DISSERTATION

Metro Station Site Planning Efficiency

Case study On Delhi Metro Stations near District Centers

GUIDE: RAJIV BHAKAT

CO-ORDINATOR: LEON.A.MORENAS

SHIKHA KAUL | A/2518/2012

 DISSERTATION, 2015
Department of Architecture

School of Planning and Architecture

Metro station site planning efficiency:

Case study On Delhi Metro Stations near District Centers

Guide: Rajiv Bhakat

Co-ordinator: Leon A. Morenas

SHIKHA KAUL

A/2518/2012
16TH NOVEMBER, 2015

ii
‘Dedicated to my parents’

iii
DECLARATION
The research work embodied in this dissertation titled “Metro station site planning
efficiency: Case study on Delhi metro stations near District Centers” has been
carried out by the undersigned as a part of the undergraduate Dissertation programme in the
Department of Architecture, School of Planning and Architecture, New Delhi, under the
supervision of Mr. Rajiv Bhakat.

The undersigned herby declares that this is his original work and has not been plagiarized in
part or full from any source.

(Signature)

Shikha Kaul
A/2518/2012
13TH November, 2015

iv
ACKNOWLEDGEMENT

I would like to thank my guide Mr. Rajiv Bhakat for being very patient and helping me
throughout the paper. I thank him for the discussion we have had, and for all support,
encouragement.

I also would like to thank my Dissertation coordinators Dr. Jaya Kumar, Dr. Leon A.
Morenas and Dr. Shweta Manchanda for all the methodical instructions and checklists
without which I would not have known where to begin and how to proceed.

A special thanks to my friends, Himanshu Garg, Saneera Shah, Noharduth Gopee for
their help.

Lastly, I would like to thank my parents for their intense support

v
ABSTRACT

vi
TABLE OF CONTENTS

1. INTRODUCTION
1.1 GENEREAL………………………………………………………………1-2
1.2 BASICS ON DELHI METRO……………………………………………3

2. RESEARCH QUESTION………………………………………………………..4
2.1 AIM
2.2 OBJECTIVE
2.3 SCOPE
2.4 LIMITATION

3. MOVEMENT SYSTEM
3.1 SIMULTANEOUS MOVEMENT SYSTEM…………………………….5-6
3.2 MOVEMENT SYSTEM IN DELHI……………………………………...6-7
3.3 POINT OF JUNCTURE
3.3.1 QUALITY OF LIFE………………………………………………….7-8
3.3.2 QUALITY OF SPACE……………………………………………..8-9

4. NEED FOR STUDY

4.1 GENERAL………………………………………………………………10-11
4.2 EXISTING GUIDELINES……………………………………………….11-12

5. RESEARCH METHODOLOGY
5.1 FORMULATED SURVEYS……………………………………………..13
5.2 FORMULATED CRITERIAS
5.2.1 PLANNING………………………………………………………..13-14
5.2.2 SPACE USE………………………………………………………..14-16
5.2.3 INTER-MODAL CONNECTIVITY……………………………….16

6. CASE STUDY…………………………………………………………...…….17-18
6.1 JANAKPURI WEST METRO STATION……………………………..19-26
6.2 NETAJI SUBHASH PLACE METRO STATION…………………….27-33
6.3 NEHRU PLACE METRO STATION…………………………………34-40

vii
7. ANALYSIS…………………………………………………………………….41-

8. CONCLUSION……………………………………………………………….

9. REFERENCES…………………………………………………………………

viii
LIST OF FIGURES

Fig 1: “Polyphonic Architecture”, watercolor by Paul, Klee

Fig 2: STATION ZONES
Fig 3: MOVEMENT SYSTEM EXPANSE
Fig 4: Main Roads and Side Roads, painting by Paul Klee
Fig 5: DELHI METRO MAP 2015
Fig 6: Location of Janakpuri West metro station
Fig 7: Janakpuri West Metro Station And Surrounding
Fig 8: LAND-USE PATTERN AROUND JANAKPURI WEST METRO STATION
Fig 9: NETAJI SUBASH PLACE METRO STATION & DISTRICT CENTER
Fig 10: TRAFFIC CIRCULATION AROUND NSP METRO STATION
Fig 11: SKETCH PLAN OF JANAKPURI WEST METRO STATION
Fig 12: PEDESTRIAN WALK TO DISTRICT CENTER FROM GATE NO. 4

Fig 13: ACTIVITY AT GATE 2

Fig 14: TRANSITION IN ACTIVITIES ALONG SHIVAJI ROAD

Fig 15: CONGESTION AT GATE 2 (AT JANAKPURI WEST METRO STATION)

Fig 16: USE OF METRO PILLARS

Fig 17: SECTION FROM JANAKPURI WEST METRO STATION

Fig 18: LOCATION NSP METRO STATION
Fig 19: AREAS AROUND NSP METRO STATION
Fig 20: LAND-USE PATTERN AROUND NETAJI SUBHASH PLACE METRO STATION
Fig 21a: NETAJI SUBASH PLACE METRO STATION & DISTRICT CENTER
Fig 21b: TRAFFIC CIRCULATION AROUND NSP METRO STATION
Fig 22: AREAS AROUND NETAJI SUBHASH PLACE METRO STATION
Fig 23: SECTION FROM NETAJI SUBASH PLACE METRO STATION

ix
Fig 24: Light Lamps on metro pillars.
Fig 25: LOCATING NEHRU PLACE METRO STATION
Fig 26: AREAS AROUND NEHRU PLACE METRO STATION
Fig 27: LAND-USE PATTERN AROUND NEHRU PLACE METRO STATION
Fig 28: NEHRU PLACE METRO STATION AND DISTRICT CENTER
Fig 29: TRAFFIC CIRCULATION AROUND NEHRU PLACE METRO STATION
Fig 30: CONNECTIVITY PATTERNS AT NP METRO STATION
Fig 31: SKETCH PLAN OF NEHRU PLACE METRO STATION

Fig 32: SECTION AT NEHRU PLACE METRO STATION THROUGH GATE 1A.

