DATA COLLECTION

1 INTRODUCTION
Transportation is one of the most important requirements for the aid of
communication from one place to another. It improves the social, economical and commercial
progress. To achieve the desired transportation balance and for the system to be efficient, it is
essential to provide organised facilities in the system
As transportation in concerned with the movement between origin and destination involves the
movement of peoples and goods. There is need for an access point in the system for use.
The size and nature of a terminal may vary, from a roadside bus stop with no facilities for
passengers or bus crews, to a purpose built off-road bus station offering a wide range of
facilities.

1.1 AIM:
Bus terminals are a significant element in the operation of bus services. Their design and
location affect the efficiency of a transport system, and makes an impact on users.
the main aim is to give efficient design of bus terminus that acts as a landmark to the urban
area for present and future scenario

1.2 OBJECTIVE:

To provide an architectural solution for integrating the terminal with

commercial complex.

To reduce the private vehicles for travelling

To increase the public transportation usage.

To control traffic congestion

To make the city pollution free.

To provide optimum connections between all elements and spaces in order to

incorporate todays communication system, surveillance system, etc... into design
methodology by proper understanding basic need of design, its scope & limitations.

To introduce Multiuse Space concept.

To function under a strong public private partnership (PPP mode).

To improve the social, economic industrial & commercial progress & further
transforms the society into organized ones in terms of transportation and
commercial purpose

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1.3 LIMITATIONS:

Providing requirement for a maximum number of people in both the direction.

1.4 METHODOLOGY:

TOPIC SELECTION

Topic selection involves the selection of topic from the

three proposed topics

DATA COLLLECTION

Literature
study

Case stucy

Concept
selection

FINAL DESIGN
Schematic
working
drawings
drawings

Site study

Special
study

Justification

1.5 SCOPE:
Provision of Bus Terminal-cum-Commercial Complex that has proper planning,
designing and following building Bye-Laws and regulations with
Bus Terminal and requisite passenger Facilities &
Commercial complex and needed facilities for people as per
Terms & Schedules.
Introduction of Multi space concept.

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Strong public private partnership by design, build, finance, operate and
transfer (DBFOT) model.
Usage of public transport more than private transport.
Traffic free and pollution free environment.
Regulation of traffic circulation all over the city, both roads within and outside
the campus by avoiding overcrowding, congestion and accidents inside the
city.
Enrichment of people by paving way for their better life with the view to meet
out the objectives.
the scope of the project includes construction of bus terminal with efficient
parking and operation facilities for the corporation along with allied facilities
like convenient shopping and other Amenities.

1.6 PROJECT BRIEF:

In general, bus terminal improves the transportation system the Social, Economic
Industrial & Commercial progress & further transforms the society into organized
ones. As transportation is concerned with the movement between origins to the
destinations, it involves the movement of people and goods.
There is an access point in the system for use Multiuse Space concept - Efficient
use of space for entertainments, shopping and related activity. And this leads to the
introduction of a commercial complex inside the Bus Terminus.

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2 DATA COLLECTION :
2.1 ROADWAYS ARE GENERALLY DESCRIBED AS
Limited Access free ways: 1000-1300 vehicles/lane/hour (high speed) 800 vehicles/lane/hour
(with traffic signals, parking intersections).
Arterial Highways:
600-800 vehicles/lane/hour (open road) 400-500
vehicles/lane/hour (with traffic signals, parking intersections)
Collectors:

100-250 trips/lane/hour (6206 min for 2 lanes residential)

Private roads:

6766 for 2 lanes (5486) 3962 for lane (3018 min)

Note: city bus require 6858 road for right angle (and furning space) Driveways for private
houses recommended width 3353.
Narrow road with passing bays: Occasional on private backup of traffic at controlled
intersection or for slowing down at exits from freeways.
Turning lanes frequently used to prevent backup of traffic at controlled intersections or for
slowing down at exits from freeways.
Design of roads should include estimating traffic flows and impact of development on adjacent
roadways.
VEHICLE

LENGTH

WIDTH

OVERHANG
REAR

Intercity bus

13.7

2.7

3.1

City bus

12.2

2.6

2.0

School bus

12.04

2.4

3.9

Ambulance

6.5

2.1

1.6

Paramedical van

5.5

2.0

1.5

Hearse

6.5

2.1

1.6

Airport limousine

6.9

1.9

0.9

Trash truck

8.6

2.4

1.8

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UPS truck

7.1

2.3

2.5

Fire truck

9.6

2.5

3.0

2.2 CAR PARKING:

With growth in motor transport separation of moving and stationary traffic essential.
Results of traffic research suggest different parking layouts on basis of local conditions.
Population:
Desirable parking area in mid-town=0.5-1% of population of whole built-up area.
No. of cars: 1 parking space on town centre for every 5-8 cars kept in built-up area.
Parking lanes: Oblique or right angle parking lanes for various road widths, parked vehicles
must not restrict vision of moving vehicles at corners; therefore gap between end of parking lane
and building line 6000; 10000 prefered
Avoid right angle parking (Dangerous for passing traffic)
Safety strips 500 wide recommended between parking lanes and moving traffic.
RELATION TO STREET
EDGE.

45

60

90

Width

5000

5400

5500

Area required(m)

18

16

13

Cars

31

38

43

2.3 OFF STREET PARKING

In the permanent car parks, lanes and bays should be clearly marked with safety strips for
pedestrians.

Space requirements
Space/car with driving lanes but without main access and exit.
90 parking approx 20m
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45 parking approx 23m: usually preferred for ease of parking
Parking Bays
Space/car (medium-large) 5000x1800. For car parks larger than 800m provide 20% bays for
larger cars (6000x2100) it park attended. Provision for motor cycles, disabled according to local
requirements.
TRUCK & BUS PARKING
Fixed bay sizes advisable because vehicle size varies greatly for truck with trailers provide for
parking without reversing. For articulated Lorries reversing usual.
For long distance traffic provides yards at town approaches with driver accommodation,
workshops, filling stations etc..,
PARKING STANDARDS
Parking layouts stall widths and parking dimensions for 2 most typical car sizes. Recommended
small car dimensions be used only in car parks designed for small cars or with entrance controls
which admit only small cars; putting small cars into standard car layout not recommended;
standard dimensions will take all normal passenger vehicles. With large car dimensions parking
easier, quicker; recommended for elderly, high turnover, luxury. With parking angle 60 or less
may be necessary increase bay width by 75-162 to give room for users walking to and from
parked cars. Always consult local zoning reg.
TURNING DIMENSIONS
Dimensions at intersection of private with public roads. U drive illustrates procedure for
designating any drive configuration given vehicles dimensions and turning radii tangent (T)
dimensions approx. Min only: may vary with drivers ability and speed.

