preparation of technical feasibility study and master plan for ...

SENER Ingeniería y Sistemas S.A. - India 2013

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PREPARATION OF TECHNICAL FEASIBILITY STUDY AND MASTER PLAN FOR DEVELOPMENT OF BIJWASAN NEW DELHI RAILWAY STATION OF THE INDIAN RAILWAY NETWORK

KD4 – FINAL CONCEPT, MASTER PLAN AND FEASIBILITY REPORT (COMPLETE)

WWW.SENER.ES

SENER Doc. P210G04-01-KD4-SR-RP-0002

Rev. 3

2017/02/10 Page 2 of 162

KD4- Final Concept, Master Plan and Feasibility Report (Complete)


Signature Control

Written Reviewed Approved

Juan Francisco Paz Juan Fernández Aller Juan Francisco Paz

María Ugarte José Manuel Almoguera

José Manuel Almoguera María Ugarte

Osvaldo Gandini

Patricia Díaz

Ernesto Sánchez Larios

Rohit Kumar

Sandip Kumar

Krishna Choudhary

K. Vineela

Gaurav Wahi

February 2017 February 2017 February 2017

Date and Signature Date and Signature Date and Signature

Changes Record

Rev Date Author Affected section Changes

0 13/09/2013 Juan Francisco Paz Modified submission




Addition of New Chapters and Section

Chapter 11 - Environmental Impact Assessment

Chapter 13 - Risk Analysis and Mitigation.

Section 8.8 - Block working of Railways

Addition of New Drawings

Master Plan Zoning (BWSN-MP-KD4-ARC-PLN-103)

Master Plan Phase-1 Station Area (BWSN-MP-KD4-ARC-PLN-104)

Master Plan Phase-1 Rag picking Zone (BWSN-MP-KD4-ARC-PLN-105)

Central Data Controller Scheme (BWSN-RS-KD4-COM-SKM-001)

Addition of 3D Views for Phase-1 and Phase-2 Development


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TABLE OF CONTENTS

1 EXECUTIVE SUMMARY ..................................................................................... 13

2 INTRODUCTION ............................................................................................. 16

2.1 Background ........................................................................................ 16

2.2 Purpose of this Report ........................................................................... 18

2.3 Structure of this Report ......................................................................... 18

2.4 Master Plan Main Objectives ................................................................... 19

2.5 Developed Planning & Studies ................................................................. 19

2.5.1 Development Control Norms ............................................................ 19

2.5.2 Proposed Master Plan from Northern Railways in 2014 ............................. 23

2.5.3 Financial Feasibility Study of Bijwasan ............................................... 24

2.6 Clearances ......................................................................................... 27

3 STATION USERS STUDY ................................................................................... 30

3.1 Rail station complex design .................................................................... 30

3.1.1 Rail Passenger count at entry exit ..................................................... 30

3.1.2 Entry and exit surveys at landing of the FOB ........................................ 30

3.1.3 Entry and Exit surveys at the Reservation Counter ................................. 30

3.1.4 Analysis of interviews at ticket counters ............................................. 30

3.1.5 Willingness to Pay ........................................................................ 30

3.1.6 Parking Demand Survey .................................................................. 31

3.1.7 Influence area of railway station ...................................................... 32

3.1.8 Travel and socio economic characteristics ........................................... 32

3.1.9 Rail passengers characteristics ......................................................... 32

3.1.10 Type of ticket used ....................................................................... 33

3.1.11 Trip frequency to Bijwasan station .................................................... 33

3.1.12 Travel characteristics of main trip .................................................... 33

3.1.13 Travel characteristics of access/dispersal of trip ................................... 33

3.1.14 O-D pattern of Rail Passenger Traffic ................................................. 34

3.1.15 Distribution of passengers ............................................................... 34

3.1.16 Bus Stop Boarding / Alighting ........................................................... 34

3.1.17 Major observations ....................................................................... 34

3.2 Station Performance Assessment ............................................................. 35

3.2.1 Employee Strength Analysis ............................................................. 35

3.2.2 Conclusion .................................................................................. 37

4 OPERATIONAL STUDIES ................................................................................... 38

4.1 Existing scenario ................................................................................. 38

4.1.1 Current Mainline Capacity of the Section and its utilization ....................... 38

4.1.2 Present passenger traffic at Bijwasan station ........................................ 38

4.1.3 Analysis and Limitations of Current Yard .............................................. 38

4.1.4 Existing Operational Regime ............................................................. 38

4.1.5 Berthing of existing number of trains in the existing yard ......................... 38

4.1.6 Status of existing stations after commissioning of new Bijwasan Station ........ 38

4.2 Future scenario ................................................................................... 38

4.2.1 Traffic Projections –No of trains ........................................................ 38

4.2.2 Traffic Projections- No of Passengers .................................................. 39

4.2.3 Future Mainline Capacity of the Section ............................................... 39

4.2.4 Operational Facilities Planned at this Station ........................................ 39

4.3 Berthing of Trains ................................................................................ 40

4.3.1 The proposed berthing chart for the station is as under Figure 10 ................ 40

4.3.2 Stabling of trains .......................................................................... 42

4.4 Trains stabling and maintenance complex including sick lines ......................... 42

4.4.1 RPC- 4 Lines ................................................................................ 42

4.4.2 Adequacy of maintenance facilities .................................................... 42

4.4.3 C&W Facilities – external washing of rakes and coaches............................ 42

4.4.4 Running room facility for pilots/ guards at Bijwasan ................................ 43

4.4.5 C&W Maintenance office complex ...................................................... 43

4.5 Sick lines ........................................................................................... 43

4.6 Sidings .............................................................................................. 43

4.6.1 Saloon siding / VIP Siding ................................................................ 43

4.6.2 Track Machine Siding ..................................................................... 43

4.6.3 Parcel Handling Siding .................................................................... 43

4.7 Signalling infrastructure ........................................................................ 43

4.7.1 Advantages of electronic interlocking/ solid state interlocking ................... 44

4.8 Overhead line and traction power infrastructure ......................................... 44

4.9 Communication Infrastructure ................................................................ 44

4.9.1 Communication Control System (M & E SCADA-Supervisory Console and Data

Acquisition) ................................................................................. 45


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4.9.2 Passenger Information Display System (PIDS) and Signages ........................ 45

4.9.3 ISDN Telephone Exchange ............................................................... 45

4.9.4 Public Address System ................................................................... 45

4.9.5 Wi Fi (Wireless Fidelity) ................................................................. 45

4.9.6 Access Control System (ACS) ............................................................ 45

4.9.7 Optical Fibre Networking ................................................................ 45

4.9.8 Electronic Weighing Scale ............................................................... 45

4.9.9 Security System ........................................................................... 45

4.9.10 GPRS Clock ................................................................................. 46

5 STATION PLANNING ....................................................................................... 47

5.1 Introduction ....................................................................................... 47

5.2 Existing Station Summary ....................................................................... 47

5.3 Vision of the New Station ....................................................................... 47

5.4 Station Planning Objective ..................................................................... 48

5.5 Selection of the Station Prototype ............................................................ 49

5.6 Circulation Principles ............................................................................ 49

5.6.1 Departing Passengers’ Circulation ..................................................... 50

5.6.2 Arriving Passenger’s Circulation ........................................................ 52

5.6.3 Suburban /Commuter Passengers’ Circulation ....................................... 53

5.6.4 Planning of Station Accesses ............................................................ 53

5.6.5 Overall Planning of Station Areas ...................................................... 53

5.6.6 Planning of Ticketing Areas ............................................................. 53

5.6.7 Planning of Departure Lounge and Arrival Hall ...................................... 54

5.6.8 Planning of Commercial Areas .......................................................... 54

5.6.9 Planning of Parcel, Linen and Catering Supplies Handling Areas ................. 55

5.6.10 Planning of Baggage Handling Areas ................................................... 55

5.6.11 Connections to Other Transport Buildings ............................................ 55

5.6.12 Provisional Scheduled of Accommodation ............................................ 55

5.7 Sizing & Planning of Station Elements ........................................................ 56

5.8 Station Building Design Principles ............................................................. 57

5.8.1 Architecture. Building Shapes and Detail Considerations .......................... 59

5.8.2 Station Building Area Program .......................................................... 60

5.8.3 Station building. Sustainable Design Strategies ...................................... 61

5.8.4 Station Interior Architecture............................................................ 62

5.8.5 Inclusive Mobility Design ................................................................. 63

5.9 Passenger Amenities ............................................................................. 64

5.10 Logistic Area ...................................................................................... 68

5.10.1 Logistic Area Planning Objective ....................................................... 68

5.10.2 Logistic Area Sizing and Location ....................................................... 68

5.10.3 Connections to Traffic Pattern .......................................................... 68

6 MASTER PLANNING ........................................................................................ 69

6.1 General Considerations ......................................................................... 69

6.2 Urban Context .................................................................................... 69

6.3 Station Master Plan .............................................................................. 73

6.3.1 Station as a Link ........................................................................... 73

6.3.2 Intermodal transportation Hub .......................................................... 73

6.3.3 Public spaces development .............................................................. 73

6.4 Master Plan ........................................................................................ 73

6.5 Phase 1 for the Master Plan .................................................................... 75

6.5.1 Phase 1 ...................................................................................... 76

6.5.2 Final Phase ................................................................................. 77

7 STRUCTURAL AND GEOTECHNICAL CONCEPTS ...................................................... 78

7.1 Introduction ....................................................................................... 78

7.2 Structural Considerations ...................................................................... 78

7.3 Design Codes and Standards ................................................................... 78

7.4 Materials ........................................................................................... 79

7.5 Loading Standards ................................................................................ 80

7.6 Structural Analysis and Design ................................................................ 81

7.7 Geo – technical engineering analysis and foundation concept .......................... 82

7.7.1 Design Approach ........................................................................... 82

7.7.2 Conditions for Shallow Foundations .................................................... 83

7.7.3 Conditions for Mat Foundations ......................................................... 83

7.7.4 Open Excavations for Underground Structures ....................................... 83

7.8 Site soil conditions ............................................................................... 84

7.8.1 Soil Profile .................................................................................. 84

7.9 Bearing Capacity of Foundations .............................................................. 85

7.9.1 Design criteria ............................................................................. 85


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7.9.2 Design Methodology ...................................................................... 85

7.9.3 Open Foundation .......................................................................... 85

7.9.4 Analysis based on SPT values and Soil Parameters .................................. 86

7.9.5 Footing foundation ....................................................................... 86

7.10 Brief Description for End Support Structure ................................................ 87

8 CONSTRUCTION METHODOLOGY AND PLAN .......................................................... 89

8.1 Description of Structures ....................................................................... 89

8.1.1 Concourse Structure ...................................................................... 91

8.1.2 Roof Structure ............................................................................. 91

8.2 Site Restrictions .................................................................................. 92

8.3 Overall Construction Phasing .................................................................. 93

8.3.1 PHASE I ..................................................................................... 93

8.3.2 FINAL PHASE ............................................................................... 93

8.4 Construction Methodology of Station Building .............................................. 93

8.5 Sequence of Work for Spanning over Existing Tracks ..................................... 94

8.6 Sequence of Work for Underpasses ........................................................... 97

8.7 Station Construction Programme .............................................................. 97

8.8 Block Working in Railways- ..................................................................... 97

9 UTILITY INFRASTRUCTURE ............................................................................... 99

9.1 Review of Existing Infrastructure ............................................................. 99

9.1.1 Introduction ............................................................................... 99

9.1.2 Water Supply Facility .................................................................... 99

9.1.3 Drainage Facility .......................................................................... 99

9.1.4 Sewerage System ......................................................................... 99

9.2 Proposed Water Supply .......................................................................... 99

9.2.1 Assessment of future requirement of water for the World Class Station and

related Commercial Development ..................................................... 99

9.2.2 Integrated Water Resource Management ............................................ 102

9.2.3 Proposed Sources of Water Supply .................................................... 103

9.2.4 Required infrastructure ................................................................. 103

9.3 Drainage Facilities ............................................................................... 105

9.3.1 Storm Water Drainage Planning ....................................................... 105

9.3.2 Drainage Network in Bijwasan Station Area ......................................... 105

9.4 Sewerage Facilities ............................................................................. 106

9.4.1 Assessment of Future Sewage loads for the World Class Station and related

Commercial Development .............................................................. 106

9.4.2 Proposed Sewage Disposal of the Remodelled Station and Related

Development ............................................................................. 107

9.4.3 Required Infrastructure ................................................................ 107

9.5 Fire Fighting ...................................................................................... 108

9.5.1 Codes and Standards .................................................................... 109

9.5.2 Railway Station .......................................................................... 109

9.5.3 Mix and Other Uses ...................................................................... 112

9.6 Power supply ..................................................................................... 112

9.6.1 Basis of Design ........................................................................... 112

9.6.2 Estimated Electrical loads ............................................................. 113

9.6.3 Proposed Power Network .............................................................. 114

9.6.4 Supply Alternatives ...................................................................... 118

9.7 HVAC ............................................................................................... 119

9.7.1 Basis of Design & Parameters .......................................................... 119

9.7.2 Air Conditioning System ................................................................ 120

9.7.3 Ventilation System ...................................................................... 120

9.8 Gas supply ........................................................................................ 121

9.9 Utility summary .................................................................................. 121

10 TRAFFIC STUDY ........................................................................................... 122

10.1 Objectives ........................................................................................ 122

10.2 Approach involved in the Study .............................................................. 122

10.3 Scope of Works .................................................................................. 122

10.4 Site Location Analysis .......................................................................... 122

10.4.1 Current Situation ........................................................................ 123

10.4.2 Future Situation ......................................................................... 124

10.4.3 The Bijwasan Railway Station Demand .............................................. 125

10.4.4 Road Traffic in the Area ................................................................ 126

10.5 Demand Estimation ............................................................................. 128

10.5.1 Demand due to the Proposed Bijwasan Railway Station .......................... 128

10.5.2 Road Traffic in the Area ................................................................ 128

10.5.3 Volume/Capacity Ratio Analysis ...................................................... 130


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10.5.4 Parking Demand Estimation at Bijwasan Railway Station ......................... 131

10.6 Conceptual Network Improvement Plans ................................................... 133

10.6.1 Concept Plan ............................................................................. 133

10.6.2 Proposed Actions......................................................................... 133

10.6.3 Impact of Network Improvement Plans (VISSIM Analysis) ......................... 135

11 ENVIRONMENTAL IMPACT ASSESSMENT .............................................................. 136

11.1 Purpose of EIA Report .......................................................................... 136

11.2 Brief Description of the Project .............................................................. 136

11.3 Environmental setting of the project ....................................................... 137

11.4 Relevant Extract of the Schedule of EIA notification .................................... 137

11.5 Review of Applicable Environmental Regulations ........................................ 138

11.6 Approaches to EIA ............................................................................... 140

11.6.1 Development Control Norms ........................................................... 140

11.7 Area Statement .................................................................................. 140

11.8 Water Source and Supply ...................................................................... 141

11.9 Sewage Treatment Plant ....................................................................... 143

11.10 Fire Fighting ...................................................................................... 144

11.11 Solid Waste ........................................................................................ 144

11.12 Power requirement ............................................................................. 144

11.13 Green Belt ......................................................................................... 145

11.14 Baseline environment .......................................................................... 145

11.14.1 General Environment ................................................................ 145

11.14.2 Water and Soil ........................................................................ 146

11.14.3 Noise .................................................................................... 146

11.14.4 Air Quality ............................................................................. 147

11.15 Flora of the Project area ...................................................................... 147

11.16 Seismicity (State Disaster management plan) ............................................. 147

11.17 Flood Hazard (State Disaster management plan) ......................................... 148

11.18 Socio-Economic Analysis ....................................................................... 148

11.19 Impact Identification, Analysis And Mitigation Measures ................................ 148

11.20 Analysis of Impacts .............................................................................. 149

11.21 Mitigation Measures ............................................................................. 149

11.22 Environmental Management Plan ............................................................ 155

11.23 Environmental Monitoring plan: .............................................................. 156

11.24 Cost Of Environmental Monitoring ........................................................... 156

11.25 Environmental Management System ........................................................ 157

11.26 Cost Estimates ................................................................................... 157

12 CAPEX ............................................................................................. 158

12.1 Station Structural and Architectural Building Works and Finishes Costing .......... 158

12.2 Station MEP Services Costing ................................................................. 159

13 RISK ANALYSIS AND MITIGATION ...................................................................... 160

13.1 Introduction ...................................................................................... 160

13.2 Risk Analysis and Mitigation on this Project. .............................................. 160

13.3 Proposals for the Mitigation of the Above Risks .......................................... 161

TABLE OF FIGURES

Figure 1: Directional Terminal in MPD-2021 .......................................................................... 17

Figure 2: Railway Map of Delhi .......................................................................................... 17

Figure 3: Planning Zone K-II .............................................................................................. 20

Figure 4: Bijwasan Existing Conditions ................................................................................. 21

Figure 5: New Developments Planned in the Area including New Dwarka-Gurgaon Highway .............. 21

Figure 6: Track Yard Proposed by Northern Railways in Inception Report from 2014 ....................... 24

Figure 7: Indicative Location of the Site .............................................................................. 25

Figure 8: Stay Cars considered .......................................................................................... 32

Figure 9: Stay Two Wheelers Considered ............................................................................. 32

Figure 10: Berthing Chart ................................................................................................. 41

Figure 11: Site View ....................................................................................................... 47

Figure 12: Cross-Section Scheme ....................................................................................... 49

Figure 13: General Cross-section ........................................................................................ 49

Figure 14: Segregated Flow .............................................................................................. 49

Figure 15: Circulation at Ground Level ................................................................................ 50

Figure 16: Phase-1 : Passenger Circulation (Departure) ........................................................... 50

file:///C:/Users/anees/Desktop/abinav/P210G04-01-KD4-SR-RP-0002%20Rev.%203%20(complete)_Final%20Draft_11-11-2016%20(1).docx%23_Toc474234691


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Figure 17: Passenger Circulation (Departure/ Arrival) in Section ................................................ 50

Figure 18: Phase-2 : Passenger Circulation (Departure) ........................................................... 51

Figure 19: Passenger Circulation in Departure Hall and Proposed Parking ..................................... 51

Figure 20: Passenger Circulation around Platform .................................................................. 51

Figure 21: Phase-1 : Passenger Circulation (Arrival) ................................................................ 52

Figure 22: Phase-2 : Passenger Circulation (Arrival) ................................................................ 52

Figure 23: Basic Zones in the Station .................................................................................. 53

Figure 24: Areas at Ground Floor for Future Enlargement ........................................................ 55

Figure 25: Areas at the Basement for Future Enlargement of the Parking ..................................... 56

Figure 26: Areas at the First Floor for Future Enlargement of the Waiting and Passengers Supporting

Areas .......................................................................................................................... 56

Figure 27: Side View of the New Station .............................................................................. 57

Figure 28: Thermic Behaviour of the Station - Detail ............................................................... 57

Figure 29: Aerial View of the Phase-1 Development ................................................................ 58

Figure 30: Aerial View of the Phase-1 Station Building ............................................................ 58

Figure 31: Aerial View of Final Phase Development ................................................................ 58

Figure 32: Aerial View of the Station Building Final Phase ........................................................ 58

Figure 33: Roof Construction Scheme .................................................................................. 59

Figure 34: Chimneys ....................................................................................................... 62

Figure 35: View of the Roof Appearance .............................................................................. 62

