EXPLORATION OF LONG SPAN STRUCTURE AND

APPLICATION OF ENERGY EFFICIENCY

MEASURES IN GREEN TERMINAL

AT TRICHY, TAMILNADU

A THESIS REPORT

Submitted by

SOWMYA V

( REG NO.: 64MR014 )

in partial fulfillment for the award of the degree

of

MASTERS OF ARCHITECTURE

IN

ARCHITECTURE

THIAGARAJAR COLLEGE OF ENGINEERING, MADURAI - 625 015

(A Govt. aided, ISO 9001:2000 Certified Autonomous Institution)

ANNA UNIVERSITY: CHENNAI 600 025

JUNE 2023
ACKNOWLEDGEMENT:
I thank my parents their blessings and constant support throughout the study
which helped me to complete the Thesis successfully.

I then extend my gratitude to [Link] Louishidha Kitchley , the Head of

the Department of Architecture for her able guidance in deciding the direction
of the design process and taking it forward.

I then thank [Link]. Vijayanand, The Thesis co-ordinator for him constant
motivation that took us through.

I also extend my immense gratitude to Prof .Ar. Vijayanand for being the patient
guide , and helping me with necessary resources , and the best moral support
during the Thesis progress.

I also thank Ar. Ramesh kumar and [Link] Kandhal, The external
examiner during the various stages of the thesis, for their comments and reviews
that were of great significance in the course of the Thesis .

Finally, I thank all the staff members and friends for their undying
encouragement and support.
CONTENTS:
ACKNOWLEDGEMENT:…………………………………………………………………
Error! Bookmark not defined.
ABSTRACT…………………………………………………………………………………..E
rror! Bookmark not defined.
CHAPTER
1:SYNOPSIS……………………………………………………………………Error!
Bookmark not defined.
1.1 INTRODUCTION………………………………………………………...1
1.2 AIM………………………………………………………...........................1
1.3 OBJECTIVE……………………………………………………….……...1
1.4 SCOPE……………………………………………………………...……...1
1.5 NEED FOR THE PROJECT…………………………………………......2
1.6 LIVE PROPOSAL………………………………………………………...2
CHAPTER 2 – TRANSPORTATION………………………………………..3
2.1 INTRODUCTION……………………………………...……………….....3
2.2 VARIOUS TYPES OF BUS TERMINUS……………………………….4
2.3 PLANNING AND DESIGN CONSIDERATION FOR THE BUS
TERMINUS……………………………………………………………….…...4
2.4 NEED FOR THE BUS TERMINAL…………………………………….5
2.5 SIZE OF THE TERMINAL……………………………………………..5
2.6 LOCATION OF THE TERMINAL……………………………………...6
2.7 PRINCIPLES FOR PLANNING THE BUS TERMINAL……………..6
2.8 USER ANALYSIS CHART………………………………………………6
2.9 COMMERCIAL PURPOSE……………………………………………..8
2.10 TYPICAL PROBLEMS OCCUR IN BUS TERMINAL……………...9
2.11 MAIN REQUIREMENTS FOR THE BUS TERMINAL………...…..12
2.12 SUPPORTING INFRASTRUCTURE………………………………....13
2.13 FEDDER INERASTRUCTURE………………………………….…...13
2.14 SEATING ……………………………………………………………....14
2.15 HARDSCAPE AND LANDSCAPING…………………………….….14
2.16 SIGNAGE (Vertical clearance)………………………………………..14
2.17 PUBLIC ART…………………………………………………………...14
2.18 PRIVATE VEHICLE PARKING……………………………………..15
2.19 PASSENGER AMENITIES………………………………..………….16
2.20 TERMINAL STAFF AMENITIES……………………………………16
2.21 LUGGAGE ROOM………………………………………………..…...16
2.22 PUBLIC LOCKERS AND TELEPHONES……………….………….16
2.23 RENTAL SPACE………………………………………………………..17
2.24 DISPATCH OFFICE……………………………………………………17
2.25 CORRIDOR DESIGN…………………………………………………..17
2.26 ENTRANCES…………………………………………...……………….17
2.27 QUEUING SITUATIONS………………………………………..……..18
CHAPTER 3 – STANDARDS………………………………………………..18
3.1 ANGLE OF DEPARTURE………………………………………………18
3.2 ANGLE OF APPROACH…………………………………………..……18
3.3 PARKING LOT LAYOUT CONSIDERATIONS……………..………18
3.4 BUS GEOMETRICS……………………………………..………………19
3.5 BUS TURNING RADIUS………………………………………………..21
3.6 SWEEP PATH……………………………………………………………22
3.7 BAYS, PARKING CIRCULATION OF BUSES……………………….22
3.8 PERPENDICULAR BAY…………………………………………..……23
3.9 ANGULAR BAY…………………………………………………………23
3.10 LINEAR/PARALLEL BAY……………………………………………23
3.11 VEHICLE APPROACIHING MOVEMENT………………………….24
3.12 PLATFORM TYPES…………………………………………………...25
3.13 BUS DEPOT SITE PLANNING………………………………………28
3.14 SERVICE……………………………………………………………….28
3.15 FIRE FIGHTING……………………………………………………....30
3.16 FIRE CONTROL……………………………………………………….30
3.17 HEAT SENSITIVE DETECTION SYSTEM………………………...30
3.18 SMOKE SENSITVE DETECTION SYSTEM……………………….31
3.19 FIRE ALARM SYSTEM………………………………………………31
3.20 FIRE ESCAPE STAIRCASE………………………………………….31
CHAPTER 4 – LIVE CASE STUDY………………………………………..33
4.1. CHENNAI MOFUSSIL BUS TERMINAL,CHENNAI………………..33
CHAPTER 5 – LITERATURE CASE STUDY……………………………..38
5.1. CENTRAL BUS STATION, VADODARA,AHMEDABED…………..38
5.2 CENTRAL BUS TERMINAL, AHMEDABAD………………………..42
CHAPTER 6 – COMPARATIVE ANALYSIS……………………………..45
CHAPTER 7 – PROGRAMMING AND AREA FORMULATION………45
7.1 REGULATIONS………………………………………………………….48
7.2 AREA STATEMENT…………………………………………………….49
CHAPTER 8 – SPECIAL STUDY…………………………………………..60
8.1 EXPLORATION OF LARGE SPAN STRUCTURE………………….60
8.2 ENERGY EFFICIENY MEASURES IN LONG SPAN ROOF USING
GREEN ROOFS………………………………………………………………65
8.3 ENERGY EFFICIENY MEASURES IN LONG SPAN ROOF USING
GREEN FAÇADE…………………………………………………………….70
CHAPTER 9 – SITE STUDY AND ANALYSIS…………………………..73
CHAPTER 10 – BIBLIOGRAPHY…………………………………………78
 ABSTRACT

An Integrated bus terminus is the place where City or Inter-City buses stop to
pickup and drop off passengers it is larger than bus stop, which is usually
simply a place on a roadside, where buses can stop. Now it is intended as a
Terminal or Station for a number of routes, or its location may transfer terminal
or station where the routes extends or continues. It also serves as a arrival and
departure point for both commuter bus routes as well as for long distance
interstate routes . An integrated bus terminus are provided with many amenities
including shops & other commercial activities. Trichy is a major tier-II city & it
is located in centrally in the Indian state of TamilNadu and it is the fourth
largest city as well as the fourth largest urban agglomeration in the Indian state
of Tamil Nadu . It is planning to built a New Bus Terminus in Panjapur, near
trichy for all Buses leaving the Southern districts. The Responsibility of this
project had been taken by The Trichy Corporation Under The Control Of The
Chief Minister Announced In October 2017 .Through this project I aim to
Design a Integrated Bus Terminus At Trichy near panjapur village to reduce the
congestion towards the city. Trichy mofussil bus terminus act as a major
activity happening area.
 CHAPTER 1 - SYNOPSIS

1.1 INTRODUCTION
A BUS TERMINUS is a designed place where a bus or coach, starts or end in
its scheduled route. The terminal is a place where buses run according to
scheduled time frame given by the government. The Terminal can be located at
Bus Stations, inter -changes, bus garge or bus stops.

1.2AIM

The main aim to design excellence and come up with a Integrated Green Bus
Terminal for future and urban scenario where the space will become precious
commodity and high bus trip services in which given to the society.

1.3OBJECTIVE

To create a space which breaks the normal idea of a CENTRAL BUS STAND.
The commercial zones will add value to the place and entire INTEGRATED
GREEN BUS TERMINUS transport system , which act as a
good landmark to the city.

-To provide an good and comfortable architecture solution for Integrating the
bus terminal then we should have;
-To create and improve infrastructure for modern bus terminals.
-To introduce computerized transport management systems
-To provide bus connectivity between rural and urban areas,
-To provide affordable, safe and sustainable passenger transport services to
the public.
- Human resources development.