U DRIVE TURNING DIMENSION

Vehicle
Small car
Compact car
Standard car
Large car
Intercity bus
City bus
School bus
Ambulance

R
6.05
6.55
6.83
7.01
16.76
16.3
13.26
9.14

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RI
3.28
3.61
3.84
3.84
10.06
10.1
7.92
5.72

T
3.7
4.57
4.57
4.57
9.14
9.14
9.14
7.62
7

D
3.05
3.3
3.66
6.86
6.86
5.92
4.04

C
0.15
0.18
0.20
0.23
0.30
0.30
0.30
0.30

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Headroom = 4.62
DESIGN GEOMETRY
Standard design car
L
W
H
DOOR OPENING
CLEARANCE
WHEEL BASE (WORST
CASES)

A
B
C
D

4750
1800
1700
500

5500
2030
1630

2900

3250

900
1100

890
1350

TURNING CIRCLE (DIA)

F
G
H

KERB
WALL
GROUND CLEARANCE

I
J
K

13000
14000
100

6550
4010
1220

RECOMMENDED RAMP DESIGN

Up to 1500 rise
More than 1500 rise
Used for parking
Gradients, max on helical ramps up to
3000 rise
More than 3000 rise
W, min, Straight ramp, no turning:

1 in 7
1 in 10
1 in 20
1 in 10

USA: ramp 1<19.8m

Max slope 1 in 7
>19.8m ramp 1 max slope1 in 9

1 in 12

Between kerbs
Clearance kerb to structure
W, min, curved ramp, turning ramp:
1-way
2-way
Central kerb, 2-way
Turning circle, outer kerb radius:
Recommended
Min
Clearance kerb, to structure

3000
300

4000
75

3650
7000
500

5200
9150
150

12000
9000
600

6600
6600
460

2.4 USE OF ANGLED PARKING LAYOUT

Parking angle

Bin w

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Av ar/Vehicle
8

USA

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MM
15500
15400
15300
13700

90
80
70
45

M
24.0
25.0
27.0
34.0

M
27.0
27.9
28.0
35.3

Most efficient parking angle 90, lesser parking angles not normally used in UK.

2.5 CAR PARKING ARRANGEMENT

2 parallel bins normally used provide circulation arrangement with L way traffic flows having
upward and downward routes separated; makes possible best traffic capacity dynamic, capacity
reduced if 2-way traffic flows of mixed upwards and downwards circulation used. Cul-de-sac
drive ways undesirable: should not exceed 6 stalls in length.
Space requirements for platform arrival
PLATFORM
TYPE
Relation to
line of arrival
Platform L(m)

WITHOUT
PASSING LANE
Par
At
At
allel 45
90
24
24
24

Platform
3
3
3
W(m)
No. of
loading
points
2
2
2
a) Coach
1
1
1
es
b) Vehicl
es
with
trailer
Arrival of
platform(m)
a) Coach 138 170 189
es
276 340 378
b) Vehicl
e with
trailer
Space requirement for parking place
RELATION TO
LINE OF
ARRIVAL

PAR
ALL
EL

AT 45

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WITH PASSING
LANE
Par
At
At
allel 45
90
36363660
60
60
35353560
60
60

2-3
1-2

2-3
1-2

2-3
1-2

293
439

296
444

313
470

AT 90

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Each parking
place (m)
Parking option

W each
parking place
(m)
W arrival (m)
Parking arrival
with roadways
(m)
c) Coache
s
d) Vehicle
with
trailer

32

12

24

12

24

1
vehi
cle
with
traile
r2
coac
hes
3.5

1
coac
h

1
coac
h

3.5

1
vehi
cle
with
traile
r2
coac
hes
3.5

3.5

1
vehi
cle
with
traile
r2
coac
hes
3.5

14

14

88
176

135

178
89

140

182
91

2.6 PLATFORM TYPES

Parallel loading

Requires excessive amount of space.

Buses must usually wait until first bus exits.
Large terminal requires pedestrian under/overpass facilities to protect passengers while

crossing lanes.
Right-Angle loading
Disadvantages include:
Out swinging bus door which forms a barrier around which passenger must
pass.
Bus manoeuvring difficult.
Straight saw-tooth loading
Efficient employed where lot is comparatively narrow and deep.
Passenger has direct approach to loading door.
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Baggage truck can operate between buses for side loading.

Radial saw-tooth lading

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

2.7 RAMPING
Where roadway ramping down up, at entrances or exits to roadways is necessary, care,
should be taken to avoid sharp grade changes which will result in discomfort to passengers or
rough treatment of equipment, particularly when heavily loaded, here , again where this factor is
involved, tests should be made with buses and allowance made for possible future vehicles
having a longer wheel-base and overhang, because of the longer wheel base of buses, critical
attention should be paid to the vertical clearance where a sag curve exists, since required bus
clearance will be greater, where buses are to enter terminal buildings, doorways and other
structures should allow sufficient side clearance to permit free movement of vehicles and to
avoid damage and delay. Door headroom should be at least 12 ft for typical equipment,
allowance being made for any use of the terminals by deck-and a-half or double-deck buses.
Actual dimensions of equipment to use the terminal should be checked before fixing critical
dimensions. Minimum side clearance to all structures along the roadway should be at least 12
in.
Economy achieved by using longest practicable bin lengths. Downward route should be short
rushing exits; upwards route devised give possible search pattern for vacant stalls.
Split level layout
Arrangement widely adopted.
2 bins so arranged that adjacent parking level separated by hall storey height.
Short interconnecting ramps used between levels.
Warped slab layout

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Parking levels constructed with uninterrupted horizontal external edge steady transition of
gradient constructor is internal interconnection of parking level.
Compared with split layout need for ramps, at their end of the building reduced, gradients
reduced.
Parking ramp layout
Parking level constructed as long ramp has significant effect on elevational appearance, to keep
to acceptable gradients long building required.
Where necessary exit can be speeded up by adapting external helical ramp.
Flat slab layout
External ramp used to inter connect level parking areas.

2.8VEHICLE CONTROL
Free collection
Group A driver payment - Fixed or available charge paid on exit
Group B pedestrian payment Fixed or variable charge by purchase of token or ticket season
ticket pay and display ticket
Barrier capacity
2 types of barrier available using arm on rising kerb, having recommended capacities.
Entry barrier and exit barrier -

400 vehicles per hour

Group A

250 vehicles per hour

Group B

400 vehicles per hour

Lighting
Mean service illumination for public should be
Parking areas
20
Drive ways
50
Ramps
70
Roofs
20
Entrance & exits
150

2.9FUNCTIONAL ELEMENTS PLANNING CRITERIA

General functional organization of the terminal is determined by
Site configuration
The volume
Type of bus operations
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Passenger
Bus traffic- circulation

One of the most complicated terminals is the intercity type, since it is often found in a
dense, developed area in the heart of the central city and its general configuration is too
often inhibited by existing construction and high land costs.
"Waiting" areas, to serve as the central focal point, with all bus passenger
accommodation positions being equidistant.
The design is controlled more by bus and passenger volumes, traffic circulation, and the
resultant space demands for large numbers of bus berths, while baggage handling provisions
are minimal or nonexistent. These space demands may dictate a vertical, multiple-bus-level
solution, with intermediate passenger circulation concourses.
Traffic access, by direct exclusive highways on the bus side and by feeder transit, auto,
and taxis on the passenger side are important elements of the terminal.
Counter space requirements are usually more extensive and should include weigh-in
provisions and conveyors for handling of baggage. Adequate provisions should also be made
for limousine, auto, and taxi access.
The parking facilities be located so as to minimize the walking distance to the terminal
and that way out and way in be planned to avoid traffic congestion along nearby arteries. If
possible, some covered walkways should be provided leading from the parking field to the
terminal building.
Terminal requirements should include provisions for ticket sales, vending machines
and/or small snack bar, toilet facilities, office, baggage and/or storeroom.