Figure 36: Standards for Illumination in Railway Stations ......................................................... 63

Figure 37: Land Area Available .......................................................................................... 69

Figure 38: Other Planned Infrastructures ............................................................................. 70

Figure 39: Master Plan of Delhi 2021 Zone K-II (Dwarka) .......................................................... 71

Figure 40: General Plot ................................................................................................... 72

Figure 41: Aerial View of the Station and the Master Plan ........................................................ 73

Figure 42: General Layout ................................................................................................ 74

Figure 43: Phase-1 Development Landuse ............................................................................ 75

Figure 44: Phase-1 Development ........................................................................................ 76

Figure 45: Phase-1 Development Aerial View ........................................................................ 76

Figure 46: Final Phase Development ................................................................................... 76

Figure 47: Influence Areas according to UTTIPEC Policy ........................................................... 77

Figure 48: Final Phase Aerial View ..................................................................................... 77

Figure 49: View of the Final Phase Completed ....................................................................... 77

Figure 50: SPT Blows ....................................................................................................... 84

Figure 51: General Site Plan ............................................................................................. 89

Figure 52: Longitudinal Section of Phase-1 Station Building ...................................................... 89

Figure 53: Longitudinal Section (1 of 2) of Phase-2 Station Building ........................................... 89

Figure 54: Longitudinal Section (2 of 2) of Phase-2 Station Building ............................................ 89

Figure 55: Longitudinal Perspectives from North and South of Phase-2 Station Building ................... 89

Figure 56: Structural Solution for Main Deck and Roof Envelope ................................................ 90

Figure 57: Structural and Skin Sketch for 2 Dowels, Envelope and Deck ....................................... 90

Figure 58: Structural Solution for Longitudinal Maximum Span is Structural Deck ........................... 91

Figure 59: Transversal Section for the case of Envelope Landing to the Ground. Double Height in the

Station ........................................................................................................................ 91

Figure 60: Transversal Section for the case of Envelope not landing to the Ground. No Double Height in

the Station ................................................................................................................... 92

Figure 61: Transverse Expansion of Roof from the sides for Phase-2 (Part 1 of 2) ........................... 92

Figure 62: Transverse Expansion of Roof from the sides for Phase-2 (Part 2 of 2) ........................... 92

Figure 63: Airport Traffic Influence Plan .............................................................................. 92

Figure 64: Floors Constructions over Existing Tracks ............................................................... 94

Figure 65: Launching Device Situation and Box Girders Movement .............................................. 94

Figure 66: Command Tank in Ter-Llobregat Network, Barcelona (Spain) .................................... 104

Figure 67: Proposed Bijwasan Station Area Drainage Network ................................................. 105

Figure 68: Proposed Bijwasan Station Area Sewage Network ................................................... 107

Figure 69: Typical MBR Unit ............................................................................................ 108


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Figure 70: Site Plan ...................................................................................................... 123

Figure 71: Dwarka Sector 21 and Metro Lines ...................................................................... 123

Figure 72: Airport Express .............................................................................................. 124

Figure 73: Additional New Transport Infrastructures ............................................................. 125

Figure 74: Proposed Northern Peripheral Road .................................................................... 125

Figure 75: Location of MB Survey and TM Volume Count Survey Spots in the Study Area ................ 126

Figure 76: Buses Traffic towards Dwarka on NH8 (Source: DIMTS - 2008) ................................... 129

Figure 77: Conflict Points ............................................................................................... 131

Figure 78: Demand for Cars and Two Wheelers .................................................................... 131

Figure 79: Drop-off Lanes for Phase-1 ............................................................................... 132

Figure 80: Pick-up Lanes for Phase-1 ................................................................................ 132

Figure 81: Drop-off Lanes for Phase-2 ............................................................................... 132

Figure 82: Pick-up Lanes for Phase-2 ................................................................................ 132

Figure 83: Conceptual Network Improvement Plan for Final Phase ........................................... 133

Figure 84: Proposed Round-about on UER II ........................................................................ 134

Figure 85: Suggested Underpass at Janki Junction ................................................................ 134

Figure 86: Dwarka Sector 9 Underpass .............................................................................. 134

Figure 87: Proposed Basement Level (Arrivals) & Ground Level (Departures) Parking Bays ............. 135

TABLE OF TABLES

Table 1: Other examples of FSI in Stations............................................................................ 21

Table 2: FAR in various Cities of the World ........................................................................... 22

Table 3: FSI and Built-up Area on Site ................................................................................. 22

Table 4: Master Plan of Delhi 2021 - Parking Standards ............................................................ 22

Table 5: Master Plan of Delhi 2021 - FAR on Site .................................................................... 25

Table 6: Modal Split in Delhi 2011 - 2022 (Source: DDA Delhi Master Plan -2021 (2010) ................... 31

Table 7: (a) Distribution of Trips - Phase 1 ........................................................................... 31

Table 8: (b) Distribution of Trips - Phase 2 ........................................................................... 31

Table 9: Distribution of Traffic Dwarka ................................................................................ 32

Table 10: Charted Capacity and Utilization ........................................................................... 38

Table 11: Lines provided by Northern Railway in the Yard Plan ................................................. 39

Table 12: Platforms Configuration ...................................................................................... 40

Table 13: Planned Trains ................................................................................................. 40

Table 14: Station Room Areas for Phase-1 ............................................................................ 60

Table 15: Station Built-up Areas ........................................................................................ 60

Table 16: Station Room Areas for Phase-2 ............................................................................ 61

Table 17: Proposed Facilities / Amenities in Station ................................................................ 67

Table 18: Area Statement Table ........................................................................................ 69

Table 19: Summary of Plot Areas ....................................................................................... 74

Table 20: FAR as per MPD 2021 ......................................................................................... 75

Table 21: Phase - 1 Area Statement .................................................................................... 75

Table 22: Phase-1 Development Built-up Area ....................................................................... 76

Table 23: IS Codes .......................................................................................................... 79

Table 24: Parameters related to Building and Soil .................................................................. 82

Table 25: Limits of Use of 'r ' ............................................................................................ 83

Table 26: Summary of Classification Properties ..................................................................... 84

Table 27: Chemical Analyses in Soil samples (Borehole 5) ......................................................... 84

Table 28: Chemical Analyses in Water Samples (Borehole 5) ..................................................... 85

Table 29: Settlement Criteria ............................................................................................ 87

Table 30: Settlement Criteria (Refer Fig: 9 of IS 8009 Part I) .................................................... 87

Table 31: Settlement Criteria (Refer Fig: 9 of IS 8009 Part I) .................................................... 87

Table 32: Rate of People Occupancy and Water Demand on Area Basis ...................................... 100

Table 33: Water Demand for Phase-1 ................................................................................ 101

Table 34: Water Demand for Phase-2 ................................................................................ 101

Table 35: Potable & Non-potable Water Demand for Phase-1 .................................................. 102

Table 36: Potable & Non-potable Water Demand for Phase-2 .................................................. 102


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Table 37: Water Treatment Flow Rate ............................................................................... 103

Table 38: Bijwasan Station Run-off Flow Calculation ............................................................. 106

Table 39: Sewage Water Discharge in Bijwasan Station Estimation Phase-1 ................................. 106

Table 40: Sewage Water Discharge in Bijwasan Station Estimation Phase-2 ................................. 107

Table 41: Power Rates per Area ....................................................................................... 113

Table 42: Lighting Load Demand Factors ............................................................................ 113

Table 43: Total Electrical Load Estimation for Phase-I ........................................................... 114

Table 44: Total Electric Load Estimation for Phase-2............................................................. 114

Table 45: Electricity Demand and Supply for Entire Development ............................................ 115

Table 46: Illimination Levels ........................................................................................... 118

Table 47: Outside Conditions .......................................................................................... 119

Table 48: Filter for Fresh Air Ventilation ........................................................................... 120

Table 49: Utilities Summary Phasewise .............................................................................. 121

Table 50: Utilities Summary for Station and Commercial Area ................................................. 121

Table 51: Current Road Traffic ........................................................................................ 127

Table 52: Distribution of Traffic ....................................................................................... 128

Table 53: Source: DDA Delhi Master Plan - 2021 (2010) ......................................................... 129

Table 54: Traffic Demand due to the Sector-21 Delhi Metro Station .......................................... 129

Table 55: Distribution of Traffic ....................................................................................... 129

Table 56: Volume / Capacity Ration Analysis ....................................................................... 131

Table 57: The Environmental setting of the activity area is presented ....................................... 137

Table 58: Relevant Extract of the Schedule of EIA notification ................................................ 137

Table 59: Relevant Extract of amended notification ............................................................. 138

Table 60: Policy guidelines, Acts and Regulations for protection of Environment ......................... 140

Table 61: Development Control Guidelines for Railway Station ................................................ 140

Table 62:Details of Plot and BUA in Phase-1. ....................................................................... 141

Table 63: Summary of area statement for phase to buildings .................................................. 141

Table 64: Summary details of Water requirement for Phase - 1 ............................................... 142

Table 65: Summary details of Water requirement for Phase - 2 ............................................... 143

Table 66: Showing Sewage generation in Phase - 1 ............................................................... 144

Table 67: Showing Sewage generation in Phase - 2 ............................................................... 144

Table 68: Summary of the electric power required ............................................................... 145

Table 69: General ranges of various chemical constituents in ground water ................................ 146

Table 70: Surface Water Quality ...................................................................................... 146

Table 71: Noise levels at Dwaraka .................................................................................... 147

Table 72: AAQ data ....................................................................................................... 147

Table 73: Observations on land details .............................................................................. 148

Table 74: Checklist of Project's Likely Impacts .................................................................... 149

Table 75: Positive and Negative Impacts of Proposed Project .................................................. 149

Table 76: Likely/Residual impacts and Mitigation ................................................................. 149

Table 77: Environmental Management Plan ........................................................................ 156

Table 78: Environmental Monitoring Programme for Implementation during Project Operational Phase

............................................................................................................................... 156

Table 79: Environmental Monitoring Programme for Implementation during Project Construction Phase

............................................................................................................................... 156

Table 80: The Cost Required for Implementation of Environmental Monitoring Programme during Project

Construction Phase ....................................................................................................... 157

Table 81: The Cost Required for Implementation of Environmental Monitoring Programme during Project

Operation Phase .......................................................................................................... 157

Table 82: Capital Cost allocation for Environmental Management Plan (EMP) ................................ 157

Table 83: Station Areas and Other Areas used for Cost Estimation ............................................ 158

Annexure 1. Photographic report

Annexure 2. Examples of world class stations

Annexure 3. Classification of passengers

Annexure 4. Evacuation in case of fire. Criteria and calculation

Annexure 5. Airport constraints


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Annexure 6. Sustainability

Annexure 7. Boundary constraints

Annexure 8. Communication with Delhi development authority

Annexure 9. Response on letter from Northern Railways

TABLE OF DRAWINGS

S.NO. DRAWING TITLE DRAWING NUMBER

A MASTER PLANS

1. MASTER PLAN – PHASE 1 AND FINAL PHASE (APPROVAL FROM NORTHERN RAILWAYS)

BWSN-F-07

2. MASTER PLAN – PHASE 1 AND FINAL PHASE (APPROVAL FROM UTTIPEC)

BWSN-F-07

3. LOCATION PLAN - AVAILABLE LAND BWSN-MP-KD4-ARC-PLN-001

4. SURVEY PLAN - EXISTING CONDITION BWSN-MP-KD4-ARC-PLN-002

5. MASTER PLAN - GENERAL LAYOUT BWSN-MP-KD4-ARC-PLN-100

6. MASTER PLAN - PHASE-1 DEVELOPMENT PLAN BWSN-MP-KD4-ARC-PLN-101

7. MASTER PLAN - PHASE-2 DEVELOPMENT PLAN BWSN-MP-KD4-ARC-PLN-102

8. MASTER PLAN – ZONING BWSN-MP-KD4-ARC-PLN-103

9. MASTER PLAN PHASE 1 – STATION AREA BWSN-MP-KD4-ARC-PLN-104

10. MASTER PLAN PHASE 1 – RAGPICK ZONE BWSN-MP-KD4-ARC-PLN-105

11. MASTER PLAN - SITE FACILITIES BWSN-MP-KD4-ARC-PLN-120

12. MASTER PLAN - PART PLAN SITE FACILITIES BWSN-MP-KD4-ARC-PLN-121

B CIRCULATION PLANS

13. CIRCULATION PLAN PHASE 1- GENERAL (VEHICLES) BWSN-CP-KD4-ARC-PLN-001

14. CIRCULATION PLAN PHASE 2- GENERAL (VEHICLES) BWSN-CP-KD4-ARC-PLN-002

15. CIRCULATION PLAN PHASE 1- ARRIVAL (VEHICLES) BWSN-CP-KD4-ARC-PLN-010

16. CIRCULATION PLAN PHASE 1- DEPARTURE (VEHICLES) BWSN-CP-KD4-ARC-PLN-020

17. CIRCULATION PLAN PHASE 1- ARRIVAL (TSR AND TAXI) BWSN-CP-KD4-ARC-PLN-011

18. CIRCULATION PLAN PHASE 1- DEPARTURE (TSR AND TAXI) BWSN-CP-KD4-ARC-PLN-021

19. CIRCULATION PLAN PHASE 1- ARRIVAL (BUS) BWSN-CP-KD4-ARC-PLN-012

20. CIRCULATION PLAN PHASE 1- DEPARTURE (BUS) BWSN-CP-KD4-ARC-PLN-022

21. CIRCULATION PLAN PHASE 1- ARRIVAL (PRIVATE VEHICLES) BWSN-CP-KD4-ARC-PLN-013

22. CIRCULATION PLAN PHASE 1- DEPARTURE (PRIVATE VEHICLES) BWSN-CP-KD4-ARC-PLN-023

23. CIRCULATION PLAN PHASE 1- ARRIVAL (COMMERCIAL/ SUPPORT) BWSN-CP-KD4-ARC-PLN-014

24. CIRCULATION PLAN PHASE 1-NMT BWSN-CP-KD4-ARC-PLN-024

25. PASSENGER CIRCULATION PLAN PHASE 1- BASEMENT PLAN BWSN-CP-KD4-ARC-PLN-030

26. PASSENGER CIRCULATION PLAN PHASE 1- GROUND FLOOR PLAN BWSN-CP-KD4-ARC-PLN-031


27. PASSENGER CIRCULATION PLAN PHASE 1- FIRST FLOOR PLAN BWSN-CP-KD4-ARC-PLN-032

28. MASTER PLAN - PHASE-II : ARRIVALS CIRCULATION PLAN DETAIL AT BASEMENT LEVEL

BWSN-CP-KD4-ARC-PLN-101

29. MASTER PLAN - PHASE-II : DEPARTURES CIRCULATION PLAN DETAIL AT GROUND LEVEL


30. MASTER PLAN- PHASE-II : ARRIVALS TSR AND TAXI CIRCULATION BWSN-CP-KD4-ARC-PLN-103

31. MASTER PLAN- PHASE-II : DEPARTURES

TAXI AND TSR CIRCULATION BWSN-CP-KD4-ARC-PLN-104

32. MASTER PLAN -PHASE-II : DEPARTURES

BUS CIRCULATION BWSN-CP-KD4-ARC-PLN-105

33. MASTER PLAN - PHASE-II : ARRIVALS

BUS CIRCULATION BWSN-CP-KD4-ARC-PLN-106

34. MASTER PLAN - PHASE-II : ARRIVALS

PRIVATE CIRCULATION BWSN-CP-KD4-ARC-PLN-107

35. MASTER PLAN - PHASE-II : DEPARTURE PRIVATE CIRCULATION BWSN-CP-KD4-ARC-PLN-108

36. MASTER PLAN - PHASE-II : ARRIVALS COMMERCIAL OR SUPPORT CIRCULATION


37. MASTER PLAN - PHASE-II : DEPARTURE COMMERCIAL OR SUPPORT CIRCULATION


38. MASTER PLAN PHASE-II : DEPARTURE NMT CIRCULATION BWSN-CP-KD4-ARC-PLN-111

C RAILWAY STATION

PHASE – 1

39. STATION LAYOUT - UNDER GROUND FLOOR PLAN BWSN-RS-KD4-ARC-PLN-100

40. STATION LAYOUT - GROUND FLOOR PLAN BWSN-RS-KD4-ARC-PLN-101

41. STATION LAYOUT - FIRST FLOOR PLAN BWSN-RS-KD4-ARC-PLN-102

42. SECTIONS (PHASE-1) - SECTION -A , SECTION-B AND SECTION-C BWSN-RS-KD4-ARC-SEC-200

43. ELEVATIONS (PHASE-1) - FRONT (NORTH-WEST SIDE) , REAR (SOUTH-EAST), SIDE (NORTH-EAST) AND SIDE (SOUTH-WEST) BWSN-RS-KD4-ARC-ELE-300

