many new job opportunities have shifted to the
suburbs (if not to entirely new locations abroad) and the activity system of cities has been considerably
modified. Different parts of a city have different dynamism depending on its spatial pattern. Two
processes having a substantial impact on contemporary urban forms are dispersed urban land
development patterns and the decentralization of activities
In the pre-automobile era, about 10% of the urban land was devoted to transportation which was simply
roads for a dominantly pedestrian traffic. As the mobility of people and freight increased, a growing
share of urban areas was allocated to transport and the infrastructures supporting it. Large variations in
the spatial imprint of urban transportation are observed between different cities as well as between
different parts of a city, such as between central and peripheral areas. The major components of the
spatial imprint of urban transportation are:
Pedestrian areas
Roads and parking
Cycling areas
Transit systems
Transport terminals
The automobile requires space to move around (roads) but it also spends 98% of its existence stationary
in a parking space where it remains economically and socially useless. The auto mobile was also
however a required condition for urban sprawls to take place.
However, now that the sprawls have taken place creating giants for cities, there is a dire need to
facilitate better means of travel than the automobile.
Basic data of metro cities around Vadodara and modes of transport to arrive to a city to study for
project viability was done.
The study was based on area, population, density of the city to estimate the demand of public
modes of transport. The modes of transport functioning and proposed in a city were used as an
indication for the gravity of need and use of the public modes of transport (See fig. 3).
[5]. Urban (spatial) structure refers to the set of relationships arising out of the urban form and its underlying interactions of
people, freight and information. It tries to evaluate to what extent specific urban structures can be achieved with specific
transport systems.

Figure 2: Map of India showing basic study of cities around Vadodara
Source: Created by author based on data from the Census of India 2011
Of the cities surveyed, Mumbai was chosen to study considering the fact that economy and life
in Mumbai have public transport as its spine. It is a city that has the widest network and range
of public transport modes from primary to feeder services as compared to the other cities
studied which majorly have only propositions of transit facilities. The theoretical premise to
attain the objectives and goal of the project ascertain that the site chosen have multiple modes
of transport functioning. Therefore, Mumbai seems to be the best call.
Moreover, even the people of Mumbai prefer travelling by public transport since the traffic
caps their idea of churning the wheels of their own vehicles. In- spite of a very efficient public
transport network in Mumbai, the state of public transport infrastructure is often quoted as
dismal.
The study of Mumbai as a prospective city for the project is therefore as follows.

Land area: 484 sq.km.
Population: 18.4 million
Density: 29, 650 ppl/ sq.km.
The capital city of the Indian state of Maharashtra, MUMBAI is the most populous city in India, second
most populous metropolitan area in India, and the fifth most populous city in the world, with an
estimated city population of 18.4 million and metropolitan area population of 20.7 million as of 2011. It
is also the wealthiest city in India, and has the highest GDP of any city in South, West or Central Asia.
Mumbai is the financial, commercial and entertainment capital of India. It is also one of the worlds top
ten centers of commerce in terms of global financial flow. It prides in generating 6.16 per cent of
countrys total GDP. It contributes 10 percent of factory employment, 25 percent of industrial
production, 30 percent of Income Tax collection, 60 percent of customs, 20 percent of central excise tax
collection and 40 percent of Indian foreign trade. [6]
Over the century, Mumbai has evolved from a primary fishing community to a cosmopolitan
economically vibrant city. The throbbing economic activity has attracted people from far and distant
places now making it a mix of diverse cultures and religions. As a result of rapid growth and economic
development, Mumbai has evolved into an economic hub of commerce and industrial activity related
services and tourism.
Mumbai is a major center for out- sourced work. The city also houses Indias Hindi (Bollywood)
and Marathi film and television industry.
While commerce and industry has driven development and therefore been the focus, hospitality and
tourism have thrived and are potential sectors contributing to the citys economy. With a very
competent infrastructure development in all fields such as health care facilities, the city has developed
as a seat of medical tourism and the decentralized framework supporting its development. Cross-
sectoral development and rising population has resulted in substantial construction activity which has
thrived on cheap labor due to ease of livelihood generation for semi- skilled population from within the
state as well as neighboring states. State and central government employees make up a large
percentage of the citys workforce. Mumbai also has a large unskilled and semi-skilled self-employed
population, who primarily earn their livelihood as hawkers, taxi drivers, mechanics and other such blue
collar professions. Mumbais business opportunities, as well as its potential to offer a higher standard of
living, attract migrants from all over India. The constrained land availability, limited housing stock and
affordability has resulted in tremendous urban sprawl.
Better transportation systems supported by the railway network and roads in comparison to other cities
has facilitated urban sprawl beyond the main city into suburbs and beyond the suburbs. The key driver
attracting population to Mumbai is its robust capacity to absorb, provide/ sustain livelihoods and
support its populace to comfortably associate and mix with the city.
[6]. www.mcgm.gov.in
This suggests that while Mumbai strives to maintain its economy, supporting infrastructure to make
distances do- able and socio- cultural sustenance emerge as the key issues which will need substantial
attention in ensuring a compatible Mumbai in the future.
Figure 3: Residential Urban Density

Source: Urban Age Cities Compared- LSE Cities
Residential urban density measures how many people live in relative proximity in cities, shown here by
the number of people living in each square kilometer of a 100 x 100 kilometers urban region. Residential
density is largely driven by topographical constraints, the location of public transport and other
infrastructure, but also by each citys inherited traditions of urban culture and development. As is
evident, highest density is observed in Hong Kong, Mumbai and Central areas of Istanbul and Shanghai
while a city like London has much lower density pattern. New York showcases a classic example of how
topographical constraints drive densities that rise to spikes in Manhattan and parts of the Bronx,
Brooklyn and Queens.

Figure 4: Travel patterns and modes adopted by people
How people travel within cities reflects the provision of public transport, local economic development,
climate and urban form. Public transport accounts for 40 and 50 per cent respectively of all trips in
London and Hong Kong, and 60 per cent of work trips in New York. In Hong Kong, nearly 45 per cent of
trips are made on foot which, together with high public transport rates, gives it the greenest modal split
of Urban Age cities in the developed world. A mere 6 percent of all trips are made by private car in
Mumbai. Non-motorized transport rises in less developed, dense cities: 45 per cent of trips are on foot
in Istanbul, and in Mumbai and Shanghai more than half are on foot or bicycle. Shanghai has
experienced rapid growth in public transport use, while cycling remains prevalent (despite having
dropped dramatically and being banned from some central streets). Even where there is a good metro
system, informal transport often dominates, reflecting a mismatch between travel patterns and
infrastructure as well as the relatively high cost of public transport. Therefore striking a cord of balance
between all of these becomes imperative.