1.4 SCOPE

-To provide strength and efficient bus services to the public by replacing old
ones and adding new.
- To design and introduce Eco- efficient buses.
- Providing city bus services in big cities in order to discourage the use of
personal vehicles.
1.5 NEED FOR THE PROJECT

REASON WHY

1. The city accommodates total of about 1,134,000 population. The city of

Trichy is visited by large number of populations almost everyday and is located
in the centre of state Tamilnadu.
2. For a city of this size and nature, public transport becomes vital, not only
incatering to the local community needs, but also for domestic (Trichy has two
bus terminal in the city)
3. Entire heavy motor heavy traffic flow passes though terminal creating a chaos
in the area.
4. As the existing capacity of the bus terminal is not adequate enough space.
5. Therefore it becomes necessary, to develop new bus-terminal on the city to
stop the heavy traffic.

1.6 LIVE PROPOSAL

2
- Trichy is a major tier-II city & it is located in centrally in the Indian state of
TamilNadu and itis the fourth largest city as well as the fourth largest urban
agglomeration in the Indian state of Tamil Nadu .

- It is planning to built a New Bus Terminus in Panjappur which located at a

distance of 10km from the Trichy central bus stand and located on the Madurai
National High-way it was suitable site for the long-pending Integrated Bus
Terminus project.

- Responsibility of this project had been taken by the Trichy Corporation Under.
The Control of The Chief Minister Announced in October [Link] -
Madurai NH Road (i.e., outside of the city).

- Trichy mofussil bus terminus act as a major activity happening area and major
transportation
-on hub of the State by building new facilities around the proposed terminus.

CHAPTER 2 – TRANSPORTATION

2.1 INTRODUCTION

TRANSPORTATION SYSTEM improves the social, economic, industrial and

commercial process and further transforms the society into an organized one.

Transportation involves in the movement of people from one location to

another. Terminals such as

- Airports
- Railways stations,
- Bus terminals
- Trucking terminals.

Out of all these bus terminus are the third most important way of transportation
after airport and railway station . Airport link two states , similar with railway
but bus station link each part of cities as well as inter – state

2.2 VARIOUS TYPES OF BUS TERMINUS

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BUS STOPS AND BUS SHELTERS
A bus stop is a designated place where buses stop passengers to board
or alight from a bus. Bus Shelter: A building or other structure constructed at a
bus stop, to provide seating and protection from the weather for the convenience
of waiting passengers.

INTER-CITY BUS TERMINUS

An inter - city bus service also called a long distance, express , over the road or
highway bus is a public transport service using coaches to carry passengers
significant distances between different cities, town, or other populated areas.

INTER-STATE BUS TERMINUS

Inter - state bus terminus (ISBT) is a bus terminus that provides bus service to
destinations located in other states. An ISBT may also provide bus services to
destinations in the same state.

INTEGRATED BUS TERMINUS

IBT is a bus terminus that provides bus service to destination located in other
states and cities by using private bus terminus ( like omni - buses ) and mofussil
bus terminus that is govt buses (like in central bus stand at Trichy). When these
two bus terminus are located in the same site is called integrated bus terminus.

BUS DEPOTS
Bus depot may refer to: bus garage, a place where buses are sheltered and
maintained when out of service. Bus Station's name which includes the word
depot.

2.3 PLANNING AND DESIGN CONSIDERATION FOR THE BUS

TERMINUS

BUS TERMINUS is a structure where a number of buses stop to pick up and

drop off passengers and stop for maintenance or next day departures to different
destinations. Terminals serve as a point of

4
 a) Concentration
b) Dispersion
c) Loading /Unloading of passengers and goods
d) Facilities and amenities for crew
e) Integration of various transportation

2.4 NEED FOR THE BUS TERMINAL

Need for a terminal arises with increase in demand. An organized bus terminal
should meet the following requirements.

a) Accessibility

b) Comfort and Convenience

c) Safety

d) Easy processing

2.5 SIZE OF THE TERMINAL

It depends on

a) Flow of traffic

b) Characteristic of the terminal

c)User characteristics

2.6 LOCATION OF THE TERMINAL

a) Place which can reduce traffic.

b) Point of coordination of inter and intra - city transport

c) Easy to change mode of transport.

5
2.7 PRINCIPLES FOR PLANNING THE BUS TERMINAL

a) Segregation of different type of traffic, No congestion at peak hour

b) Separate paths for pedestrians and vehicles which will helps in reducing
accidents and make pedestrians a user- friendly environment

c) To make user friendly design by using signage boards at the right location
for the convenience of the passengers.

d) Linking of transport and non-transport activities

e) Segregation of private vehicle stand (taxi, auto etc.) and public parking

2.8 USER ANALYSIS CHART

6
USERS

-Tourists
-Lawyers
-Construction Industry
-students within and outside the city
-Professionals within & outside the city
-People attending coaching classes,
seminar and workshops
-people attending weddings other

7
 functions and rituals
-Medical tourists
-Sportsmen
-Politicians
-Shopping in the city
-Visiting Government Offices
-Recreation
-Travelers(Boarding various modes of transport)
-Educational Tourism Other activities

2.9 COMMERCIAL PURPOSE

8
2.10 TYPICAL PROBLEMS OCCUR IN BUS TERMINAL

No Proper Signage
No proper signage is provided to assist the passengers. This disturbs the easy
movement of the crowd.

Lack Of Timetables and Proper Announcements

No proper time table display for bus arrival and departure. No announcement of
information about the buses are provided.

Hawkers And Vendors

Hawkers Occupy the platforms causing it difficult for passenger movement. They
also move between the bus bays causing congestion.

No Separate Arrival and Departure Bay

Passengers try to get into the bus before the ones inside the bus get down. Having
a separate arrival bay will reduce the rush.

People Entering Bus Circulation Area

People enter into the bus circulation areas to cross the bay. This causes
disturbance in bus movement. In people. Some places even private vehicles enter
into the bay to drop.

Unhygienic Surroundings
Allowing vendors inside the terminal leads to lack of cleanliness in that area.
People hesitate to use the space due to lack of cleanliness. No proper dustbins and
signage leading to them leads people to throw garbage everywhere.

Poor Facilities
No proper seating facilities are provided. No of seat provided do not meet the
requirements. Homeless people sleep on the benches. No clean toilets. No water
supply for toilets. Pay and use system causes people to ignore the toilets. Not free
enough restrooms provided.

Security
Passengers are afraid of pickpocket. Security for ladies at all times of the day.
Guards can be appointed to increase security. Lack of proper surveillance system.

9
Homeless People
They sleep on passengers. They also Occupy the seats provided for passengers.

Beggars And Transgender

The bus bay floors at night. They occupy the waiting place of Beggars trespass
into the waiting space causing a disturbance and disgust to the passengers. This
causes discomfort to the passengers.

Adequate Parking
No proper parking facilities for passengers. No parking spaces for drop-off
vehicles.

No Clean Drinking Water

In most bus stations clean drinking water is not provided. Passengers are forced
to buy water from the shops which increase the price drastically.

No Proper Lighting
Proper and adequate lighting is very important for security reasons. Uniform
lighting throughout the area will reduce the fear of passengers and prevent crimes.

Waste Dumping
Waste from the terminal is not disposed properly. They are dumped on the site
itself causing foul smell and unpleasant surrounding.

Unhygienic Hotels and Shops

No proper waste disposal. These dirty spaces cause crows and stray dogs to enter
into the terminal causing disturbance.

10
11
2.11 MAIN REQUIREMENTS FOR THE BUS TERMINAL

Primary elements to be considered with regard a bus terminal infrastructure

development can be classified for three different user types. These include
passengers, terminal staff and bus staff.

PASSENGER AREAS
- Ticketing and queuing
- Passenger waiting area
- Passenger conveniences (drinking water facilities and toilets)
- Passenger circulation
- Boarding/Departing areas
- Facility entry
- Tourist information
- Security, including CCT/ cameras
- Retail, concessions and lease space
- Dormitories and lodging (if required
- Cloak room
- Railway reservation

AREAS FOR TERMINAL STAFF

- Revenue office
- Security and information
- Ticketing booth
- Resting room
- Staff conveniences (drinking water facilities and toilets)
- Canteen
- Maintenance staff (chairs & lockers)
- Control room (CCTV surveillance)

AREAS FOR BUS STAFE

- Canteen
- Resting areas
- Logging areas (if required)
- Bus staff conveniences (drinking water facilities and toilets)

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2.12 SUPPORTING INFRASTRUCTURE

Supporting infrastructure refer to the additional facilities which did in enhancing

user experience, efficiency, and attractiveness of bus terminal.

These include pro-vision for feeder infrastructure,

- seating,
- landscaping,
- lighting,
-way finding,
- Passenger Information Systems (IS),
- signage and marking),
-public art, & breakdown services.