PHASE – 2

44. STATION LAYOUT PHASE - II : UNDERGROUND PLAN BWSN-RS-KD4-ARC-PLN-201

45. STATION LAYOUT PHASE - II : GROUND FLOOR PLAN BWSN-RS-KD4-ARC-PLN-202

46. STATION LAYOUT PHASE- II : FIRST FLOOR PLAN BWSN-RS-KD4-ARC-PLN-203

47. PHASE-II : STATION LAYOUT - SECTIONS BWSN-RS-KD4-ARC-SEC-300

48. ELEVATIONS - (PHASE-II) FRONT (NORTH-WEST SIDE) , REAR (SOUTH-EAST), SIDE (NORTH-EAST) AND SIDE (SOUTH-WEST)

BWSN-RS-KD4-ARC-ELE-400

DETAILS

49. DETAILS - ARRIVAL PICK-UP AREA BWSN-RS-KD4-ARC-DET-400

50. DETAILS - DEPARTURE DROP-OFF AND PLAZA BWSN-RS-KD4-ARC-DET-401

51. DETAILS - PEDESTRIAN FOB (DEPARTURE TERMINAL BRIDGES) BWSN-RS-KD4-ARC-DET-402


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52. DETAILS - CARGO LOADING AND UNLOADING BWSN-RS-KD4-ARC-DET-403

53. DETAILS - TAXI AND RICKSHAW PARKING AREA BWSN-RS-KD4-ARC-DET-404

54. DETAILS - BUS PARKING BWSN-RS-KD4-ARC-DET-405

55. DETAILS - SURFACE PARKING BWSN-RS-KD4-ARC-DET-406

56. PLATFORM LAYOUT (PART PLAN-1) BWSN-RS-KD4-ARC-DET-410

57. PLATFORM LAYOUT (PART PLAN-2) BWSN-RS-KD4-ARC-DET-411

58. PLATFORM FLOORING LAYOUT (PART PLAN-1) BWSN-RS-KD4-ARC-DET-412

59. PLATFORM FLOORING LAYOUT (PART PLAN-2) BWSN-RS-KD4-ARC-DET-413

60. PLATFORM SHELTER DETAIL BWSN-RS-KD4-ARC-DET-414

D COMMERCIAL DEVELOPMENT

61. COMMERCIAL DEVELOPMENT - BLOCK-1 TYPICAL FLOOR PLANS, ELEVATIONS & SECTIONS

BWSN-CD-KD4-ARC-PLN-100

62. COMMERCIAL DEVELOPMENT - BLOCK-2 TYPICAL FLOOR PLANS, ELEVATIONS & SECTIONS

BWSN-CD-KD4-ARC-PLN-110

E HOSPITALITY DEVELOPMENT

63. HOSPITALITY DEVELOPMENT (BLOCK-1) - FLOOR PLANS BWSN-HD-KD4-ARC-PLN-100

64. HOSPITALITY DEVELOPMENT (BLOCK-1) - ELEVATIONS BWSN-HD-KD4-ARC-ELE-200

65. HOSPITALITY DEVELOPMENT (BLOCK-1) - SECTIONS BWSN-HD-KD4-ARC-SEC-300







F RAILWAY HOUSING

72. RAILWAY HOUSING : FLOOR PLAN BWSN-RH-KD4-ARC-PLN-100

73. RAILWAY HOUSING : ELEVATIONS & SECTIONS BWSN-RH-KD4-ARC-ELE/SEC-200

G LANDSCAPE

74. LANDSCAPE PLAN BWSN-LA-KD4-ARC-PLN-100

75. SITE SECTIONS AND ROAD DETAILS BWSN-LA-KD4-ARC-SEC-200

H TRACK

76. TRACK LAYOUT – GENERAL VIEW BWSN-TL-KD4-ARC-PLN-100

77. TRACK LAYOUT – SHEET 1 BWSN-TL-KD4-ARC-PLN-101






I EXISTING UTILITIES

82. EXISTING INFRASTRUCTURES - ELECTRIC LINE BWSN-06-01

83. EXISTING INFRASTRUCTURES - IGL LINE BWSN-06-02

84. EXISTING INFRASTRUCTURES - WELL AND NALLA BWSN-06-03

85. EXISTING CONDITIONS – INFLUENCE ZONES BWSN-03-0

J STRUCTURE

86. COLUMN LAYOUT – UNDERGROUND FLOOR PLAN BWSN-RS-KD4-STR-PLN-100

87. COLUMN LAYOUT - GROUND FLOOR PLAN BWSN-RS-KD4-STR-PLN-101

88. COLUMN LAYOUT - FIRST FLOOR PLAN BWSN-RS-KD4-STR-PLN-102

89. FOUNDATION PLAN BWSN-RS-KD4-STR-PLN-150

90. STRUCTURAL FRAMING PLAN – GROUND FLOOR BWSN-RS-KD4-STR-PLN-200

91. STRUCTURAL FRAMING PLAN – FIRST FLOOR BWSN-RS-KD4-STR-PLN-201

92. ROOF DETAIL BWSN-RS-KD4-STR-DET-300

93. F.O.B DETAIL BWSN-RS-KD4-STR-DET-301

K WATER SUPPLY

94. WATER BALANCE DIAGRAM BWSN-RS-KD4-PHE-PLN-001

95. WATER SUPPLY LAYOUT FOR BASEMENT PLAN BWSN-RS-KD4-PHE-PLN-100

96. WATER SUPPLY LAYOUT FOR GROUND FLOOR BWSN-RS-KD4-PHE-PLN-101

97. WATER SUPPLY LAYOUT FOR FIRST FLOOR BWSN-RS-KD4-PHE-PLN-102

98. WATER SUPPLY LAYOUT FOR BASEMENT PLAN – DETAIL A BWSN-RS-KD4-PHE-PLN-110

99. WATER SUPPLY LAYOUT FOR BASEMENT PLAN – DETAIL B BWSN-RS-KD4-PHE-PLN-111

100. WATER SUPPLY LAYOUT FOR GROUND FLOOR – DETAIL A & B BWSN-RS-KD4-PHE-PLN-121

101. WATER SUPPLY LAYOUT FOR GROUND FLOOR – DETAIL C BWSN-RS-KD4-PHE-PLN-122

102. WATER SUPPLY LAYOUT FOR GROUND FLOOR – DETAIL D BWSN-RS-KD4-PHE-PLN-123

103. WATER SUPPLY LAYOUT FOR GROUND FLOOR – DETAIL E BWSN-RS-KD4-PHE-PLN-124

104. WATER SUPPLY LAYOUT FOR FIRST FLOOR – DETAIL A BWSN-RS-KD4-PHE-PLN-131

105. WATER SUPPLY LAYOUT FOR FIRST FLOOR – DETAIL B BWSN-RS-KD4-PHE-PLN-132

L DRAINAGE

106. DRAINAGE LAYOUT FOR BASEMENT PLAN BWSN-RS-KD4-DR-PLN-100

107. DRAINAGE LAYOUT FOR BASEMENT PLAN – ENLARGE VIEW BWSN-RS-KD4-DR-PLN-101

108. TOILET ENLARGE VIEW FOR BASEMENT PLAN BWSN-RS-KD4-DR-PLN-102

109. DRAINAGE LAYOUT FOR GROUND FLOOR BWSN-RS-KD4-DR-PLN-103

110. DRAINAGE LAYOUT FOR GROUND FLOOR – ENLARGE VIEW BWSN-RS-KD4-DR-PLN-104

111. TOILET ENLARGE VIEW FOR GROUND PLAN BWSN-RS-KD4-DR-PLN-105

112. DRAINAGE LAYOUT FOR FIRST FLOOR BWSN-RS-KD4-DR-PLN-106

113. TOILET ENLARGE VIEW FOR FIRST FLOOR BWSN-RS-KD4-DR-PLN-107


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M STORM WATER DRAINAGE

114. MASTER PLAN PHASE-1- STORM WATER DRAINAGE DETAIL -1 BWSN-MP-KD4-SWD-PLN-101

115. MASTER PLAN PHASE-1- STORM WATER DRAINAGE DETAIL - 2 BWSN-MP-KD4-SWD-PLN-102





N FIREFIGHTING

120. FIRE FIGHTING LAYOUT FOR BASEMENT PLAN BWSN-RS-KD4-FP-PLN-100

121. FIRE FIGHTING LAYOUT FOR BASEMENT PLAN – ENLARGE VIEW BWSN-RS-KD4-FP-PLN-101

122. FIRE FIGHTING LAYOUT FOR GROUND FLOOR BWSN-RS-KD4-FP-PLN-102

123. FIRE FIGHTING LAYOUT FOR GROUND FLOOR – ENLARGE VIEW BWSN-RS-KD4-FP-PLN-103

124. FIRE FIGHTING LAYOUT FOR FIRST FLOOR BWSN-RS-KD4-FP-PLN-104

125. FIRE FIGHTING LAYOUT FOR FIRST FLOOR – ENLARGE VIEW BWSN-RS-KD4-FP-PLN-105

O POWER SUPPLY

126. ELECTRICAL DISTRIBUTION SCHEMATIC BWSN-RS-KD4-PWR-PLN-001

127. STATION LAYOUT – UNDERGROUND FLOOR POWER LAYOUT BWSN-RS-KD4-PWR-PLN-100

128. STATION LAYOUT – GROUND FLOOR POWER LAYOUT BWSN-RS-KD4-PWR-PLN-101

129. STATION LAYOUT – FIRST FLOOR POWER LAYOUT BWSN-RS-KD4-PWR-PLN-102

P LIGHTING

130. STATION LAYOUT – UNDERGROUND FLOOR LIGHTING LAYOUT BWSN-RS-KD4-LTG-PLN-100

131. STATION LAYOUT – GROUND FLOOR LIGHTING LAYOUT BWSN-RS-KD4-LTG-PLN-101

132. STATION LAYOUT – FIRST FLOOR LIGHTING LAYOUT BWSN-RS-KD4-LTG-PLN-102

Q HVAC

133. STATION HVAC LAYOUT FOR GROUND FLOOR PLAN BWSN-RS-KD4-HVAC-PLN-101

134. STATION HVAC LAYOUT FOR FIRST FLOOR PLAN BWSN-RS-KD4-HVAC-PLN-102

R COMMUNICATION

135. CENTRAL DATA CONTROLLER SCHEME BWSN-RS-KD4-COM-SKM-001


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1 EXECUTIVE SUMMARY

i. Bijwasan (BWSN) Station has been chosen by MOR to be one of the stations around India

to be redeveloped to world class station. The station is proposed to be executed as

Developer model leveraging the real estate development potential in the airspace above

the station and on the railway land around the station.

ii. This study deals with the design of the new station facility at Bijwasan as well as

developing a Master Plan for the strategic development of the railway land surrounding.

BWSN, is located in the south Western side of Delhi, on Delhi-Rewari section of Delhi, NR.

Lying within the proposed development of Dwarka subcity, in the Area called Dwarka

sector 21. It is flanked by residential area/built up area on its north, west and north-

west, the Delhi-Rewari railway line on its east, Bijwasan road on its south and a 6 lane

road running through the proposed site connecting to the National Highway-8(NH8).

Villages like Bagdola on the north and Bhartal on the south west side are also surrounding

the station area.

iii. The railway land available at Bijwasan for the construction of the new terminal is 145.39

ha. Land measuring 110.07 ha has been earmarked by DDA (Delhi Development Authority)

for Northern Railways; remaining of approximated 12.91 ha is under litigation between

DDA and current occupants (village, farmhouses, school, cremation yard, grace yard…).

However, during the land survey demarcation 109.57 ha of plot area can only be

established at the ground. In addition to this, approximately 22.90 ha of land abutting

this plot under existing main line will also be available for development. The total site

area for the final phase station building is 75,260 sq. m including first floor and airspace

area of 65,590 sq. m. Due to the present demand, station building is to be constructed in

two phases. The site area for phase I-building is truncated to 27,330 sq. m including

airspace area of 11,520 sq. m as per the initial demand.

iv. The site is crossed longitudinally by the current railway line from Delhi-Jaipur, close to

the Indira Gandhi International and also crossed transversally by the UER II road. There is

a metro station, called Dwarka-21, recently finished served by 2 lines: Airport Express

Line and Blue Line. Several Metro extensions are planned in the area. The Government of

Delhi is planning to develop an Inter State Bus Terminal (ISBT) adjoining the railway land

on the west. Second diplomatic enclave, is also planned to come up in sector 26-29. An

International Convention and Exhibition Center has been planned by DDA in sector 24.

Integrated freight complex was provided in the MPD 2021 but this is under review

considering the objections to congesting the roads by trucks.

v. Although the site is a greenfield, the boundary constraints has been taken into account,

specially

The Airport land and Air Funnel. Specially the restriction on the high of the

buildings.

The existing Mainline alignment

Railway land boundary towards airport and the existing road parallel to Railway

Main Line

UER II

Drain from Airport along and across UER II

The Metro Station building with two underground metro lines and their proposed

extensions.

The new Yard Plan designed by Northern Railways,

Some of the land is under litigation (villages, farms, schools, crematory)

Existing water bodies on the plot

HPCL depot on Rewari end.

Nallah (Drain) across the end of the plot in the North-East.

vi. Currently 21 trains halt at Bijwasan old Station every day. According to the Northern

Railway operation plans for the new Station and the growths of the last years, we can

expect for the next 40 years an important increase of the demand, approximating to

1,35,000 passengers/day*two directions. This figure is a bit lower than the maximum

capacity that the station and the line will achieve (1, 38,000 passengers/day*2 directions)

in the future taking into account reasonable measures aimed to increase the current

capacity. The Phase I station building is designed to handle approximately 88,000 pax /

day as per the initial demand till 2030.

vii. BWSN is designed under principals of a world class station with superior service for

passengers, superior train operation and efficient mobility through connectivity with

public transport, and modern office and retail space.


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Important aspects for planning of world class stations are envisaged as high comfort,

modern facilities and passenger amenities, convenient access and friendly design with

pleasant environment, suitable for Indian conditions, adequate capacity, segregation of

arrival and departure, conflict free flow of passengers, adequate vertical

communications, good signage, barrier free movement for disability persons, integrated

security systems with modern technology, emergency evacuation in case of fire/

accidents, shops food stalls and other facilities for quality waiting time and modern train

operation and maintenance infrastructure. Integration with Transport network and Iconic

building is required. Building shall be conceptualized to give a pleasing look from aircrafts

as the area falls under the air funnel of the airport.

Seamless movement and ease of interchange with Metro Station and in the future with

the planned ISBT are paramount and have been fundamental in driving the Master plan

Organization as a true transportation hub. Keeping this into consideration an F.O.B. is

planned to connect the ISBT with the main station building in the Phase 2 Master Plan.

The Station is situated across the yard plan with access from one side. The total built up

area for the Station is 1, 31,397 sq. m including 15,850 sq. m. on Basement and 14,405

on Parking. The total built up area for the phase I station building is 48, 282 sq. m (Forty

eight thousand two hundred and two sq. m), including 18,350 sq. m (Eighteen thousand

three hundred and fifty sq. m) in the basement. A part of the land allocated for the phase

II of the station Building is used for surface parking for phase 1.

viii. The new Station generates an important and interesting urban core where commercial

and office activities that can be developed in an attractive way. The search for an

attractive building design takes importance. The station incorporates various mixed uses

within its volume, especially in connection area with Metro. The overall urban core

includes provisions for hotels & commercial towers which would include commercial

offices & retail areas. Total Built-up area dedicated for commercial development on site

is 11, 03,194.45 sq. m (Eleven lacs three thousand one hundred and ninety four sq. m.

3,99,579 sq. m (Three lacs ninety nine thousand five hundred and seventy nine sq. m) has

been earmarked for the phase 1 master plan development and 7, 03,615 sq. m (Seven

lacs three thousand six hundred and fifteen sq. m) has been earmarked for the phase 2

master plan development.

ix. The Master Plan is proposed to be developed in two phases. The first phase as per the

existing laws based on Master Plan Delhi 2021 (MPD 2021) and the second one for the

future if it is possible when all the land litigations are solved.

x. Traffic studies have been done. At this moment, there aren’t capacity problems on the

junctions more directly connected to the new Bijwasan Station. However, an analysis of

the infrastructures and new facilities planned in Dwarka sub-city and the estimated

increase of traffic due to them, the future capacity problems can be foreseen. The streets

that will get most congested will be the Dwarka internal road network.

In order to solve future traffic problems, improvements in 4 junctions are suggested

(mostly grade separators), to ensure smooth movement of traffic and with fewer delays

in order to reduce the expected travel time. The junctions where improvements are to

be implemented are following:

Sector 21 Road with UER II,

Sector 25 Junction on the UER II

Janki Chowk

Dwarka Sector 9 Metro station junction on

xi. Infrastructural issues such as the provision and up gradation of all the utilities, including

water, sewage, power and refuse collection are all addressed within the Report. As a

result of our surveys and detailed discussion with various local authorities, it is apparent

that not major improvements and upgrades are necessary.

xii. The water requirement for the Bijwasan station is delivered by the Municipal Corporation

of Delhi/Bore well /lakes. The Water from the above resource is treated and used for the

potable use and non-potable water as per our needs. The total water requirement for

Bijwasan station is calculated as 11700 m3/day, In that the potable water requirement is

calculated as 6312 m3/day and the non-potable water requirement is calculated as 5388

m3/day. From the total water requirement, 80% of Water is considered as sewage water.

So the total sewage generation for both the phases is calculated as 9360 m3/day. The

sewage treatment plant for 10000 m3/day is proposed. From that treatment 90% of

sewage water is converted into recycled water. The recycled water from the treatment

plant is calculated as 8424 m3/day. The treated water from the sewage treatment plant

is used for Horticulture, Carriage washing, Platform& Apron washing, Residential


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(Flushing), Commercial (Flushing).The total power supply requirement for the entire

development at Bijwasan Station is calculated as 89MVA.The power supply requirement

for the station is calculated as 9.5MVA and 79.5MVA for Commercial Space. It is proposed

that 50% of the demand shall be feed from backup DG power supply. Variable Refrigent

flow type Air-conditioning system proposed for Railway station. District cooling and

heating system shall be proposed for the hotels, office and commercial areas in order to

reduce the energy consumption.

xiii. Geotechnical Studies have been done for information about the soil bearing strength and

based on the existing norms and the state of arts. The proposed buildings has been

designed in Reinforced Cement Concrete framed structures. Concrete structures are

preferred because they need less maintenance than steel structures, which accounts to

more economic and sustainable buildings, and will be used for underground elements

(walls, foundations, underpasses…) and for the vertical resisting elements, including

lateral stiffening structures. For the Station Building both concrete and steel structures

will be used: steel and composite structures are required for easy mounting and for long

span elements like roofs and floors to be built over non interruptible railway tracks. Since

Bijwasan is a Greenfield Project, the construction can be taken up with concrete

structures in the major part of the station.

xiv. The report also examines various aspects of the environmental impact associated with

the new development. Environmental concerns of the project is proposed to be addressed

as per the guidelines of Indian Green Building Council.

xv. The socio-economic impact of the development is also considered. The Environmental

and Social Impact Assessment will be carried out and submitted as Key Deliverable KD05.

xvi. In order to generate sufficient revenue to fund the project, the viability for station

development at subject site may be achieved as per the present land use plan. The real

estate component shall comprise of the FAR of 100 that can be used under permissible

activities which are related to Railway passengers, operations, goods handling, passengers

change over facilities, including watch & ward and Hotel. The developments proposed at

the site are hotel development, retail space and commercial office space. If this line of

action is pursued then the project may fetch an internal rate of return of 22.5%. The

station building is proposed to be developed in two phases. The first phase of the building

will be constructed to serve the passenger demand for the year 2030 and the next phase

will take care of the passenger till 2053. The phasing of the station building is introduced

in order to determine the actual cost of construction of the phase-1 construction with the

revenue generation from phase-1 commercial developments and based on this outcome

the second phase construction shall be taken forward and also to bring down the huge

capital cost required for the construction of the entire building.

Some of the key financial indicators for real estate development at the Subject Site for

the entire operational period of 45 years are as below:

Particulars Phase-1 Phase-2

Land Lease Premium(Land Cost) INR (Mn 8,834 8,489

Total Development Cost INR Mn 19,734 35,128

Total Operating Cost INR Mn 132,414 246,046

Revenue from Hotel / Serviced Suits INR Mn 243,824 455,376

Revenues from Retail and Commercial Development INR Mn 729,170 1,232,239

Net Cash Flows from the Project INR Mn 808,217 1,394,303

The details on Financial Feasibility of the project can be referred from the report ‘Real

Estate Market Scan and Potential Development Typology Determination for Site Located

at Bijwasan, New Delhi’

xvii. The station building is proposed to be developed in two phases. The first phase of the

building will be constructed to serve the passenger demand for the year 2030 and the

next phase will take care of the passenger till 2053. The phasing of the station building

is introduced in order to determine the actual cost of construction of the phase-1

construction with the revenue generation from phase-1 commercial developments and

based on this outcome the second phase construction shall be taken forward and also to

bring down the huge capital cost required for the construction of the entire building. The

phase I station building would cost INR 384, 75, 00,875 (Rs. Three hundred and eighty

four crore seventy five lacs and eight hundred and seventy five). A preliminary cost

estimate for the project has been prepared to determine the capital expenditure required

for the station development. This includes the cost of the station building bulk services

as well as site development. The architectural finishes work for the tunnels & platform

has been considered for cost calculations including platform shelters. Details can be

referred in ‘Preliminary Estimate for Bijwasan Station report (Revision 12)’.