Fig 33: USE OF METRO PILLARS AT NP METRO STATION

Fig 34: ENTRY POINTS AT NP METRO STATION
Fig 35: ACTIVITY MAPPING AT NP METRO STATION
Fig 36: Hierarchy in space use at JANAKPURI METRO STATION.
Fig 37: Hierarchy in space use at NETAJI SUBHASH PLACE METRO STATION
Fig 38: Hierarchy in space use at NEHRU PLACE METRO STATION
Fig 39: PROXIMITY OF METRO STATIONS TO ROAD AND DISTRICT CENTER
Fig 40: ACCESS HIERARCHY
Fig 41: FLOWCHART FOR SPACE INTERACTION AND CREATION AT A METRO
STATION

x
 Page |1

INTRODUCTION

Fig.01
“Polyphonic Architecture”, watercolor by Paul, Klee
(SOURCE: Wgbh.org, 2015)

1.1 GENERAL
As Bacon (1967) explains the water color by Paul Klee, ‘here the grey rectangles suggest areas
defined in accordance with usual planning procedures and the architecture gives a glow which
illuminates the whole.’

Architecture can stand alone, but in order to be operational, planning and architecture has to
come together to create one functional environment. Planning integrates with architecture in
the form of connectivity at all scales ranging from building-inside (in the form of room layouts,
corridors), building-outside (in the form of site access and circulation) to the level of city
planning (in the form of streets, roads, highways etc.).

Talking on Metro rail transit which adds to the layers of connectivity within a city, is a complete
system in itself headed by the DMRC (Delhi Metro Rail Corporation), which makes it
complicated. Metro system, composition of two main units: metro corridor and the metro
stations, function as a distinct layer of transportation network, super-imposed on the existing
 Page |2

urban fabric with metro stations acting as the point of juncture where the city and metro
system meets.

Acknowledging metro systems as mode of connectivity and metro stations as the portal, the
efficiency of design of this the system largely depends on the connectivity of the surrounding to
the metro stations.

In words of Bacon (1967),” the very determination of the point of juncture of the self-conscious
architecture (here, the metro station) and the anonymous city is a sensitive and complicated
matter, worthy of the intention of best designer. It cannot be done by statistics, computer, or
Zip-a-Tone on maps. It is a problem the very essence of which is in the nature of design… Such a
procedure would defeat its purposes before the essential part of the operation had begun.”

Metro rail transit being a massive transportation network itself should be able to extend its
connectivity to the ultimate users. Thus the analysis of space use and circulation beyond the
metro station exit/entry point is crucial in understanding the efficiency of metro station design.
 Page |3

1.2 BASICS ON DELHI METRO

The Delhi metro, by the elevation of metro station with respect to the ground, can be classified
as follows;

(i) Underground stations

(ii) On-Ground stations
(iii) Elevated Stations

And by the track arrangement, metro stations are classified as;

(i) Center platform

(ii) Side platform
(iii) Stacked platform

The metro station is divided in zones as follows:

AREA OF STUDY

Fig. 02
STATION ZONES
(SOURCE: Slideshare.net, 2015)
 Page |4

RESEARCH QUESTION
What are the present space use and connectivity conditions as per site planning of Delhi metro
stations near district center?

2.1 AIM
The aim of this study is

(i) To explore the accessibility of a metro station to and from the district center and
(ii) To analyze the present working condition of area outside metro station

2.2 OBJECTIVE
The objectives of this dissertation is

(i) To understand what parameters determine accessibility and connectivity from/to

metro stations?
(ii) To observe the expanse in space use beyond the metro station gates,

2.3 SCOPE
This dissertation focuses to acknowledge the induced activities around a metro station and
highlight the importance of a space planning outside metro stations.

Thus, this dissertation focuses on the functional quality of space.

Elevated Delhi metro stations, with center track arrangement, near district centers are
considered for this study.

2.4 LIMITATIONS
The analysis drawn will depend on the time of execution of survey and the limited number of
interviews. Secondary analysis from research, readings and records are subject to availability.
 Page |5

MOVEMENT SYSTEMS
In the context of creating successful designs in cities, Bacon emphasizes the role of ‘movement
systems’ which are paths along which the city-dwellers move or are transported. When a design
structure comes up in a space, the efficiency of that design product is a function of the
receivers of that product. The receivers come in the form of users, observers and the space
itself. The social response is incomputable as it varies with several identified and unidentified
factors which land to unit as small as the scale of an individual. However, the spatial response
contributes in conception and modification of the social responses. The strongest example is
the ‘Panathenaic Way’ of Athens which is a designed path travelling through the city and
planned with such direction that it makes the users experience the ancient Panathenaic
procession. In city as advanced as of today, the concept of movement system gets diversified.

3.1 SIMULTANEOUS MOVEMENT SYSTEMS

When we talk of metropolitan cities, the expanse gets enormous on spatial scale and
connectivity gains importance on account of the globalization trend. In order to meet such high
end demands and distances to make the city function as one entity, the movement system had
to get developed to work on an entirely new scale. Working on the time-space perception, as
suggested by Bacon, the urban designers overlaid the city with a series of transportation types
with different rate of time and distance of travel. This led to a series of movement systems
come together based on different speeds and modes of movement. The point of connection
between the simultaneous movement systems should be places of special emphasis and design
enrichment (Bacon, 1967) as the inter relation of these systems contribute in the continuity of
connectivity. The design structure of a city should emerge out of the movement systems which
takes shape in response to user experience and relation with simultaneous movement systems.

A number of movement systems which have evolved as the technology advances to reach new
levels of connectivity. This advancement is visible in the collection of movement systems in
terms of extent, time and freedom of travel, each varying at different scale.
 Page |6

The connectivity between simultaneous movement systems survives as a result of necessity but
functions in clutter either due to short-sightedness of urban thinkers at the stage of designing
or ignorance at the stage of function.

3.2 MOVEMENT SYSTEM IN DELHI

The city of Delhi operates by the use of several movement systems. The different modes of
movement system in Delhi comprises of on foot, non-motorized vehicles (private: bicycles,
public: cycle rickshaws), motorized vehicle (private: scooters, bikes, car; public: auto rickshaw,
battery rickshaw, cabs, trucks etc.) and mass transit (DTC buses and Delhi metro).