2.13 FEDDER INERASTRUCTURE

The infrastructure which connects the bus terminal with the city is referred to as
supporting access (or feeder) infrastructure. It includes provision for various
modes that provide access and act as feeder to the bus terminal. These include
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.,
bays and/or stops for local bus services. Integration of all these modes makes for
higher passenger convenience and increased intermodal accessibility

13
2.14 SEATING

Seating in and around the bus terminal complex shall be planned locater to a
minimum of 30% of all passengers in the facility. Seating is required so as to
avoid obstruction to the flow of passenger traffic through the complex; it should
be designed to combine comfort, case of maintenance and resistance to
vandalism.

2.15 HARDSCAPE AND LANDSCAPING

It is important to ensure that landscaping complements the spatial design and

enhances the visual appeal of the terminal. Outdoor and indoor passenger areas
should be smoothly hardscaped, to facilitate easy connection between site
periphery and the terminal. The paving's surface quality should ensure durability
as well as resistance against wear, walking comfort and usability by wheel-chairs,
prams and baggage trolleys.

2.16 SIGNAGE (Vertical clearance)

Post-Mounted Objects. Free-standing objects mounted on posts or pylons shall

overhang circulation paths 12 inches (305 mm) maximum when located 27 inches
(685 mm) minimum and 80 inches (2030 mm) maximum above the finish floor
or ground. Where a sign or other obstruction is mounted between posts or
pylons and the clear distance between the posts or pylons is greater than 12 inches
(30 mm), the lowest edge of such sign or obstruction shall be 27 inches (685 mm)
maximum or 80 inches (2030 mm) minimum above the finish floor or ground.

2.17 PUBLIC ART

- Visual space perception (mental copying of objects and events of the outer
world) helps people recognize spaces within a particular environment, such as a
bus terminal complex. It increases the image-ability, cultural identity, and social
attractiveness of enclosed spaces. As such, public art installations and other
aesthetic elements in the complex are likely to contribute to its visual appeal and
overall attractiveness, and must be integrated into the terminal building
development. Contemporarily, 'public art' has also come to include various other
elements like urban furniture, 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 is important to allocate planned spaces for such
installations, and make appropriate funding available for integration of the same.

14
2.18 PRIVATE VEHICLE PARKING

This relates to the type of parking arrangement for private vehicles at the bus
terminal. It is influenced by the parking demand and space availability in the
terminal, and is classified into four categories:

Structured parking - Parking on multiple floors (multilevel parking), usually

above ground

At grade parking - Parking arranged only at ground level

Shared parking - Parking not exclusive to bus terminal private vehicles, such
as public parking in a district catering to visitors to the area, including those
accessing the bus terminal

On street parking - Parking arranged along the street, not planned on a land
parcel set off the street, usually outside the terminal complex.

15
2.19 PASSENGER AMENITIES

This relates to the facilities provided in the terminal, for passengers’ convenience,
including:

- Drinking Water Toilets (Odorless & Waterless)

- Concourse
- Free Wi-Facility in waiting area
- Bakeries
- Tourist Information
- Cloak room
- Ticketing
- Dormitory
- Baggage trolleys

2.20 TERMINAL STAFF AMENITIES

This relates to the facilities dedicated for staff. They include:

- Drinking Water
- Toilets (Odorless & Waterless)
- Resting rooms
- Canteen
- Revenue Office

2.21 LUGGAGE ROOM

Requirements vary significantly with terminal type and operation. In the intercity
terminal the baggage handling problems more severe. The baggage room should
be accessible from both the public area and the concourse and have an area equal
to about 10 percent of the total building or contain about 50 sq. Ft for coach bus
loading berth, whichever is higher. The luggage room should also be equipped
with standard metal racks about four or five tiers high for baggage
storage.

2.22 PUBLIC LOCKERS AND TELEPHONES

Lockers and telephones are revenue producing, and the quantities to be provided
depend to a great degree on their potential earning capacity.

16
2.23 RENTAL SPACE
The amount of rental space to be provided for stores, shops, concessions, etc.
Depends primarily on the amount of space available.

2.24 DISPATCH OFFICE

The dispatch office controls all bus movement and consequently should be
located on the concourse so that it can observe all loading berths. The size of the
dispatch office may vary anywhere from 50 to 150 sq. Ft. Offices all terminals
regardless of type require a certain amount of office space. The specific area to
be provided depends on the terminal size and type. Although usually offices for
the terminal manager, passenger agent, and switchb0ard are sufficient, in larger
terminals more elaborate facilities are required.

2.25 CORRIDOR DESIGN

Minimum corridor widths are based on the pedestrian traffic flow volume less
appropriate allowances for disruptive traffic elements such as columns,
newsstands, stairways, window shoppers, etc. where the corridor is also used as
a waiting area to accommodate standing pedestrians, the maximum potential
accumulation and safe human occupancy of the corridor should be determined.
The maximum practical flow through a corridor is approximately 25 persons per
foot width of corridor per minute (pm). In a commuter terminal, the more
stringent standard of 10 to 15 pm may be used. This standard allows the
attainment of near- normal walking speed but does result in more frequent traffic
conflicts With other pedestrians.

2.26 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 per minute but this capacity is obtained with frequent traffic disruptions
and queuing at the entrance section. A standard of 40 persons per minute would
be representative of a busy situation with occasional traffic disruptions. Where
free-flowing traffic is desired a standard of 20 persons per minute should be
adopted.

17
2.27 QUEUING SITUATIONS
Occur in terminal which affect their functional design. Linear queues will Occur
where passengers line up to purchase tickets or board buses. The length of a linear
queue may be estimated on the basis of an average per person spacing of 20 in.
The presence of baggage has little effect on this spacing because baggage is
placed on the floor either between the legs or at the sides. Where no circulation
through the queuing space is required, area Occupancies as low as 5 sq. Ft per
person may be tolerated 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 per person is required.

CHAPTER 3 – STANDARDS

3.1 ANGLE OF DEPARTURE

A reasonable minimum value is necessary to reduce the incidence of tailpipe and
rear bumper dragging. The standard calls for a minimum of 10 degrees, Violated
only in the 1957-1959 period. Only one 1970 car, mercury, met the minimum
standard. Most cars are substantially above 10 degrees. The most critical
condition is at driveways where the apron is steep, or a combination of excessive
crown to gutter and apron slope.

3.2 ANGLE OF APPROACH

The trend of approach angle of domestic cars from 1948 to 1962 indicates a drop
in the 1957-1959 periods below 15 degrees. The standard developed in 1960 by
the society of automotive engineers calls for a minimum value of 15 degrees.

3.3 PARKING LOT LAYOUT CONSIDERATIONS

The objective of the layout design is to maximize the number of stalls, while
following the guidelines below. The layout of the parking facility must be flexible
enough to adapt to future changes in vehicle dimensions. The stall and aisle
dimensions must be compatible with the type of operation planned for the facility.
The critical dimensions are the width and length of stalls, the width of aisles, the
angle of parking, and the radius of turning. All of these dimensions are related to
the vehicle dimensions and performance characteristics. In recent years there

18
have been a number of changes in vehicle dimensions. The popularity of minivans
and sport utility vehicles.

3.4 BUS GEOMETRICS

Bus geometrics, or the physical dimensions and maneuverability of the bus,

determine the width of roadways, shapes of platforms, column spacing ceiling
heights, and other aspects of bus- level design. The apparently insignificant
detail of the right-side loading of buses often restricts terminal design
possibilities.

19
TYPES OF BUSES

CITY TRANSIT BUSES

City buses, or transit buses, are types of buses used for servicing short to medium
distance trips. Typically a part of a publicly scheduled bus service network, city
buses are designed to maximize capacity for rush-hour demands and are therefore
equipped with simple benches or bucket seats without additional luggage spaces.

COACH BUSES

Coach buses are buses designed specifically for longer distances with greater
accommodations for passenger Comfort during these extended periods of travel.
Often chartered privately, coach buses are commonly designed with customizable
features that can include comfortable reclining seats, tables, luggage racks,
localized air conditioning, toilets, entertainment, refreshment, curtains, wi-fi, and
various other amenities.

ARTICULATED BUSES
Articulated buses are extended buses linking together two or more sections with

20
pivoting joints to meet higher passenger capacities while still allowing the bus to
maneuver appropriately. Designed for maximum efficiency and typically
incorporated into mass rapid bus transit systems, articulated buses are designed
with single-deck or double-decker bodies for even higher capacity needs.

MINI- BUSES
Mini-buses, or shuttle buses, are vehicles with passenger capacities below the
larger full-size bus and more than the smaller mini-van. Designed to service a
variety of flexible transport needs, mini-buses often augment public
transportation networks by helping as a smaller scale on-demand vehicle typically
used for small chartered groups taxi shares, airport services, and small corporate
groups.

3.5 BUS TURNING RADIUS

21
3.6 SWEEP PATH
When a bus turns normally, it always turns about a pom which is somewhere on
the center line of the rear axle. This is true whether motion is forward or
backward. The turns required to accomplish the movement and positioning of
buses are variable and differ considerably with the equipment encountered.