2.10Space Requirements
Public Seating
Seating may be provided in the form of a separate waiting room or in the form of a
simple seating area within a larger public space.
Function should be directly accessible to the concourse area and should be provided
with drinking fountains, trash baskets, ash urns, and clocks.
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The amount of public seating varies depending on

o Individual circumstances
o Terminal type
o Economic priorities
As a general rule of thumb, however,
o An allowance of one seat for every three passengers would be adequate for
an intercity terminal.
o The passenger quantity is calculated by multiplying the number of loading
berths by an average bus capacity of between 35 and 37 people. A 10-berth
loading platform therefore, would result in terminal seating of between 117 to
124.

Ticketing Facilities
Toward open counters in contrast to the antiquated caged windows.
In the larger intercity terminal, where more than one carrier may operate, separate
self-contained glass walled ticket offices may be provided, each housing their
individual open ticket counters.
On the average, one position should be provided for each 25 to 30 waiting room
seats.
The lineal feet of counter space depends on individual carrier operation and the type
of ticketing equipment used and may vary between 3 to 5 ft per position and/or about
50 to 60 sq ft per position. The height of the counter is usually 42 in.
Baggage Boom
Baggage room requirements vary significantly with terminal type and operation.
In the intercity bus terminal the baggage is normally hand-carried directly onto the
bus or to the baggage room, and from there it is placed on the bus.
The baggage room should be accessible from both the public area and the
concourse and have an area equal to about 10 % of the total building or contain
about 50 sq ft for each bus loading berth, whichever is higher.
The baggage room should also be equipped with standard metal racks about four or
five tiers high for baggage storage.
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.

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.
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All terminals regardless of type require a certain amount of office space. Although
usually offices for the terminal manager, passenger agent, and switchboard are sufficient, in
larger terminals more elaborate facilities are required.
Rental Space The amount of rental space to be provided for stores, shops, concessions, ate., depends
primarily on the earning potential involved and the amount of space available.

2.11 BUS GEOMETRICS

Bus data
Bus geometrics, or the physical dimensions and manoeuvrability of the bus, determines:
width of roadways
shapes of platforms
column spacing
ceiling heights
Other aspects of bus-level design.
The apparently insignificant detail of the right-side loading of buses often restricts terminal
design possibilities.

Double Decker Bus

Single Decker Bus

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Articulated Bus
Swept Path
When a bus turns normally, it always turns about a point which is somewhere on
the center line of the rear axis. 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.
The turning template provides a convenient graphic method to determine
minimum clearances required.

2.12 TURNING RADIUS :

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2.13 DESIGN & LAYOUT

Preliminary
Road pattern:
Whether single, dual or three lane roadway will determine ease of entry into side.
Traffic flow:
Number of vehicles passing site per hour day to be established.
Vehicle road speed:
Will influence frequency of customers visiting site.
From these estimate number of vehicles per hour per day calling at site and of expected
peak periods for which site will have to provide.
Basic
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Initial communication:
Visibility, pole sign visible at least 300m before site entrance.
Visibility:
Price sign readable 100m before site entrance.
In & Out:
Easy steering on to site and space for cars to line up while waiting for place at pump;
easy steering away from pump with no blocking of exit and good visibility for driving out on to
road.
Site traffic:
1 way flow only on site.
Other services:
Should be kept separate from petrol filling area. Eg: car wash, sale of liquefied petrol
gases, etc..,
Factors affecting size of station
Apart from the physical site constraints, station size is governed by the following:
Number of bays to be incorporated (the term bay is used in bus stations instead of bus
stop), determined by the number of services operated from the station; and by how practical
it is, related to the timetable, to use each bay for a number of service routes.
Vehicle approaches to the bays. Three types of manoeuvre are used, 7.24. The sawtooth is further explored in 7.25 and 7.26.
The choice of manoeuvre will be influenced by the size and shape of the
available site, the bus operators present and anticipated needs, and in particular the
preference of their staff.
Some will accept the saw-tooth arrangement while others prefer the drivethrough.
The required area of the site is further increased by the need for lay-over. This is when vehicles
are parked after setting down passengers, but which are not immediately required to collect
more passengers. The layout for this should be as for parking,
7.27 and 7.28, preferably so that no vehicle is boxed in or interferes with other bus movements.
Economy of space may be achieved, again dependent upon timetables, by using spare bays for
lay-over purposes.
Facilities for passengers: these will depend entirely upon anticipated intensity of use and
existing amenities. If, for example, there are already public toilets, a bus and coach
information centre and cafs nearby, then these will not be required on the station
concourse. However, waiting room facilities may be required with someone on hand to give
information and supervision. In more comprehensive schemes consider:
Waiting room
Buffet
Public toilets
Kiosks
Enquiry and booking
Left luggage
Lost property.

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Facilities for staff: there are invariably inspectors who, as well as assisting passengers, are
primarily concerned with organising the movements of vehicles, and supervising their drivers
and conductors. If there is a depot near the station then staff facilities will be provided there.
If not, canteen and toilets facilities will be needed for staff on the station site, so that during
breaks and between shifts they do not need to get back to the depot until they return their
vehicle for long-term parking.
Should the depot be even more remote, all facilities should be provided at the
station and only basic amenities at the depot. In addition to those listed above these
include a recreation area, locker rooms and a facility for paying in takings. This would be
an office where drivers or conductors check, then hand over monies taken as fares,
which in turn are checked and accounted for by clerical staff. Secure accommodation for
any cash that cannot be immediately banked will be needed.
Facilities for vehicle maintenance: the inspection, repair and servicing of buses and
coaches is an integral part of an operators responsibility. Normally such work would be
carried out at a local depot, with a repair workshop together with fuelling, washing and
garaging facilities. The provision of any such facility within a station complex is unusual, but
not unique. For a new town bus station or one where it will be difficult and time consuming to
drive to and from the station and depot because of traffic congestion, it would be
advantageous to provide at least a workshop.