The relevance of movement systems (the transport network in a city) in designing of a space, as
suggested by Bacon, is not a very celebrated idea in current fashion of work followed by both
architects involved at project scale and urban designers involved at city scale of work.

The movement systems can be classified as per the mode of travel under the following
categories:

On-foot, bicycle, non-motorized vehicle, motorized vehicle, bus and metro

Different movement system varies with the expanse of connectivity it offers.

METRO
DTC BUS
MV
NMV
BICYCLE
ON FOOT

METRO
Fig. 03
MOVEMENT SYSTEM EXPANSE
(SOURCE: Author)
 Page |7

At any point in the city, the relation of this expanse remains a constant. In order to ensure an
effective movement system connecting the users, the inter-relation of simultaneous movement
system has to get stronger.

The introduction of Delhi Metro over the existing on-road motorized and non-motorized
systems resulted in superimposition of a layer of rail road system, which claimed for an efficient
mode of transport. However, the metro rail system works efficiently inside, but its point of
juncture, where it hits the city and interacts with its users and on-road movement systems, lies
in a muddle of chaos and confusion. The inter-relation of movement systems is realized at the
point of juncture where the system meets the city. The role of metro stations is thus
highlighted.

3.3 POINT OF JUNCTURE

When simultaneous movement systems come together, their interaction becomes a sensitive
space. A point of juncture is that space where different movement systems meet. The quality
of movement system of a city depends largely on how this junction is treated. Under the metro
system, metro stations provide this relation. The relation of metro station with the users in
terms of connectivity does not depend on the quality of metro station itself, rather on the
connectivity to/from the metro station. The quality of space outside metro stations is to be
measured to define its connectivity. However, this dissertation focuses on the functional quality
of the space.

3.3.1 QUALITY OF LIFE

The quality of life parameters for an urban space as defined by Bosselmann can be measured in
three relative terms, Vitality, Livability and Sense of Belonging.

‘Vitality’ of an urban space is the measurement of desirability of that space which is measured
by accounting the three qualities: mixture of activities, density and public life. The essence of
space is measured by the presence of people which is placed higher than the built environment.

‘Livability’ of an urban space is the measurement of conditions of that space which makes it
functional. The criteria as defined by Bosselmann include ease of walking, safety, comfort,
availability of services etc.
 Page |8

‘Sense of belonging’ deals with the emotional dimension of a space. Sense of identity,
attachment, dependency, and ownership are factors which define this concept in space.

3.3.2 QUALITY OF SPACE

“More than any other structure, streets

define the character of cities”
(Bosselmann, 2008).

As Bosselmann describes the painting,

Main Roads and Side Roads, “That
network of interwoven fields of colors
symbolizes the relatedness and
dependencies between the many
dimensions… cities are dynamic spatial
networks with inter-related geometries,
some messy and unresolved, others clear
and intractable”

The importance of movement system

Fig.04 network in defining the cities is
Main Roads and Side Roads, painting by Paul Klee
(SOURCE: Pinterest.com, 2015)
highlighted by Bosselmann. Here Klee
shows dissecting movements leading to
formation of halves, quarters, eighths etc.
and addition of intervals. When this dissection in the movements and the point of dissection is
creating a complicate drawing on paper, wonder what happens to this complication in real
cities when it gets magnified to the physical scale and super-imposed by further layers of
movement system?

The point of juncture of a movement system forms a space where its interaction with other
movement systems and commuters happen resulting in various formal and informal activities.
The response of space to these formalized and induced activities helps us define the quality of
juncture.
 Page |9

Among the three criteria formalized by Bosselmann to define the quality, livability deals with
concrete physical elements which measure the functional quality of a space. The space outside
a station is relative to its function. The parameters for investigating the functional quality of this
space is thus selective to the parameters defined earlier (See Section 5).
 P a g e | 10

NEED FOR STUDY

The motive of this study is to record the present condition of Zone 1 (Access and Interchange
zone) of Delhi metro and analyze the response of the space to the mix of activities.

4.1 The need of this study rises with several questions.

The question is what is the role of Delhi metro or the real motive with which the metro works?
Who does the metro serve to? Metro stands as a product of the technological advances that it
has been able to give shape to in the field of transport. But is that the service which metro has
intended to offer? The idea of introducing any transport system is to make the commuters
comfortable in travelling distances. The words ‘travelling distances’ is very misleading, in fact
flexible enough to fit in our own definition to what this distance really is. Who defines this
distance and on what basis? With reference to mass transit, the need of defining this ‘distance’
becomes even more important.

A mass transit system such as the Delhi metro that works on a network different from that of
the city and serves a large population per ride restricts the extent of its network to a common
ground near the destination from where the population disperses to respective destinations. As
a result, the metro system is not only creating a superimposed network, but also creating an
important space in the city where the transit meets the city- ‘a point of juncture’. This point of
juncture is a crucial space as it has to serve both as a catchment area for the large population
and a point of disperses from where the population rushes to various destinations. But does the
DMRC acknowledge the creation of this crucial space and its importance?

The Delhi metro has concentrated more on formal organization and hierarchy of interior spaces
and incorporation of advancing technological systems without responding critically to the
actual demands of the users around.

The ignorance is evident in the vision that the DMRC sets for itself,

‘Commuting experience in Delhi metro to be consumer’s delight’

This inquires the notion of what is the true purpose of transportation? ; To what extent can a
transport system make a difference in the functioning and thus success of a city? ; Does the
 P a g e | 11

transport department evaluate and consider this influence and take design decisions
accordingly? ; To what level do planners and architect integrate to create a space catering to

huge crowds as those served by a mass transit? ; Does the role of transport system end at the
destination and who is responsible to take the commuters out of that surrounding environment
created by the system?

In this dissertation we are not concentrating on the metro itself but the immediate
environment it creates around it and the response of metro station site planning.

4.2 EXISTING GUIDELINES

The Planning Commission of India gives the following set of instructions for station planning
under chapter 10 of manual of specifications and standards.