3.7 BAYS, PARKING CIRCULATION OF BUSES

22
3.8 PERPENDICULAR BAY
Bays aligned parallel at 90 degrees

3.9 ANGULAR BAY

Bays aligned parallel at 60,45,30 degrees

3.10 LINEAR/PARALLEL BAY

Bays arranged linearly along the departure platform

23
3.11 VEHICLE APPROACIHING MOVEMENT

SHUNTING

Shunting, where a vehicle only sets down passengers on the concoursebefore

moving off to park or pick Up more passengers. This avoids waiting to occupy a
predetermined bay, and reduces effective journey time.

SAW TOOTH BAY

Bays arranged in saw tooth.

Saw-tooth layouts have fixed bay position for setting down and/or collecting
passengers with the profile of the concourse made into an saw-tooth pattern. In
theory the angle of pitch between the vehicle front and the axis of the concourse
can be anything from 1 deg to 90 deg sin practice it lies between 20 deg to 50
deg. The vehicle arrives coming forward, and leaves in reverse, thus conflicts
between vehicle and passenger circulation, but demands extra care in reversing.

DRIVE THORUGH BAY

Rows arranged parallel at either 90,60, 45, 30 degrees without an overtaking lane.

24
Drive -through bays are fixed positions for setting down and/or collecting
passengers. They are in a lime, so a vehicle often has to approach its bay between
two stationary vehicles. In practice it is often necessary to have isolated islands
for additional bays with the inevitable conflict between passenger and vehicle
circulation.

STRAIGHT SAW-TOOTH LOADING

Efficient-employed where lot is comparatively narrow and deep. Passenger has

direct approach to loading door. Baggage truck can operate between buses for
side loading

RIGHT-ANGLE LOADING
Out swinging bus door which forms a barrier around which passenger must pass.
Bus maneuvering difficult.

3.12 PLATFORM TYPES

PARALLEL LOADING
Bays arranged parallel at either 90,60, 45, 30 degrees without an
overtaking lane. Requires excessive amount of space. Buses must usually wait
until first bus exits. Large terminal requires pedestrian Under/overpass
facilities to protect passenger's while Crossing lanes.

25
RADIAL SAW BOOTH

Most efficient buses swing into position along natural driving are Space required
at front is minimum-wide space at rear making maneuvering easy.

PARKING AREA REQUIRED (standards)

WHEELCHAIR LIFT DIMENSIONS

26
PASSENGER BOARDING AREA

- Front door clearance minimum 5 feet by 8 feet.

- Rear door clearance minimum 10 feet by 8 feet.
- Distance between front and rear boarding area is 18 feet.
- Surface material is stable, firm, and slip resistant.
- Slope does not exceed 1 foot vertical over 20 feet horizontal (5%).
- Cross slope does not exceed 1 foot vertical over 50 feet horizontal (2%
- Horizontal clearance of 48 inches maintained in boarding area.
- Vertical clearance of 84 inches maintained in boarding area.

27
3.13 BUS DEPOT SITE PLANNING

Design Issues in Bus Terminal

Barrier free Design: Accessible by Physically challenged Internal layout of the

shelter should be barrier free to facilitate easy circulation to all users and also to
physically challenged peoples Access via ramps should be given to each and
every level differences and should be marked with contrasting colours for easier
identifications Ramp access shall also be provided for stops having platforms.
Tactile markings and Tactile patterns help partially blinded peoples to locomote

Aesthetic Design: Aesthetic and passenger friendliness in addition to a modern

appearance together formulate the essential architectural considerations. The
Overuse of advertising displays resulting in a visual clutter needs to be curtailed
at bus stops to maximize an user friendly environment to the users.

3.14 SERVICES
- In a building, the services play a major role in the functioning of the building.
- The building services should be of following character.
- They should function efficiently. The services should be cost-effective not only
in the initial setup but also during the long run.
- They should utilize minimum energy resources and should be energy efficient.
- In a multi-story building, great care should be taken in zoning the services
appropriately. The services should cater not only to the present needs but should

28
be in accordance with future predicted requirements to prevent any unnecessary
alterations in the building in the future.

The services incorporated are

- Water storage and sewage treatment plant.
- Water supply and sewerage board provide reliable water supply. A main water
storage tank should be provided at the park holding a capacity equal to a week's.
- Consumption at the park. Water quality should be regularly checked in
compliance with who standards, ensuring clean water supply at all times.
- A sewage treatment plant that meets pollution control regulations recycled water
for landscaping uses, maintaining the parks concept of a green culture should be
provided.

ELECTRICAL ROOMS
These rooms are used to distribute electricity through conduits running vertically
in the building and also as a panel for controlling the electric supply.

DG ROOM OR GENERATOR ROOM1

These should be in an area where the noise coming from dg room does not affect
the working of the office. It should also be near the service entry for the ease of
repair and maintenance of the machines.

UPS ROOM
For uninterrupted stable power supply to the computers in the park is provided.
They should be near the service entry in the basement or ground floor for easy
maintenance

AHU
These are for distributing conditioned air from the ac plant to each floor and
filtering the return air Landscaping uses, maintaining the parks concept of a green
culture should be provided. One ahu of 10 set caters to 500 sq.m. Of area type
fans that pump is through ducts. The air is made to pass through filters to remove
dust particles and then over the chilled water tubes where its heat is transferred.
This cooled dehumidified air is drawn back through the suction side and pumped
to the rooms through ducts. All the ahu's are provided with tap and fl0or drain
also. Ducts are provided throughout the building to transfer conditioned air from
the ahu's to the spaces. The ducts are rectangular sections made of galvanized

29
sheet steel. The ducts are made to run above the false ceiling Ducts used in the
building are generally of depth of 300mm. The width of duct varies depending on
its distance from the ahu The ducts close to the ahu may be of 900mm width and
these ducts branch out into narrower ducts

3.15 FIRE FIGHTING

The firefighting system must be appropriate to the location of the fire and
preferably limited to the area in order to minimize damage to plants and building
structure. It is a measure of
- Resistance to collapse
- Resistance to flame penetration
- Resistance to excessive temperature rise on the
unexposed face

3.16 FIRE CONTROL

Detection and Alarm System

1 Smoke Detectors
2. Heat Detector
3. Manual system
4. Automatic Alarm

3.17 HEAT SENSITIVE DETECTION SYSTEM

Heat sensitive detection system provides automatic sprinklers, alarm and control.
It is a nozzle with an orifice fitted with a flow control device and a deflector that
basically a nozzle with) contribute water over a green area. When the bulb is
heated, the liquid expands, Hing the bubble of air and breaking the bulb, releasing
the sprinkler cap. Sprinklers designed to real ease at various temperatures ranging
from 57 degrees c to 260iaree Maintenance of water pressure water from
appropriate supply is fed to automatically controlled pump and to main control
valve of the system. Above this is the alarm valve, which is kept closed by the
trapped pressure of water When sprinkler operates this pressure falls and the valve
opens and excess water flows up a vertical riser to a main distributor pipe at each
ceiling. These are for distributing conditioned air from the ac plant to each floor
and filtering the return air Landscaping uses, maintaining the parks concept of a
green culture should be provided. One ahu of 10 set caters to 500 sq.m. Of area
type fans that pump is through ducts. The air is made to pass through filters to

30
remove dust particles and then over the chilled water tubes where its heat is
transferred. This cooled dehumidified air is drawn back through the suction side
and pumped to the rooms through ducts. All the ahu’s are provided with tap and
fl0or drain also. Ducts are provided throughout the building to transfer
conditioned air from the ahu's to the spaces. The ducts are rectangular sections
made of galvanized sheet steel. The ducts are made to run above the false ceiling
Ducts used in the building are generally of depth of 300mm. The width of duct
varies depending on its distance from the ahu The ducts close to the ahu may be
of 900mm width and these ducts branch out into narrower ducts

3.18 SMOKE SENSITVE DETECTION SYSTEM

The system detects the fire with the help of smoke and then alarm automatically
initiated control of fire is done manually. Detector to be sited at highest parts of
enclosed area, so mounted that sensitive area is not less than 25mm or more then
600mm below the roof ceiling. Inlet of each return air duct shall have a detector
on its center, if continuous inlet detector at every room of its length.

3.19 FIRE ALARM SYSTEM

There are Two Types Of Fire Alarm System:

ANUAL SYSTEMS - Manual call point is manually operated device to initiate

alarm. They are made of sturdy enclosure and provided with a hammer to break
the glass to initiate as alarm.

AUTOMATIC FIRE ALARM SYSTEM - These are connected to detectors

which on Sensing some exposure to heat or smoke direct the alarm system to
initiate automatically.

3.20 FIRE ESCAPE STAIRCASE

These are stairs used for escaping during fire. They can be used for general public
as vertical circulation or as service stairs otherwise in the building

ACCORDING TO NBC:
- No space in an office building should be more than 3Omts from the fire escape
stairs.
- Fire escape stairs could be either open to air or should have blower system to

31
suck out air from the stairs area in case of fire.
- All fire escapes should terminate in an open area or near the entrance in the
ground floor.