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2 INTRODUCTION

2.1 Background

Presenting the Railway Budget 2009-10, Minister of Railways (MR) said that about 50 stations are

to be developed into World Class stations with international level facilities. MR said that these

stations would be developed through innovative financing and in Public Private Partnership

mode. Some of these stations are: CST Mumbai, Shivaji Nagar, Nagpur, Howrah, Sealdah,

Bhubaneswar, New Delhi, Lucknow, Varanasi, Amritsar, Kanpur, Guwahati, Jaipur, Chennai

Central, Tiruvananthapuram Central, Secunderabad, Tirupati, Bangalore City, Baiyapanahali

(Bangalore), Ahmedabad, Bhopal, Habibganj, Gaya Jn., Agra Cantt., Mathura Jn., Chandigarh,

Kolkata, New Jalpaiguri, Majerhat, Mangalore, Porbandar, Anand Vihar, Bijwasan, Ajmer and

Puri.

The World Class Station projects envisage provision of international level facilities for the

passengers and real estate development on surrounding land as well as air space above the

station as integrated complexes. In terms of urban planning, these projects are envisioned to

transform the urban landscape of the stations and their surroundings as graceful City Gateways

and iconic centres and add to the beauty and vibrancy of the area through an appropriate mix of

the development as envisaged in the Urban Design principles laid down in the Master Plan for

Delhi 2021. They are proposed to become part of the urban environment with intensive transit

oriented development, as compared to the currently dominant presence of railway yard &

operational facilities, as well as unplanned growth of surroundings and rather rudimentary

Infrastructure.

Space planning at World Class Station is envisioned to follow logical order of passenger

requirements, facilitate conflict free flow of passengers, adequate vertical circulation elements,

and integration with public transport, adequate waiting space and commercial retail for quality

experience.

World over, both in the west and east, a large number of such station development projects have

been successfully undertaken with high density real estate development. Railway stations have

developed vertically as major commercial hubs and townships. These Railway stations become a

part of the urban environment and totally revitalise the urban character of the area. Such a

station serves as a grand retail and hospitality destination with facilities to diner, shop, enjoy

and relax and not just as a transport destination of a Railhead.

New Delhi is the capital of the Republic of India, and the seat of executive, legislative, and

judiciary branches of the Government of India. It also serves as the centre of the Government of

the National Capital Territory of Delhi. New Delhi is situated within the metropolis of Delhi and

is one of the eleven districts of Delhi National Capital Territory. The metropolis of Delhi is the

2nd most populous in India with a total population nearing 17 million residents, the capital city

being the 10th most populous city in the world by city proper and has the 7th biggest urban

agglomeration in the world with a population of 23 million people. The metropolis has the highest

urban spread in the country with a total area of the city being 1482 km2.

Delhi is a major junction in the rail network of India and is the headquarters of the Northern

Railways (NR). The four main railway stations are:

New Delhi Railway Station

Delhi Railway Station,

Hazrat Nizamuddin Railway Station

Delhi Sarai Rohilla.

Current stations are close to saturation. Consequently there is need to increase terminal capacity

in Delhi. Master Plan of Delhi 2021 (MPD) included five new directional passenger terminals in

order to decongest the central area. One of them is Bijwasan (Dwarka), located in the South-

Western side of Delhi, on Delhi-Jaipur line. In the following image can be seen a map of Delhi

Metropolitan Area indicating the five new terminals previewed.

http://en.wikipedia.org/wiki/Capital_city

http://en.wikipedia.org/wiki/Republic_of_India

http://en.wikipedia.org/wiki/Government_of_India

http://en.wikipedia.org/wiki/Government_of_Delhi

http://en.wikipedia.org/wiki/Government_of_Delhi

http://en.wikipedia.org/wiki/Delhi

http://en.wikipedia.org/wiki/List_of_districts_of_Delhi

http://en.wikipedia.org/wiki/National_Capital_Territory

http://en.wikipedia.org/wiki/New_Delhi_Railway_Station

http://en.wikipedia.org/wiki/Nizamuddin_Railway_Station

http://en.wikipedia.org/wiki/Sarai_Rohilla


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Figure 1: Directional Terminal in MPD-2021

Bijwasan is presently a suburban station and is located located on Delhi-Rewari section of Delhi

Division, NR. It lies at Km 24.365 from Delhi. Adjoining stations are Palam, towards Delhi 6.52

Km away and Gurgaon, 6.89 Km towards Rewari. There is also a passenger halt between Bijwasan

and Palam at Shahabad Mohammadpur, 3 Km away. Figure n°

Bijwasan is lying within the proposed development of Dwarka subcity, it is flanked by residential

area/built up area on its north, west and north-west, the Delhi-Rewari line is on its east, Bijwasan

road on its south and a 6-lane road running through the proposed site connecting to the National

Highway 8 (NH8), which is about 5 km east of the site. Villages like Bagdola on the north and

Bhartal on the south west side are also surrounding the station area. A railway map of Delhi area

is shown below.

Figure 2: Railway Map of Delhi

Delhi development Authority (DDA) has earmarked land near this station for development of

directional terminal which has been acquired by the railway. NR has been planning to develop a

coaching terminal at Bijwasan to deal with the trains coming from South West direction.

Ministry of Railways (MOR) has decided to develop/redevelop certain identified railway stations

across India through a Special Purpose Vehicle named as ‘Indian Railway Stations Development

Corporation Limited’ (IRSDC). One of them is Bijwasan.

IRSDC has awarded the joint venture formed by SENER and BARSYL with the contract “Architect

and Technical Consultant for development/redevelopment of Bijwasan-New Delhi Railway

station on Indian Railway network”.

SENER and BARSYL are multinational companies and leaders in Railways and other Civil Projects

around the world. While SENER has been associated with large number of Railway/Metro and

High Speed Railway Projects in Spain and Latin America, BARSYL sums the ability, the territory

and local characteristics knowledge, since they are an Indian company and have carried out a

number of Metro and railway related consultancies in India and abroad.


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The contract was signed on 4th March 2013.

2.2 Purpose of this Report

This report forms the first part of deliverable for Key Date 04, as outlined in the Terms of

Reference of the contract. It summarizes all the previously submitted deliverables under the

contract. In summary these are:

KD1: Inception Report and Quality Assurance Plan

KD2: Traffic Planning Report (TPR), Infrastructure Development Report (IDR), Land

Redevelopment Report (LRR), and Geotechnical Investigation Report (GIR)

KD3: Draft Concept Plan and Feasibility Report

KD4 : Final Concept, Master Plan and Feasibility Report

The purpose of this document is to present the final Concept Plan, Master Plan and Feasibility

Study to develop the new Bijwasan station as a World Class one, together with the whole

surrounding area, implementing new uses that can help from the financial point of view to make

the proposal feasible.

This document, called Final Concept, Master Plan & Feasibility Report, develops the called

Option 1, which was selected in the previous stage of this Consultancy for developing the area

and the Railway Station building. The inputs received have been considered for this submission.

KD4 (Part 1 of 2) was submitted for statutory approval. Consequently, the various comments

received from IRSDC and Northern Railways, the impact from revised yard plan from Northern

Railways and changes during design development have been incorporated in the present KD4

(Complete), which includes Preliminary Drawings, Output Specifications, Design Calculations,

Costs & Revenue for the project.

2.3 Structure of this Report

This report has been structured to present the feasibility of all the aspects of related to the

development of a world class station. The structure of this report is as follows:

Chapter 2 of the report provides an introduction about the project background,

provides an insight into the purpose and structure of the report and project objectives.

Also, provides developed planning and studies including development control norms

and project financial feasibility.

Chapter 3 of the report summarizes the outputs of the station user surveys and the

passenger simulation. This chapter analyses how the station is being used by the

passengers and explains the constraints in the usage of the existing station and provide

recommendation for improvements.

Chapter 4 of the report reviews the capacity of the yard and the railway systems

infrastructure such as track work, signaling & telecom, overhead line (OHE) and other

railway systems infrastructure that are fundamental for continue and safe operation

of the railway. The condition of existing railway assets are discussed and

recommendations outlined to enable redevelopment of the station to World class

Station taking in consideration the increase in train traffic throughput at Bijwasan

Station.

In Chapter 5 of the report the functional performance of the proposed station is

analyzed, and recommendations for improvements in mobility in the area are

discussed.

Chapter 6 of the report summarizes the overall master planning of the station

development area, focusing on commercial development.

Chapter 7 of the report summarizes the Structural & Geotechnical concepts used to

design the proposed station building.

Chapter 8 of the report summaries the construction methodology and plan envisaged

for the construction of the proposed station building, taking in consideration the

relocation of structures, road diversion and passenger movement during the

construction period.

Chapter 9 of the report includes the approach to the utilities and infrastructure around

the railway land and outlines improvements necessary to serve the new station and its

surrounding.

In Chapter 10 of the report the existing road network around the station area is

reviewed, the impact of the proposed new development on the surrounding road traffic

is analyzed.

In Chapter 11 of the report, the capital expenditure or the fund/ investment required

by the company/ developer to develop the station and its infrastructure including site

development has been discussed.


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2.4 Master Plan Main Objectives

The objective of this consultancy is to undertake Technical Feasibility Study and Prepare a Master

& Concept Plan of new Bijwasan Railway Station for the development and construction of the

Project Railway Station and Project Facilities, and enabling the prospective developers to assess

IRSDC’s requirements in a clear and predictable manner through the management of Request of

Technical proposal with a view to ensuring:

a) Segregation of arrival/departure passenger movement and circulation at the Railway

Station

b) Safe and comfortable world class passenger services, with maximum possible modern

amenities in a clean and pleasing ambiance;

c) Superior road connectivity with the city for quick and easy access to the Project Railway

Station and adequate parking within the station premises, efficient multi-modal

interface, providing flexibility for integration facilities with future transport

infrastructure;

d) Superior train operation (including allied services e.g. parcel, posts etc.) and

maintenance facilities affording greater flexibility and enhanced operational efficiency

for Indian Railways;

e) Smooth arrival/departure and movement of pedestrians, passenger vehicles, parcel,

luggage, linen & catering material etc. within and around station premises, state of the

art passenger information and display systems, security systems and fire safety systems

etc.

f) Providing user-friendly facilities and passenger services and passenger services for the

convenience of common/unfamiliar passengers;

g) Special amenities and services for the old, infirm and physically challenged passengers;

h) Employing leading edge technologies and design innovative services and solutions;

i) Integrated development with the surrounding city and creation of an iconic urban

infrastructure and architecturally distinctive gateway to the city;

j) Least possible inconvenience to passengers, road commuters and residents during

construction

k) Adequate and coherent commercial development at and around the station for an

optimal financing model and attainment of the above public policy goals based on life-

cycle cost minimization approach

l) Harmonious and complementary co-existence of the railway terminal and the real estate

proposed to be developed.

m) The Project to be executed as a Green Building Project and therefore environment

factors to be given very high priority.

As a summary, the main objective of this Master Plan is to create an area that will be a reference

for the new development of Delhi.

2.5 Developed Planning & Studies

The two main documents that have been considered for designing new Bijwasan World Class

Station and its surrounding Area are:

Master Plan for Delhi 2021(Delhi Development Authority, 2009)

“Inception Report. Development of Bijwasan as a World Class Station” (Northern

Railways, 2010).

These documents establish most of the requirements to be considered in this report and Master

plan studies.

2.5.1 Development Control Norms

2.5.1.1 General

Floor Area Ratio (FAR), Floor Space Ratio (FSR), Floor Space Index (FSI), site ratio and plot ratio

are all terms for the ratio of a building´s total floor area to the size of the piece of land upon

which it is built. The terms can also refer to limits imposed on such a ratio. As a formula: Floor

area ratio=total covered area on all floors of all buildings on a certain plot/area of the plot.

The permissible FAR on Site is 100. However we have achieved 84 FAR on the complete master

plan development. However the phase 1 master plan utilizes only 30 FAR. The height restrictions

are regulated as per AAI norms as the station building falls under the air funnel. This was also

the prime factor, for designing the station building eccentric to the platform. The master plan

approval for transportation and circulation as received from UTTIPEC and the subsequent

approval from DUAC (vide letter no. 27 (01) 2016-DUAC Code 10051627001) is based on an FAR

of 100.

The development of Delhi is governed by the Master Plan of Delhi-2021 (MPD 2021). It was notified

by the Central Government under the Delhi Development Act 1957 on 1/8/90, shows that the

National Capital Territory of Delhi is divided into 15 zones, out of which 8 zones (A-H) are in


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urban Delhi, 6 zones (J to N&P) are in urban extension /rural area. Zone-O is for River Yamuna

(River Front Area). A zone could be divided into sub-zones.

Future Bijwasan Railway Station falls under Dwarka sub-city, which belongs to zone-K and forms

part of the urban extension plan approved by the Authority vide Agenda no.79 dt. 30.06.1987 as

part of Master Plan of Delhi 2001.

The existing Land use of the surrounding area is primarily Residential (villages like Bagdola,

Bhartal, Bijwasan and Dwarka subcity), Industrial (proposed integrated freight complexes) and

Transportation (proposed ISBT Dwarka).

The urban extension plan was prepared to accommodate the projected population and was

conceived to be developed in four phases. Dwarka sub-city forms part of Phase 1A of the urban

extension plan. The Area where this Master Plan is developed is in the zone called K-II, as shown

in the next page. Railway Station is clearly been demarcated as a MPT.

Under Chapter 12.0 Transportation, (12.01.1 Rail), 5 directional Metropolitan Passenger

Terminals (MPT) has been proposed to clear the central area. Bhartal in Dwarka, South-West

Delhi, is the second in this list and is the same as is called Bijwasan in this document.

Figure 3: Planning Zone K-II


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Figure 4: Bijwasan Existing Conditions

Though the MPT talks about TOD along MRTS corridor, with enhanced FAR in case of integrated

schemes, it is largely silent on the development controls for MPT´s

The Master Plan of Delhi is currently under revision. Meanwhile some other studies are being

developed:

Figure 5: New Developments Planned in the Area including New Dwarka-Gurgaon Highway

2.5.1.2 Development Controls

The development control guidelines as per MPD 2021 for a railway station are described in the

table below:

S. no Use premises Activities permitted

Development controls

Area under

operation (%)

Area under

building (%)

FAR*

Floor area that can be utilised for passenger accomodation

1.

Rail

terminal/integra

ted passenger

terminal

All facilities related to

railway passengers,

operations, goods

handling, passengers

change over facilities,

including watch and

ward, hotel.

70 30 100 15%

Note: the FAR is to be calculated on the building plot

Other examples of FSIs in other stations developments in India and all over the world are:

Station name Site area (Ha) Built-up area (m2) FSI

Seawood Darave, Navi Mumbai 16.5 2,32,257 1.5

New Delhi Railway station 84.7 11,00,000 1.3 (proposed)

New Guangzhou station (China) 25.4 495,900 1.95

Kowloon station (Hong-Kong) 13.5 220,000 1.62

King Cross station (London, UK) 6 80,000 1.33

Table 1: Other examples of FSI in Stations


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2.5.1.3 FSI in various cities

Some examples of FAR in various cities of the world are:

City FSI Notes

Mumbai Ranges from 1 to 4 Higher in some zones in order to

spur slum redevelopment

Seoul 8 in general, up to 10 in Central Business District (CBD)

In residential areas it ranges from 0.5 to 4

Higher FSI are permitted in the

vicinity of metro stations

New York -

Manhattan

In Manhattan 10 along main avenues, up to 15 in Central

Business District (CBD)

In residential areas it ranges from 0.6 in the suburbs to 10

in Manhattan, next to CBDs 4

Manhattan is the main borough of

the 5 in which NYC is divided

Singapore In CBD it ranges from 8 to 25.

From 1.5 to 4 in majority of residential areas, up to 6 in

the proximity of CBD

Probably the highest in the world,

together with Hong Kong, prob

Table 2: FAR in various Cities of the World

2.5.1.4 FAR in Delhi

FAR in Delhi depends on land use, not on location. As per MPD-2021, the FAR according to the

various uses is tabulated.

2.5.1.5 Consumed FSI at Site

The consumed FSI has been calculated based on the Built-up area, which is 14,53,920 m2

TOTAL GROSS PLOT AREA 15,40,929

TOTAL NET PLOT AREA 14,53,920

FAR SCENARIO 1 (1)

TOTAL PLOT AREA 14,53,920

FLOOR AREA UNDER OPERATION 10,17,744

(70% )

FLOOR AREA UNDER BUILDING 4,36,176

(30%)

FLOOR AREA PASSENGER ACCOMMODATION 2,18,088

(15%)

TOTAL BUILT UP AREA 14,53,920

TOTAL BUILT UP AREA (RAILWAYS) 2,31,576

BUILT UP AREA MIXED USES (PHASE-1) 3,99,579

Built Up Area from Multilevel Parking (25%*14405) 3,601


Table 3: FSI and Built-up Area on Site

Note that the total built up area for Railways include not only the station and platform, but the

Railways facilities and Railways housing.

The Multilevel Parking for the station is being developed in phase-2 has an area of 14,405 m2, as

per the chapter 12.13.7 from the MPD 2021 permit to increase the built up area based on 25% of

its gross floor area. The total built up area that is considerate for mixed uses is 11,03,194 m2.

2.5.1.6 Parking standards

MPD-2021 describes the parking standards depending on use premises:

Use premises Permissible Equivalent Car Spaces (ECS) per 100m2 of Floor Area

Residential 2.0

Commercial 3.0

Manufacturing 2.0

Government 1.8

Public and Semi Public facilities 2.0

Table 4: Master Plan of Delhi 2021 - Parking Standards

2.5.1.7 Permissible development based on the Development Control Guidelines for Railway

stations

For the purpose of calculating FAR, a global FAR is considered for the total Site of 14,53,920 m2

2.5.1.8 Transit Oriented Development (TOD) policy

The MPD‐2021 targeted 80‐20 modal shift in favour of public transportation. To help achieve this

target the UNIFIED TRAFFIC AND TRANSPORTATION INFRASTRUCTURE (PLANNING &

ENGINEERING) CENTRE (UTTIPEC) was set up by Delhi Development Authority. Its view is to

enhance mobility, reduce congestion and to promote traffic safety by adopting standard

transport planning practices, capacity building, enforcement measures, road safety audits,

traffic engineering practices and better organizational co-ordination for improved traffic

management by efficient lane capacity and work zone management, utilities coordination,

developing traffic culture and avoiding transport planning pitfalls in the National Capital

Territory of Delhi,


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As per the notification, all transportation projects/transport engineering solutions in Delhi by

any agency having road engineering/infrastructure implication would require clearance of the

centre (UTTIPEC). This would ensure the latest technology and research finding support is

available to all new roads and projects

Transit Oriented Development (TOD) has been set up by UTTIPEC. It is essentially any

development – macro or micro – that induces people to prefer the use of public transportation.

The Primary Goals of TOD are to:

Reduce private vehicle dependency and induce public transport use – through design,

policy & enforcement measures.

Provide PT access to the maximum number of people through densification and

enhanced connectivity.

Transit‐Oriented Development (TOD) is generally characterized by compact, mixed use

development near new or existing public transportation infrastructure that provides housing,

employment, entertainment and civic functions within walking distance of transit. Pedestrian‐

oriented design features of TODs are essential to encourage residents and workers to drive their

cars less and ride public transit more.

TOD can also be a significant source of non‐farebox revenue for the participating transport

agency.