Figure 5: Urban age cities compared
Behind the statistics of global city growth lie very different patterns of urbanization, with diverse spatial,
social and economic characteristics that dramatically affect the urban experience. In addition to
standard measures of population growth and density, the economy and transport use, data has been
assembled from a range of official sources on energy consumption and global CO2 emissions, allowing a
preliminary assessment of how these six world cities compare to each other on key performance
indicators.
Mumbai is predicted to grow the fastest. Close to a third of the residents of Mumbai are under the age
of 20. Moreover, Mumbai is the densest city amongst the six cities with a good proportion of people
walking or cycling and a good Rail Network System length. It is also noteworthy that the car ownership
in this metropolitan is least. Even the people in Mumbai prefer public transport to private vehicles
owing to its efficiency. However, the state of public transport infrastructure is dismal in most scenarios.
People choose to use the dinghy (in some cases) public transport because due to lack of other means
and in some cases only because they dont have time to spare in the traffic. A better infrastructure in
this sector can definitely attract more users and benefit the economy, the environment and the users.
It therefore indicates in all good measure that Mumbai has all the potential to function better with
better public transport facilities considering the patterns indicated above and is in dire need of the same
being the third most populous city of the six cities (See Figure 6).
World Comparison facts and figures from Urban Age Cities by LSE Cities (an international center supported by Deutsch Bank)
The majority of Mumbais population is educated up to secondary level. About 14% have a college or
university degree, and around 30% have a school level below primary (elementary school).
Although security does not necessarily mean murder rates, in those terms, Mumbai where there are 2
murders for every 100,000 residents is as safe as London, and safer than New York, which sees 7
homicides for every 100,000 residents.
Due to the geographical spread of the population and location of business areas depending on various
economic affordability and cultural reasons, the rail network is the principal mode of mass transport in
Mumbai. The buses, para- transit and now the metro serve as feeders to the vast number of people
commuting daily in this mammoth city.
Chart 4: Conclusive summation- Study of Mumbai city

Source: Created by author based on Urban Age Cities compared- LSE Cities and Understanding
Mumbai- Indias biggest city in a Global context blog

Distributing resources in an inclusive manner will be highly important if divides between slum-dwellers
and those with a higher standard of living are to become less extreme. Investments in infrastructure,
services and transport for the metropolitan area should be a priority, as should avoiding excessive
gentrification. [7]
Implementing transport infrastructure and organizing mobility while sustaining a strategic vision for
development of the city is one of the most critical pressure points of urban governance in Mumbai.
Access to the city is not a mere question of modal choice. In Mumbai, it dictates location, proximity and
daily routines more than in most other cities, particularly for the urban poor. The enormous value
attached to city access is expressed by the compromising living conditions.
City access further relies on a high degree of urban mix. The fine-grain topography of urban
environments cater best for the enormous need for constant exchange, not least due to physical
proximity allowing for inexpensive and flexible non-motorized travel. In India the poor need to live close
to the rich. However, higher housing standards, whether in terms of living space or amenities, are
traded for ease of access. Ironically, centrally located informal dwellers are often re-located to allow for
new transport infrastructure, further increasing the overall demand for mobility. Each family will be
offered a 20 m2 apartment at no cost. However, the new housing units built at the fringes of the city do
not reflect any of the cultural and professional requirements of those being resettled. And the long and
expensive trips to the centers of urban activity have deprived them from city access.
The latest plans for the city assumes that the total population within the metropolitan region will
increase to 34 million by 2031. Within 25 years, an additional 12 million people will need to navigate the
citys territory. Strategic planning for the location of homes, jobs, retail and other activities will end up
as the single most significant transport strategy. Of similar importance will be the recognition of the fine
grain, mix-use urban legacy that has made Mumbai such a unique mega city. Mumbai has the one-time
opportunity to merge a strategy that improves the standard of living while maintaining its valuable
compact urban form.
[7]. Understanding Mumbai: Indias biggest city in a global context by Nina Izabal
From Andheri, Western line and Harbor line operate. Andheri station also has metro and bus depots
functioning in its immediate vicinity.
Figure 6: Mumbai suburban rail network map

Source: mapsofindia.com

Andheri station is the busiest railway station after Dadar on Western line. It is also the most crowded
with a daily ridership of 6.05 lakh which is approximately 9.5% of total ridership in Mumbai. Both
Western and Harbor line operate at the railway station making it a source station for commuters using
any or both of these lines. Along with Metro and BEST Bus Depots, the station has the potential to be
developed into a single transit interchange. Additional 8000 commuters are anticipated to enter Andheri
station at peak hours due to Metro. Most passengers planning to change trains at Dadar from Western
line are now likely to alight at Andheri. A lot of land value is attached here compared to other suburbs,
rendering it a high profile.
The key words arrived at through all the studies in the preceding chapters summed up with the current
chapter are magnitude, complexity, importance and gravity all of which are to be borne in mind while
designing.

Purpose of Study
The purpose of the study is to derive the percentage distribution of areas of each kind and parking
according to the number of users and to identify the design issues to address having understood the
strengths and shortcomings of the cases.
Vashi railway station is the gateway to Navi Mumbai. Located on South of Sion- Panvel road, it caters to
passenger demand of Vashi node, number of commuters being 1, 02,000. The commercial complex has
been converted into international info- tech park in collaboration with Software Technology Park India
(STPI). There are seven commercial blocks, rising five storey above the deck level. Shops are proposed
on the deck level.
LINE: Harbor line