Means of escape
The only sound basis for designing means of escape from first is to attempt to
locate position of all possible sources of outbreak of fire and to predict the courses
which night thereafter be allowed by the fire as it develops Following are some
of the observations. The main stairways were developed in smoke at the end of
seven minutes. All corridors were impassable after 16 minutes

- The emergency staircase remains passable due to self-closing fire doors.

- To remove smoke, fresh air should be introduced at each level

- A corridor 10m length that is filled with smoke cannot be used to get to an
enclosed stairway.

32
 CHAPTER 4 – LIVE CASE STUDY

4.1. CHENNAI MOFUSSIL BUS TERMINAL, CHENNAI

LOCATION
STATE- TAMIL NADU
AREA- 36 ACRES
BUILT UP - 17840 sQ FT
POPULATION - 46,81,087 (CENSUS 2011)
POPULATION DENSITY - 11,000 PERSONS/ [Link]
CLIMATE - WARM AND HUMID
AVERAGGE - 35 TO 41 DEGREEC (SUMMER)
GEOLOGY: The geology of Chennai comprises mostly clay, shale and
sandstone.

SURROUNDINGS

NORTH: 30M ROAD

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

33
DISTANCE FROM THE MAJOR LANDMARKS
- Nearest Metro Station - 80m by ft.
- Chennai International Airport - 12Km
- Chennai Central Railway Station - 13Km
- Vadapalani(a pilgrimage destination) - 2.5Km
- IIT Madras - 18Km

INITIAL SITE CONDITION:

1. Basically a marshy area.
2. Before taking up for construction, the entire area was dewatered, slush and
weeds were removed
3. Good quality gravel at an average depth of 2meters was filled up and level of
the terminus was raised above the maximum flood level of the adjoining area.

ABOUT THE SITE

ABOUT THE TERMINAL:

Site-area: 36 acres (14.5 HACTARES)
Built-up area: 17,840 sq.m
F.S.I : 0.123
Ground-coverage: 10%
Architect : [Link] singh
Footfall/ day:2,50,000 persons
Handling capacity:3000 buses
Idle parking capacity: 60

34
No. of Bus Fingers:3
Finger capacity: 60 buses at a time
No. of platforms: 6
No. of Bays: 180

CONCEPT

FLOOR PLAN

35
MAIN TERMINAL BUILDING
1. LOBBY, WAITING SPACES, SHOPS, TICKET COUNTERS, TOILETS,
DRINKING WATER.
2. OFFICE AND COMMERCIAL AREAS AT FIRST FLOOR.
3. WAITING HALL AREA IS DOUBLE-HEIGHT.
4. AT BOTH FAR ENDS, OFFICES ANDCOMMERCIAL AREAS ARE
PROVIDEDAT FIRST FLOOR.
5. CENTRAL AREA UNDER THE SHELL IS MORE THAN DOUBLE-
HEIGHT.

BUILT-UP AREA:
1. MAIN HALL: 10850 SQ.M
2. BUS FINGERS: 2500 SQ.M
3. PEDESTRIAN WALKWAY: 2500 SQM
4. ELECTRICAL SUB-STATION: 350SQ.M

BUS FINGER PLAN

NO OF BUS FINGERS - 3 NOS
BUS BAYS IN EACH FINGERS 30 X 2= 60 NOS
TOTAL NO OF BUSES THAT COULD BE PARKED
IN BUS BAYS AT A TIME = 180
DOUBLE BASEMENT PARKING AREA - 3000 TWO-WHEELER

BUS SLOS IN IDLE PARKING AREA - 60 NOS

BUS SLOTS IN INTRA-CITY BUS STATION - 45 NOS
NO OF MOFUSSIL BUSES OPERATED PER DAY - 2000 NOS
PUBLIC PARKING AREA - 2850 SQ.M
STAFF PARKING AREA - 200 SQ.M

36
SECTION

MERITIES
[Link] CMBT efficiently connects the different part of the city and states.
[Link] flow of vehicular movement is well regulated
[Link] entries for buses passengers and taxies are provided.
[Link] boards are placed at the right locations for the convenience of the
passengers.
[Link] of toilets for physically challenged persons are adaptable.
[Link] facilities for passengers.
7. The proximity of metro station is nearer to bus

DEMERITIES
[Link] bus arrival bays are not properly designed
[Link] central booking area is provided.
[Link] paved area for two wheeler parking.
[Link] space available for future expansion.
[Link] congestion during peak hours.

INFERENCE
The terminus is designed effectively regarding planning wise where the idle bus
parking, inter-state bus stand and intra -state bus stand without any collision in
the movement. Unique elements like mushroom columns and shell roofs are used
as both aesthetic and structural features.

37
 CHAPTER 5 – LITERATURE CASE STUDY

5.1. CENTRAL BUS STATION, VADODARA, AHMEDABED

Location - Vadadora, Gujarat

Area - 40,150 sqm
Population - 20,65,771
Population Density - 8,800 people/sq km
Climate - Tropical savanna climate
Avg Temperature - 23 to 40 deg cel (summer)
- 15 to 30 deg cel (winter)
Avg Rainfall - 93 cm

CONCEPT OF FACADE DESIG

- Its facade replicates baniyan tree as the meaning that city is increasing in every
field. Glass Facade at the front

SITE
The site area of bus terminal at Vadodara is 22,325sqm and built up area is 1.8
times. The site area (40,150 sq m) as it also incorporates shopping mall . It is
inaugurates in 14th feb ,2014 by our prime minister narendra modi . Right now,
the terminal already handles over 800 buses and as many as 28000 to 35000
passengers daily. It is built under a public- private - partnership between the
Gujarat state road transport Corporation (gsrtc) and really firm cube construction.

38
The site is west facing and the road width is 18m people as well as buses accesses
through.

The terminal has 4 access

1 is Bus entry,
2 is Bus exit,
3 is Public entry directly to the terminal, and
4 is through the shopping area

SURROUNDINGS
-North commercial shops
-East maharaja sayajirao university
-South commercial shops/fuel fill uing station
-West road (18m wide)
-Railway station is located just opposite the access road(0.2km)
-Railway station is connected to the bus terminal pedestrian bridge
-AirPort is 5.2km away from the bus terminus.

SITE PLAN WITH GROUND FLOOR

39
FLOOR PLANS

VERTICAL ZONNING

The bus terminal have

- 20 platforms,
- Parking area for 10 buses
- 8 ticket counters, inquiry counter,
-waiting area for 200 people,
-cafeteria (24x7),
-cloak room,
-12 shops

40
 -Medical shop,
-Tourist information cabin,
-Parcel office,
-water body in semi open area,
-Guest room
-Dormitories for 120 male & 80 females,
-1 class waiting hall for 200 people,
-Administrative department,
-Potable water area,
-Toilets for male &female,
-Gsrtc office,
-Parking for 275 four- wheelers & 400 two-wheelers
- auto stand for 15 autos.

POSITIVE ASPECTS
a) The building is friendly for physically challenged people.
b) There are fire extinguishers and sprinklers at several points for fire fighting
c) The building has security check point at 3 places for safety.
d) The whole campus is neat & clean because it is in the private control.
e) Bus entry, exit and public entry are separate to control traffic as well as crowd.

NEGATIVE ASPECTS
a) The dormitory, guest rooms and 1st class waiting hall are not accessible to
Physically challenged people as they are on different levels.
b) The administrative area which is on b-1 floor is poorly constructed with
aluminum glass work and is not ventilated at all.
c)The campus doesn’t have fuel filling station in it

INFERENCE
Central bus station of Vadodara is newly innograted about an year ago and well
managed by gsrtc & cube construction engineering LTD at PPP for 31 year bond.
The project layout and design with blend of bus terminal and commercial
facilities is completely innovative and accommodates highest level of comfort
and convenience for public. The bus station project will shortly introduce at
Ahmedabad with the same company at ppp model provide innovative structure
with international standard of passenger comfort prices bus commercial out also
lets.

41
5.2 CENTRAL BUS TERMINAL, AHMEDABAD

Location - Jamalpur St Road, Kankaria, Ahmedabad, India

Elevation - 52 m
Climatic conditions - Hot and semi-arid climate
Average Maximum Climate - 43 C
Average Minimum Climate - 13 C

Distances of Important Landmarks from Site:

- Highway- NH- 8 (5.5 km)
- Kalupur Railway Station (2 km)
- Airport (10 km)
- Sabarmati River (1.59 km)

Area:
BTF (Bus Terminal Facility) =[Link].
Residential = [Link].
Hotel/ Serviced Apartments = [Link].
Commercial = [Link]
Retail = [Link].
Scope: Mixed use development, including, residential, hotel/services, apartments,
commercial and retail.