4.2.1 SITE ACCESS AND CIRCULATION

Circulation patterns for traffic within Station sites and on approaching streets shall be site
specific, and shall consider:

(i) Integration of Stations with the existing urban fabric, merge with the surroundings, respect
for local traditions, and minimize visual intrusion into the urban landscape;

(ii) Separation of traffic modes to allow convenient, safe and rapid access to and from metro
facilities; and

(iii) Passenger design loads for the Rail System.

4.2.2 ACCESS MODES

The Stations shall be designed in a manner that enables Users to arrive at and depart from the
Stations via the following modes:

(i) Pedestrian walk-in;

(ii) Scooter and cycle with parking facilities; and car with parking facilities wherever feasible;

(iii) Bus; and

 P a g e | 12

(iv) Taxi, auto-rickshaw, cycle-rickshaw and car drop-off.

4.2.3 SITE CIRCULATION PARAMETERS

(i) Site circulation and Station circulation shall be separated vertically, in most cases,
with the Station above the site circulation.
(ii) An entrance shall be visible from the bus-loading area, if possible and at a minimum
shall be easily accessible from the passenger loading area. Covered access from the
vehicle drop-off areas to the Station entrance shall be provided.
(iii) Station and property development circulation shall be separated as far as possible.
(iv) Site circulation layouts shall be simple and direct, allowing easy orientation for
drivers and facilitating movement of pedestrians.
(v) Station parking areas, shall be laid out so that queuing for parking will not obstruct
bus circulation or automobile and taxi drop-off areas.
(vi) Where conditions permit, roadways shall be one-way circulation, with turning loops
eliminating intersections and conflict movements within the site.
(vii) Sightlines at merges or intersections shall be left clear
 P a g e | 13

RESEARCH METHODOLOGY

5.1 FORMULATED SURVEYS

The assessment of study areas is done with the help of surveys characterized in two types:

(i) Geometric Survey: A basic geometric survey of study area is to record the planning
of the space which will include the existing landscape, building, road infrastructure
such as medians, footpath, road edge, street lights, vertical clearances, bus tops,
parking areas, bus bays etc. Geometric survey gives an understanding of activities
for which the space is planned for.
(ii) Activity Survey: This survey gives us an understanding of space use pattern and user
requirements which lack in geometric survey which is limited to static physical
features and planning of the site. Activity survey records dynamic, formal and
informal activities which include circulation patterns, hawking, retailing, etc. This
information on space use gives social and commercial demands which exist even in
the absence of formalized planning.

5.2 FORMULATED CRITERIA

The following criteria were formulated under sub heads: Planning, Space Use and Inter-Modal
Connectivity.

5.2.1 PLANNING
The Zone 1 (Access and Interchange Zone) of the metro station is the area of this study which
falls outside the metro station exit/entry gates. The planning principles of the station is given by
the planning commission of India, however the station planning is not catered the DMRC.
 P a g e | 14

5.2.1.1 ACCESS:

The pedestrian walk-in route and quality (explained further: see Section 2.6), auto-rickshaw,
cycle-rickshaw and car drop-off areas, the separation of lanes of different traffic modes and
space allocations for each for easy interchange points and access, intersection of metro traffic
with the running traffic of adjoining roads, parking facility for private vehicles as cars, scooters,
or bicycle (explained further: see Section 2.4).

5.2.1.2 PEDESTRIAN WALK TO/FROM NEARBY DISTRICT CENTER

Since metro station is the portal which is introducing crowd and thus the planning of the metro
station should be able to disperse the crowd by establishing connections to immediate
surroundings. With reference to this study, the metro stations within 0.5 km radius of district
centers are selected. Such situation results in an increased percentage of pedestrians accessing
the metro. Thus the pedestrian connectivity to/from the district center is studied by analyzing
the route: activities along the route; ease to cross the street (if needed); presence and working
condition of foot-over-bridge; and use and quality of side-walks (explained further: see section
2.6).

5.2.1.3 SEPARATION OF CIRCULATION

The DMRC gets 0.5 km of land along the entire stretch of metro corridor for property
development for generating revenue which funds a fraction in the construction process of the
metro station. Also the Delhi metro system is still under construction, in phases. As a result,
there exists a proximate construction site whose circulation and access needs to be separated
without any hindrance to that of the metro.

5.2.2 SPACE USE

The allocation of spaces as per station site planning and use of those planned spaces are two
different responses. Analyzing the space use enables one to get familiarize and observe spaces
beyond our perceptions, thus response critically to the actual demand which differs site-to-site.

5.2.2.1 FRONT YARD AND BACKYARD

Metro station is a building which lands in the middle of an existing city fabric. The metro station
thus becomes a surrounding to the existing space. Metro station design and planning together
have the power to mold the spaces within which it sits. The consciousness of this potential of
 P a g e | 15

introduction of a metro station at a site and its reflection in metro planning decisions are
important in the overall functioning. Thus these responses are studied.

5.2.2.2 UNDER METRO STATIONS:

The space below an elevated metro station varies with the track arrangement of that station,
inducing a variation space below. The activities induced and space use is analyzed to
understand the potential of the space and the activities to which the space needs to respond.

5.2.2.3 METRO PILLARS:

Space below the metro corridor turns into a long stretch of shaded area with huge concrete
pillars stacked at regular intervals. The pillars located near the metro station, on account of
heavy influx of population, show a variety of activity and have scope for further innovative and
re-creational activities.

5.2.2.4 PARKING AREA:

A part of land under the planning area of metro station is allotted to parking to facilitate the
commuters to park their two wheelers or/and four wheelers at station and use the metro
service. The circulation of this parking space and ride patterns, overlapping of routes, type of
parking provided (on-ground, underground or multi-level parking), adequate parking area and
altered use of parking areas (if any) are critical area of analysis.

5.2.2.5 USE OF METRO BOUNDARY AND EDGES

The metro station is broadly zoned in three areas depending on the functions provided by each
zone (Fig.). The area of this study is the Access and Interchange Zone which responds to a range
of formal and informal activities. In order to understand the spaces serving for the informal
activities and its interaction with the formal activities, the threshold where the activity changes,
a study on the presence of physical boundaries and edge conditions is required.