Number of platforms: 5
Number of tracks: 4
Structure type: Standard on ground station- Commercial above
Caters to: Two corridors- 1. Mankhurd- Belapur
2. Thane- Turbhe- Vashi
Number of commuters: 1, 07,000 people per day
Total built- up area: 75, 190 sq.m.
Railway area: 4,810 sq.m.
Commercial complex area: 70, 380 sq.m.
1. Total area: 70, 380 sq.m.
Chart 5: Vashi station, Percentage of
2. Office premises: 60, 702 sq.m. built up area
3. Shopping arcade: 9, 678 sq.m. Source: Created by author based on data
4. Service towers: 12 from www.cidco.maharashtra.gov.in
Concrete beam and column frame structure has been used at Vashi station.
Slab type: Ribbed slab in Concourse and grid slab over platforms as per spans required for both the
spaces. A grid of twin columns is used to take the slab above.
Figure 8: Vashi station, Transverse section Figure 7: Vashi station, Longitudinal section spot
Showing subway, platforms and deck a/w tower profile Showing structure- slab and span
Source: Created by author on site Source: Created by author on site
Figure 9: Vashi station, Parking plan
Showing allocation of parking space for different users
Source: www.cidco.maharashtra.gov.in
Figure 10: Vashi station, Access plan

Showing access for different modes to understand conflicts if any
Source: www.cidco.maharashtra.gov.in
Belapur railway station complex is the largest among the commercial complexes in Navi Mumbai. It is
located in the CBD (Central Business District). It caters to the passenger demand of CBD- Belapur node,
number of commuters being 65,000. Office premises are provided above deck level from 3rd floor to 7th.
The office complex is attached with a sprawling shopping arcade located at ground and deck level.
LINE: Harbor line

Platforms: 4
Tracks: 4
Structure type: Standard on ground station- Commercial above
Caters to: Two corridors- 1. Mankhurd- Belapur- Panvel
2. Nerul- Belapur- Uran
Number of commuters: 65,000 people per day
Total built- up area: 1, 16, 123 sq.m.
Railway area: 22, 625 sq.m.
Commercial complex area: 93, 498 sq.m.
1. Total area: 74, 632 sq.m. Chart 6: Belapur station, Percentage of
2. Office premises: 3, 450 sq.m. built up area
3. Shopping arcade: 5, 416 sq.m. Source: Created by author based on data
4. Service towers: 10 from www.cidco.maharshtra.gov.in
Concrete beam and column frame structure has been used at Belapur station. A grid of primary beams:
13m X13m and that of secondary beams: 2.5m X2.5m has been used to attain the large spans required
for the station concourse and platforms. The slab type implemented is concrete waffle coffer slab.
Figure 11: Belapur station, Spot section

Showing relative volumes and spanning
Source: Created by author based on data from www.cidco.maharshtra.gov.in and on site
observations

Parking has been studied to identify
the percentage share provided for
each kind of parking both public and
private.
Figure 12: Belapur station, parking plan

Showing allocation of parking space for different users
Source: www.cidco.maharshtra.gov.in
Parking has been studied to

understand how the commuters and
visitors are directed through design
and their movement pattern to
identify conflicts if any.
Figure 13: Belapur station, Access plan

Showing access for different modes to understand conflicts if any
Source: www.cidco.maharshtra.gov.in
Peripheral movement of vehicular traffic is
designed thereby minimizing pedestrian-
vehicular conflicts.
Figure 14: Movement pattern

Source: Created by author on site
Parking is under active natural surveillance due

to pedestrian activity and movement around.
Figure 15: Sectional zoning

Concourse as buffer between road and

platforms helps against traffic problems/
congestion. Though the concourse is split to
reduce congestion, it is connected for
convenient circulation.
Figure 16: Spatial hierarchy


Design makes way finding easy. A legible design
that guides its users on its own is very essential
in a public place such as the railway station or
any transit interchange.
Figure 17: Connection diagram

Subway and station requires artificial lighting at

all times and still remain dark.
Difficulty in use for people with physical disability

(handicapped and old) is observed.
The closed structure of the platforms causes the

announcements to echo.
Figure 18: Inside Vashi station

Mix of station and non- station users. For access to upper levels commercial lifts are very legible to
everybody and control is required to make sure only commercial users enter the towers.
Staircases are indirect thereby being used by acquainted users only.
Minimize pedestrian- vehicles conflict.

Less travel from parking to platforms.
Park in day light, natural surveillance.
Reduce congestion- Split concourse, provide buffers.
Way finding- Legibility and connectivity.
Natural light and ventilation.
Handicap accessibility.
Segregate commercial and station users.

Purpose of Study
The purpose of study is to identify user typologies and to relate user typologies to the programs evolved
in different contexts and design manifestations accordingly.
Denver serves as a primary intersection of transport modes and corridors serving the region and the
state. Therefore, it is safe to assume that the core functions for Denver station and the proposed project
at Andheri can be relatable.
The purpose of study is to identify the primary user typologies to cater to and to derive general
guidelines for design.
The vision with which the station was conceptualized was to transform the historic station into a multi-
modal transportation center. Multi modal concept to bring transportation modes together with logical,
safe and convenient transfers in an exciting setting to provide a stimulating environment for public
activity and economic vitality.
1. DAILY COMMUTERS:
Commuters should be able to move smoothly and efficiently through the station towards gates
for light rail and bus connections. Facilitate people to be able to carry home fresh produce from
specialty markets in the station.
2. COMMUTERS VISITING OCCASSIONALLY TO NEIGHBORHOOD:
On site bike station outside the historical station to facilitate commuters ride to the place of
purpose in the neighborhood.
3. FROM NEIGHBORHOOD:
Neighborhood residents drop by the train room to meet friends at restaurants. Shopping is
another attraction to people in the neighborhood.
4. LONG DISTANCE TRAVELLERS
Long distance travelers should have adequate waiting facility along with areas and activities to
pass time. Also restaurants, cafeterias should serve these commuters.
[8]. All data taken from references mentioned in REFERENCES section

The design guidelines based on above study of Denver station in Colorado, USA are as follows:
Create a grand arrival and circulation space that connects the major transportation modes on
site. (See fig. 23)
Provide shelter from weather while keeping the area light and spacious (See fig 24).
Allow for ground- level retail opportunities to further enhance the vitality of the space.
Encourage pedestrian access to structures and uses along public streets, sidewalks and plazas.
Define public space- facilitate pedestrian traffic- legibility crucial.
Maintain sky exposure through transparency and minimal structures (See fig. 24).
Complement and respect the historic scale and character of Denver Union Station (See fig. 25).
Figure 19: Denver Union Station master plan

Showing the transport modes in the existing
neighborhood setting
Source: www.denverinfill.com
Figure 20: Denver Union Station Platform

Showing light structure, exposure to sky inspite of
protection from weather
Source: www.denverinfill.com
Figure 21: Denver Union Station view

Showing ICONIC nature of the building with its historic
value blended with modern design amidst an existing
setting
Source: www.denverurbanism.com
Based on above study and the existing relatable scenario on site, the following issues to address have
been identified:
Pedestrian circulation and access.