CONCEPT
- The form is inspired by the notion of constant movement.
- The facade design creates a strong horizontal expression, with continuous
shadow lines holding the forms together and connecting to existing context, thus
accentuating the idea of movement. Geeta Mandir Bus Terminals is a transit-
oriented development (TOD) under a public-private partnership (PPP) project
between Gujarat State Road and Transport Corporation and Hub town Limited.

42
ZONING

FACILITIES
- There are 25 unloading and loading bays with 6 inclined bays for goods loading
and unloading.
- Total 1800 buses arrive and depart from the Port.
- Proper waiting lounge are provided (separate for male and female).
- Good facilities for toilet, eating, drinking water, public, telephone, digital
display, deluxe and fully Air conditioned waiting areas, etc.
- Essential facilities for accommodation, enquiry counters, etc. are provided.
- Control rooms are provided at various spots.
- Proper signage's are provided which provide easy access to the facilities.
- Shopping complexes are provided within the site.
- Parking space for 30 buses is provided at the back side of the terminal.

FLOOR PLANS

43
Special provision for parking for ambulance is provided.
-Basement parking space is provided for cars and 2- wheeler
-The Port is divided into 4 different blocks
-Block A Commercial
-Block B Commercial
-Block C Commercial
-Block D1 Terminal
-Block D2 BTF offices & Hotel

SECTION

44
CHAPTER 6 – COMPARATIVE ANALYSIS

45
 CHAPTER 7 – PROGRAMMING AND AREA FORMULATION

BY LAWS FOR TRICHY

Planning Parameters of Transports Terminals

- Maximum Height 18.30m

- Maximum FSI 1.00
- Maximum Plot coverage - 75%
-10% of OSR

PROPOSED TOTAL SITE AREA - 40 ACRES (Total 100%)

10% Is Used As OSR

OSR -10% of site area = 4 acres

TOTAL ACRES

Plot coverage - 75% = 36 acres

Passenger terminal building = 16 acres

Bus depot & idle parking = 7 acres
Public parking zone = 6 acres
Approach ways & landscaping in the foreground = 3 ACRES
City bus terminal = 4 acres
Total = 36 acres
Total site area = 40 acres
10 percent of 40 acres = 4 acres OSR shall be separately provided.

46
TOTAL ACRES

Max. built-up area = Plot area X FSI

= 1,61,874 X 1 = 1,61,874 sq. m

Plot coverage = Max.75 % allowable

= 0.75 X 1,61,874 = 1,21,405.5 sq.m

(75% is used as Building areas,

Bus bays Shed and Driveway,

Commercial Area, Vehicular

Parking and Idle Parking and

Depot area ) = 36 acres

Basement Floors – 2

47
7.1 REGULATIONS

Transport Terminals such as Bus Terminals, Bus stands, Railway stations,

Truck terminals, container terminals:

Continuous Chennai city,

Building Municipal &
Area Town
[Link] Description anywhere Panchayat
within area
CMA excluding the
areas
mentioned in
col. 3
A Minimum Plot 500 sq.m 1000 sq.m 1000 sq.m
extent
Minimum Plot 12m 20m 20m
B frontage/ width

Minimum road 10m except for Container terminals where

C width it shall be 18m

Maximum One and half times the width of the

Height abutting road provided that the height may
be exceeded to the extent of 1 metre for
every 30 centimetres by which the building
is set back from the street or 15.25metres.
D Maximum FSI 1.00 1.00 1.00
E Maximum Plot 75% 75% 75%
coverage
F Minimum Where Street Alignment/new road is
Setbacks prescribed in these regulations, it shall be
from that street alignment/narrow line. In
the case of others, it shall be from the
property boundary.
(i) Front Setback 6m 6m 6m

48
 (ii) Side Setback 2m on 6m on either 6m on either
either side side side
(iii) Rear Setback 2m 6m 6
G a) Structures permissible in the minimum prescribed Front
set back, Side setback and Rear set back are given in
the regulations No. 11.
b) In additions, incidental structures such as gate pillars,
servant room, watch man booth, cycle stand. kitchen
and toilets with height not exceeding 4m are
permissible in these minimum prescribed setback
spaces.
H Parking: 10% of the extent of the site shall be reserved for
parking in the Part of site carved out in a regular shape with
frontage abutting the road.

7.2 AREA STATEMENT

[Link]. SPACE AREA(SQM) CAPACITY NOS
GROUND FLOOR (mofussil bus)

BUS TERMINAL WITH COMMERCIAL AREA BUILT UP AREA =

16 acres (64,749.7 sq.m)
A COMMON AMENITIES
1 Public lobby with 5000 1
seating
2 Enquiry 80 1
3 Tourist information 80 1
centre
4 Ticket facilities 200 1
5 Public telephone 100 1
6 Emergency medical 200 1
room

49
 7 Restroom 100 1
(Gents toilets: 4
water closets,
3 wash basins, 8
urinals),
(Ladies toilets :7
water closets,
5 wash basin)
1-physically
handicapped person
1-transgender
8 ATM with small 100 1
bank
9 Automatic charging 50 2
facilities
10 Drinking water 60 2
11 Feeding Room 80 1
12 CCTV Room 100 1
13 Security room 100 1
14 Luggage Checking 200 1
Area
15 Hotel reception 500 1
with waiting area
16 Restaurant 1000 2
17 Cloak room 100
18 22 Shops 25 - 40(880 sqm) 22
10,120
Total

50
B ADMINISTRATION
1 Entrance lobby and 300 1
waiting area
2 Manager room 40 1
3 Traffic inspector 50 1
room
4 Sub inspector room 50 1
5 Revenue office 200 1
6 Conference hall 300 1
7 Railway 200 1
Reservation counter
8 Police post 60 1
9 Restroom 100 1
(Gents toilets: 4
water closets,
3 wash basins, 8
urinals),
(Ladies toilets :7
water closets,
5 wash basin)
1-physically
handicapped person
1-transgender
10 Pantry / dining hall 150 1
11 Drinking water 50 1
1,500
Total
C STAFF SPACE

51
 1 Staff lounge and 200 1
cloak room
2 Cafeteria for staffs 200 1
3 Dispatch office 150 1
(one for each 150 1
finger)
4 Restrooms 100 1
(Gents toilets: 4
water closets, 3
wash basin, 8
urinals),
Ladies toilets:7
water closets,
5 wash basin)
1-phsically
handicapped person
1-transgender
5 Drinking Water 50 2
6 Cloak room 100 1
7 10 Shops 25-40 (400) 10
1,250
Total
D ARRIVAL SPACE
1 Tourist information 80 1
centre
2 Rush Hall lobby 5000 1
3 Public telephone 100 1
4 Ticket Booth 150 1

52
 5 Cloak room 100 1
6 Drinking room 50 2
7 15 Shops 25-40 (600) 15
8 Restrooms for each 100 1
bus finger
should be
(Gents toilets: 4
water closets,
3 wash basins, 8
urinals),
Ladies toilets: 7
water closets,
5 wash basin)
1-physically
handicapped person
1-transgender
6,230
Total
E DEPARTURE SPACE
1 Enquiry 100 1
2 Ticket booth 200 1
3 Restrooms 200 1
(Gents toilets : 4
water closets, 3
wash basin, 8
urinals),

53
 (ladies toilets: 7
water closets ,5
wash basin)
1-physicaly
handicapped person
1-transgender
4 Drinking water 50 4
5 Waiting hall lobby 5000 1
6 AC waiting lounge 2000 1
7 NON-AC waiting 2000 1
lounge
8 Cloak room 200 1
9,900
Total
F MOFUSSIL BUS BAYS
40 -Arrival Bus Bays
80– Departure Bays – 6,300 sq.m
50-City Bus Bays – 2,625 sq.m
60 -Workshop and Idle Parking Bus Bays - 3,150 sq.m
Platform width - (8m - 14m) with shops
Bay size - 3.75m x 14m (bus size - 2.8m x 12 m)
G FIRST FLOOR (Mofussil bus)
ACCOMODATION
1 Entrance lounge 1000
and reception
2 Gents Dormitory 500 50 Beds
3 Ladies Dormitory 500 50 Beds
4 Drivers Dormitory 1000 100 Beds
5 Hotel Rooms 2000 150 Beds

54
 6 30 Shops 25-40(1200) 30
7 2 men -dormitory 150 1
toilet block with
bath
8 2-women - 150 1
dormitory toilet
block with bath
9 4 - driver - 150 1
dormitory toilet
block with bath
10 2- toilet block with 150 1
commercial area
6600 + 15% circulation area (990 sq.m)
11 Recreation space 1000 1
12 Mini-plex 405 150 people 1
9,195
Total
H CITY BUS TERMINAL
BUILT UP AREA = 4 acres (16,187 SQ M)
1 Public lobby with 2000 1
seating
2 Enquiry 80 1
3 10 Shops 25-40(400) 10
4 City Bus Bay 2625 50
5105 + 15% circulation area (765.75 sq.m)
5 Driveway Area with 11,082
Road