5.2.2.6 USE OF SIDE-WALK AND QUALITY

Presence, access and continuity of the side-walk, width of side-walk provided to cater to peak
pedestrian load, alternate use of side walk (if any), height of Krebs, presence of functioning light
lamps at adequate intervals, side-walk (inside metro site) to footpath (adjacent to nearest main
road) connectivity, sense of security (using eyes on street) are factors considered to analyze the
use of side-walks.
 P a g e | 16

5.2.2.7 RETAILS:

The metro station is an emerging well-found space for both formal and informal retails,
attracted by the metro crowd. Since these retail activities play no role in the transport system
yet exist within the transit site, they provide an additional atmosphere to the metro site and
complicate the functioning. The interaction of transit use of space by metro users with the
commercial use of space by retailers is critical in concluding retails as a valuable or obstructing
feature within the metro site.

Quantity, type (formal (shops), informal (hawkers and ancillary)) and position of retail spaces,
availability of amenities (in case of informal retailers), space contestation, and circulation
overlaps are factors being studied.

5.2.3 INTER-MODAL CONNECTIVITY:

The intermodal changes where the commuters interchange with a different mode of transport
to reach their respective destinations demands a fluent intermodal connectivity from the metro
station site.

5.2.3.1 METRO FEEDER BUS:

Metro has initiated a system for feeder bus which is providing an advancing vision to the family
of bus services throughout the region. But the implementation process demands more than
allocation. Some of the critical aspects which need to be addressed are access route of feeder
bus, bus stop facility and waiting areas, costumer information, ticketing procedure, average
waiting time, frequency of bus, and operation route.

5.2.3.2 OTHER MODES OF TRANSPORT:

Ease of access and distance to nearest bus stand, waiting areas and stands for auto-rickshaws,
battery-rickshaws and cycle-rickshaws outside the metro exit (as explained in Section 1.1).
 P a g e | 17

CASE STUDY
 P a g e | 18

PRIMARY CASE STUDIES

Three elevated metro stations within 0.5km radius of a District Center were selected for the
primary case study:

1. JANAKPURI WEST METRO STATION

2. NETAJI SUBASH PLACE METRO STATION
3. NEHRU PLACE METRO STATION

Figure 05
DELHI METRO MAP 2015
(SOURCE: DMRC)
 P a g e | 19

JANAKPURI WEST METRO STATION

Figure 06
Location of Janakpuri West metro station
(SOURCE: Author)
 P a g e | 20

INTRODUCTION

JANAKPURI WEST
METRO STATION

Figure 07

Janakpuri West Metro Station And Surrounding (SOURCE: AUTHOR)

ABOUT
Janakpuri West metro station lies on the Blue Line of the Delhi metro and started its operation
on 31st December, 2005. Its preceding station is Janakpuri east (towards Noida City Center) and
the following station is Uttam Nagar East (towards Dwarka Sec.21).
The metro station has center track arrangement and is elevated, spanning a two way road
(Najafgarh Rad and Shivaji Road) with a U-Turn.
The metro station is surrounded by Vikas Kunj and New Krishna Park Colony in the north,
Narang Colony in south-west and Janakpuri District Center and Piccadilly Hotel in south-east.
 P a g e | 21

LAND-USE PATTERN

Figure 08
LAND-USE PATTERN AROUND JANAKPURI WEST METRO STATION
(SOURCE: openstreetmaps.com)

LEGEND:
 P a g e | 22

Figure 09. NETAJI SUBASH PLACE METRO STATION & DISTRICT CENTER Figure 10. TRAFFIC CIRCULATION AROUND NSP METRO STATION
(SOURCE: AUTHOR) (SOURCE: AUTHOR)

PLANNING

ACCESS

The station has four access points as numbered in the figure above. The access no. 4 has two
elevators, while other access points have staircases. The flow of running traffic is highlighted
with pink and the shortest path connecting metro and district center is highlighted in yellow.

The metro station gate no. 3 and 4 open towards Najafgarh road which is shaded by the station,
connects to Piccadilly hotel and leads further to District Center. Gate no. 1 and 2 open to
Shivaji road and connects to bus stop which is 15meters away and further leads to FOB (foot
over bridge), 80 meters away from gate 3.

Both sides of the metro station, the footpath around exit gates are surrounded by the auto-
rickshaw, battery-rickshaw and cycle rickshaw throughout the day (6am to 9:30 pm).

No space is allocated to rickshaw stands; however, the metro pillars divide the Najafgarh road
into two, which is able to divide the metro traffic from running traffic. On the other side of the
station, the catchment area for metro users mixes with Shivaji road and spills overs the bus
stop area which results in chaos. A U-turn to Shivaji road adds more traffic to this chaos leading
to a clogged area for most time of the day.
 P a g e | 23

Figure 11. SKETCH PLAN OF JANAKPURI WEST METRO STATION (SOURE: AUTHOR)

The clogged situation of this road results in people crossing the road through the steady traffic
and not use the foot over bridge which is 80 meters away.

PEDESTRIAN WALK TO/FROM DISTRICT CENTER

There exists no designed path to lead to District center specifically. Gate 4 is nearest, still not
well connected with a continuous path. In route A (indicated as dashed line in blue in Fig. ), the

Figure 12. PEDESTRIAN WALK TO DISTRICT CENTER FROM GATE NO. 4 (Source: Author)
 P a g e | 24

footpath leading towards

District center is obstructed
by Piccadilly entrance which
results in pedestrian crowd
merging with the next lane
catering to the metro traffic.
Further, at T-point, the free
flow of vehicles and no
provisions to cross the road
makes it dangerous to reach
district center which lies on
Figure 13. ACTIVITY AT GATE 2 (SOURCE: AUTHOR) the other side of the road.

In order to facilitate pedestrians exiting from gate no. 2 or 1, a FOB is provided at 80 meters
from gate 2. However, the footpath ends serving more like a platform connecting exits 1 & 2
and is surrounded by metro traffic. This metro traffic is followed by hawkers and strollers from
park behind, lined till the bus stand followed by few ancillary shops and leading to FOB.