Under the Gazette of India notification dated 14 July, 2015 broad development controls norms

have been framed for TOD. The following development control norms shall apply FAR and Density

a. TOD norms of FAR and density may be availed through the preparation and approval of

comprehensive integrated scheme of minimum size 1 Ha, with maximum ground

coverage of 40%. In case of MRTS/Government Agencies, the minimum plot size for

development shall be 3000 sq.m, but all other development norms apply as per this

Chapter.

b. Cluster Block approval may be given to DE for a minimum area of 3000 sq. m only if an

approved influence zone plan or integrated scheme for the area exists.

c. For any integrated scheme, a max. FAR of 400 and a maximum density of 2000 persons

per hectare (PPH) is permissible. The entire amalgamated plot will be considered for

calculating the FAR and density. FAR utilization shall not be less than 400. Mandatory

EWS FAR of 15% over and above the maximum permissible FAR shall be applicable.

Additional FAR may be availed through TDR only, for schemes larger than 1 Ha.

d. All residents residing in that scheme area shall have to be accommodated within the

same scheme only, with no induced displacement of existing residential population.

Mix of Uses

In all integrated schemes, a minimum of 30% of overall FAR shall be mandatory for Residential

use, a minimum 10% of FAR for commercial use and minimum 10% of FAR for community facilities.

Mix of uses and FAR utilization for the remaining 50% FAR shall be as per the land use category

designated in the Zonal Plan.

Indicative FAR utilization and mix of uses for Transportation falling within TOD Zone

Landuse as per ZDP (At Least 50% of total

FAR to be as per ZDP Use)

Indicative Mix of Uses within FAR Utilization

Minimum Residential*

Minimum Commercial**

Minimum Facilities** Indicative Mix of Uses within remaining

50% FAR, as per ZDP landuse

TRANSPORTATION 30% 10% 10% Remaining 50% of FAR may be for any use after meeting all operational requirements for transportation facilities.

Notes: *1. The mandatory residential component shall comprise of 50% units of size ranging between 32-40 sq.m. and the balance 50% comprising of homes ≤a65 sq.m. EWS FAR of 15% over and above the permissible FAR will be applicable. **2. The mandatory facilities and commercial component shall include the requirements of the residential population in that land parcel. 3. DMRC/RRTS/Railways (MRTS) to be exempted from providing the minimum 30% Residential component which is part of the TOD norms applicable to all other DE. In case residential is provided in MRTS projects, the mix of dwelling unit sizes (for middle income group) may not be made applicable to DMRC/RRTS/Railways. Minimum scheme area for development to be relaxed to 3000 sq.m. for DMRC/RRTS/Railways (MRTS) agencies.

Note: These are draft regulations of the TOD policy which are under Gazette of India notification

for public objection/ suggestion. These are not entirely considered in the project till the time

being it gets fully functional and implemented by GOI.

2.5.2 Proposed Master Plan from Northern Railways in 2014

Works planned initially by Northern Railways at Bijwasan are explained in the following

paragraphs.


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The work of land acquisition for development of Bijwasan terminal at BWSN was sanctioned in

Works Programme item no.2016-17. The estimated cost for this work was for Rs.216.87 crores.

Land measuring 122.98 ha was earmarked by DDA for Northern Railway, out of this 110.07 ha was

acquired from DDA under this work. However, according to the land survey demarcation 109.57

ha of plot is only established at ground for development as Taj Vivanta Hotel and DMRC depot

may have occupied some part of the plot. Remaining 12.91ha is under litigation between DDA &

occupants and will take time for acquisition. In addition to this approximately 22.90 ha of land

abutting this plot under existing main line will also be available for development. Contract for

providing boundary wall for protection of land has been awarded and the work is under progress.

Approximately 12.91 ha of land is currently inhabited by village, farmhouses, school, cremation

ground, grave yard etc., which is yet to be handed over by DDA to NR. The location of these plots

is critical and will affect optimum planning of station and yard if not handed over.

The work of “Provision of coaching/freight handling terminal at Bijwasan was sanctioned in the

year 2016-17 with an abstract cost of 91.97 crores. A tentative concept plan prepared by

DyCE(C), Tilak Bridge for development at Bijwasan provided for:

a) Proposed facility in phase 1

3 no. island platform (620 m each)

4 no. washing cum stabling lines (3 nos. 660 m & one 700m)

2 no. Loco stabling line (106m &178m each)

Over run lines (120 m each)

2 shunting neck (620 m)

4 sick lines spur (2 nos 628m, 620m & 636meach)

Station Building and Circulating area

7 passenger lines & common center lines (724 m, 715m,704m, 702m, 736m, 877m &

750m each)

b) Proposed facility in phase 2

3 passenger lines & common center lines (720 m, 806m, 660m each)

1 no. island platform (620 m each)

The proposed yard plan made by Northern Railways in 2014 is shown in Fig. no. 6:

Figure 6: Track Yard Proposed by Northern Railways in Inception Report from 2014

Drawing no. BWSN-TL-KD4-ARC-PLN-100 of this report contains this track layout.

i. The terminal is proposed to be planned for horizon year 2053 only for handling passenger.

ii. Area is to be earmarked for commercial development to enable financing of proposed

terminal.

iii. The development is planned in two phases.

A Road over bridge in lieu of level crossing No.21, in south of the existing BWSN station on the

Delhi –Rewari main is currently under construction, amounting to Rs.59.3 crores. Expenditure up

to march is 20.43 Cr and allotment for 2016-17 is 1.0 Cr.

The existing provision of MPD 2021 would require modifications with respect to permitted use

premise, ground coverage, floor area ratio (FAR) and parking norms. Northern Railways Report

already proposed some modifications to MPD 2021 determinations, in terms of land uses, ground

coverage, floor area ratio (FAR) and parking standards. This proposal was submitted to DDA, duly

approved by GM/NR. The letter sent in this regard is enclosed at Annexure 8 of this document,

called “Communication with DDA”.

Northern Railways (NR) has addressed a letter to Delhi Development Authority regarding the

development of the area. The letter sent can also be found in Annexure 8.

2.5.3 Financial Feasibility Study of Bijwasan

Subject Site lies in Bijwasan along the Delhi – Rewari Railway line. It is located in South-West

Delhi. The figure below provides an indicative location of the subject site within Delhi-NCR:


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Figure 7: Indicative Location of the Site

The details of the site and location aspects have already been covered in detail in the initial

write-ups.

2.5.3.1 Land Use Implications

The World Class stations also envision a transit-oriented development (TOD) which is a mixed-

use residential or commercial area designed to maximize access to public transport and

incorporates features to encourage transit ridership. A TOD neighbourhood typically has a center

with a train station, metro station, tram stop, or bus stop, surrounded by relatively high-density

development with progressively lower-density developments spreading outwards from the

center. TODs generally are located within a radius of one-quarter to one-half mile (400 to 800

m) from a transit stop, as this is considered to be an appropriate scale for pedestrians.

The Master Plan of Delhi 2021, also has a clear thrust for Transit oriented Development and

provides for the higher FAR in influence zone of MRTS corridors. Para 12.0 of MPD2021, lays a

clear emphasis on providing a significant increase in efficient rapid public transport system and

facilities with a corresponding reduction in individual private transport usage.

At present Master Plan of Delhi (MPD) 2021 has common Development Control Norms for Railway

Terminals, Integrated Passenger Terminals or Metropolitan Passenger Terminals. The concept

and requirements of a World Class Station for IPT & MPT, are however, not fully met in the

Development Control Norms provided for them in Master Plan of Delhi 2021.

It is assumed that the real estate component within the subject site is developed under the

applicable development norms under the current land use assigned for the subject site. The

following table, as per the provisions on development controls norms mentioned in Chapter 12

of the Delhi Master Plan 2021 highlights the development norms applicable under the scenario.

The real estate component shall comprise of the FAR that can be used for passenger

accommodation and commercial use.

Land Use Activities Permitted Development Controls

Rail Terminal/ Integrated

Passenger

Terminal Metropolitan.

Passenger Terminal

All facilities related to Railway

passengers, operations, goods

handling, passengers change over

facilities, including watch & ward,

Hotel

Area Under Operation - 70%

Area Under Building - 30%

FAR – 100

FAR that can be used for

Passenger Accommodation –

15%

Table 5: Master Plan of Delhi 2021 - FAR on Site

Further, it is assumed that the land shall be provided on a 45 year lease period to private

developers for development.

Cost of Station building development is approximately INR 384.75 Crores (Refer Preliminary

Estimate for Bijwasan Railway Station, New Delhi, Revision 12).

As per the current land use plan, interpretation of the area under buildings precedents of other

transport projects in the contiguous area may be referred. The area under buildings is

interpreted as any development which is not needed for “operations”. For example in ISBT of

(Anand Vihar) New Delhi this 30% has been earmarked for hotels. However under Railway stations

only 15% is allowed for passenger accommodations, i.e. hotels and the remaining 15% is for any

other development other than hotels or operational use. This 15% could be commercial

development which will support the development of a railway station.

2.5.3.2 Key Financial Indicators

It is anticipated that with the current market trends and the present land use, the land premium

can be availed with a FSI value of INR 2,054 per sq. ft approximately for Phase-1 commercial


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development and for Phase-2 with a the FSI value of INR 1,121 approximately (for details refer

Report - Real Estate Market Scan and Potential Development Typology Determination for Site

Located at Bijwasan, New Delhi). Therefore to meet the objectives of the station development

change in land use is not warranted.

However Railways can further enhance their revenue from this piece of real estate by changing

the land use to commercial.

Proposed real estate development components

Retail Mall Development

Commercial Development – Office space

Hospitality Development - Hotels

Area Statement – Phase I and II

The table below lists the details of development at the Subject Property under Phase 1 and

Phase 2:

Particulars Unit Area

Property Development for Phase 1 Sq. ft. 4,301,070

Property Development for Phase 2 Sq. ft. 7,573,715

Total Area Sq. ft. 11,874,785

Product Mix for Phase I

Table below lists the proposed product mix at the subject development under Phase I

Proposed Product Mix Distribution Built up Area (sq ft)

Hotel 215,054

Retail Development 408,602

Commercial Development – office space 3,677,415

Total Development under Phase I 4,301,070

Development Assumptions – Hospitality

Table below lists the key development assumptions for hotel development at the subject

property:

Construction Cost

Construction Cost Per unit cost (per sq. ft) Area Cost (in INR)

Base construction cost 3,000 215,054 645,160,560

Hotel construction and interiors 4,500 215,054 967,740,840

Total Construction Cost 1,612,901,400

Total Cost per room 4,500,000

Summation of Cashflows

The table below lists the summary of cashflows that the subject development will generate

over a 45 year period.

Particulars Total

Cash Outflows (INR Mn)

Land Cost 12,629

Development Costs, Other Exps 19,734

Operating Exps 132,414

Total Cash outflows 164,777

Cash Inflows (INR Mn)

Revenues from Hotel / Serviced Suites 243,824

Large Format Retail and Commercial Development 729,170

Total Cash inflows 972,994

Net Cashflows 808,217

Project IRR 22.5%

FSI value (INR / sq.ft) 2,054

The net cashflows generated from the subject property during a 45 year period is INR 808,217

Mn. IRR generated by the project is 22.5%.

Product Mix for Phase II

Table below lists the proposed product mix at the subject development under Phase II

Proposed Product Mix Distribution Built up Area (sq ft)

Hotel 378,686

Retail Development 719,503

Commercial Development – office space 6,475,526

Total Development under Phase II 7,573,715


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Development Assumptions – Hospitality

Table below lists the key development assumptions for hotel development at the subject

property:

Construction Cost

Construction Cost Per unit cost (per sq. ft) Area Cost (in INR)

Base construction cost 3,000 378,686 1,136,057,215

Hotel construction and interiors 4,500 378,686 1,704,085,822

Total Construction Cost 2,840,143,037

Total Cost per room 4,500,000

Summation of Cashflows

The table below lists the summary of cashflows that the subject development will generate

over a 45 year period.

Particulars Total

Cash Outflows (INR Mn)

Land Cost 12,136

Development Costs, Other Exps 35,128

Operating Exps 246,046

Total Cash outflows 293,311

Cash Inflows (INR Mn)

Revenues from Hotel / Serviced Suites 455,376

Large Format Retail and Commercial Development 1,232,239

Total Cash inflows 1,687,614

Net Cashflows 1,394,303

Project IRR 22.5%

FSI value (INR / sq.ft) 1,121

The net cashflows generated from the subject property during a 45 year period is INR 1,394,303

Mn. IRR generated by the project is 22.5%.

Detailed Cost Calculations and Financial Feasibility Analysis are provided in separate reports

‘Preliminary Estimate for Bijwasan Railway Station and Real Estate Market Scan and Potential

Development Typology Determination for Site Located at Bijwasan, New Delhi’. The Preliminary

Drawings are included in this report and Specifications is provides in a separate report.

2.6 Clearances

All the proposals for public works must be prepared as per specific requirements of Client

Ministries / Departments and the residential and office space norms prescribed by the

Government. The proposals must comply with the local master plan, zoning regulations and

building byelaws and environment regulations. All the proposals must include provisions for

barrier free movement for physically challenged people i.e. providing non-handicapping built

environment for differently-abled people. The proposal must also conform to the regulations

pertaining to fire-protections, fire detection and fire-fighting as per National Building Code and

local fire office. All the public buildings must include provisions for green building environment

(complying with requirements of at least three star rating). Apart from obtaining conceptual

and administrative approval from the clients, financial approval/ expenditure sanction from the

competent authority in Government, the proposal should have all the requisite local approvals,

clearances, NOCs etc. before start of construction.

As per Delhi Master Plan (MPD) 2021, the list of various local approvals and clearances required

for construction of a large scale project in Delhi -such as Bijwasan station- as compiled by CPWD

is given below:

(A) PROJECT FEASILIBILITY/ PRE-SANCTION STAGE:

(A.1) APPROVALS FROM DDA

(A.1.1)* Land use plan approval for the plot is required from Delhi Development Authority (DDA)

and the Ministry of UD, when the land use is shown as Government land in the Master Plan of

Delhi (MPD-2021). The land use plan for land area is to be notified by the Ministry of UD after

the same is approved by DDA.

(A.1.2)* Approval for change in land use of the plot is required from DDA and the Ministry of UD

when the land use shown in MPD-2021/Zonal Plan (where the plot is located)/land allotment

letter is to be changed (as the same is not permitted / not compatible with MPD-2021/Zonal

Plan). The land use plan for land area is to be notified by the Ministry of UD after the same is

approved by DDA.

(A.1.3)* Relaxation in respect of density/ground coverage / FAR / setbacks / height prescribed

in MPD=2021 is required from DDA and the Ministry of UD for public works / projects of National

Importance.


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(A.2) APPROVAL FROM AIRPORT AUTHORITYY OF INDIA

(A.2.1)* No Objection Certificate (legal document) is required for height clearance of buildings

/ structures Masts from the Directorate of Air Traffic Management, Airport Authority of India

(AAI), when the project lies within 20 km radius of the air strips / funnel.

(A.3) APPROVAL FROM L&DO

(A.3.1)* No Objection Certificate is required from L&DO when the land is leasehold, owned by

L&DO and no construction was undertaken within the time limit stipulated in the allotment

letter.

(B) SANCTION STAGE – LAYOUT PLAN / LOCAL AREA PLAN /URBAN DESIGN PLAN (for large

scale / multi-building proposals)

(B.1) APPROVAL FROM NATIONAL MONUMENT AUTHORITY

(B.1.1)* No Objection Certificate is required from the National Monument Authority (MNA)/

Archaeological Survey of India (ASI) when the entire project site or part/s of it is within 300 mtr.

radius from the declared boundary of any monument project under Ancient Monument Act and

is under the control of ASI.

(B.2) APPROVAL FROM FOREST DEPARTMENT

(B.2.1)*Approval is required from the Forest Department, GNCTD when there is a proposal for

tree cutting / felling and transplantation at the site.

(B.3) APPROVAL FROM DELHI METRO RAIL CORPORATION

(B.3.1)* NOC is required from the Delhi Metro Rail Corporation (DMRC) when the project site is

along or on the metro alignment or lies within 20 mtr. on either side of the metro alignment /

MRTS corridor (outer line of a metro line / structure)

(B.4) APPROVAL FROM GNCTD

(B.4.1)* NOC is required from the Government of National Capital Territory of Delhi (GNCTD)

when the project site is 500 m on either sides of Major Surface Transport Corridor like BRTS.

(B.5) APPROVAL FROM ROAD OWNING AGENCY

(B.5.1)* NOC is required from the Road Owning Agency (MCD, Delhi PWD, NDMC, DDA) when

cutting of footpath or road or service lane or right of way (ROW) is involved.

(B.6) APPROVAL FROM TRAFFIC POLICE

(B.6.1)* NOC is required from the Delhi Traffic Police when the proposal involves disruption of

general traffic movement / circulation pattern temporarily or permanently during and after the

construction of the project.

(B.7) APPROVAL FROM UTTIPEC

(B.7.1)* Clearance is required from the Unified Traffic & Transportation Infrastructure (Planning

& Engineering) Centre of DDA for all transportation projects, transport engineering solutions in

Delhi by any agency having road engineering /infrastructure implication.

(B.8) APPROVAL FROM CHIEF FIRE OFFICER

(B.8.1) Approval / Fire Safety Certificate is required from Chief Fire Officer (CFO) / Director,

Delhi Fire Service for the proposals at layout plan stage as stipulated in the Delhi building byelaws

and National Building Code (NBC)

(B.9) APPROVAL IS REQUIRED FROM DELHI URBAN ART COMMISSION (DUAC) for the proposals as

layout plan stage as stipulated in the DUAC Act.

(B.10)* ENVIRONMENT CLERANCE IS REQUIRED FROM MINISTRY OF ENVIRONMENT & FORESTS (MEF)

/ State level expert committee for all buildings / construction projects having built up area more

than 20,000 sq. m and area development projects / townships covering an area more than 50

hectare or built up area more than 1,50,000 sq. m

(C) SANCTION / BUILDING PERMIT STAGE

(C.1) APPROVAL FROM LOCAL BODY

(C.1.1) Approval is required from the local body / authority (DDA/ MCD/ NDMC) for sanction of

building plans / building permit under the provisions of Delhi Building byelaws, Master Plan of

Delhi and Local Body Acts. The local body forwards the proposals to the various other concerned

authorities (as mentioned above at S. No. B.2.1) in the city as required for issue of case specific

proposal / NOC before granting building permit.


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(C.2) APPROVAL IS REQUIRED FROM THE POWER DISTRIBUTING SUPPLY AGENCY (NDMC / BSES /

NDPL)

(C.2.1) Approval is required from the Power distributing / supply agency (NDMC / BSES / NDPL)

for sanction of electrical load and requirement for the electrical substation and provision of

transformers. The temporary construction of power supply needs to be obtained from the

concerned authority before start of construction.

(C.3) APPROVAL / NOC / ASSURANCE IS REQUIRED FROM THE WATER SUPPLY AGENCY (NDMC for

NDMC area / DJB for rest of Delhi)

(C.5.1) Approval /NOC / Assurance is required from the water supply agency for NDMC area/ DJB

for rest of Delhi) for uninterrupted water supply, drainage and sewerage connections. The

temporary connection for water supply needs to be obtained from the concerned authority

before start of the construction.

(D) CONSTRUCTION STAGE

(D.1) PERMISSION IS REQUIRED FROM THE CENTRAL GROUND WATER AUTHORITY (CGWA)

(D.1.1) Permission is required from the Central Ground Water Authority (CGWA) to obstruct

ground water permission to obstruct ground water through any energize means i.e. for digging /

installation of a bore well water connection in the site for taking water in a notified /non-notified

area for household / industrial / infrastructure projects as per guide lines dated 15.11.12 under

Environmental Protection Act (EPA) (1986).