Vehicular circulation and access.
Parking for private and para- transit vehicles.
Public circulation space to be well defined and welcoming in nature with required
amenities (See fig. 30).
Signs and way finding to make movement for commuters easier.
Architecture encompassing urban design elements as well.
Scale and detail with respect to structure.
Materials used for construction.
Safety and security.
Figure 22: Denver Union Station schematic plan

Showing how public open spaces should form a legible,
cohesive and inviting series of connected public spaces
linked with major pedestrian corridors.
Figure 23: Denver Union Station sectional view

Showing bus terminal below ground level and entrance to
the station on ground level

Berlin station is the largest and the most modern interchange station in Europe.
The purpose of study is to identify the major components of Program and to identify the major design
elements and the responses required.
The philosophy behind the making of the station is efficient use of materials and the simple recognition
of transfer of structural loads; simplicity in regards to a minimalist and honest structure. A clear
emphasis is on portraying the structure as is and in the process provide for an outstanding design and
construction.
TOTAL AREA: 1,16,500 sq.m. (excluding platforms)

Rail transport: 21,000 sq.m.
Shops and restaurants: 15,000 sq.m.
Office space buildings: 50,000 sq.m.
Bridge functional
Purposes of the railway: 5,500 sq.m.
Parking: 25,000 sq.m. Figure 24: Berlin station percentage areas
Source: Created by author based on data from
www.wikipedia.org
Ceilings of all levels are equipped with large openings, allowing day light to penetrate as far as the
underground platform levels (See fig. 29). The station has railway tracks on two levels, running
perpendicular to each other. The level between them is dedicated to entry and exit from the building
and shopping.
Figure 25: Berlin station sectional 3D

Showing key design features
Source: www.berlin.de

Lobby entry: 4.7m high
Roof: 23 steel trusses support a roof arch 16m high and 57- 68m wide.
Roof is a giant dome of 20,000sq.m. consisting 11,800 glass panels (See fig. 31).
Steel cables are used to support and secure the roof against wind and weather.
Services:
Ventilation tower, solar panels among the glass ceiling, 54 staircases, 43 lifts, 6 panoramic lifts.
Figure 26: Berlin station

internal view
Showing key design features
Figure 27: Berlin station internal view- Roof

Showing intermediate solar panels in a curved glass roof
Figure 28: Berlin station internal view- Structure

Showing minimalist structure with no attempt to conceal
thereby rendering it a modernist approach

DENVER is a multi modal transport center in a historic context where public activity is to be induced to
make the place more vibrant and economically thriving.
BERLIN is in a usual metro city setting where the program is merely aimed at convenient mobility and
economic vitality.
BOTH the stations are iconic to highlight the scale of the place and the importance of the station.
While Denver has an elaborate program for transit- oriented development given its context and
intention, Berlin is a smaller program with railway and limited commercial facilities.
BOTH DENVER and BERLIN arrive at a design that guides the commuter to the transport mode through
an array of the commercial retail facilities (See fig. 29). The transport modes have been integrated
through plazas, passages, or vertical connections or all of these. Specific attention has been paid to
volumes and proportions of spaces with respect to the commuters and scale of the project. Natural
LIGHT along with protection from weather governs the basis of design. The structure is not hidden from
the visitor and is in fact used to add to the aesthetic of the building. Attempt has been made in the
BERLIN station to save resources and use suns light with solar panels.
Along with the observations, the following have to be kept in mind:
Understand the context and its requirements to arrive at the program. Buildings such as the station are
the identity of an area and therefore are best iconic in nature. Incorporate features to make sustainable
design. Material such as glass which may work well in Berlin will not work well in the Indian context-
Make design climate responsive.
CLIMATE
RESPONSIVE
CONTEXTUAL
SUSTAINABLE
Chart 7: Design concerns (from case studies)
Source: Created by author as per inferences and
MAKE DESIGN observations from case studies

SITE: ANDHERI STATION
KEY PLAN
The key plan of Andheri station area shows the railway tracks, the
East and West Bus Depots and the Metro along with other built
and un- built in the surrounding including the skywalks and the
flyover bridges. The key plan gives a rough idea of the mass and
void, the figure ground and makes clear the overall nature of site.
Figure 29: Andheri Station key plan

Showing the E- W bus depots, the railway station and the Metro in a
broad context
Source: Google Earth
LAND USE
Commercial enterprises surround the site with residential land

use further away from the site.
Increasing requirement of office space around station makes
commercial intervention viable. The provision of pubic, semi-
public land makes clear the need for such interventions.
MAGNITUDE [9]
Busiest railway station after Dadar on Western line, Andheri

station is the most crowded with daily ridership of 6.05 lakh
=9.5% of total ridership in Mumbai. The No. of commuters at
peak hours at present =11,500 and estimated after Metro
flourishing =24,500. An additional 8000 commuters are
estimated to enter Andheri station at peak hours due to Metro.
Figure 30: Andheri station area land use plan

Source: Inventorization of open spaces and water bodies in Greater
Mumbai for MMR- EIS Final Report- K ward
[9]. www.freepressjournal.in
CLIMATE
Figure 31: Andheri climate data

Source: www.weathersparks.com
Based on data availed from the above mentioned source, the climate in Andheri is Warm and Humid.
While sunlight available for most of the day, it is best to make optimum use of natural light instead of
artificial lights. The temperature usually remains in/ or around the comfort zone though high humidity is
an issue to cater to. It is therefore essential to facilitate air movement. Keepin in mind the wind direction
for maximum time of the year openings for cross ventilation and air movement should be in East- West
or S/W- N/E.
Based on climate, ie, warm and humid the following design considerations have to be borne in mind
while designing.
Open elongated plan shapes should be used to allow cross- ventilation. Such rooms may be accessible
from open verandahs or galleries, which also provide shading.
Make window openings as large as possible while also using shading devices to block the sun and allow
maximum light and ventilation. In the external spaces use trees and planting for shading. Pergolas and
light framing should be covered by climbing plants. [10]
[10]. Source: Manual of tropical Housing and Building: Climate design