Figure 14. TRANSITION IN ACTIVITIES ALONG SHIVAJI ROAD (SOURCE: AUTHOR)

The entire stretch leading to FOB shows a variety of activity in transition one after the other.
The informal activities in the form of hawkers, ancillary shops, induced metro traffic are
important support functions of this space but are functioning without any space organization
and thus sacrificing the prime function.

CIRCULATION

On either side of the metro, the separation of pedestrian circulation from other modes is not
well achieved. The metro traffic is segregated from running traffic on Najafgarh road, but the
 P a g e | 25

Shivaji road is loaded with metro traffic, metro feeder bus, DTC bus, running traffic, and traffic
from U-turn. Hawkers sit on footpath and are surrounded by public which extends to the road
adding to the crowd. The circulation of Piccadilly Hotel is also not separated. The metro feeder
bus which is a service assigned by
the DMRC is also not planned for
as no waiting areas or bus bay
exists.

Figure 15. CONGESTION AT GATE 2 (AT JANAKPURI WEST METRO STATION)

(Source:AUTHOR)

SPACE USE
FRONT YARD/BACKYARD

Since the metro spans the roads and lands on footpath on either side of the road, giving gates
on all four directions, there exist no front or back. All four gates are equally crowded.

OTHER USES: METRO PILLARS: The fencing of platform on which the metro pillars stand result

Figure 16. USE OF METRO PILLARS (SOURCE:

AUTHOR)
 P a g e | 26

in bounded space which cannot be accessed. The greens inside this fenced area is also not
maintained rendering them useless. However, the metro pillars in front of gate no. 4 are not
fenced and functioning as drop off for cars and hawking activities. Some metro pillars are used
for parking along and placement of sign boards and advertisements.

Figure 17. SECTION FROM JANAKPURI WEST METRO STATION (SOURCE: AUTHOR)

PARKING
Parking space is allocated along Joginder Singh Marg on either side which sacrifices the
footpath and also resulting in parking along the metro pillars (as shown above) which further
leads to reduction of effective width of the roads.
 P a g e | 27

NETAJI SUBASH PLACE METRO STATION

Figure 18. LOCATION NSP METRO STATION (SOURCE: Openstreetmaps.com)

 P a g e | 28

Figure 19. AREAS AROUND NSP METRO STATION (SOURCE: AUTHOR)

ABOUT
The Netaji Subash Place lies on the Red line of the Delhi metro and started its operation on 31st
March 2004. Its preceding station is Keshav Puram (towards Dilshad Garden) and its following
station isKohat Enclave (towards Rithala).

This metro station too has center track arrangement and is elevated. The metro station lies on
land at the junction where Mahatma Gandhi Mar and Lala Jagat Narayan Marg intersect.

The metro station is surrounded by Dilli Haat in the West, Guru Gobind Singh College on its
North, District Center on its South, Wazirpur industrial area on its East and Keshav Puram in
South-East.
 P a g e | 29

LAND-USE PATTERN

Figure 20
LAND-USE PATTERN AROUND NETAJI SUBHASH PLACE METRO STATION
(SOURCE: openstreetmaps.com)
LEGEND:
 P a g e | 30

Figure 21a. NETAJI SUBASH PLACE METRO STATION & DISTRICT CENTER Figure 21b. TRAFFIC CIRCULATION AROUND NSP METRO STATION
(SOURCE: AUTHOR) (SOURCE: AUTHOR)

PLANNING

The metro station has three access points placed as shown in figure above. Access point 1 & 2 uses
staircases and access point 3 has two elevators. The flow of running traffic is highlighted by pink and
pedestrian path connecting metro gates to nearest road is highlighted in Yellow.

The metro station gate no. 1 & 2 open towards Muni Maya Ram Marg which connects to Dilli Haat
across the road, Guru Gobind Singh College to the north and Lala Jagat Narayan Marg to the south, while
Gate no. 3 opens towards Mahatma Gandhi Road where it connects with a foot over bridge connecting
pedestrians to the bus stop which lies on the other side of the road.

The path to access metro gates 1 and 2 has been planned in two directions, one along the metro pillars
which makes use of this shaded area and connects to Muni Maya Ram marg and the other connecting to
Lala Jagat Narayan Marg, running perpendicular to the road. The access to gate no. 3 is obstructed by
construction on land highlighted in red.

The path running along metro pillars is used for access by MV, NMV, Metro Bus and most pedestrians
(shaded path). No separate track for each is planned with narrow obstructed side-walks along the route
making vehicles and pedestrian share the same street. The triangular median, marked as point A (See
Figure ), is used as the point of drop-off by cars and DTC Buses.

Since the metro station lies in the center of a land bounded by 3 roads, the path connecting metro to
these roads itself provide space for metro traffic, thus segregating it from the running traffic.
 P a g e | 31

Figure 22
AREAS AROUND NETAJI SUBHASH PLACE METRO STATION
(SOURCE: AUTHOR)

Pedestrian Walk to/from District Center

There exists no planned route that connects District Center to the Metro station for the
pedestrians. The shortest route connecting District Center, which lies across Lala Jagat Narayan
Marg, is highlighted in blue (solid line) and is generally taken by a cycle rickshaw. The shortest
route for pedestrians is highlighted in blue (dashed line), provided an F.O.B. exists to cross Lala
Jagat Narayan Marg. However, an L-shaped FOB is under construction (highlighted in red) which
will enable crossing across both Muni Maya Ram Marg and Lala Jagat Narayan Marg.
 P a g e | 32

SPACE USE
FRONTYARD/BACKYARD

The metro station lies diagonal on the land, with all three connections
along one side which creates the front. While the other side is
remains disconnected, lined by a boundary wall creating the back. The
junction where metro station site meets the playground of Guru
Gobind Singh College and the DDA Land is treated by a blank
boundary wall and ignores there existence.

OTHERS

The space below the metro station is used by mix of retails packed in
the same footprint as that of metro station above. The retails include
big names such as KFC, Big Bazaar and Subway whose name-board
stick high up, along with some local retails namely High Heels, Girl’s

Figure 23. SECTION FROM NETAJI SUBASH PLACE METRO STATION (SOURCE: AUTHOR)
Hub, Krushers etc.