2. 14 Intercity bus terminal

The intercity terminal is usually found in the downtown core and is accessible directly by
local transit, taxi, and auto. It differs from other terminal types in that it includes long haul
service in excess of several hundred miles and provides for a much greater number of bus
movements. Land costs normally dictate vertical expansion capability in the denser city areas.
More elaborate "package express" facilities are provided in the intercity terminal and a
greater amount of concession and rental space is provided to defray higher terminal
construction and operating costs.
Airport-City Bus Terminal
The airport-city bus terminal provides primarily for the transportation of airline
passengers from an urban center to the major airports it serves. Usually located in the urban
center, the terminal is accessible by local transit systems, Taxis, and autos. Oriented to
departing and arriving flights, the terminal normally has provisions for arrival and departing flight
information as well as pre-ticketing and check-in facilities.
Urban-Suburban Commuter Terminal
This type of facility may be located within the downtown core, as a central passenger
collection and distribution node, or on the periphery of the core, as a rapid transit feeder station.
It is characterized by a diversified bus route structure and high-turnover commuter-type
bus operations. Bus accessibility is an important consideration. Grade separated access by
underpass or overpass connections and exclusive bus lanes on connecting highways are
desirable to maintain schedule efficiency.
Suburban Interstate Terminal
The suburban interstate terminal is a peripheral type designed to avoid the traffic
congestion and heavy investment associated with central city and/or airport terminal facilities.

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The terminal is usually located adjacent to interstate highway connections with major
cities or regional airports and in many instances serves the increasing outlying "urban sprawl"
areas.
In an increasing number of cases terminals of this type serve a commuter-type function
where the daily journey to work in the central city may take as long as 2 hours.
Sometimes referred to as "park and ride" terminals, because access is primarily by auto,
these facilities are provided with open, paved parking spaces. Investment in waiting-room and
bus-berthing facilities is minimal. The terminal is usually a one-story building of simple
construction.

PEDESTRIAN DESIGN FOR PASSENGER TERMINALS

The design of pedestrian facilities for passenger terminals is dependent on the category
of terminal and its pedestrian traffic patterns. Commuter passenger terminals, with extreme but
short peak traffic patterns and repetitive users, can be designed for lower standards of service
than long-distance terminals, where the users are generally unfamiliar with the facility and peak
traffic levels may be sustained over several hours. Detailed photographic studies of the use of
pedestrian facilities indicate that maximum capacity coincides with the most crowded pedestrian
concentrations, representing a poor design environment. Many of the elements of aesthetic
design are lost in this type of crowded environment, as he pedestrian becomes preoccupied
with the difficulties caused by the close interaction and conflicts with other persons. The
challenge to the terminal designer is to balance the space requirements for a comfortable and
aesthetically pleasing human environment against the space restraints caused by building
configuration and cost. The most recent approach to the design of pedestrian spaces has been
the use of the level-of-service concept. On the basis of this concept, a qualitative evaluation is
made of human convenience at various traffic concentrations and this is translated into
appropriate design parameters. For example, it has been found through detailed photographic
analysis that the maximum capacity of a corridor is obtained when average area occupancies
are about 5 sq ft per person and human locomotion is limited to a restricted, shuffling gait .
Pedestrians require an average of more than 35 sqft per person in order to select their normal
walking speed and to avoid conflicts with other pedestrians. Human locomotion on stairs and
the convenience and comfort of pedestrian waiting areas is similarly related to average
pedestrian area occupancy.
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.
Stairs
Human locomotion on stairs is much more stylized and restricted than walking because
of the restraints imposed by the dimensional configuration of the stairs, physical exertion, and
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concerns for safety. As with corridors, capacity flow is obtained when there is a dense crowding
of pedestrians combined with restricted, uncomfortable locomotion. The maximum practical flow
on a stair is approximately 17 persons per foot width of stairway per minute (PFM) in the upward
or design direction. An average of about 20 square feet per person or more is required before
stair locomotion becomes normal and traffic conflicts with other pedestrians can be avoided.
This is equivalent to a flow volume of about 5 PFM. This standard would be used in terminals
that do not have severe peaking patterns or apace restrictions. In commuter terminals, the more
stringent standard of 7 to 10 PFM would be acceptable. Riser height has a significant impact on
stair locomotion. Lower riser heights, 7 in. or less, increase pedestrian speed and thus improve
traffic efficiency. The lower riser height is also desirable to assist the handicapped pedestrian.
Queuing Areas
A number of different pedestrian queuing situations occur in terminals which affect their
functional design. Linear queues will occur where passengers line up to purchase tickets or
board buses. Care must be taken that these lines do not disrupt other terminal functions. 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. Bulk queues may occur within a passenger terminal
where passengers are waiting for bus arrivals or other services. 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. This allows standing pedestrians to avoid physical contact with each other.
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. Human area
occupancies below 3 sq ft per person result in crowded, immobile, and potentially unsafe
queues, particularly where pedestrians may be jostled off platforms.
Escalators and Moving Walks
The high costs of escalators and moving walks present difficult design quality decisions.
The units are generally designed close to their practical operating capacities even though this
practice causes pedestrian delays and queuing. Escalator and moving walk manufacturers will
rate the theoretical capacity of their units on assumption of uniform step or space occupancies,
but detailed photographic studies of pedestrian use of these units show that, even under the
most crowded conditions, pedestrians will leave vacant step positions or gaps, thus reducing
effective capacity. This is caused by the pedestrian's own personal space preferences and
momentary hesitation when boarding these units, particularly when they operate at higher
speeds. This had led to the use of a nominal or practical design capacity of 75 percent of the
theoretical as shown in Table 1.
TABLE 1 Nominal Capacity-Escalators and Moving Walks
TYPES OF UNIT
32-in escalator
48-in escalator
24-in walk
30-in walk

CAPACITY, PERSONS PER MINUTE

Speed-90 fpm
Speed-120fpm
63
84
100
133
......
60
......
120

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Stationary stairs should be located in close proximity to escalators and inclined moving walks to
allow for their alternative use in cases of mechanical failure. With a rise below 20 ft, pedestrians
will also make alternative use of these stairs if escalator queues become too long. With high-rise
applications above 20 ft, virtually all pedestrians will use the escalator, causing long queues and
delays in the heavier traffic applications. Space for pedestrian traffic circulation and queuing
should be allocated at all lending areas.