(D.2) INTIMATION TO THE LOCAL AUTHORITY (DDA / NDMC / MCD)

(D.2.1) The owner / applicant who has been granted a building permit shall intimate the local

authority (DDA/ NDMC / MCD) in writing before seven days of starting of construction work at

site in the prescribed form (Form-III, Appendix B, Byelaw No.7.2.1). An acknowledgement needs

to be obtained from the Authority of this notice.

(D.3) PLINTH LEVEL NOTICE

(D.3.1) Plinth Level Notice (information of completion of work up to plinth level in the prescribed

forms along with requisite documents, fee and charges mentioned therein is required to be

submitted by every owner lessee to the authority (DDA / NDMC / MCD). Ministry of Urban

Development & Poverty Alleviation, Government of India vide Notification No. 01154 (E) dated

21.11.2001 abolished C and D certificates and introduced intimation of completion of work up to

plinth level.

(E) COMPLETION CUM OCCUPANCY CERTIFICATE STAGE

(E.1) COMPLETION CUM OCCUPANCY CERTIFICATE from local body (DDA / NDMC / MCD).

(E.1.1) Completion cum occupancy certificate is required from local body /authority (DDA /

NDMC / MCD) before occupation of a building or part of a building for any purpose. The local

body forwards the proposals to the various other concerned authorities (as mentioned above at

B.2.1 and 2.3 and 2.4) in the city as required for issue of case specific approvals / NOC before

granting permission cum occupancy certificate.

(E.2) APPROVAL FROM LIFT INSPECTOR

(E.2.1) NOC is required from Lift Inspector, GNCTD before granting completion cum occupancy

certificate when lifts are installed in a building.

Note: (*) These approvals are project specific.


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3 STATION USERS STUDY

3.1 Rail station complex design

3.1.1 Rail Passenger count at entry exit

The present Bijwasan station deals with a total of 4000 passengers per day – about 2000 inward

and 2000 outward. These passengers use the 10 pair of passenger train and one mail/express

which currently stop at Bijwasan. 600 passengers are dealt every day at Shahbad Mohammadpur

Halt.

However since both these stations – Bijwasan and Shahbad Mohammadpur Halt are proposed to

be closed after the new World Class Station at Sector 21 Dwarka is commissioned, these

passengers will no doubt be transferred partly to the new station and those with destinations

closer to Gurgaon station will shift to Gurgaon station since the new station will be about 2 Kms

further away towards Delhi.

Since no station exists at the site where the new Terminal is proposed to be constructed, it is

not possible to carry out any rail passenger count at this station. In view of this the projected

number of passengers at this new station has been assessed based on secondary survey data and

projections on the basis of planning of trains to be handled at this station.

These trains will approximately carry 26000 passengers each way that are supposed to be

transferred to Bijwasan. This assumes that trains which originate at present from New Delhi/Old

Delhi and Sarai Rohilla going towards West and South West of the Country will, in future, originate

from Bijwasan station and as such, the passengers from all over Delhi area bound for Western

and South Western India will necessarily come to Bijwasan to board the train. All trains in the

time horizon of 2030, the first year of commencement of operations, will have a composition of

26 coaches/train. Based on this train consist, a forecast of 26000 passengers per day is

considered reasonable as the train composition will be mostly of second class sleeper and general

second class coaches (70%) which will carry 75 passengers per coach. In addition, 32 trains

(against 21 pairs of trains at present) originate from elsewhere each way, are expected to stop

at Bijwasan station and by which about 10000 passengers will entrain/detrain at Bijwasan per

day. Thus, a total of 72000 passengers per day are likely to be dealt with at Bijwasan from the

first year of commencement of operation. Assuming a modest growth rate of 2% per annum, this

figure is likely to be increased to 129000 per day by the terminal year 2053. Considering the

effect of local development in the coming years and the number of railway staff and service

providers as well as platform ticket holding visitors who have come to receive and see off

passengers, a figure of 1, 38,000, footfalls are forecast which is also the number assessed in the

traffic report based on the line capacity has been adopted as station capacity for design of

facilities at this station.

While the Financial Consultant has given a projection of 1, 79,000 passengers per day, for reasons

explained above, we are sticking to 1, 38,000 passengers per day.

3.1.2 Entry and exit surveys at landing of the FOB

Since the existing station will be closed, the traffic on the FOB of this station is not relevant.

The new station has yet to come up and no FOB exists as such no survey was possible in this

regard.

There is no FOB proposed at this station. All passenger flows will be through sub-ways of which

adequate number and size have been planned and these have been discussed in the station

planning section of this report.

3.1.3 Entry and Exit surveys at the Reservation Counter

There are no Reservations counters at existing station and at the site of the proposed station. A

computerized Passenger Reservation Office, having state of the art facilities, is being planned

close to the Station. This has been included in the Master Plan and is discussed in the relevant

section of this report.

3.1.4 Analysis of interviews at ticket counters

Since this is a new station no interview for ticket counters could be conducted, however the

ticket counters are being designed as per MSSRS and international best practices. Details of these

are in the station planning section of this report

3.1.5 Willingness to Pay

An assessment based on similar developments generally indicates that the people are willing to

pay a small fee in return for improved amenities and services at the all new railway stations. It

is felt that the users will be willing to pay a nominal fee provided improved facilities are provided

to them.


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3.1.6 Parking Demand Survey

As the station has yet to come up, it has been not possible to carry out any study on parking

demand based on actual utilization. According to Delhi Development Authority’s Master

Development Plan (DDA 2010), the modal split from the year 2011 to 2022 is projected as given

below.

Mode Modal Split %

Public transport (including Rail/Light-rail/MRTS/IRBT/Bus/Tram) 80.0

Personal modes (including personal fast modes/ Hired fast modes/ Hired slow

modes/ Bicycle)

20.0

Table 6: Modal Split in Delhi 2011 - 2022 (Source: DDA Delhi Master Plan -2021 (2010)

Though the above modal split shows that public mode will constitute 80% of the commuters, and

20% using private modes like Cars and Two Wheelers, this report has taken into account, the

tremendous increase witnessed in the recent years in private transport due to increase

purchasing power and pegged the public transport mode into Bijwasan at 60% and private

transport mode at 40%. This is also corroborated by the Parking Demand Projection by 2053,

calculated based on modal share sourced from “The study on transportation policies and

strategies in Urban areas” prepared by Ministry of Urban Development.

Phase –1

The passenger demand for the proposed Bijwasan railway station (post commission) is about

88,000 passengers per day. This projects to around 88,000 foot falls per day. Accordingly, the

distribution of trips according to the mode of travel is represented below: (MoUD, 2008).

Serial No Mode Modal Share % Peak Hour Flow

1 Train – walk 5 % 385

2 Train – bus 30% 2310

3 Train-metro 30% 2310

4 Train - airport 0% 0

5 Train – car 15% 1155

6 Train-cycle 2% 154

7 Train-Tw 18% 1386

Table 7: (a) Distribution of Trips - Phase 1

Phase -2

For the year 2053, the traffic demand for the same is projected to be 1, 38,000 passengers per

day. This translates to 69,000 trips each way every day.

Accordingly, the distribution of trips according to the mode of travel is represented below:

(MoUD, 2008).

Serial No Mode Modal Share % Peak Hour Flow

1 Train – walk 5 % 690

2 Train – bus 30% 4140

3 Train-metro 30% 4140

4 Train - airport 0% 0

5 Train – car 15% 2070

6 Train-cycle 2% 276

7 Train-Tw 18% 2484

Table 8: (b) Distribution of Trips - Phase 2

The above assessment of distribution of passengers by various modes, into and out of Bijwasan,

during morning and evening peak hours, works out to around 10% of the total traffic of 138000

passengers to be dealt per day at Bijwasan.

Hence, based on the above modal share, and for the 69,000 trips made per day (one direction),

the PCU value is generated, taking into account the following considerations:

600 workers will get the Station by car or two wheels; these workers would park for 8

to 10 hours

Only 5% of the demand will be long term parkers using the parking facility for more

than one day.

The majority of the car users and two wheels users will use kiss & ride methods

(including taxis) and won’t need the parking facilities (more than 20%, depending on

the arrival hour)


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Figure 8: Stay Cars considered

Figure 9: Stay Two Wheelers Considered

Based on this, we anticipate a peak parking demand of 765 PCE in the year 2030 and 1200 PCE

in the forecasts for 2053.

3.1.7 Influence area of railway station

The direct influence area of Bijwasan railway station can be taken as covering Dwarka sub-city,

West and South West and Gurgaon. However since the proposed station is a directional terminal

and a number of important trains going from Delhi area to Western and South Western India will

originate and terminate at this terminus, people with origin in entire Delhi and surrounding NCR

towns of Noida, Faridabad and Gurgaon travelling by trains originating and terminating at New

Bijwasan Terminal (Dwarka) will be travelling to and from the proposed station, as such the

extended influence area of this railway station would be the entire Delhi city, Noida, Faridabad

and Gurgaon for long distance traffic and Dwarka sub-city and nearby area of Gurgaon for local

commuters.

3.1.8 Travel and socio economic characteristics

Since the existing station will be closed, and the new station has yet to come up no survey was

possible in this regard.

However, an assessment based on the details collected from secondary sources and its analyses

to understand the travel characteristics of the access and dispersal trips of the rail users has

been done.

The proposed station would be located in Dwarka Sector 21 on the South west of New Delhi

bearing the co-ordinates 28.5370751 N and 77.0513138. Dwarka sector-21 is a zone which has

well planned residential and commercial areas and houses the Dwarka Sector 21 metro station

and is also close to Indira Gandhi International airport. Also the area is poised for development

as the ISBT, the convention centre and the NPR and other major developments are in the

pipeline. Therefore, this zone shows promising travel and socio economic characteristics.

The UER II is the major road which will convey the traffic from the new station to other parts of

Dwarka. Based on our traffic study, the distribution of traffic on the UER II road is shown below:

Distribution of Traffic

From To Bijwasan Station (Peak Hour)

UER Road II 273

Towards Dwarka 136

Towards Gurgaon 136

Table 9: Distribution of Traffic Dwarka

Further, various modes of transport are available for the public in the Dwarka sector 21 area and

the travel characteristics of the zone is in favour of public transport comprising mostly of public

buses and the Delhi Metro.

Since the area shows a well-planned and mixed land use, the socio economic characteristics of

the region indicate lower to upper middle class residential layouts which have rely both on

private and public transport. Also, there are various commercial establishments and a few are

also proposed like the proposed convention Centre which will enable business trips.

3.1.9 Rail passengers characteristics

As no station exists at the new site at present, no such survey was possible. Accordingly sex, age,

monthly income and the distribution of passengers in male, female, Children and Sr. Citizen is

not available.. Details regarding type of ticket used, accompanying luggage, purpose of travel

and frequency of travel therefore cannot be ascertained as well as the scope for the same is non-

existent.


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3.1.10 Type of ticket used

For the long distance trains, tickets for First AC, Second AC, Third AC , sleeper class and second

class sitting compartments will mostly be reserved tickets booked through computer on IRCTC

sites and travel agents as well as at computer reservation centers throughout the country. For

unreserved second class general coaches, Unreserved Ticketing System (UTS) tickets will be

available at the ticket windows at the station. Tickets can also be purchased directly from

Automatic Ticket Vending Machines (ATVM) for journeys upto approximately 200 kms.

For local trains, monthly season tickets (MST) and Quarterly Season tickets (QST) are used by

daily passengers. However UTS and ATVM tickets are also available for casual passengers.

Frequent/daily passengers prefer MST tickets which are very economical and there is saving of

time as they do not have to stand in queue. However there is a distance restriction of

approximately 200kms for such tickets.

3.1.11 Trip frequency to Bijwasan station

Currently, 16 Mail/Express and 9 passenger trains pass through Bijwasan though the number of

trains halting at this station is only 21. Most of these trains are inter-city and suburban trains

which ply mainly to Dwarka, Gurgaon (commuter) and also to Jaipur and Ahmadabad (Inter-city).

The trip frequency distribution of these rail passengers indicates that daily and weekly trips at

the existing Bijwasan station are 55 % to 60% for departure and arrival respectively. Most of the

people from Gurgaon and Dwarka (39%) were found to travel frequently on a daily and weekly

basis. This indicates mostly an outward movement to the main city of Delhi for work and business

trips. Also, long distance trips to states such as Rajasthan and Gujarat constituted 19% on weekly

and fortnightly basis.

3.1.12 Travel characteristics of main trip

Since Bijwasan railway station is proposed to be a new terminal, the survey of passengers at the

existing Bijwasan station is not relevant. However, the OD passenger survey was conducted to

understand the travel characteristics of the passengers as a study to gauge the travel pattern of

the region as a whole. The characteristics of main trips and access/dispersal trips were analysed

separately for each leg of the travel and are presented in this section:

The travel time for the passengers was also found from the data collected from passenger OD

survey. The travel time for various legs of the journey for passengers accessing and dispersing

from the railway station was found. It is observed that the maximum number of commuters (61%)

accessing the Bijwasan railway station travel for 15 to 30 minutes in their first leg of their journey

followed by 37% travelling to 30 to 60 minutes for the first leg of their journey to reach the

Bijwasan station. About 63% of the passengers travel for 10 to 30 minutes from the first halt to

Bijwasan station followed by 31% of passengers travelling 30 to 60 minutes to reach the railway

station from the first leg of their journey.

For passengers dispersing from the station, maximum percentage of passengers (65%) travel for

10 to 30 minutes for their first leg of their journey from the Bijwasan station and 21% of

passengers travel for 30 to 60 minutes for their first leg of the journey. For the second leg of

their journey i.e from the first halt to their final destination 47 % of the passengers travel for 10

to 30 minutes and 28% of the passengers travel for 30 to 60 minutes.

Further, the maximum numbers of passengers have a travel cost of between Rs.15 to Rs.50 for

both arriving and departing passengers and their percentage share being 41% and 46%

respectively. Also, the highest share is of passengers having a travel cost between Rs.250 and

Rs.350 was 14% and 16% for the arriving and departing passengers respectively.

3.1.13 Travel characteristics of access/dispersal of trip

The passengers accessing the Bijwasan railway station for their onward journey is based on the

modal split of the type of transport mode used to make the trip to the station. The public

transport, namely bus, was found to have a miniscule share of 9 % as there is no suitable access

by bus in the vicinity of Bijwasan station. Auto and cars were the next most preferred modes of

transport at 33% and 18% respectively. Also, walking was preferred by 29% of the passengers.

Also, the distribution of passengers using various modes of travel for their journey once they

reach their destination using the train has been found, which again indicates that the passengers

prefer car, auto and walking for this leg of journey. In case of arrival trips by passenger in which

there is dispersal from the station, maximum number of passengers use auto for their first leg of

their journey which is 41% followed by car and bus which has a share of 19% & 11% respectively.

Also, it is seen that the maximum number of passengers (33%) departing from the Bijwasan

station have a waiting time of 10 to 20 minutes for their first halt and 42% of the passengers have

0-5 minutes as a waiting time for their second halt and 25% of the passengers have 5-10 minutes

as the waiting time for their end mile connectivity which is their last leg of their journey after

arriving by train.


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Passengers were also enquired about the cost of their travel in the OD also for their various legs

of the access and dispersal journeys to and from the station. It can be seen that 41% of passengers

spend INR20 to INR 50 for their first leg of the journey for accessing the railway station. This was

followed by 34% of passengers spending between INR10 to INR20 for this leg of their journey.

Also, 21% of passengers were found to have spent more than INR100 for undertaking this leg of

their journey.

3.1.14 O-D pattern of Rail Passenger Traffic

The results of the Origin-Destination pattern depict the major origin and destination points based

in the influence area of the Bijwasan railway station. As it has been mentioned in the earlier

section of the report that about 66% comprise of non-reserved Sub-urban, Inter-city, and regional

nature mostly generated by the business district centres in Dwarka and the outward traffic from

Janak Puri, Dwarka, Gurgaon etc and other places from the Delhi area.

Under the Destination pattern or departures, the maximum number of trips was local travel

based and intended for the commuter travel and the suburb trips. Maximum numbers of trips

departing from the Bijwasan railway station were made to the Dwarka (1459 trips), Gurgaon

followed next with 875 trips. The rest of the trips include other suburban areas like Manesar and

Rohini.

3.1.15 Distribution of passengers

The OD data collected was analysed and the trip matrix for the entire area was developed. The

distribution of trips into suburban trips and long distance trips was found from the data collected

from users of the passenger trains plying at this station every day and they include long distance

trains as well as the local commuter trains. It was observed that 60 % of the traffic movement

was by suburban commuter trains. Most of these trips were generated by the Delhi-Rewari

passenger, Rewari-Delhi-Nizamuddin, Delhi-Sarai-Rohilla, Rewari Meerut cantonment etc. Trip

time from these suburban trains was of 15 min to 45 min duration. Mode wise distribution of

traffic was found to be mainly from Gurgaon, Manesar, Bhiwadi, and Rewari in Haryana etc.

As per this analysis, long distance passenger’s volume stood second at 40% as this was the number

of passengers at the Bijwasan terminal who travelled in long distance trains. This is also due to

the fact that most of the long distance passenger trains do not halt at this station. However,

some of the prominent long distance passenger trains like the Rajasthan Sampark Kranti Express,

Howrah-Bikaner link etc.

3.1.16 Bus Stop Boarding / Alighting

At the moment there is no station and as such no bus stop serving the station and hence the Bus

stop boarding/alighting survey could not be conducted. However, an Inter-State Bus Terminal

(ISBT) of area about 10 ha in sector 22 has been proposed on 100 m road connecting Dwarka with

NH8 & NH10. There is also a link proposed from this ISBT to the proposed Bijwasan station in the

form of a skywalk and thus there is a tremendous scope to promote multi-modal transport

between the ISBT, the metro station and the proposed Bijwasan station.

Based on our traffic forecasts for the ISBT, the total traffic demand per day is found to be 37500

passengers currently. However, with a 24 % [figure of 24 % obtained thus: current- 37500/

(192000(projected)-37500) = 24%] the traffic demand for 2030 for the ISBT is projected to be

190500 passengers. Thereafter, with an anticipated growth of 10%, the traffic demand for the

year 2053 is forecasted to be 208820 passengers.

We can estimate that at least 10% of the passengers, i.e, 20880 will also be diverted to the

proposed Bijwasan terminal to provide a multi-modal connectivity or even as a feeder service.

3.1.17 Major observations

The current Bijwasan station is presently a sub-urban station and is located on the Delhi-Rewari

line. It is served by 21 passenger trains which halt at this station comprising of express/mail &

passenger trains though the number of through trains is 68. Based on the Passenger count survey

at the station entry/exit, a total of approximately 4000 passengers per day comprising of 2000

inward and outward passengers respectively were found at the existing Bijwasan station.

However, since no station exists at the site where the new terminal is proposed to be built, it is

not possible to carry out any rail passenger survey/count.

The proposed Bijwasan station will have more trains plying and also some of the trains from Delhi

will be diverted here. Thus the new station will have more long distance trains and more

commuter trains. This will extend the influence area of this railway station to the entire Delhi

city, Noida, Faridabad and Gurgaon for long distance traffic and Dwarka sub-city and nearby area

of Gurgaon for local commuter travel.