COMPLEXITY AND SCALE
Figure 32: Andheri station existing site 3D

Source: Created by author based on site observations and study
The 3D simulation in figure 40 of the existing scenario at and around Andheri station shows the existing
connections between the three modes of transport. It is a labyrinth of activities all so vital and yet so
disorienting.
All the facilities that are present are scattered and slightly difficult to find. The movement is not clearly
guided through design as of now and a visitor has to stop at points, keep inquiring and find out.
Moreover, the facilities nature commands a scale but the existing buildings seem to merge with the
context. No magnanimosity or iconic nature is visible to a visitor from a distance.
PROXIMITY AND ACCESS

To understand the proximity
between the different modes
distances between facilities have
been studied as under:
East- West ticketing 143 m

Bus depot and railway 82 m
ticketing (Both East
and West side)
Metro to West ticketing 280 m
Metro to East ticketing 300 m
Apart from Metro, all facilities
come in a 150 m. radius from the
center of the station.
Figure 33: Andheri station- Proximity and access Table 1: Distances between facilities
Source: Created by author based on site observations & Google Earth image Source: Created by author based on site study
GEOLOGY [11]
WATER TABLE LEVEL

5m. below ground level
Hence, going below the ground to build may not be a very good option.
SOIL TYPE Black soil

Bearing capacity Moisture content
Hence, Black soil has poor bearing capacity.
SEISMIC ZONE III

SEISMICITY: Moderate
Hence, special earthquake resistance not required.
I.COMMUTERS
Figure 34: Andheri station
Issue 1
Source: Created by author
based on site study and
observations
LEGEND
II.VEHICLES
Issue 2
observations
LEGEND
[11]. Source: www.imd.gov.in

III.HAWKERS
Issue 3
observations
LEGEND
The issues 1, 2 and 3 as shown in figures 39, 40 and 41 respectively have been identified and listed to be
able to derive a relevant program for the site as the site demands with a clear understanding of the
gravity of each problem.
All different modes of public transport are handled by different bodies: Western Railway for Railway
station, MMRDA and MMOPL for Metro and BEST buses causing a general lack of planned integration
between the modes and between the modes and the neighborhood.
On superimposing I, II, III, the existing scenario

emerges to identify what remain of the facilities
provided. (See fig. 42).
People who need to use only transport modes as

the interchange are forced to come to the roads
unnecessarily which coupled with the vehicular
traffic causes immense vehicular- pedestrian
conflicts. All the facilities (Bus, Rail, Metro) are
not accessible from one decision point.
Owing to the absence of a single decision point

way finding is also difficult. Entries are
Figure 37: Blow up at spot a
Source: Created by author (Refer figure 41)
inconspicuous due to Hawkers and vehicles (Parked and cruising). There is also no defined pick up and
drop off point. There is no parking facility for commuters for long duration or even for short duration.
Moreover there is no dedicated taxi/ auto rickshaw stand causing even more congestion and traffic
problems.
ASSETS
Western and Harbor line operating connect North to South, Metro connects East to West and Best buses
serve as feeder services.
- PUBLIC VITAL INFRASTRUCTURE
The site is only 8kms from Chhatrapati Shivaji International Airport.
Site is a complete transportation complex thoroughly utilized at peak hours.
A lot of travelers, shoppers, tourists and youngsters with maximum office workers visit here on a daily
basis.
- WIDE CROSS- SECTION OF USERS
CHALLENGES
The site's LONG AND LINEAR SHAPE which works for the basic transportation needs, the configuration
poses challenges to the programs of integrating the transportation modes and development in general.
The site is a SPACE CONSTRAINED PARCEL surrounded by existing and planned street and development
infrastructure.
LEGIBILITY
PARKING
Lack of infrastructure to cater large numbers of people such as concourse, pick up and drop off points,
etc.
POTENTIALS
The site can be developed into an efficient urban area which complements the rate of URBAN GROWTH
of the area.
The Railway Authorities are also planning remodeling of the railway station.
Due to the limited size of the footprint, the nature of the existing transportation and development
infrastructure, and the type and extent of new facilities needed the site's transportation improvements
would have to be configured on MULTIPLE LEVELS.
THREATS
CHAOTIC PROLIFERATION of mobility solutions worsened by the para- transit modes.
PARKING ISSUES and HAWKING added with the VEHICULAR- PEDESTRIAN CONFLICTS cause immense
CONGESTION.
CRUISING
Underused spaces such as under foot- over (N) and auto rickshaw deck remain deserted encouraging
activities.
Lack of sense of ownership for public infrastructure.

TRANSIT FACILITIES
PROBLEM OBJECTIVES ACTIVITY USERS AREA NATURE OF SPACE
IDENTIFICATION
POOR INTEGRATION Make travel by Single decision 24,500 people 22800 m2 Main congregation
(12)
OF ALL TRANSPORT public transport point of access for at peak hrs space contiguous with
FACILITIES easier and less all modes. all main entry gates
2
-People who need to gruesome. -Unreserved 90 m + and platforms
use only transport ticketing area circulation offering clear routes
modes as the booking window + to different transport
interchange are queuing modes with no
forced to come to the -Reserved 90 m2 + obstructions in public
roads unnecessarily. ticketing area circulation movement.
-Immense vehicular- -Unreserved
pedestrian conflicts. waiting area
-All the facilities (Bus, -Reserved waiting
2
Rail, Metro) not Normal 85 ppl 150 m
accessible from one Air conditioned 30 ppl 50 m2
decision point. - Luggage room 140 m2
-Station Info. 15 m2
Center
- City Info. Center 15 m2
-TVMs, ATMs, 22, 5, 3 12 m2
Charging stations
- Public toilets
Male, Female,
Disabled
LEGIBILITY Ensure safe, A single physical 6.05 lakh ppl Allow visual
-Decision point reliable, envelope in terms per day permeability
absent comfortable of movement, everywhere and block
Way finding difficult access. waiting and physical permeability
-Entries information to guide movement.
inconspicuous due to availability.
Hawkers, Vehicles
(Parked and cruising)
-No pick up and drop
off point
2
PARKING Eliminate parking PARKING 6.05 lakh ppl/ 25000 m Sufficient light and
(13)
-No parking facility on road and day ventilation along with
for commuters for reduce cruising to Cars 9250 m2 visual surveillance to
long duration, lessen congestion 2- wheelers 7500 m2 prevent it from
short duration significantly. Auto rickshaw 200 m2 becoming crime
-No taxi/ auto Taxis 75 m2 prone.
rickshaw stand.
[12]. Survey by Delhi Metro Rail Corporation