55
 16,187 sq.m
Total

IDLE PARKING AND DEPOT SPACE

BUILT UP AREA = 7 acres (28,328 SQ M)
1 Sub Station 300
2 Underground Sump 250
3 Sewage Treatment Plant 250
4 Main store 700
5 Tire Resolving Plant and 1075
Storage for Retreated Tire
6 Tire Puncture Area 300
7 Storage room for old tire 500
8 Engine stop 620
9 Gear shop 260
10 Painting area 740
11 Machinery room 320
12 Manager room 150
13 Workshop shed zone 7000
14 Meeting Room 200
WASHING AREA
Washing bays
15 Washing Bay 490
(length, breadth, no of (including
bays):15m, 4m, 2Nos circulation)
16 Storage Tank (length, breadth) 21.7
7m, 3.1 m

56
17 Recycle Plant (length , 33.2
breadth)
10.7m,3. 1m
FUELLING AREA
Fuelling bays
18 Dispenser island (length, 9
breadth)
7.5m, 1.2m
19 Bus circulation area 150
Fuelling building
20 Station office (length, 20
breadth)4m, 5m
21 staff room (length, breadth)4m, 20
5m
22 Storage Room(length , 24
breadth)4m, 6m
23 Workshop and idle parking 3150 60 Bus Bays
single
bus bay size (3.75m x 14m)
24 Dormitory and waiting area 800
17,382.9 + 15 %
Circulation area(2,607 sq m)
25 Driveway Area with road 8,336 sq m
28,328 SQ M

Total

SERVICES
1 Electrical room 100 1

57
2 DG room 200 1

3 AHU 100 1

4 Fire fighting 100 1

5 RO Water Plant 100 1

500 sq. m
Total

PUBLIC PARKING ZONE

BUILT UP AREA =6 acres (24,281.1 SQ M)
1 2-Wheeler parking Size 10000 5000
(1mx2m)
2 Cycle Parking Size 50 42
(1m x 1.2m)
3 Car Parking Size 12,500 1000
(2.5m x 5m)
4 Taxi parking Size 750 60
(2.5 mx 5m)
5 Auto Parking Size 455 65
(2 mx 3. 5m)
6 Dormitory and waiting 500
area

58
SITE SERVICES
1 Electrical room 100 1

2 DG room 200 1

3 AHU 100 1

4 Fire fighting 100 1

5 RO Water Plant 100 1

500 sq. m
Total

59
 CHAPTER 8 – SPECIAL STUDY

8.1 EXPLORATION OF LARGE SPAN STRUCTURE

INTRODUCTION
• Structures with span larger than 15-20 meters are regarded to as Long Span
Structures. Long-span structures have traditionally been associated with
buildings that require programmatic flexibility and must accommodate large
influxes of peopleTheir internal organization of space is often independent the
from its vast spans and material enclosure. Although the free plan seems open
with possibilities, the generic quality of indeterminate space can be devoid of
specificity. Structures with long span can be build with R.C.C Construction since
design approach of long span structures results into flexible and column-free
internal spaces. Many large span structures dictated by new design trends have
the following features:

• Structural stability with technological astonishment.

• Capability to support considerable loads.
• Offers Economy in terms of steel weight.

EVOLUTION OF LARGE SPAN STRUCTURE

60
LARGE SPAN STRUCTURE

Long spans result in flexible, column-free internal spaces, reduce substructure

costs, and reduce steel erection times,reducedfoundation costs, and reduced steel
erection times.
• Spans in excess of 20 m can be achieved.
• Many long span solutions are also well adapted to facilitate the integration of
services without increasing the overall floor depth.

Types of beams

• Parallel Beam Approach

• Composite Beams with Web Openings
• Cellular composite Beams
• Tapered Girders
• Stub Girders
• Haunched Composite Beams
• Cellular Beams

Parallel beam approach

• The parallel beam approach is effective for spans up to around 14 m.
• Floor grids comprise two layers of fully continuous beams running in orthogonal
directions.
• Services running in either direction can be integrated within these two layers,
so that services passing in any direction can be accommodated within the
structural floor depth.
• Fully continuous, the depth of thebeams themselves is reduced without incurring
the expense and complexity of rigid, full strength connections .

COMPOSITE BEAMS WITH WEB OPENINGS

• Web openings are typically formed in beams to allow services to pass through
the beam.
• The structural and service zones to occupy the same space,thereby reducing the
effective overall depth of floor construction for a given spanning capability.
• Openings may also be formed for aesthetic reasons.
• Cost effective solution for spans in the range 10 to 16 m.

61
• The alternative way of forming the web openings is simply to cut them into the
plate used to form the web of a plate girder, or into the web of a rolled section.
• Web openings must recognise the fact that the openings introduce a number of
potential failure modes not found in solid web beams.
• Around the openings the beam behaves as a Vierendeel girder, and the web post
is the section of web found between two adjacent openings, as shown in the figure
below).
• Large openings may require stiffening to avoid instability (buckling) of the web
posts.

CELLULAR COMPOSITE BEAMS

• Cellular beams are a form of beam with multiple regular web openings.
• Formed by splitting two rolled sections longitudinally, to form two Tee sections.
•The process used to form cellular beams enablesthe bottom half of the final beam
to be formed from a heavier donor section than the top half - i.e; the bottom flange
can be significantly bigger than the top flange.
• The greater the asymmetry minimum degree of shear connection , prevents
excessive slip between the steel and concrete elements.
• Although cellular beams have regular openings may be infilled, and/or
stiffening.

TAPERED GIRDERS
• Tapered girders are cost effective
• Span range 10 m to 20 m.
• The depth of the girder increases towards mid-span, where applied moments are
greatest, and facilitates hanging services under the shallower regions near the
beam supports.
• It is also possible to form web openings in tapered girders in regions of low
shear, towards mid-span. These provide more options for service integration.
STUB GIRDERS
• Stub girders are a Vierendeel form of truss, a rather exotic hybrid that can be
thought of as lying somewhere between a solid web I-section and a truss.
• Until composite action with the cured concrete is achieved the beams may need
temporary support/restraint.
• An inverted Tee section may be used to fulfilthe functions of a top chord during
erection.
• Spans in excess of 20 m can be economicallyachieved.

62
• Integration of the mechanical ducts into the structural steel floor beams of a
high-rise building.
• This system is called a stub-girder system.
• Beams spaced between 7 ft-0 in, and 11 ft-0 in apart.
• Composite action between the steel beams and the concrete slab is generally
achieved by the use of suitable shear connectors.
• The mechanical ducts, lights, and ceiling construction are generally placed
under the beams.
• Penetrations are made in the beams - to accommodate the ducts.

DIFFERENCE BETWEEN CELLULAR & CASTELLATED BEAMS

63
INFERENCE FOR LONG SPAN STEEL STRUCTURE

64
8.2 ENERGY EFFICIENY MEASURES IN LONG SPAN ROOF USING
GREEN ROOFS
INTRODUCTION
Green roof is an environmental,social and economical use of thebuilding roof.

GREEN ROOF HISTORY

•Pre-Modern History- Scandinavia, Iceland: sod and turf insulated homes,

•History: 1914, Moos Water Filtration Plant, Zurich - Oldest recorded green roof
structure,
- Nine acre roof meadow on water treatment center.
- Installed for temperature moderation of building,
- Roof membrane has remained intact, only requiring reconstruction around
edging,
•Today: Industry Growth in a Recession
- Estimated 3.1 million ft, installed in 2008.
- Estimated 10 million ft2 installed in 2009.
- From 2007 to 2009 the market increased by 35%.
-The green roof industry grew by
2009 - 16%.
2010 - 28.5%.
2011-115%.
2012 - 24%.
GREEN ROOF
- A layered, living extension of the roof construction.A natural, efficient, time-
tested insulation method
•"Extenehre" green roofs are low-lying, under six-inch performance-driven
systems that meet engineering and insulation goals
•Intensive green roofs are higher-profile. over-6 inch systems designed for
functional & aesthetic goals in addition to core performance needs
•"Hybrid" systems employ facets of both

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TYPES OF SYSTEMS

Built-Up/"Built in Place":
Comprised of single-ply roofing membrane layered with a plastic drainage
material, filter fabric, and moisture retention mat under the [Link] laid
growing medium; followed by the planting of vegetative plugs, clippings or pre-
grown [Link] average, costs $8 to $9/ft2 less than a modular system
Modular/Tray: Typically pre-grown vegetated panels (often 1' wide by 2' long,
with 4" depth) with growing medium and plants [Link] often connect to
create a monolithic look which is mature at installation.
-Simple installation: requires a crane for lifting and easy arrangement of trays.
-Maintenance: if the black roof leaks, trays can be moved quickly.
•Additional Roofing Elements:
-Lighting, decking, beehives, solar panels, data monitors, rain barrels, as well as
recreational areas may be included in design.