The route heading to Muni Maya Ram Marg is lined with hawkers
along and under metro pillars and the boundary wall. A variety of
hawkers such as food retailers, cobblers, pan shop, tea shop etc. can
be observed. Small newspaper stand and pamphlet/card distributers
are found standing at point B (See Figure ).

Some informal planning and arrangements are observed.

Cycle Rickshaws are lined along the roundabout marked as point C

(See Figure) who seem to organize themselves waiting for passengers
turn-by turn. The metro feeder bus stands next to the pillar adjoining
the roundabout. Hawkers, auto-rickshaws and battery rickshaws
stand along the metro pillars. Small posts highlighted as red dots, and
a barrack indicated as red line (See Figure ) are used to create an all-
pedestrian zone by restricting vehicles and hawkers. Small posts run
along footpaths on both sides to widen the pedestrian space.
However, part of street under shade by metro track is used more
often compared to the non-shaded footpaths. Only one shop is
 P a g e | 33

observed along the metro boundary wall, highlighted in purple,

stands right at entrance to the station site, serving snacks and tea.
The hawkers serve both the working class and the metro users.

Light lamps hang on the metro pillars to light streets on either side.

PARKING Figure 24. Light Lamps on metro pillars.

(SOURCE: AUTHOR)
A land area of 4200sqm is allotted for parking within the station site
near Gate no. 3. The connectivity to Mahatma Gandhi Road is lost as a consequence of on-going
construction, which diverts the private vehicles to access through other two routes, adding to
their traffic.

INTER-MODAL CONNECTIVITY
METRO FEEDER BUS

The metro station provides no planned space as waiting area or separate bus bay for feeder
buses. Metro feeder bus from this metro station follows two routes, one heading to Ajadpur
metro station using route no. ML-11 and the other heading to Awantika via route no. ML-12
(Delhimetrorail.com, 2015).

OTHERS

Though no planned space exist on site, the other modes of public transport find their place on
the same street leading to problems such as space contestation and congestion, non-efficient
use of space.
 P a g e | 34

NEHRU PLACE METRO STATION

Figure 25.
LOCATING NEHRU PLACE METRO STATION
(SOURCE: AUTHOR)
 P a g e | 35

Figure 26.
AREAS AROUND NEHRU PLACE METRO STATION
(SOURCE: AUTHOR)

ABOUT
Nehru Place metro station lies on Voilet line of the Delhi metro and started its operation on 3 rd
October, 2010. Its preceding station is Kailash Colony (towards ITO) and the following station is
Kalkaji Mandir (towards Escorts Mujesar).

The metro station has center track arrangement and is elevated, and stands almost parallel to
Nehru Place road. The metro station is surrounded by Sant nagar colony and ISCON Temple on
the north, Lotus temple on its east, Nehru Place District center on its south and Hemant Colony
and Chirag Enclave on its west.
 P a g e | 36

LAND USE PATTERN

Figure 27.
LAND-USE PATTERN AROUND NEHRU PLACE METRO STATION
(SOURCE: openstreetmaps.com)

LEGEND:
 P a g e | 37

Figure 28. NEHRU PLACE METRO STATION AND DISTRICT CENTER Figure 29. TRAFFIC CIRCULATION AROUND NEHRU PLACE METRO
(SOURCE: AUTHOR) STATION (SOURCE: AUTHOR)

PLANNING
ACCESS

The station has one access point which opens to Nehru place road (marked as 1A for entry and
1b for exit, See Figure ) and another secondary access point (marked as 2, See Figure ) which
serves as entry to ‘Epicuria Foodhall’ below the metro station but is connected to metro station
using escalators. The access point 1 has both escalators and staircases. The flow of running
traffic is highlighted with pink and the path connecting access point 1 to the footpath is
highlighted in yellow.

The access is planned with a

circulation loop connecting NEHRU PLACE METRO STATION

to Nehru place road and a

landscaped area at the
center. The loop creates
further two access points
(marked as A and B) at the
junction of the road. The
metro feeder bus enters the
station site while the auto-
rickshaws are restricted
outside, surrounding points A
and B.

Figure 30. CONNECTIVITY PATTERNS AT NP METRO STATION (SOURCE: AUTHOR)

 P a g e | 38

Figure 31. SKETCH PLAN OF NEHRU PLACE METRO STATION

PEDESTRIAN WALK TO/FROM DISTRICT CENTER

The District Center lies right in front of the metro station, across Nehru Place road. There exists
no F.O.B. or zebra crossing exists to facilitate the pedestrians to cross the road. Moreover the
dividers on Nehru Place road are not fenced which facilitate free, though unsafe,
movement pedestrians.

Figure 32. SECTION AT NEHRU PLACE METRO STATION THROUGH GATE 1A. (SOURCE: AUTHOR)
 P a g e | 39

CIRCULATION:

The metro traffic, excluding the feeder buses, overlap with the running traffic of Nehru place
road. Feeder buses run on inner circulation loop and thus get an independent lane. Pedestrians
share the same lane which leads them to footpath. The footpath is narrow and obstructed at
intervals as shown in Figure . Small posts are used along the footpath to widen the pedestrian
path.

SPACE USE

FRONTYARD/BACKYARD: Nehru Place metro

station stands parallel to Nehru place road with
u-shaped circulation in the site which opens to
this road. Thus creating a backyard on the other
side, which is treated with a boundary wall and
ignores Sant Nagar and ISCON Temple which lie
on this axis. A separate access to these areas
established at point C, which connects to ISCON
and Sant Nagar using informal paths.

Figure 33. USE OF METRO PILLARS AT NP METRO STATION

(SOURCE: AUTHOR)

METRO PILLARS: The metro pillars lie

outside the station site and away from
roads. The pillars are put to no use as
they stand on un-used land.

PARKING: With close proximity to

District Center, car traffic for parking
includes not only the metro users, but
also population from district center.
Nehru Place station provides surface as
well as underground parking. However, Figure 34. ENTRY POINTS AT NP METRO STATION (SOURCE: AUTHOR)
parking along Nehru place road is
observed. Access points for parking are
 P a g e | 40

identified as blue arrows in

figure .