[13]. Manual of Standards and specifications for railway stations
Efficient station ADMINISTRATIVE
administration DEPT.
-Station 1+ visitors 150 m2
superintendent
-Station master, 1+ 1+ visitors 150 m2
clerk
2
-Data logger's, 2 150 m
Relay, Axle, Cable
room
-UPS rooms 3 60 m2
-Section enginers 1 Sr., 1 Jr. 150 m2
-Pantry 40 m2
-Meeting room 75 m2
SECURITY To keep a check a) Security
on every entrance
2
movement to - Security check 40 m
ensure safety and booth
security to the - Security office 40 m2
large number of -CCTV 80 m2
people in this surveillance
dynamic place. &BAMS control
room
b) Luggage 50 m2
checking room
2
FOOD COURT FOOF COURT 3300 m
Table 2: Program for Transit facilities
Source: Created by author based on study and observations from above chapters
COMMERCIAL FACILITIES
PROBLEM ID OBJECTIVES ACTIVITY USERS AREA NATURE OF SPACE

INCOME -To allow cross- OFFICE SPACES 7600 ppl/ 50000 m2 Long spans with long
day(14)
(15)
GENERATION subsidization and term flexibility in use
income allowing iterative
generation development.
-To encourage OFFICES 45000 m2
territoriality, 2
OFFICE ATRIUM 3000 m
natural PARKING 5450 m2
surveillance, including
activity support following
-Mixed use and
activity oriented circulation
program 4- wheelers 3150 m2
2- wheelers 2300 m2
OPEN TERRACE A buffer between Hangout spaces Following Vegetation and

There is little open the transit and more informal spaces with
space in offices for facilities and Inside sitting changing levels and
people to take a offices that serves -Restaurants 2 for 35 ppl 225 m2 volumes.
break or de stress as common space each each
2
after office hours. should be good. -Cafeteria 2 for 25 ppl 70 m each
2
each
[14]. As observed on an average per m of space
[15]. As percentage of built- up derived from case study- Berlin station
-Coffee delly 25 ppl 320 m2
-Book center 15 ppl 250 m2
2
Outside sitting 200 ppl 3785 m
SERVICES
-Toilets(16)
Men 1 WC /25
1 urinal/20
1 basin/25
Women 1 WC/15
1 basin/25
Table 3: Program for Commercial facilities
Source: Created by author based on study and observations from above chapters
TOTAL AREA (Carpet area): 1, 34,000 m2
Figure 38: Program percentage of built up

Source: Created by author based on case studies, site study and observations
Legend
Figure 39: Program hierarchy diagram

Source: Created by author based on case studies and general observations
The program hierarchy diagram is intended to indicate the hierarchy in terms of required legibility in
design for a commuter or visitor in the premises to make way finding easy.
[16]. As per National Building Code 2005 guideline

Based on observations and lessons learnt from case studies, both physical and through the internet, the
following design concerns were arrived upon. These are general concerns for such a project to make it
utmost viable and interesting.
MODULAR LEGIBILITY SPLIT LEVELS- Change in volumes break

monotony inside
STRONG CONNECTION WITH SEPARATE ACCESS (Here BREAK MONOTONY (Outside)

OUTDOOR+ Open plan through vertical circulation) STRONG IDENTITY
Figure 40: Key design concerns (From case studies)

Source: Created by author based on case studies
Providing a direct link creates more efficient transit routing.
Figure 41: Transit routing

Source: Report- Design of Multimodal Transport Networks- A hierarchial approach

DESIRED CIRCUIT DIAGRAM
Based upon the modes of transport

involved at site chosen, i.e., Andheri in
Mumbai, four circuits are obtained.
Resolving the independent functioning of
these circuits while integrating them in
functions or overlapping movement paths,
the circuit diagram is made.
Chart 8: Desired circuit diagram

Source: Report- Design of Multimodal Transport Networks- A hierarchial approach
Schematic diagram of site showing

prominent wind direction and the sun
path to ascertain design decisions as
blocking the suns harsh light in South
while facilitating cross ventilation and air
movement in East- West direction. The
present access to site hints towards
favorable zoning.
Most importantly the diagram is to bear

in mind the transport modes to be
integrated while facilitating the above.
Decisions as to which buildings on the

site to retain or remove are taken in a
later stage.
Figure 42: Design decisions (i)

Source: Created by author based on site study and observations

NATURE OF SITE
A very linear configuration of site with the railway tracks and the existing infrastructure around the site
leaves little room to incorporate the entire program and facility on ground. The high land value that
actually renders the site a high profile suggests making optimal use of the land by exploring space above
and below ground.Considering the fact that building underground at this station bustling with so much
activity and and water logging situations in monsoon, building too much underground is an issue.
Chart 9: Design decisions (ii)
based on site study
CLIMATE
Since physical comfort of people inside a building depends immensely on how climatically responsive a
building is to its environment, climate has been used as a key governing the roof and shading devices to
make the building climate responsive along with decisions to control and stimulate ventilation and
natural light.
Chart 10: Design decisions (iii)

based on climate concerns and
design considerations (pg 39)
USERS
Considering the large

number and type of users, it
becomes imperative that
their movement be
channelized and not
restricted directly to reduce
cross flows and conflicts
while enhancing mobility
and movement in general.
Chart 11: Design decisions (iv)

Source: Created by author based
on case studies and observations

PROXIMITY
Connections in terms of proximity as to
which functions to have separate access
more so when they are essentially in close
vicinity have been considered
schematically. Later the hierarchy of
functions in terms of their categories as
core, ancillary and peripheral functions is
then established. Bearing in mind the
required proximity, the hierarchy diagram
further leads to a spatial organization
connection diagram to methodically
categorize these functions further in
terms of hierarchy, proximity and arrive at
most appropriate organization set-up.
Activities and functions are grouped here
to assist in space making for example at
Chart 12: Design decisions (v) different levels while connecting them
Source: Created by author based on observations with shared facility or services. For
SPATIAL ORGANISATION example, the entry to the station and
concourse is a shared service here. The
spatial organization surpasses the notion
of core, ancillary and peripheral and gives
way to a project specific grouping of
activities.
HIERARCHY
Chart 13: Design decisions (vi) Chart 14: Design decisions (vii)
Source: Created by author based on case studies and Source: Created by author based on case studies and
observations observations
LEVELS
Figure 43: Design decisions (viii)

Source: Created by author based on observations, site constraints and user typologies
Resolving the physical connections in the existing scenario between the transport modes requires
connecting at different levels: Upper ground, at ground and below ground level. (1) to (5) in figure 59 is
the steps that determine the final connections between the transport modes for efficient movement of
commuters and non- commuters (people only moving East- West) without interfering with the
functionality of the transport modes.