Accessibility For Different:

UNAbled People As per context differently people are abled in a different way, a way is
convenient for uncommon people. These categories of people are capable of carrying out
activities unlike major secton of the public. They need Special arrangements, special materials
are to be used and special design elements are constructed at public space for utter
convenience like majority. Some special design aspects that can be used for Bus terminal
design are:
Tactile paving
Ramps
Hand rails
Special toilets for differently abled people
Ramps for boarding buses

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3LITERATURE STUDY:
3.1 ISBT SECTOR 17 :
the bus terminal was developed to serve as the primary transport node for chandigarh city,
second isbt sec 43 to meet the growing demand 1500 fleet of buses coming from out station

it is located within 2-3 miles from the railway station. site is at the crossing of v3 roads. along
there are four sectors, these are 19, 18, 16 & 22. site has been approached by two major,
highways nh-21 to rupnagar and nh-22 to shimla.

detailed components
main structure somewhat centrally located in the main building with central waiting hall, all
passengers and staff facilities are located around it
it is column and beam structure with square grids of 173 x 173.
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faade is of expose brickwork.
along the n- w side, the building is in three levels

DESIGN PRINCIPLESentry and exit of the interstate buses are provided exclusively from the bus lane.
separate parking lots for-city buses, private vehicles, auto rickshaw, taxi. cycle, rickshaw
separate entries for the intercity buses. concept of corridor planning. play of light with the use of
roofs at different levels. sow tooth loading platforms. scope for future expansion.
it caters to a daily of 3456 buses and handles buses from 5 states &iut (chandigarh).
open courtyard has been provided for light and ventilation of building but due to lack of proper
maintenance the courtyard remain dirty.
the restaurant of first floor never fully utilized the reason being that the passenger are unable to
locate it and if sitting in the restaurant, cannot keep eye on the buses.
at some place, toilet are not provided
the sitting capacity for the passenger is insufficient
the light and ventilation is quite good in the building except the toilet where ventilation is
provided but direct sunlight does not enter.

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GROUND FLOOR:
Waiting hall ,canteen,loading bay ,ticket counter,toilets,food shop , book stall ,enquire room
,cloak room
FIRST FLOOR :
Railway office , post office ,polise station ,tourest info ,resturent,office area,

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PARKING :
loading platform a totaly 53 bays , the loading bay are stright saw tooth tye 126 widht and 4
cover platform many problem in it some time 2 to 3 bus stop in single bay upload platfrom are
near to entry platform and most of them are cover because of both climate ideal parking contain
of 71 bus parking it at opposite to the upload parking parking for local people near to the
terminal contain 200 bike parking and 30 car parking subway also provied in side of parking

3.2 STUDY 2(SUPER BUS TERMINAL)

APPROACH TO SITE:

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short route buses have been segregated from the long route buses by having a separate entry
and exits. idle parking tor the long and short route buses have been provided in such away so
as to not disturb the movement of bus entering or leaving the terminal a separate passenger
entry and exit is provided. this passenger entry and exit is also used by other vehicles for
approaching their individual parking. a separate entry and exit for long route buses has been
provided segregating it from pedestrian. since the arrival block lies in the centre of both the
departure of long and short route buses, hence it becomes convenient to the passengers to
travel to the arrival block is centrally located which is easily accessible from the main passenger
entrance from two of its sides. the departure of short route buses has been properly segregated
from the long route buses by locating them at opposite sides of the arrival block parking is
located at an appropriate distance from the other main blocks so that passengers using the
terminal do not have to travel a large distance to arrive the blocks. the plan encourages short
lines of flow and walking distance to the terminal building has been minimized.

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BACKGROUND :
client punjab state bus stand management company limited
architect swinder sawheey associates complete in 2007
site area 12.51 acres
built-up area 18000 sqm

SITE LOCATION :
the terminal is located in the heart of the city. it is surrounded by roads on 3 sides. it is about 8
kms. from the railway station. the long route buses enter the terminal through the road
perpendicular to the garha road. the short route buses enter through g.t. road. terminal caters to
a daily bus schedule of 3,000 buses and 1,00,000 footfalls per day. most consumers of the
services are from the lower or middle-level income groups. the existing terminal has been redesigned and the new design
addresses an attempt was made to transform the existing situation of chaos, haphazard
circulation and the non-existent estate services into a progressive, dynamic and futuristic design
which would adapt itself to the changing needs of society.

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the proposed new terminal plan was integrated with the existing terminal building both
functionally and aesthetically. the plan evolved has separated both long and short route bus
traffic and converted the terminal into an active urban street. two bus departure bays namely,
stepped parallel and radial saw tooth have been designed keeping function in mind. the plan
defines specific domains for the passenger and the bus movements with convenient
interchanges. it encourages short lines of flow and minimizes walking distance to the terminal
building. the radial saw tooth pattern of the departure bays adds a unique geometry to the plan.
the wing shaped roof increases the natural lighting by acting as light shafts and reduces
pollution in the terminal building by sucking out vehicular pollution through vents located at the
upper levels.
DESIGN PRINCIPLES:
the new design addresses three significant components of terminal buses and their
unobstructed movement, pedestrian circulation and their safety and passenger vehicles and
their movement. the plan evolved has segregated the traffic movement and converted the
terminal into an active urban street.
approach to site :
short route buses have been segregated from the long route buses by having a separate entry
and exits.
idle parking tor the long and short route buses have been provided in such away so as to not
disturb the movement of bus entering or leaving the terminal a separate passenger entry and
exit is provided. this passenger entry and exit is also used by other vehicles for approaching
their individual parking.
a separate entry and exit for long route buses has been provided segregating it from pedestrian.
since the arrival block lies in the centre of both the departure of long and short route buses,
hence it becomes convenient to the passengers to travel to the arrival block is centrally located
which is easily accessible from the main passenger entrance from two of its sides.
the departure of short route buses has been properly segregated from the long route buses by
locating them at opposite sides of the arrival block parking is located at an appropriate distance
from the other main blocks so that passengers using the terminal do not have to travel a large
distance to arrive the blocks. the plan encourages short lines of flow and walking distance to the
terminal building has been minimized.

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SITE LOCATION :
the terminal is located in the heart of the city. it is surrounded by roads on 3 sides. it is about 8
kms. from the railway station. the long route buses enter the terminal through the road
perpendicular to the garha road. the short route buses enter through g.t. road.
NO BUS ACCESS IN PER DAY :
terminal caters to a daily bus schedule of 3,000 buses and 1,00,000 footfalls per day. most
consumers of the services are from the lower or middle-level income groups. the existing
terminal has been re-designed and the new design addresse
an attempt was made to transform the existing situation of chaos, haphazard circulation and the
non-existent estate services into a progressive, dynamic and futuristic design which would adapt
itself to the changing needs of society.
the proposed new terminal plan was integrated with the existing terminal building both
functionally and aesthetically. the plan evolved has separated both long and short route bus
traffic and converted the terminal into an active urban street.
THE TERMINAL CONTAIN:
parking , entry and exit , services,office area,waiting area, shops ,hotels bus stops ,
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two bus departure bays namely, stepped parallel and radial saw tooth have been designed
keeping function in mind. the plan defines specific domains for the passenger and the bus
movements with convenient interchanges. it encourages short lines of flow and minimizes
walking distance to the terminal building. the radial saw tooth pattern of the departure bays adds
a unique geometry to the plan. the wing shaped roof increases the natural lighting by acting as
light shafts and reduces pollution in the terminal building by sucking out vehicular pollution
through vents located at the upper levels.