The existing Bijwasan railway station has limited passenger carrying capacity and has poor

connectivity with other modes of transport. However, the proposed station at Dwarka sector 21

will be located in a hub which has a significant scope for intermodal transport given that the


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Dwarka metro station and the IGI airport are located in the vicinity. Also, the ISBT is proposed

which will improve connectivity by buses both for intercity travel and as a feeder service for the

Delhi metro station at Dwarka.

3.2 Station Performance Assessment

3.2.1 Employee Strength Analysis

At this juncture, it is not possible to work out the department wise future strength of railway

staff that will get posted at New Bijwasan Terminal. However, considering the existing staff

strength at working stations of similar size and capacity in Delhi area, like Hazrat Nizammuddin

and Delhi Sarai Rohilla, we can make an approximate assessment of the staff that will be required

at this station.

While doing so, we have also considered that railways are now out-sourcing certain activities and

except for supervisory or monitoring staff for these activities, no railway staff will be there.

However, even for this contract staff, suitable accommodation for their sitting, tools and

equipment will have to be planned.

The activities for which outsourcing has so far been privatized and accordingly the following

categories of staff are no longer being recruited by the Railway-

1. Watermen

2. Box Porters

3. Khalasies

4. Running Room Cook /Bearers

5. Safaiwalas

6. Waiting Room attendents

7. P.Way maintenance- selected items

8. Works- zonal contract maintenance

9. Coach Maintenance- safaiwalas

10. Coach Servicing- Housekeeping Services

Department Approx staff ( 3 shifts )

Phase-1

Approx staff ( 3 shifts )

Phase-2

Misc staff (Medical,

Administration of complex etc.

accounts and auditing)

32 8

Operations 88 22

Commercial 192 48

C&W 200 50

Traction 104 26

Signalling 100 25

Works 40 10

Electrical train lighting, and

Electrical General 272 68

Telecommunication 72 18

P.Way 96 24

RPF 103 27

1. Train Operation Staff: Total strength- 110. Includes Senior Station Manager (Day Shift ),

Station Managers, Goods and Passenger train Guards, Traffic Assistants (Pointsmen

),Shunting Master and trains clerks- working in shifts around the clock.

The proposed strength of 110 shall be in all categories in the year 2053 in the interest of

smooth functioning and efficiency in train operations.

2. Commercial staff: Total strength of 240. It will include functional supervisors and

commercial clerks, enquiry clerks, licensed Porter Supervisor, Travelling Ticket Examiners

and Supervisors, Ticket Collectors and Goods Markers, totaling 151. In addition, the

following additional commercial staff will also be required:-

Commercial Staff PRS-There will be 3 Reservation Supervisors and 35 reservation

clerks—they will work in the separate PRS Office,

Commercial Staff Booking- For sale of unreserved tickets, the staff will comprise 3

Chief booking Supervisors and 25 booking clerks

Commercial Parcel Office Staff : One Chief Parcel Supervisor 10 Parcel Clerks and 12

Group D staff


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3. RPF (Railway Protection force): Total strength 135. The basic job of this force is to

protect the railway properties, the luggage of passengers, the traveling public and the

staff. The RPF staff has to ensure safety of the passengers of all the important

mail/express Trains specially covering the journey during nights. For this purpose the RPF

personnel accompany such trains. The RPF personnel is also assigned the job of preventing

the carriage of un-booked inflammable goods as passenger luggage. The number of staff

has been proposed, proportionately to cater to the workload and to deal with the cases in

the courts of law.

4. Signalling Department: Total strength 125. Consisting of Senior Section Engineers and

Technicians with support staff has to carry out regular maintenance of all signalling gear

in the interest of safety and efficiency round the clock. Some of the staff shall have to be

posted in the yard areas round the clock to regularly maintain the gears; spread all across

the yard area.

5. Telecommunication: Total strength: -90. It has to man the locations, where

telecommunication equipment is provided as well as maintain equipment of fast

communication, like Walkie-Talkie, VHF sets as also the field telephones, P.A. and PIDS

Systems, the control channels and other safety equipment .The work load of

telecommunication staff is to ensure availability of all means of communications at all

times.

6. Traction: Total strength 130. It will include Section Engineers, Technicians, Wiremen,

Linemen, Pump Drivers, and support staff-to maintain the OHE system and its equipment.

However, this staff will be required only after the electrification of the section is

commissioned.

7. Electrical train lighting: Total strength -250. Consisting of Section Engineers,

Technicians, wiremen and A.C. Staff will check repair and service the batteries, fans and

lights and other electrical fittings and air conditioning in all passenger coaches maintained

at this station and also man the electrical repair activities in the coach maintenance depot

at the station.

8. Electrical General: Total strength – 90. The work load on the power department will

increase as the number of staff quarters will increase manifold, when the staff in various

categories shall increase. The service buildings and the station building will also have a

heavy demand of power supply. The power distribution and maintenance of electrical

equipment and maintenance of Electrical Services in the Station Complex and Staff Colony

will be dealt by the Staff

9. Permanent Way: Total strength – 120. The maintenance of track in the yard, including

all running lines, washing lines, stabling lines, will increase the total track kilometer age.

The maintenance is proposed to be carried out by contracting several activities and having

a Core Group of Supervisors Technicians and Trackmen to attend to all exigencies

10. Works: Total strength 50. The Civil Maintenance of the station complex and service

buildings is proposed to be carried out through a zonal contractor. However, a Core Group

consisting of SSE, Supervisors and technicians of different trades to attend to emergencies

is proposed to be provided. Although the work load is likely to increase by double, yet the

increase of staff has been proposed strictly, where there is actual requirement.

11. C&W Maintenance: Total strength 250. It will consist of SSEs, Technicians, welders,

painters, riveters and trimmers and their support staff. This staff will be directly attending

to coach maintenance – primary and secondary maintenance of rakes, repairs on RPC lines

and manning the sick line complex. Safaiwalas engaged on cleaning of coaches is proposed

to be out sourced.

12. Medical Department: Based upon the proposed strength of total staff including, their

family members a health unit with a doctor, pharmacist and para-medical support staff

will also be provided at the station. The cleaning of the station complex and staff required

for the same will be out sourced and supervised by the Medical Deptt. as per practice on

Indian Railways.

13. Officers /Subordinates rest room: These locations do not require any other staff except

care takers which are also proposed to be out sourced.

14. Horticulture Staff. To maintain the trees and plants in the station complex, the gardeners

are proposed to be out sourced and supervised by the Works Deptt.

15. The new main station building shall contain the following office areas:

i. Station Management Office

ii. Office of the Station superintendent

iii. Office of Chief Ticketing Inspector

iv. Office of Station Master

v. Movement Control Officer (MCO) Office

vi. RPF Office

vii. GRP Office

viii. Accounts and Auditing Office

16. An officer and staff rest house and health unit (dispensary / Medical room) also be a part

of the main station building.


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17. The other main Railway operational functions shall be located as separate independent

structures. These include;

i. PRS & Unreserved booking office areas Parcel Office Building

ii. Office areas for E&M Workshop,

iii. Power cabin,

iv. Signaling Store and Workshop

v. Telecom Building

vi. Office and Workshop of SSE Works

vii. P.Way Store and Workshop

viii. Power House

ix. TRD Building and Office

x. Guard and Loco Running room

xi. RRI Building

18. Sizing of Office spaces the below mentioned areas have been taken for cabin sizing (25

sq. m /15 sq. m) based on designation and for open office seating (8 sq. m per person).

A detailed area calculation per person per department is attached as Annexure. The gist

of the same is provided below:

18.1. Station sizing and area programme

Sizing of Station Management office, the main station complex, major passenger related

areas like departure/arrival halls, ticketing areas, concourse areas including amenities and

waiting etc. is elaborated in Annexure-3.

18.2. Sizing and planning of Station Elements

The Manual of Standard and Specifications for Indian Railway Station 2009 (MoSSR), lays

down guidelines for the planning and sizing of station and its station elements. Every

Railway station has a characteristic passenger profile and daily passenger traffic. In order

to efficiency size each station element for the estimated passenger traffic, there is a

targeted LOS i..e. Level of service, for which it needs to be designed. This has been

explained in Annexure-3 of this report.

Concourse and Waiting Areas

Departure/Arrival Hall with Passenger Amenities

Ticketing Areas

Other Area

Sizing of other areas like platforms and VCE’s has been covered in length in Annexure-3 of the

report.

3.2.2 Conclusion

For the above volumetric analysis and floor area estimates, it is being concluded that the main

station areas for Phase-1 and Phase-2 are as below:

S. No. Particulars Area Phase-1 (Sq.m)

Area Phase-2 (Sq.m)

1 Station in Air Space equivalent to

approximate

20,470 65,590

2 Station Annexe/ side blocks equivalent

to approximate

11,050 24,035

3 Other additional operational areas

equivalent to approximate

- 5,470


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4 OPERATIONAL STUDIES

4.1 Existing scenario

4.1.1 Current Mainline Capacity of the Section and its utilization

As per the statement of Line Capacity of Delhi Division of Northern Railway the charted Line

Capacity of Delhi Sarai Rohilla –Rewari Section on which Bijwasan Station is located is 65 trains

each way without maintenance block and 60 trains each way with maintenance block. This

section is 78 Kms long, double line with MACL signaling and is at present on diesel traction. The

electrification of this line is sanctioned.

Details of charted capacity and utilization as at present have been obtained from Northern

Railway and are as under:

Charted Capacity

(each way)

No of trains actually running % age Utilization of

Capacity (each way)

Without

Maint.

Block

With

Maint.

Block

P FW &

BOX

OTHERS Total Without

Maint.

Block

With

Maint.

Block

2015-16 (Actual) 65 60 37.8 7.93 6.1 51.85 79.77 87.02

2016-17 (Actual) 65 60 39.7 8.32 6.4 54.4 83.69 91.30

2017-18(projection) 65 60 41.0 8.32 6.4 56.4 84.69 92.01

Table 10: Charted Capacity and Utilization

4.1.2 Present passenger traffic at Bijwasan station

At present, 10 pairs trains passenger and 1 mail express stops at Bijwasan and about 4000

passengers are using Bijwasan Station and 600 are using Shahbad Mohammadpur halt

every day.

4.1.3 Analysis and Limitations of Current Yard

The station currently has 4 lines – Up and Dn main line and Up loop and Dn loop with platforms

on both the loop lines. The CSRs of these lines are as under:

DN loop CSR 789m

DN main line CSR 780m

UP main line CSR 780m

Common loop CSR 759m

A hot axle line is also provided at Delhi end.

4.1.4 Existing Operational Regime

Movement on the main lines is uni-directional i.e. UP traffic moves on the UP main line and DN

traffic on the DN main line, the stopping trains moving on to the respective loop lines and

stopping there. Both loop lines are platform lines. Loop on DN main line side is common loop.

Both up and down direction trains are dealt here.

4.1.5 Berthing of existing number of trains in the existing yard

There is no berthing of trains at Bijwasan at present as there is no terminating or originating long

distance trains handled at Bijwasan at present.

4.1.6 Status of existing stations after commissioning of new Bijwasan Station

Two existing stations – Bijwasan and Shahbad Mohammadpur Halt are proposed to be closed after

the new World Class Station at Sector 21 Dwarka is commissioned, the passengers presently using

these stations will be transferred partly to the new station and those with destinations closer to

Gurgaon station will shift to Gurgaon station since the new station will be about 2 Kms further

away towards Delhi.

4.2 Future scenario

4.2.1 Traffic Projections –No of trains

As advised by Northern Railway vide Letter No.DRM/Misc./2013 Dt.14/05/2013, 14 pairs of trains

originate/terminate in Delhi are which are bound towards Rewari direction, are proposed to be

originate/terminated at Bijwasan, 32 pairs of trains are passing through Bijwasan Station towards

Delhi/Rewari direction. Charting schedule, platform occupation and washing requirement for 14

pair trains to be originated/terminated at Bijwasan Station has been prepared as per approved

ESP. In addition to above 14 trains there is room available in washing lines for maintenance of

approximately 5 trains in the first phase and maintenance of 12 more trains can be done after

execution of work of second phase.


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In addition, platforms along up and down main lines will enable handling of run through and

stopping run through trains in respective directions.

4.2.2 Traffic Projections- No of Passengers

Vide the same letter, referred to in item 3.2.1 above, the Railway projected that approximately

26,000 outward passenger are to be carried by the above 14 trains from originating/terminating

station of Delhi area which are supposed to be transferred at Bijwasan. Further approximately

10,000 passengers per direction are expected to be handled by the passing trains (32 each way).

This translates to 36,000 passengers per day each way. Thus, the total number of passengers

projected by the railway on commissioning of the new station will be 72,000 in both directions.

Assuming 2% growth per year upto 2053, this number increase to 1, 29,600. Considering the effect

of local development in the coming years and the number of railway staff and service providers

as well as platform ticket holding visitors who come to receive and see off passengers, a figure

of 1, 38,000 persons per day is assumed (which is also the number assessed in the traffic report

based on the line capacity) has been adopted as station capacity for design of facilities at this

station.

4.2.3 Future Mainline Capacity of the Section

The main line charted capacity and utilization for 2016-17 has been assessed by Northern Railway

as 65 trains without maintenance block and 60 trains with maintenance block with corresponding

utilization of 83.69 and 91.30% respectively. This line capacity assuming that electrification,

which is already sanctioned is completed and signalling would be upgraded to Automatic

signalling, in the coming years will go up by 40% to 100 trains per day with maintenance block of

2 hours, and taking the same %age of passenger utilization as per N.R. Line capacity chart for

2016-17 to continue, the total number of passenger train capacity would be 67 from the present

level of 38.

4.2.4 Operational Facilities Planned at this Station

4.2.4.1 Lines

The yard plan provided by Northern Railway DY CE/C/NDWCS Plan No. –Y-602/2012 (N.R.H.Q.E

(P) Plan No-P-1003-Y/98 which was provided by Delhi Division / Dy. CE/NDWCS after the meeting

held on 2nd May 2013 provides for the following lines. Northern Railway confirmed that this yard

plan may be taken as frozen and final.

Sr. No. Description of Lines Line No. CSR

1 UP Main Line 2 750 m

2 DN main Line 3 898 m

3 UP Loop Line 1 750 m

4 Common Passenger Loop 4 877 m

5 Common Center line 5 736 m

6 Common center line 6 702 m

7 Common Passenger line 7 704 m

8 Common Passenger line 8 715 m

9 Common center line 9 724 m

10 Common passenger line

(future line)

10 720 m

11 Common passenger line (future line) 11 806 m

12 Common center line (future line) 11A 660 m

13 Washing cum stabling line 12 660 m



16 Washing cum stabling line with Dead End 15 700 m

17 Shunting Neck at Delhi end 620 m

18 Shunting Neck at Rewari end 620 m

19 Parcel siding 385 m

20 Loco stabling line 1 & 2 106m and 178m

21 Sick line 1 628m

22 Sick line 2 628m

23 Sick line 3 620m

24 Sick line 4 636m

25 Over run lines 120 m

26 Shunting Neck Line 620 m

Table 11: Lines provided by Northern Railway in the Yard Plan

Provision for Diesel Loco shed and Electric Loco shed with required connecting lines

for approach is included in plan.

One existing line was made to RPC line no. 4(1A) and will have CSR 620m.


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4.2.4.2 Other Future Provisions shown in the plan include

3 numbers RPC-4 lines – Lines 2-A, 3-A will each have 620m and 4-A will have CSR of

630m.

4.2.4.3 Passenger Platforms as per yard plan of Northern Railway

The following platforms configuration has been decided in this plan.

Platform Length Width No. of Coaches

1 (Future) 620-m 15 m 26

2 (Future) 620-m 15 m 26

3 620-m 15 m 26

4 620-m 15 m 26

5 620-m 15 m 26

6 620-m 15 m 26

7 620-m 12 m 26

8 620-m 12 m 26

Table 12: Platforms Configuration

All platforms will be Island platforms with two faces each

All platforms will have washable apron track, each line will have a pipe line with

hydrants at regular intervals which are used for cleaning of the washable apron as well

as side filling of coaches.

All the passenger platforms are recommended to be constructed with high level

platform with a height of 840mm from rail level as per Schedule of Dimensions of Indian

Railway.

4.2.4.4 Proposed utilisation of passenger Platforms

It is proposed that PF no 6 and 7 i.e. abutting the up and down on both sides of the

main lines should be earmarked for handling important through-trains passing through

Bijwasan, which will stop for a short duration to drop and pick up passengers and then

proceed further ,in order to minimize the loss of time in negotiating turnouts in

movement to and from other platforms.

Platform numbers 5 and 8 should be reserved for long distance journey passengers.

Mail/ express either terminating/ originating at this station should be dealt within

these PF’s .

Platforms 3 and 4 should be earmarked for handling local trains/DMU/EMU/MEMU trains

for commuters. When future platforms 1 and 2 are constructed in the next phase, the

operation of local trains can be shifted to these platforms, and platforms 3 and 4 above

can at that stage, also be utilized for handling originating/terminating trains

Though all platform lines will be signaled for receipt and dispatch of trains in both

directions to provide operational flexibility, services on platforms 6 and 7 along the

main lines should preferably be planned to be uni-directional.

4.2.4.5 Passage of freight trains through Bijwasan station

Through Freight trains can pass through any of the vacant lines as operationally convenient.

At present, Bijwasan is handling only POL Freight Traffic. The POL sidings of BPCL are proposed

to be dismantled as the oil depots will be fed by pipeline, after which there will be no terminating

or originating freight train from Bijwasan.

4.3 Berthing of Trains

The planned trains to be introduced immediately on completion of the project are as under Table

nº 13

4.3.1 The proposed berthing chart for the station is as under Figure 10

Sr. No

Train No

Name of Train From To Present arrival

at BWSN Maintenance

1. 12216 Garib Rath EXP BDTS DEE 11/35 Primary

2. 12016 Shatabdi EXP All NDLS 21/50 Primary

3. 19263 Porbander Delhi EXP PBR DEE 18/50 Secondary

4. 12982 Chetak EXP UDZ DEE 4/30 Secondary

5. 12462 Rajasthan Sampark Kranti EXP BKN DLI 4/35 Primary

6. 12985 Jaipur Delhi Double Decker EXP JP DEE 9/45 Secondary

7. 12915 Ashram EXP ADLI DLI 9/15 Secondary

8. 14660 Barmer/DLI EXP BME DLI 10/10 Primary

9. 12957 Rajdhani EXP ADL NDLS 6/34 Secondary

10. 12464 Mandor EXP JU DLI 5/30 Primary

11. 14706 Delhi-Sadulpur EXP Sadulpur DEE 21/32 Primary

Table 13: Planned Trains


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Figure 10: Berthing Chart


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4.3.2 Stabling of trains

4.3.2.1 Use of platforms for stabling and berthing of trains in addition to receipt and dispatch

Six platforms are being provided at present and 2 are planned in future. Of these, 2 platforms

on main line will be used for run through / through trains stopping briefly at this station. The

remaining 4 platforms are for originating / terminating trains. The scheduled occupancy based

on time table of the 12 trains which are proposed to operate from Bijwasan terminal in the first

instance is shown in the above berthing plan. In the remaining time, the lines can be used for

stabling of local trains, as necessary.

4.3.2.2 Stabling lines

There are two stabling lines – will be used for stabling rakes.

4.3.2.3 Washing lines / RPC lines

Washing lines / RPC lines can be used for stabling rakes in slots shown in the berthing chart,

when maintenance work is not scheduled.