The bubble diagram is a tool to plan the design and develop strategy. The bubbles have been used to
represent different kinds of spaces in plan, varying in shape to represent features of greater or lesser
importance and size. The bubble diagram creates a rough sense of flow which is used to develop a more
refined plan.
Having resolved connections for

proximity, hierarchy, spatial
organization and in between the
transport modes at levels, to establish
what spaces are to be connected
directly or directly and which spaces
require buffer or transition spaces a
series of bubble diagrams was made.
The one on the left is the final bubble
diagram that gave way to the final
design. Decisions such as where
vertical circulation elements will be
required have also been taken at this
stage. It is noteworthy that activities
that aid functioning being together
have also been grouped and bound in
the bubble diagram itself.
Figure 44: Design decisions (ix)
Source: Created by author based on inferences from all of above
The concept is simply an idea with

which the building is designed. In this
case, working on the design concerns
mentioned above the concept came
down to the expressions shown here.
The focus is on the relationship of the

concepts central to the topic. How
things will work is detailed out during
the next stages of design.
Figure 45: Concept as an idea

Source: Created by author based on instinctive perceptions
An entire process as shown in figure 62 has been carried out to develop the conceptual idea to manifest
into the final design.

With the concept of instilling a feeling of awe to design the transit facility that makes commute less
gruesome and that of penetration of light to the platforms while making use of air space, the crudest
idea is depicted in figure 47.
Here light penetrates to the
lowermost level, i.e., station
platform level. While at it,
exploration with roof seems
possible and yet the building looks
monotonous as of now. The
buildings height and context also
arise as areas of concern.
With these concerns the next stage

(See figure 48) was arrived at
which was further refined as
Figure 46: Process diagram 1 shown in figure 49.
Source: Created by author based on learnings from stages above
and guidance from faculties
Figure 48: Process diagram 2

Source: Created by author based on learnings from stages above and guidance from faculties
Considering climate and context,
it became a conscious decision
to create terraces and shade
where possible by the use of
greenery. The presence of
different users in the program
commanded that separate
functions be put on separate
levels to separate the accesses.

In order to allow cross
ventilation in the hot and humid
climate of Mumbai, the East and
West building have been treated
as one and punctures in built
mass instead of a wall have been
used. The East side has more
terraces to allow good sunlight.

Another issue identified is the

absence of a direct link between
the East and West depot without
having to enter the station
premises. The existing link is a
long route for pedestrians,
therefore the East and West bus
depots have been treated as
magnets with a connecting
subway that houses hawkers
thereby resolving the issue of
hawker encroachment as well.
The commuters become
customers for the hawkers and
overall this induces activity in the
subway


METRO
PROPOSITION
EAST BUS DEPOT
EXISTING CONTEXT
RAILWAY LINES
Figure 51: Concept model

The blue arrows in figure 52 indicate the expected air flow through voids in masses to allow cross
ventilation. The cut- outs in the center where only the foot- over bridges are visible are to facilitate
penetration of light to the platforms on ground level. The receding profiles are supposed to harbor
gardens and spaces of the like in the East and North. On the South, the receding is done to block the
harsh sunlight.
The final design is only a refinement of the core concept and the decisions taken in the preceding
chapter. It is noteworthy that the decisions in the previous chapter are strictly based on site and case
studies as interpreted and understood by the author.
Apart from the transit facility, the commercial facility that has been developed as part of the program
has been connected through a public plaza on the first floor level. This level acts as a buffer between
the transit facility and the offices accommodating all kinds of visitors and users with its restaurants,
cafeterias, book store and other public art that trigger interaction and activity.
Figure 52: Part plan first floor level

Showing cafeteria and book store with levels to make the space interesting

Figure 54: View on first floor Figure 53: Part plan first floor level
Showing chess alongside path of movement Showing chess, scrabble and garden alongside path of movement
Source: Created by author Source: Created by author based on observations
The upper ground level that serves as the concourse for the station and provides a single decision point
for the commuters to choose and go to their modes of transport has been designed to allow passengers
to move freely while looking and engaging themselves in activities (if they should want to) along the
path of movement.
For example, figure 56 shows a bridge
connecting the East and the West.
This one bridge intentionally doesnt
have vertical circulation elements to
allow completely hassle free
movement from East to West.
However, along the path of
movement, niches have been created
to house activities like food stalls and
book stalls that are so essential to
most commuters. Waiting in
cantilevered niches allows the
commuters to also keep an eye on the
arriving and departing trains on the
ground level. All that said and done,
there is no hindrance along the clear
path of movement.
Figure 55: Bridge connecting East- West on Upper ground floor level
Reserved ticketing and unreserved ticketing have been separated completely with unreserved
ticketing right at the points of arrival on the concourse at the upper ground level and the reserved
ticketing has been kept secluded from the pandemonium of activities of the regular commuter. Food
court required on the concourse level has been provided as a split level to allow a separate space for
its specific users.
No high walls for partitions or other structures have been used to facilitate unrestricted vision across
the facility and thereby make way finding easy.
The roof used has been designed to depict the dynamism related to transit and Mumbai city itself as
part of the concept. The roof is designed to allow light to penetrate to the ground level where the
platforms are and yet provide shade from weather.
Moreover, the harsh south light has been attempted to block by the use of cantilever and vegetation.
The vegetation should serve to block the harsh light and the heat both.
For detail drawings of the above please refer appendices.