3.3 STUDY 3 : (ANSAL PLAZA DELHI )

ansal plaza at delhi is an exquisite sample of contemporary architecture beautifully landscaped
with greenery and fountains. located at hudco place in the heart of delhi.
background
location: south delhi
sub location : khel gaon marg
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developer : ansal properties & infrastructure.
total floors
ground : + 3 floors
architecT: jasbir sawanay associates
site area : 14000 sqm.
ansal plaza is situated near the posh market area of south extension in south delhi. an
amphitheater with a center stage along with a 45-feet high atrium french glass curtain wall that
filters out ultraviolet and other harmful radiations this mall is considered an architectural
splendor. it has emerged as a major landmark. the mall offers a climate-controlled environment
that removes the fatigue usually associated with shopping, complete with an amphitheater, a
shopping complex, offices, twin level

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layout & planning
the basic planning is introvert in nature. it consists of two half (c shape) circular blocks
connected by the bridge as four floors enclosing an amphitheatre 50m.diameter has been
closely landscaped. the inner periphery of the blocks has been glazed and along with runs the
corridor so the shopper always gets the view towards the amphitheatre. there is a jutting block'
from one block and it has the big departmental storeshopper's stop the junction of the blocks
forms the entry of the plaza. shopper's stop has got its own separate and it is internally
connected through the entrance lobby of the plaza. corridors running along inner periphery give
a constant view of the plaza thus formed. the complex is surrounded by guest house blocks and
apartments. entry to the site is common. there are two accesses to the site, one serves as the
entry and the others act as the exist connected by the bridge has got the helical ramp exit the
bridge is used total area of parking

parking:
the basement exists under the whole complex. it is reserved for parking and services. it has got
provision for 210 cars and 400 two wheeler. semi basement 55cars basement 155
cars it has a bridge connecting the entry and exit services
service core:
the circumferential distance of the circular building is 125m. service cores have been located at
rectangular intervals of 36m throughout the building. there are three service cores in which lift,
toilets, telephone , electrical ducts have been passed. the area of one service core one floor is
72 sq.m.
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air condition & plant room :
the whole plaza is centrally air-conditioned. the plant room is placed centrally in the basement
just below the plaza so as to cater the two building equality. the tonnage of the plaza is 900
tones. 6 chillers have been placed on the terrace of the building. each chiller is of 147 tons
capacity
a.h.u.
a.h.u., are running equidistant at 35m, 3 a.h.u.s :are in the building and two a.h.u.s are in the
second one a.h.u.s voids in this building, are ceiling hanging. they are adjacent in the upper
ceiling of each lift lobby.
fire exits:
in the first lobby there are two fire exits at the two ends. these are located at the distance of
50m. peripheral distance.
sprinklers:
a reservoir of 45000 it capacity is located and 5 sprinkles pumps have been installed which
begun as soon as fire is detected. there are feeded by the buck up generators in case of a fire.
heat/smoke detectors have been installed properly and in corridors and in shops and in regular
intervals of 7m in corridor and 3m in shops. fire fighting f
;ire fighting provisions have been properly made in the complex. hosepipes have been properly
installed at the lift lobby and at the staircases. extinguishers installed at regular intervals
throughout the corridor.
fire control room: located at the ground floor it is equipped with the fire panel system. as soon as
the fire breaks up in any part of the building, it is indicated on the panel and it starts its
operations by giving warning/fire alarm to the general public and the fire fighting staff for taking
the necessary measures. electric supply is immediately cutoff and sprinklers start working.
inferences:
the mall has got only restaurant in its first building, catering to the whole mall, again no
informal places
visual linkages are good the curved shape of corridor ways gives the pre information of the
next stop and also reduces the length of the corridor psychologically. visual linkages between
the subsequent floors, again helps to create a good visual sequence.
natural lighting trapped through the skylight also exposes the true colors of the signboards
and banners.
service has been properly placed in the basement, properly connected through the stairs and
lift. due to radial grid, all number of shops is rectangular. in the basement due to radial grid,
efficient car parking is not possible. connecting bridge is none air-conditioned
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; to transiting from one block to other you have to cross throw a non air conditioned bridge which
is going from air-condition to non air-conditioned then air- conditioned, is not a good idea.
circulation:
from main road to complex there is one entry and one exits are provided, vehicular entered
from the entry and parking is provide at surface as well in the basements, one way traffic flow is
used for easy and smooth driving as well to have control on the traffic movements. for
pedestrian vertical movement- lifts, escalators and staircases are provided. one of the good
features of this complex is the descended balconies. the complex is fully air-conditioned. sky
lights are provided at the top.

escalators are provided on the right side building, but service core of one stair with one lift is
provided in the both building block. one main attraction of the ansal plaza is the pollution control
tower which is attached to the generator room basement which collects fumes from there and
exhaust from vehicles and purify them before releasing to the atmosphere which is approx 30
mt-35 mt high, this is the most prominent feature of the mall. in planning, mall area is totally undisturbed from any traffic.

aesthetics:
it's visual characteristic like its physical form -geometry, shape, facade, roof shade, its features,
colors, textures, decoration, ornamentation, and its viewing condition, the distance and the
angle from which its viewed. it has a well treated external facade of red bricik with some blue
color tiles at top level. it has a good combination of glass with solid. all modern materials are
used in the ansal plaza. a very good effort was made towards the landscape.
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3.4 STUDY 4 : (GULBARGA BUS TERMINAL )

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4 CASE STUDY :
4.1 STUDY 1(CMBT @ CHENNAI )
LOCATION:

INNER RING ROAD , RKOYAMBEDU, CHENNAI

AREA:37 ACRES (149750 SQ.M.)

COST CONSTRUCTION : RS 47.90 CRORES
PERIOD OF CONSTRUCTION : 36 MONTHS
DATE OF COMPLETED : 18.11.2011
PERIODS OF CONSTRUCTION : 36 MONTHS

. the chennai mofussil bus terminus or cmbt is a modern bus terminus located in chennai, india,
providing outstationtransport services. spread over an area of 37 acres (150,000 m2) in
koyambedu. it is accredited with the iso 9001:2000quality certification for its quality
management and excellence.[1] it is located on the 100 feet (30 m) inner-ring road (jawaharlal
nehru road) in koyambedu between saf games village and the koyambedu vegetable market.
chennai metrorail is planning for its coach depot behind cmbt.