TYPES OF GREEN ROOF

66
GREEN ROOF BENEFITS
Extensive Green roof
• Lightweight
• Suitable for larger areas
• Low maintenance costs and can be designed forno irrigation
• More suitable for retrofit projects
• Low Cost
• Easy to replace

Semi-intensive Green roof (hybrid)

• Combines best features of intensive and Extensive
• Maximizes design and plant choice over areas with greatest load capacity
• Greater coverage at relatively low cost
• Average amount of maintenance
• Greater plant diversity
• Creates opportunities for design
Intensive Green Roof
• Largest plant diversity
• Best insulation properties and storm water management
• Greatest range of design
• Usually accessible
• Greater variety of use

DISADVANTAGES

• Structural limitations
• Installation and maintenance costs are high.
• Susceptible to damage and leakage.

67
• The limited number of plants.
• An increase in weight load.

Air Quality Improvement

•Green roofs filter particulate matter from the air & absorb greenhouse gases.
•N120 (nitrogen oxides), produced by automobile traffic, are a major cause of
human respiratory disease.
•CO2 sequestration: mitigates global warming.
•A 1000 sq, ft. green roof eliminates approximately 40 pounds of particulate
matter each year, the equivalent of 15 cars/yr1

Urban Heat Island Effect

•Significant Annual Energy Cost savings

•Adds a minimum insulation value of R-7
•More effective and cleaner FIVAC
•13 potential LEED points
•Roof membrane life increases by 2 to 3 times
•Tax Incentives, abatement stimuli and rebates
•Noise Reduction
• Increased Property Value
•Increased Workplace Productivity
•Aesthetics
•Improves Solar Panel Performance
•Solar Energy Efficiency Improvement
•Studies show that solar panel efficiency improves by as much as 25% when
combined with a green roof.
•Green roof cools the ambient air temperature and offsets the warming around the
panels.
•Installation
•Panels can have a shade tolerant sedum planted underneath, in which the panels
provide the cool shade.
•An 18" clearance from panels to roof is ideal.
•Shade from panels reduces the amount of watering needed.

68
Stormwater Management

•Reduce Volume: Cities use green roofs to effectively reduce volume of

stormwater runoff':
•Green roof soil and vegetation reduces runoff rate by absorption and
evapotranspiration.
•Green roofs hold rainwater, delaying flow to sewer systems.
•50 to 90% of the rain is retained on an extensive green roof.
•New York City townhouse study: during a 1" rainfall 100% water retention was
achieved.
•City of Portland study cited a 96% reduction In peak low (rate of movement).
•Improved quality Green roofs improve storrnwater runoff quality, filtering out
95% of cadmium, copper, and lead, and 30% of the nitrogen and phosphorous in
storm water.
•More Effective: Gray infrasinxtu re (piping, tanks engineering solutions) is
costly and ineffective

The Importance of Green Roof Maintenance

•Establishment Period
-Installation ideally before first frost or after last. Roof is established at 80%
coverage.
-First 2 to 3 years critical to long term success.
•Water Availability
-Initial watering is required in first few weeks of installation.
-Plants do not require long term irrigation; they can be weaned off and adjust to
the local climate.
•Weeding
-Pre-grown modular systems incur less weed pressure due to plant density.
-Woody tree seedlings, interlopers should be removed.
•Nutrient Testing
-Growing media requires specific levels of nutrient sand pH levels in water.

Green Roofs & LEED v4

- In November 2013, USGBC released the new version of LEED, v4. It will
replace LEED 2009 in mid-2015, and until then projects can choose between the
two rating systems.
- Green roofs can also contribute to credits in LEED v4. Potential LEED Credits

69
Vary for Existing Buildings or New Buildings (NIB). and include:
- Sustainable Sites
•Rainwater Management (Up to 3 points)
•Site Development - Protect or Restore Habitat (Up to 2 points)
•Open Space (1 point)
•Heat Island Reduction (Up to 2 points)
- Water Efficiency
•Outdoor Water Use Reduction Prerequisite & Credit (2 points)
- Energy and Atmosphere
•Prerequisite: Minimum Energy performance
•Optimize Energy Performance (Up to 20 points)

8.3 ENERGY EFFICIENY MEASURES IN LONG SPAN ROOF USING

GREEN FACADE

VERTICIAL GREENING SYSTEM

70
GREEN FACED

71
GREEN WALL

DETAILING OF GREEN WALL

72
 CHAPTER 9 – SITE STUDY AND ANALYSIS

SITE DESCRIPTION

Trichy District is the fourth largest city and urban agglomeration in Tamil [Link]
is administrative headquarters of Tiruchirappalli [Link] is in the
center part of Tamilnadu. The site is Located at a distance of 10km from the
Trichy central bus stand, Panjappur, located on the Madurai National High-way.

PROPOSED - LANDUSE

73
SITE LOCATION

The site is located at the outskirts of the city in the developing area.
State - Tamilnadu
District - Tiruchirappalli
Site - Near Panjapur Ring road,Trichy

ACCESSIBILITY

Site is accessed through

- Madural to Trichy highwaysn(NH 38) and
- Trichy bypass
- Roadway – 50 M

CLIMATE

Climate - Sub Tropical Climate

- Trichy as hot summer and cool winter whereaverage annual day
- Temperature ranges in between 25 – 37 deg celsius
- Average Annual Rainfali (mm) - 8419mm

TOPOGRAPHY

PROXIMITY

- Site to Central bus stand 7.5km

- Site to Chathiram bus stand 15 km
- Site to Railway station 7.1 km
- Site to Trichy Airport 1௦ km

SOIL TYPE

The major soil types encountered in the districts black cotton soils, red sandy to

74
loamy soils and Alluvial soils.

WIND DIRECION

Predominant wind direction for trichy is SOUTH WEST to NORTH EAST

SITE

MORPHOLOGICAL ANALYSIS

ECONOMIC ASPECT
The bus terminus at the proposed site can enhance the growth of southern
suburbs and act as a catalyst to the economy of Trichy.

CULTURAL ASPECT
The bus terminus at the proposed site can enhance the importance of panjapur.

75
EXISTING SITE FEATURES

The site is located on the main road, NH road of width [Link] there will be
no conjunction in the road when the building is [Link] is located at the outskirts
of the city in the developing [Link] still has good road network connection to
the main [Link] site have vast vegetation at the periphery and also within,
which can be used as a positive element while designing the building.

TRAFFIC ANALYSIS

MORNING
Cars and motorcycles dominate the road as people travel to work via Grand
southern trunk road and NH. A moderate amount of Lorries take up this way at
morning.

INTERMEDIATE
Vehicles on the road decrease at mid-day but increase during noon, with the
amount of busses exceeding that of the motorcycles and they continue to pick
up passengers in the afternoon. Amount of Lorries and bicycles also decrease
during the same.

NIGHT
AL night the amount of cars slight increase and that pf he motorcycles Decrease
with than amount of busses remain moderate as they travel along grand trunk
road to pick up passengers getting off work.

SWOT ANALYSIS

STRENGTH
Site being located closer to the urban expansion zone of trichy
- Makes the site more accessible ,this aspect willstand positive in thecase of

76
outstation buses to approach its destinations.
- Brings in people promotes economic development
- Reduces traffic congestion

WEAKNESS
- Less vegetation. vis visibility Micro Climate.

OPPORTUNITY
The terminus Could add on to the urban infrastructure of Trichy and lead to the
growth of Southern suburbs of the city.

THREAT
The site is located in closer to the Current sewage treatment plant of the city
which might cause environmental Concerns even after.

INFERENCE FROM SITE ANALYSIS

- The site has two approach roads NH 38 and Trichy bypass, which these roads
would serve Mofussil buses and the Intra City buses to enter the terminal
- The Town bus terminal will be located to the front portion of the terminus
along with arrival bays, idle parking bays and departure bays for town bus
- The existing bus depot and the maintenance shed would be located to the
southern end of the terminus and which is also used for IBT
- The Retail is planned south side bus stations to accommodate the crowd and
also for future market proposal
- Exclusive pickup points for private autos and cabs such as Ola and Uber
Would be planned to the western portion of the terminal between the Town and
Omni bus terminals.
- The places such as bus bays, shops which would require more natural lighting
would be located to the north and east sides

77
 CHAPTER 10 – BIBLIOGRAPHY

-[Link] .indiatimes. Com/city/trichy/mannarpuram-defence-land-

proposed- for-integrated-bus-terminus/articleshow/[Link]

-[Link] [Link]/news/cities/Tiruchirapalli/temporary -busstand-to-

come- up-at-mannarpuram/[Link]

-[Link] ( Indian Road Congress)

-[Link]
guideline- session-vii

-[Link]

-library-study

-[Link]

-planning-terminal-facilities [Link].

-[Link] 2 iiW7 09032

-017(1).pdf [Link]

-Time-Saver Standards for Building Types -

-[Link] Neufert Architects Data

-NBC of India 2005

78