Final Drawings

Figure 56: Slab detail
Showing detail of the slab zone with
column- beam junction
Figure 57: Roof end junction

Showing detail of termination of curved
roof in gutter and connection of the same
to building
Figure 58: Slab detail (with vegetation)

Showing detail of the slab zone with
constituent layers
Figure 59: Faade detail
Showing detail of fixed glass facade
Source: Created by author based
(n.d.). Retrieved from mapsofindia.com: http://www.mapsofindia.com
(n.d.). Retrieved from www.imd.gov.in.
Adarkar associates. (2012). Inventorization of open spaces and water bodies in Greater Mumbai for
MMR- EIS Final Report- K ward.
http://architizer.com/projects/berlin-central-station/. (n.d.).
http://archrecord.construction.com/news/2014/04/140401-Denver-Union-Station-is-a-Game-
Changer.asp?WT.mc_id=rss_archrecord. (n.d.).
http://denverinfill.com/blog/2010/05/union-station-plan-light-rail.html. (n.d.). Retrieved from

www.denverinfill.com.
http://denverurbanism.com/2011/05/historic-station-reuse-denver-union-station-redevelopment-
team.html. (n.d.). Retrieved from www.denverurbanism.com.
http://en.wikiarquitectura.com/index.php/Berlin_Central_Station. (n.d.).
http://thisbigcity.net/understanding-mumbai-indias-biggest-city-in-a-global-context/. (n.d.).
http://www.cidco.maharashtra.gov.in/NM_Railway_Infrastuture.aspx. (n.d.).
http://www.coroflot.com/shashankkhanna/redesign-of-new-delhi-railway-station.
http://www.mcgm.gov.in/irj/portal/anonymous/qlsmartcity. (n.d.). Retrieved from www.mcgm.gov.in.
http://www.planetizen.com/node/151. (n.d.).
https://en.wikipedia.org/wiki/Berlin_Hauptbahnhof. (n.d.).
https://en.wikipedia.org/wiki/Berlin_Hauptbahnhof. (n.d.). Retrieved from www.wikipedia.org.
https://en.wikipedia.org/wiki/Union_Station_(Denver,_Colorado). (n.d.).
https://lsecities.net/media/objects/articles/urban-age-cities-compared/en-gb/. (n.d.).
https://mmrda.maharashtra.gov.in/mumbai-urban-infrastructure-project. (n.d.).
https://weatherspark.com/averages/33910/Mumbai-Bombay-Maharashtra-India. (n.d.). Retrieved from

www.weathersparks.com.
https://www.berlin.de/en/airports-and-stations/1833747-2932875-station-hauptbahnhof-central-
station.en.html. (n.d.). Retrieved from www.berlin.de.
(August 2012). Inventorisation of Open Spaces & Water Bodies in Greater Mumbai.

Kandee, s. Intermodal Concept in Railway Station Design.
Manual for Standards and Specifications for Railway Stations. (June 2009). Ministry Of Railways (Railway
Board).
Nes, R. v. (September 2002). Design of Multimodal Transport Networks- A hierarchial approach.
Orient Longman Pvt. Ltd. (2004). Manual of Tropical Housing and Building: Climate design.
Schroeppel, K. (n.d.). http://denverinfill.com/blog/.
Tolga Bektas, T. G. (January 2007). A Brief Overview of Intermodal Transportation.
United Nations Development Program. (2013). Human Development Report 2013- The Rise of the South:
Human Progress in a Diverse world.

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ACKNOWLEDGEMENT iv

LIST OF FIGURES ...................................................................................................................................... 3

DESIGN THESIS Integrated Transit Facility, Andheri 1|V D A

DESIGN THESIS Integrated Transit Facility, Andheri 2|V D A

DESIGN THESIS Integrated Transit Facility, Andheri 3|V D A

Chart 1: Importance of transport ............................................................................................................ vi

DESIGN THESIS Integrated Transit Facility, Andheri 4|V D A

BRTS: Bus Rapid Transit System

MMRDA: Mumbai Metropolitan Region Development Authority

MMOPL: Mumbai Metro One Pvt. Ltd.

DESIGN THESIS Integrated Transit Facility, Andheri 5|V D A

Chart 1: Importance of public transport

High pedestrian conflicts in and around site

Figure 1: Project proposition base

DESIGN THESIS Integrated Transit Facility, Andheri 8|V D A

[3]. Source of facts and figures: www.moud.gov.in

DESIGN THESIS Integrated Transit Facility, Andheri 10 | V D A

DESIGN THESIS Integrated Transit Facility, Andheri 12 | V D A

DESIGN THESIS Integrated Transit Facility, Andheri 13 | V D A

Figure 3: Residential Urban Density

DESIGN THESIS Integrated Transit Facility, Andheri 16 | V D A

DESIGN THESIS Integrated Transit Facility, Andheri 17 | V D A

Chart 4: Conclusive summation- Study of Mumbai city

DESIGN THESIS Integrated Transit Facility, Andheri 19 | V D A

Figure 6: Mumbai suburban rail network map

DESIGN THESIS Integrated Transit Facility, Andheri 21 | V D A

DESIGN THESIS Integrated Transit Facility, Andheri 22 | V D A

LINE: Harbor line

Figure 10: Vashi station, Access plan

LINE: Harbor line

Figure 11: Belapur station, Spot section

DESIGN THESIS Integrated Transit Facility, Andheri 26 | V D A

Figure 12: Belapur station, parking plan

Parking has been studied to

Figure 13: Belapur station, Access plan

Figure 14: Movement pattern

Parking is under active natural surveillance due

Figure 15: Sectional zoning

Concourse as buffer between road and

Figure 16: Spatial hierarchy

DESIGN THESIS Integrated Transit Facility, Andheri 28 | V D A

Figure 17: Connection diagram

Subway and station requires artificial lighting at

Difficulty in use for people with physical disability

The closed structure of the platforms causes the

Figure 18: Inside Vashi station

Minimize pedestrian- vehicles conflict.

DESIGN THESIS Integrated Transit Facility, Andheri 29 | V D A

Number of commuters: 108,124 people per day

[8]. All data taken from references mentioned in REFERENCES section

Figure 19: Denver Union Station master plan

Figure 20: Denver Union Station Platform

Figure 21: Denver Union Station view

Pedestrian circulation and access.

Figure 22: Denver Union Station schematic plan

Figure 23: Denver Union Station sectional view

DESIGN THESIS Integrated Transit Facility, Andheri 32 | V D A

Number of commuters: 300,000 people per day

TOTAL AREA: 1,16,500 sq.m. (excluding platforms)

Figure 25: Berlin station sectional 3D

DESIGN THESIS Integrated Transit Facility, Andheri 33 | V D A

Figure 26: Berlin station

Figure 27: Berlin station internal view- Roof