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material use for construstion:

steel,cement,gravel,bricks
flooring:
polished granite , kotta stone , chaisel dressed granite
cladding:
cats eye for interior, bala grey , curtain ewall, glazed doors and windows
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sali ent feature: no bu fingers: 2nos
bus in bay= 2x30+60 nos
total = 180nos
ideal parking =60nos
staff parking =200 sq m
no bus oprated per day 2000nos

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4.2 TERMINAL STUDY (ISBT DELHI)

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SITE ANALYSIS:

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3.3 CASE STUDY 2 (SATTILITE BUS TERMINAL )

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CIRCULATION
The circulation layout includes three different categories of circulation
- BMTC Bus circulation
- KSRTC Bus circulation
- Public Vehicle circulation

FACILITIES
Air conditioned deluxe lounge for volvo passengers.
Large no of retail spaces, don't interfere with
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pedestrian movement
Lounges at the first floor level.
Ticket counters at the entrance.
PLAN
The terminal is designed in a semicircular manner with the concave surface
for the passenger entry and the convex surface for the bus bays making the
terminal more efficient for usage for both passengers and the bus circulation.
The two level terminal has adequate facilities on both floors to cater to the
commuters of that segment.
1 Ground floor
1-enquiry, 2-reservation counters, 3- service rooms
Rental spaces
Toilets
First floor
Office space for the authorities
Traffic controller room
Lodges and rest rooms for passengers

PUBLIC VEHICLE PARKING

Basement parking provided for 80 cars and 2000 two-wheelers

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Poor natural lighting. Artificial lighting is unable to compensate for the
poor natural lighting.
BUS BAY PARKING
31 platforms (24 departure + 7 arrival)
45 degree saw tooth layout
SITE SURROUNDINGS
The ICBT site is surrounded by timber yards on the eastern side with
residential and commercial zones on the west and north-west side. It is a
modern intercity bus terminal with depot facilities.

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5 SITE STUDY :

LEAD TO:
the goverment could not set up a depot at the cmbt for want of space and buses are
kept at the terminal and roadside, causing enormous difficulty for driving buses out of
the terminus
the terminal can,t handle more buses than it does now and the goverment has to look
for other options
DECLARED AN OFFICIAL OF CMDA THAT MANAGES TERMINUS :

WHY VANDALUR ........................

gegraphically placed at a strategic location in view of its proximity to nh 45 and the outer
ring road . sources said the site about vandalur -walajabad state highway and is about
1km from national highway 45 and 250 meter from 0rr
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Vandalur is a census town and is a locality in the south of Chennai. it is situated in

Kancheepuram district in the Indian state of Tamil Nadu. it is a suburb in the southwestern part
of Chennai city. Vandalur is called Entrance Gate for Chennai city. It has the Arignar Anna
Zoological Park, which houses some rare species of wild flora and fauna. The neighbourhood is
served by Vandalur railway station of the Chennai Suburban Railway network.Soon the
proposed mono and metro rail will connenct with Proposed Vandalur Mofussil bus
terminus.Government has proposed a huge bus terminus for the south bound buses in Vandalur
on the Vandalur-Walajabadh state highways,adjacent to Chennai outer ring road and very near
to the Vandalur Railway station.If this bus terminus starts to function,Vandalur will become the
busiest hub in the city
the CMDA has prepared a blueprint for the constuction of moffusil bus terminus in vandalur and
earmarked rs 376 ctore for the project for with 65.3 acres of land is to be acquired
sources told express the proposal to build the perminus. mostly in the werland. in before the
state goverment for its final approval initially. cmda passed a resolution in march 2013,
proposing of four year this included fixing the proposed land cost at 1 crore and development
coast at 4 crore per acre
meanwhile, the kacheepuram collector felt the land coast in the area should be fixed at 1.75
crore per acre considering the highest pervailing guideline value and the prevailing markrt value
in and around vandallur village is believed to be around 4.5 crore following this cmda revised
the total investment which is roughly around 376 crore. the includes the prposal land coast ar
1,75 crore per acre and the proposed development cost at 4 crore per acre beside
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preparation of detailed project report by the consultant fifty per cent of fund is likely to spent on
infrastructure and amenities
interstingly, the site identified for thr moffusil terminal is classified as wetland and it is
geographically placed at stategic location in view of its proximity to nh 45 and orr sources said
the said the site about vandalur - walajabad state highway is 1km

it also believed that the entry and exit points of the terminus will be from the vandalurwalajabad road only as an ternative . the service road provided along orr may accessed

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PHYSICAL DATA:
As of 2001 India census,[1] Vandalur had a population of 13,311. Males constitute 54% of the
population and females 46%. Vandalur has an average literacy rate of 79%, higher than the
national average of 59.5%: male literacy is 85%, and female literacy is 72%. In Vandalur, 11% of
the population is under 6 years of age.
GEOGRAPHY OF VANDALUR:
located at 13.04N 80.17E on the southeast coast of India and in the northeast corner of Tamil
Nadu. It is located on a flat coastal plain known as the Eastern Coastal Plains. The city has an
average elevation of 6 metres (20 ft), its highest point being 60 m (200 ft)
SOIL :

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Clay is a fine-grained natural rock or soil material that combines one or more clay minerals with
traces of metal oxides and organic matter. Clays are plastic due to their water content and
become hard, brittle and nonplastic upon drying or firing.[1] Geologic clay deposits are mostly
composed of phyllosilicate minerals containing variable amounts of water trapped in the mineral
structure.[2][3] Depending on the content of the soil, clay can appear in various colours, from
white to dull gray or brown to a deep orange-red.
CLIMATE :
a tropical wet and dry climate. Chennai lies on the thermal equator and is also coastal, which
prevents extreme variation in seasonal temperature. For most of the year, the weather is hot
and humid. The hottest part of the year is late May and early June, known locally as Agni
Nakshatram ("fiery star") or as Kathiri Veyyil, with maximum temperatures around 3842 C
(100108 F). The coolest part of the year is January, with minimum temperatures around 18
20 C (6468 F). The lowest temperature recorded is 13.9 C (57.0 F) and highest 45 C (113
F)(30 May 2003
The average annual rainfall is about 1,400 mm (55 in). The city gets most of its seasonal rainfall
from the north-east monsoon winds, from mid-September to mid-December. Cyclones in the
Bay of Bengal sometimes hit the city. Highest annual rainfall recorded is 2,570 mm in 2005.[5]
The most prevailing winds in Chennai is the Southwesterly between the end of May to end of
September and the Northeasterly during the rest of the year

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WIND SPEED :

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WATER BODY:

mudichur lake @ back side of a site , vandalur lake @ 800 m away

from site

topography :
Topography is a detailed map of the surface features of land. It includes the mountains, hills,
creeks, and other bumps and lumps on a particular hunk of earth.

access road of site:

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the siuthern district buses can easily get accessed to the
terminus. by taking right on the vandalur. the buses will
reached the vandalur- walaja road on ehich site got to be
about

PUBLIC TRANSPORT SYSTEM:

The main mode of transportation is buses operated both by Government
Transport Corporation and private owners from Vadalur bus stand. Vadalur bus
stand has 10 parking bays, 1 Pay and Use toilets, 1 free toilet and one transport
time keeping booth. Bus stand has 219 shops for revenue generating purpose.
Nearly 250 buses enter inside the bus stand in a day. One cycle shed is given on
lease for two wheeler and bicycle parking.
Vadalur is predominantly an agricultural based town and hence its dependency
on primary sector is very high when compared to district urban and state urban
areas. Its dependency on other service related activity(61% to total workers) and
household industrial activity (1.6% of total workers) is low when compared to
the Cuddalore district urban and state urban occupational figures as shown in
Table 3-A. Further, non workers percentage to total population is high when
compared to state urban non workers percentage to total population.