RETAILS: The concentration

of informal retails is along the
footpath outside metro
station site and is identified
as shown in figure. Retails
include food stalls, juice
shops and accessory stands.

UNDER METRO STATION: Figure 35. ACTIVITY MAPPING AT NP METRO STATION (SOURCE: AUTHOR)
Space below metro station is
planned as high-end retail spaces, Epicuria Foodhall and Fio Cookhouse. Multiple access point
are created (indicated in red arrows, See Figure ). Informal entries through service roads and
parking are observed. The space outside access gate 1a & 1b is planned with raised platforms,
semi-circular staircase and a landscaped area; all are used informally as seating spaces by metro
users and strollers from district centers

INTER-MODAL CONNECTIVITY
METRO FEEDER BUS:

The informal seating spaces are used as waiting areas. Feeder Bus runs on an independent lane
free from other public transport or private vehicle.

OTHER MODES:

Nearest bus stop lie along Lala Lajpat Rai Marg and is not accessible by pedestrians from metro
station. However, the bus stop can be accessed using internal routes of District center. MV are
observed other than feeder bus include auto-rickshaws which surround the station entry (as
shown in figure ). No separate lane or waiting area is allocated outside.
 P a g e | 41

ANALYSIS
 P a g e | 42

The three metro stations near district centers, as studied, highlight different factors that define
the efficiency of Zone 1 of the metro station (access and interchange zone) and different
responses to induced activities.

SPACE USE ANALYSIS:

The distribution of activities is resultant of the existing activities and space layout. Major zones
that are created: Catchment area, Informal activity zone, Transit zone. A pedestrian walk has to
travel through all these zones in order to reach the point of disperse (road). Thus the layout of
space within which these zones lie, is important.

Hierarchy in space use at three metro stations is as follows;

JANAKPURI WEST METRO STATION

The metro gate opens directly to the city fabric, with no bounded space around it. The spatial
features around this metro station include footpath merging with the level of roads, non-fenced
medians, FOB landing on roads instead of footpaths, non-fenced metro pillar platforms. These
arrangements allow barrier- free and unsafe pedestrian movement which overlaps with other
spaces. Such informal arrangements encourage informal activities under metro pillars, at FOB
junction, under shade on footpath etc. which in turn hinder pedestrian movement.

Figure 36. Hierarchy in space use at JANAKPURI METRO STATION. (SOURCE: AUTHOR)
 P a g e | 43

NETAJI SUBHASH PLACE METRO STATION

The metro gate opens to a bounded space which is planned as access and interchange zone for
the metro station. The spatial feature in this zone includes narrow and non-shaded footpaths,
non-fenced and high platforms of metro pillars, long shaded path under metro track, platform
around high-fenced roundabouts, and interval after every three pillars in one platform. Such
arrangements encourage pedestrian to walk along shaded path under metro track instead of
using footpath, and flexible informal use of space such as high platforms of metro pillars and
platform around roundabout are used by hawkers and as waiting areas by commuters. Interval
after every three metro pillar gives flexibility to cross lane.

Figure 37 Hierarchy in space use at NETAJI SUBHASH PLACE METRO STATION (SOURCE: AUTHOR)

NEHRU PLACE METRO STATION

The metro gate opens to a bounded space which is planned as access and interchange zone for
the metro station. The spatial features in this zone includes, level difference in catchment area
and circulation loop, raised platforms along catchment area, open landscaped area . These
arrangements segregate the pedestrian traffic (on a upper level) from feeder bus lane and
regulate their speed (using staircases). Formal retails are planned under metro station with
internal connectivity to the station. Informal retail activities such as hawkers and other modes
of public transport are restricted to enter which ensures good circulation inside but congestion
outside the entry gates.
 P a g e | 44

Figure 38 Hierarchy in space use at NEHRU PLACE METRO STATION (SOURCE: AUTHOR)

CONNECTIVITY ANALYSIS

Figure 39 PROXIMITY OF METRO STATIONS TO ROAD AND DISTRICT CENTER (SOURCE: AUTHOR)
 P a g e | 45

In order to ensure good connectivity, it is important to establish an access hierarchy to plan the
space accordingly.

MOST IMPORTANT

Figure 40. ACCESS HIERARCHY (SOURCE AUTHOR)

 P a g e | 46

CONCLUSION

The access and interchange zone

of a metro station is a new space
resulting from multiple
interactions of spaces and is thus
complicated.

The station site plan is not

supposed to be a bounded space
with entry/exit points. A station
site should be able to merge with
city movement system, by
responding to existing network,
community in all four directions
and integrating necessary
connections like pedestrian
connectivity to District Center.

The present pedestrian

connectivity leading commuters

to their respective point of Figure 41. FLOWCHART FOR SPACE INTERACTION AND CREATION AT A METRO
disperse and to the nearby STATION (SOURCE: AUTHOR)

District center is not well

established. Overlapping spaces, lack of organization, independent spatial features, multiple
use of spaces, ignorance to informal activities, all sum up to result in a congested space with ill
connections.

Multiple interactions in existing and induced activities need to be acknowledged to plan the
point of juncture of a metro station and ease out its connection to the city fabric.
 P a g e | 47

REFERENCES

Bacon, E. (1967). Design of Cities. New York: Viking Press.

Bosselmann, P. (2008). Urban Transformation. Washington, DC: Island Press.

Delhimetrorail.com, (2015). DMRC : FEEDER BUS. [online] Available at:

http://www.delhimetrorail.com/feederbus.aspx [Accessed 14 Nov. 2015].

Pinterest.com, (2015). [online] Available at: https://www.pinterest.com/pin/311522499194579648/

[Accessed 7 Nov. 2015].

Slideshare.net, (2015). metro station planning ar.ravi sankar alumni(auce architecture). [online]
Available at: http://www.slideshare.net/auarchiesalumni/metro-station-planning-arravi-sankar-
alumniauce-architecture [Accessed 7 Nov. 2015].

Wgbh.org, (2015). WGBH Arts: Paul Klee: Philosophical Vision: From Nature to Art. [online] Available at:
http://www.wgbh.org/wgbharts/Article.cfm?articleID=7163 [Accessed 7 Nov. 2015].