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Open Space and Recreational use zone

(1) In this zone buildings or premises shall be permitted for the following purposes and
accessory uses:
A Normally Permissible uses:
i) All public and semi public recreational uses and open spaces, parks and play
grounds, zoological and botanical gardens, nurseries, waterfront developments,

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museums and memorials.
ii) Installations that may be necessary for the uses mentioned above.
B Permissible with special sanction of the CMDA:
i) Theme parks and amusement parks
ii) Open Air Theatre, Exhibitions, Circuses, Fairs and Festival grounds, public
utilities.
iii) Burial and burning grounds or crematoria.
iv) Incidental residential uses for essential staff required to be maintained in the
premises.
v) Incidental commercial uses
vi) Hotels and restaurants not exceeding 300 sq.m.
vii) Beach cottages each not exceeding 100 sq.m. in floor area and 7.5 m in height.
viii) Sports stadia and recreational complexes.
(2) All uses not specifically mentioned in sub regulations (1) shall be prohibited.

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6 SPECIAL STUDY
A bus terminus is a designated place where a bus or coach starts or ends its scheduled route.
The terminus is the designated place that a timetable is timed from. Termini can be located at
bus stations, interchanges, bus garages or simple bus stops. Termini can both start and stop at
the same place, or may be in different locations for starting and finishing a route. Termini may or
may not coincide with the use of bus stands.
Each concrete building problem has a language. The town as an entirety has a language. And
each building task within the town has its own language.

WHAT IS PATTERN?
A form of documentation for recurring solutions
A pattern describes A solution to a problem and its relevant context
A pattern both describes a particular example and also provides enough information to recreate
it
A pattern discusses and balances the tradeoffs present in the problem

A pattern language is a method of describing good design practices within a field of expertise.
The term was coined by architect Christopher Alexander and popularized by his book A Pattern
Language. A pattern language is an attempt to express the deeper wisdom of what brings
aliveness within a particular field of human endeavor, through a set of interconnected
expressions arising from that wisdom. Aliveness is one placeholder term for "the quality that has
no name": a sense of wholeness, spirit, or grace, that while of varying form, is precise and
empirically verifiable. Some advocates of this design approach claim that ordinary people can
use it to successfully solve very large, complex design problems
PATTERENS:
SUBCULTURE BOUNDARY:
Problem
The mosaic of subcultures requires that hundreds of different cultures live, in their own way, at
full intensity, next door to one another. But subcultures have their own ecology. They can only
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live at full intensity, unhampered by their neighbors, if they are physically separated by physical
boundaries

Solution
Separate neighboring subcultures with a swath of land at least 200 feet wide. Let this boundary
be natural - wilderness, farmland, water - or man-made - railroads, major roads, parks, schools,
some housing. Along the seam between two subcultures, build meeting places, shared
functions, touching each community.
NEIGHBORHOOD BOUNDARY:
Problem
The strength of the boundary is essential to a neighborhood. If the boundary is too weak the
neighborhood will not be able to maintain its own identifiable character.

Solution
Encourage the formation of a boundary around each neighborhood, to separate it from the next
door neighborhoods. Form this boundary by closing down streets and limiting access to the
neighborhood - cut the normal number of streets at least in half. Place gateways at those points
where the restricted access paths cross the boundary; and make the boundary zone wide
enough to contain meeting places for the common functions shared by several neighborhood

WEB OF SHOPPING:
Problem
Shops rarely place themselves in those positions which best serve the people's needs, and also
guarantee their own stability.

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When you locate any individual shop, follow a three-step procedure:

1. Identify all other shops which offer the service you are interested in; locate them on the map.
2. Identify and map the location of potential consumers. Wherever possible, indicate the density
or total number of potential consumers in any given area.
solution:
3. Look for the biggest gap in the existing web of shops in those areas where there are potential
consumers.
4. Within the gap in the web of similar shops, locate your shop next to the largest cluster of
other kinds of shop
FOUR STORE LIMT:
Problem
There is abundant evidence to show that high buildings make people crazy.

Solution
In any urban area, no matter how dense, keep the majority of buildings four stories high or less.
It is possible that certain buildings should exceed this limit, but they should never be buildings
for human habitation.
NINE PER CENT PARKING
Problem
Very simply - when the area devoted to parking is too great, it destroys the land.

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Solution
Do not allow more than 9 per cent of the land in any given area to be used for parking. In order
to prevent the "bunching" of parking in huge neglected areas, it is necessary for a town or a
community to subdivide its land into "parking zones" no larger than 10 acres each and to apply
the same rule in each zone.
MEN AND WOMEN:
Problem
The world of a town in the 1970's is split along sexual lines. Suburbs are for women, workplaces
for men; kindergartens are for women, professional schools for men; supermarkets are for
women, hardware stores for men.

Solution
Make certain that each piece of the environment - each building, open space, neighborhood,
and work community - is made with a blend of both men's and women's instincts. Keep this
balance of masculine and feminine in mind for every project at every scale, from the kitchen to
the steel mill.
INTERCHANGE
Problem
Interchanges play a central role in public transportation. Unless the interchanges are working

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Solution
At every interchange in the web of transportation follow these principles:
1. Surround the interchange with workplaces and housing types which specially need public
transportation
POSITIVE OUTDOOR SPACE
Problem
Outdoor spaces which are merely "left over" between buildings will, in general, not be used.

Solution
Make all the outdoor spaces which surround and lie between your buildings positive. Give each
one some degree of enclosure; surround each space with wings of buildings, trees, hedges,
fences, arcades, and trellised walks, until it becomes an entity with a positive quality and does
not spill out indefinitely around corners
BUILDING EDGE
Problem
A building is most often thought of as something which turns inward - toward its rooms. People
do not often think of a building as something which must also be oriented toward the outside.

Solution
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Make sure that you treat the edge of the building as a "thing," a "place," a zone with volume to
it, not a line or interface which has no thickness. Crenelate the edge of buildings with places that
invite people to stop. Make places that have depth and a covering, places to sit, lean, and walk,
especially at those points along the perimeter which look onto interesting outdoor life
4.2 BARRIER FREE ENVIRONMENT:
Barrier Free Environment is one which
enables people with disabilities to move
about safely and freely and to use the
facilities within.the built environment. The
goal of barrier free design is to provide an
environment that supports the
independent functioning of individuals so
that they can get to, and participate
without assistance, in every day activities
such as procurement of goods and
services, community living, employment,
and leisure. The fundamental principles
which have been followed in developing
standards / norms for various facilities to
meet disabled peoples standards for
safety, convenience and usability

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