4.3.2.4 Common centre lines

Common centre lines can also be used for stabling rakes.

4.4 Trains stabling and maintenance complex including sick lines

The stabling of trains has already been covered in para 3.3 above. However, for maintenance

the facilities provided include washing lines and RPC lines. The RPC lines are to be constructed

in phase II. There proposed utilization has been covered in para 3.3.4.

Washing lines

The following washing lines have been

planned in phase I.

Line Holding Capacity (No. of Coaches)

Washing Line 1 26

Washing Line 2 26

Washing Line 3 26

Washing Line 4 26

Total 104

4.4.1 RPC- 4 Lines

One RPC 4 -1A is used in Phase I. 3 (Four) RPC lines (RPC Lines) which will be utilized for stabling

cum maintenance of rakes are proposed in phase II and, after this, these lines will also be

available for stabling.

RPC No. 1-A to RPC No 3-A of 620 meters length except line No 4-A provided with 630 meters

where the rakes of 24/25 coaches can be dealt with in the proposed berthing chart occupation

and availability slots given below :

RPC-1 from 8.30 to 10.30 for 2Hrs from 17.15 to 19.15 for 2 hours for stabling as

such cannot be utilized for maintenance as already explained.

RPC .2 22.00Hrs to 6.00Hrs for 8Hrs

RPC .3 19.30Hrs to 10.00 Hrs for 14.30 Hrs

RPC .4 16.00Hrs to 12.00Hrs for 20.00 Hrs

4.4.2 Adequacy of maintenance facilities

As per charting schedule platform occupation and washing requirement, the above facilities will

be adequate for the 14 trains planned to be originated/terminated on completion of this project.

In addition to the above 14 trains, there is room available in the washing lines for maintenance

of approximately 5 more trains in the 1st phase and 12 more trains after execution of works in

the second phase.

4.4.3 C&W Facilities – external washing of rakes and coaches

The system of external washing of the coaches is planned with automatic washing plant. 70 m x

9 m. The plant is planned to be installed on the lead line to the washing cum stabling lines and

all rakes proceeding to these lines will move at a slow speed with the train engine through this

plant. The outward cleaning of rake will take 30 minutes. However interior cleaning, charging

and filling of water tanks in the coaches shall take time as at present, after stabling the rake

and loco being sent back to traffic yard. This arrangement shall curtail time in washing the

coaches and in turn the requirement of staff shall be considerably reduced. Once the work of

cleaning of the coaches, charging and their side filling is completed the rake shall be removed

to make room for another rake. The rake thus removed shall have to be stabled somewhere till

such time this is placed on PF for boarding by the passengers.


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4.4.4 Running room facility for pilots/ guards at Bijwasan

A suitable running room properly furnished and with facility of cooking meals will need to be

provided at a suitable location. The following staff shall be required for its maintenance and

operation: 1 care taker, 3 cooks cum helpers and 3 bearers with LR/RG provisions

4.4.5 C&W Maintenance office complex

Basing upon the modern equipment and system of work, it is anticipated that about 50 employees

of various categories will be required. Double storey C&W Office, Store Complex and Electric

Coaching complex

4.5 Sick lines

In the coach maintenance depot, two sick lines under shed 210m long have been provided with

a pit wheel lathe shed 100m long.

Other facilities planned are double storey carriage and wagon complex, store complex and

electrical charging, air compressor room and power cabin and a washing plant on the lead line

to the 4 washing cum stabling lines.

All other tools and plant, welding equipment, and all related spares and consumables will be

provided in the C&W complex close to the coach maintenance depot wherein the sick lines are

located.

Arrangement for charging and watering of coaches will also be provided in the complex so that

these operations can be done simultaneously with the repairs to reduce the down time of

coaching stock.

Electric loco pit line is planned in phase I and will be used after the section is electrified.

Diesel loco pit line to be provided in phase I. However, this may not be required if the line is

electrified and traction changed.

A repair and lathe machine line with covered shed will be provided for carriage and wagon and

electrical repair staff.

4.6 Sidings

4.6.1 Saloon siding / VIP Siding

From the yard plan of the railway there is no provision for any saloon siding / VIP siding.

Since long distance trains are proposed to terminate / originate at this station, provision of

Saloon siding / VIP Siding of adequate length, at a suitable location, will have to be planned at

this station. Till this is planned, the parcel siding which has separate road access can be used for

this purpose.

4.6.2 Track Machine Siding

There is no proposal in the NR yard plan for track machine siding at this station, the need for

such facility has to be examined considering the work load, location of existing and proposed

track machines, and their base stations. If required, provision of the required siding with water,

power, and charging facilities will have to be planned and provided. If required, this facility can

be created on the released hot axle siding at the existing Bijwasan station.

4.6.3 Parcel Handling Siding

There is a provision for parcel handling siding with CSR 385m in the NR Yard Plan at Bijwasan

with a platform of 300 m x 12 m length with circulating and truck parking area adjacent to it.

The parcel siding has an engine escape line and shunting neck.

4.7 Signalling infrastructure

The type of signalling which is existing is MACLS with Standard III interlocking and RRI (Route

Relay Inter-Locking)

Since the existing station and its signalling and interlocking will be dismantled on commissioning

of the new station, new state of the art signalling and interlocking system has to be designed

and provided at the proposed Bijwasan Terminal.

After completion of the new yard and all planned facilities, we are of the view and would

recommend solid state interlocking system wherein entire desired route can be selected and all

associated points and signals along the route can be set at once by a switch for receiving, holding,

blocking or dispatching trains. Provision of SSI will improve functioning of S&T system and train

movement. The searching of any failure/ fault shall be quick and easier and its rectification

efficiently.


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4.7.1 Advantages of electronic interlocking/ solid state interlocking

The advantages of electronic interlocking/ solid state interlocking are:

Control through domino type panels or VDU terminals.

Concentrated as well as distributed type configuration

High reliability & efficiency

High processing capacity

The space requirement is minimal.

Capable of Easier repairing & restructuring

Capability of User friendly application programming

Easily adaptable to large installations

More effective Interfacing with other signaling equipment

Fail safe transmission through optical fiber cabling

Since the new terminal will be a Greenfield Project, suitable accommodation for the system and

its ancillary equipment such as relay room, battery room, standby power arrangements,

equipment store and accommodation for signalling staff will have to be provided.

All signals, with cabling will have to erected and installed afresh, since there are no old signals

which would need alteration, except at existing Bijwasan station which would be dismantled and

new shunting signals for the proposed stabling lines at the old station would be provided which

would be controlled by the station master of the new station from RRI

A suitable power cabin building consisting of panel room and associated S&T assets shall be

capable of accommodating the requirement of assets and various offices, including the

operation of SSI is proposed to be provided .The most suitable location of this building is being

determined and will be shown in the master plan.

4.8 Overhead line and traction power infrastructure

The system of traction at present is Diesel. However, electrification with 25 KVA overhead

electric traction is sanctioned and is expected to be taken up and completed in the coming years.

Conventional OHE is proposed to be provided on all the lines at Bijwasan station. The OHE

structures and foundations will be as per RDSO design and minimum height of contact wire will

be provided according to Indian Railways standard schedule of dimension.

As per planning of Northern Railway, ascertained from Delhi Division, in the proposed

electrification scheme, traction sub-stations are planned at Shahbad Mohammadpur and Gurgaon

and SSP at Garhi Harsaru. Suitable space would be kept for the traction sub-station at Shahbad

Mohammadpur in the master plan.

4.9 Communication Infrastructure

The system will cater to under mentioned requirements.

Train traffic control traction and auxiliary power control, emergency control and

maintenance control and maintenance control.

Dedicated inter station communication.

Telephone exchanges and their connectivity.

Passenger announcement system.

Centralized chronometry system.

Passenger information and display system

Mobile communication between moving train, maintenance personnel, yard personnel

and various controls.

Data channel for ATS and associated signaling functions, SCADA and automatic fare

collections.

Fiber Optic Transmission system. (FOTS)

Telephone System

Radio system.

PA system and PIDS

SCADA


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4.9.1 Communication Control System (M & E SCADA-Supervisory Console and Data

Acquisition)

Optic fibre cables have been provided by RAILTEL from Delhi to Rewari. It will be possible to

connect the proposed new station at Bijwasan station to provide reliable control and

communication links on the section and to the control offices.

After the station is upgraded, it is proposed that M&E SCADA inter facing system will be provided

with industrial computers with HMI (Human Machine Interface) and suitable touch screen monitor

for data input and display will be provided which will enable interface with censors and actuators

to control electrical system, plumbing system, firefighting system, AC system with a links to

permit data exchange between devices controlling fire alarm fire fighting lifts and escalators,

lighting system UPS etc.

4.9.2 Passenger Information Display System (PIDS) and Signages

4.9.2.1 Passenger Information Display System (PIDS)

PIDS with LED passenger information display board and colour intelligent monitors are proposed

to be installed to provide state of the art user friendly real time display. The display would be

controlled and operated from the station master computer system.

4.9.2.2 Signages

Signages shall be user-friendly in line with world class station amenities and shall provide

information essential to passenger use, engendering a sense of reassurance, security and

orientation when entering, exiting or transferring. It shall guide passengers to various station

areas. These should provide information of the station and its services, provide information on

train services.

All signages shall have alternate pictorial images of same size as the letters. Passenger

information displays should be so located that passengers seeking information have ready access

without obstructing free flow of passengers.

4.9.3 ISDN Telephone Exchange

An ISDN Telephone Exchange of suitable capacity will be provided.

4.9.4 Public Address System

A public address system is available at the station and train running announcements are made

by the Railway staff. After remodelling of the station, the system will be upgraded to have facility

for all data communication via the network cable with user friendly audio processor and routing

of audio from any input to any output. The system will be programmable and capable of being

monitored from the central location in the control room. The system will also be provided with

stand by amplifier which shall automatically come into operation in case of failure of any working

amplifier

4.9.5 Wi Fi (Wireless Fidelity)

It is proposed to provide High Speed Wi Fi accessibility to internet in select areas of the station

such as waiting rooms, VIP and Ladies Lounges through wireless location area networks. Wi Fi

connectivity is also proposed in the station offices.

4.9.6 Access Control System (ACS)

Access control system is an integrated solution consisting of computer controlled hardware and

software which controls entry into selected areas and manages movement of passengers. The

system increase security by defining access based on area and time for each user and adjusts all

parameter of the system displays events related to movement of users, alarms and entry and

exit gates, and generate reports based on requirement.

4.9.7 Optical Fibre Networking

To provide reliable communication, state of the art fail safe, optic fibre technology shall be used

for connection between switches, servers, and routers. OFC has been recently laid by RAILTEL

from Delhi to Rewari.

4.9.8 Electronic Weighing Scale

In electronic weighing machine with embedded type metal platform, with LED/LCD display unit

will be provided for weighing of heavy luggage of passengers.

4.9.9 Security System

It is proposed to provide a suitable system to screen passengers and their baggage to ensure that

weapons and explosive which may be used to endanger safety of rail users and railway property.

This will consist of the measures in the following para. from 4.9.9.1 to 4.9.9.5


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4.9.9.1 Passenger Baggage Screening System (PBSS)

This will be an x-ray screening machine with a conveyor system for moving baggage into the

system with manual monitoring by an authorized official.

4.9.9.2 Multi-zone Door Frame Metal Detector (DFMD)

Door Frame Metal Detector to detect both ferrous and non-ferrous metals carried by any

individual passing through the frame. Such detectors are normally positioned close to the x-ray

machine so that the luggage and individual are screened simultaneously

4.9.9.3 Hand Held Metal Detector (HHMD)

Hand held metal detectors, compatible with health safety regulations, will be provided to the

security personnel at the entry gates to enable detection of any unwanted or dangerous metal

objects on the body of the passenger without direct physical contact with the body. The detector

will produce an audio and visual alarm on locating such an object.

4.9.9.4 Surveillance CCTV (Closed Circuit Tele Vision) System

Surveillance CCTV system will be provided with effective coverage of the station area where the

system will provide an on line real time display of video images on TFT Monitors / video wall

located in central as well as local control rooms. It shall also create tamper proof record for post

event analysis. The video can be viewed using a hardware decoder (MPEG4) / compatible receiver

and shall be recorded on NVR / NAS with RAID

4.9.9.5 Explosive Trace Detector (ETD)

ETD is special security equipment which can detect explosives and narcotics being carried in

small quantities. The hand held ETD can be used by a trained personnel at the platform to

determine whether a bag contains explosives material or not.

4.9.10 GPRS Clock

GPS based clock will be installed. GPS based master clock will be installed in the control room

and slave units will be installed all platforms and station area at suitable locations. The system

will automatically synchronize with global timing.


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5 STATION PLANNING

5.1 Introduction

Transportation structures have traditionally been iconic buildings of urban societies. In the major

cities of the world, oldest cultures with some of the greatest classical architecture are part of

its architecture heritage. There should be a clear awareness of the importance and value of this

along with a clear vision of the future. Railway station is a major gateway and entrance to a city

and can serve the economic engine for degraded areas.

The station should reflect the character, life style or background of the city or community in

which is located. Hence, a station building should in its design reflect the culture, historical

background and lifestyle of the people of that area.

The development of a station such as Bijwasan should effectively play a key role in providing the

first impression of the city to the visitors arriving by train from other parts of the country or the

world (the airport is not far). The key elements of this vision must integrate a harmonious and

elegant architectural statement with a comfortable and efficient passenger experience, ease of

movement, security, safety, accessibility and efficient connectivity to other transport lines such

as metro line or main peripheral road system of Delhi.

5.2 Existing Station Summary

Existing Bijwasan and Shabbad Mohammadpur stations will be replaced by new Bijwasan

terminal. Consequently the project can be considered as a green field one, so analysing existing

stations is not relevant.

5.3 Vision of the New Station

Figure 11: Site View

The purpose of this project is to develop the new Bijwasan railway station and its surrounding

areas into a world class station. Bijwasan railway station will be entirely new. This aspect

facilitates the dimensioning of each space, the efficient passenger flow and permits the

development of the station as a singular building. Therefore, important aspects for planning of

world class stations are envisaged as under:

High comfort, modern facilities and passenger amenities at moderate cost.

Convenient access and user friendly design with pleasant environment.

Suitable for Indian conditions.

Environment friendly design.

Adequate capacity for future growth.

Comfortable and adequate waiting space.

Segregation of arrival and departure.

Conflict free flow of passengers.


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Space planning in logical order of passenger requirements.

Adequate escalators and stairs for vertical circulation.

Signage, maps and train information systems for guidance of passengers.

Barrier free movement for physically challenged and elderly persons.

Tactile and Braille guidance for visually impaired.

Integration with public transport.

Integrated security systems with modern technology.

Emergency evacuation in case of fire/ accidents.

Shops food stalls and other facilities for quality waiting time.

Modern train operation and maintenance infrastructure.

Another goal of the new project is to generate open spaces surrounding the station area such as

squares and green zones, oxygenating the area and providing commercial development.

As it has been mentioned before, an efficient integration with other transport systems must be

guaranteed. The new station will be an Intermodal station and will ensure the interface with the

metro network, the future bus terminal with a park & ride and the peripheral road system of

Delhi.

The station building is to be developed in two phases in order to cater to the passenger demands

of 2030 and 2053 respectively. The phase 1 building shall be developed in such a manner that

the future expansion for the phase 2 building shall be seamless and will not affect the original

architectural concept of the building form. In the phase 1, the station building envelope has

been restricted till the main arrival hall building. The departure is proposed at ground level from

the same building and shall ±connect to main departure plaza with foot-over bridges. The

vehicular circulation for the initial phase of the building shall be different from the final phase

vehicular circulation. Open surface parking is proposed for phase 1 station parking beneath the

phase 2 building. A pedestrian covered walkway is proposed from departure plaza as connection

to the metro station.

At this stage, a preliminary approach to the station design has been done, just to estimate the

different areas needed for the operation of the new station and passenger flows. Refer

architectural drawings for details of Phase-1 and Phase-2 of station development.

5.4 Station Planning Objective

The Manual for Standards and Specifications for Railway Stations determines the principal

objectives of the Station Project:

Superior services for the estimated passenger volume

Superior train operations (including allied services such as parcel, posts) and maintenance

facilities affording greater flexibility and enhanced operational efficiency for Indian

Railways.

Smoother and safer road traffic flow to and from the station, superior road connectivity

with the city and adequate parking within the station premises

Modern and improved offices, residential quarters and other facilities for railway staff on

railways land surrounding the station.

Overall improvements in the urban standards of the area for residents and road

commuters.

Creation of an urban icon and standard-bearer of a modern vibrant city.

Least possible inconvenience to passengers, road commuters and residents during

construction.

Harmonious and complementary co-existence of the railway terminal and the real estate

proposed to be developed.

According to that, in the designing process of the new station, the following areas and

requirements have been considered:

Entrance, understanding this zone as the area which hosts the main entrance and exit

doors.

Control area, including areas such as Shops (food and retail), travel information centres,

toilets, automatic teller machines, foreign exchange centres, fare vending,

ticketing/information, ticket vending machines, interactive inquiring centres, control

gates and tourist information booth.

Concourses, including areas such as distribution and access to platforms, unreserved and

reserved waiting areas, lounges, toilets, cloak room, concessions (food shops,

convenience retail shops), food shops, retail shops, station information centre, ticket


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vending machine and interactive inquiry centres, automatic teller machine, public

security stations.

Vertical Circulation Elements VCE), understanding them as the elements which link

storeys, such as escalators, elevators, and stairs.

Platform area

Public support areas, including areas as men´s and women´s restroom.

Parcel storage and parcel movement

Support service areas, including areas such as staff areas (lockers, eating/lounge area

and toilets), station management areas (station control, station security, administration

offices, train passenger services), and maintenance and operation areas (train operations,

station operations, cleaning supplies, utility and infrastructure)

5.5 Selection of the Station Prototype

The analysis of the operation proposed in the rail complex helps to determine the typology of

the station. This typology will be determined by facts such as the existing conditions of the zone,

the capacity of the future station and the possible social and environmental impacts. Under the

existing constraints, the following are particularly relevant: the impossibility of placing an access

at the east side of the platforms, near to the airport, and the connection to the metro station.

The station building will be built perpendicular to the platforms, aiming, as explained before, to

connect with the existing metro station.

Another characteristic aspect of the station is that the arrivals paths cross the tracks and

platforms through underpasses in basement level, as shown in the figures below:

Figure 12: Cross-Section Scheme

Figure 13: General Cross-section

5.6 Circulation Principles

One of the most important aspects to take into

account is the segregation of the

arrivals/departures movements. The less

interference there is between flows, the better

the performance of the station will be.

It is also important to keep the internal station

service flows away from the passengers’

movements, once again, trying not to get the

circulations mixed up.

Figure nº 14, taken from the “Manual for standards and specifications for railway stations”, shows

an example of segregated flows where arrivals and departures never interact. However, due to

the adjacent airport constraints it is impossible to develop that scheme. Consequently the

arrivals and departures accesses will be placed at the same side of the track layout, but at

different levels.

Knowing that the station capacity can increase in future even more than expected, the whole

concept of the station has been thought to be able to grow if required.

Figure 14: Segregated Flow


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5.6.1 Departing Passengers’ Circulation

The departure for Phase-1 is at the ground level. The passengers have to get down at the

departure plaza and take the foot-over bridges to reach to the main departure hall. The

departure hall is planned in the same building above the arrival hall for Phase-1. The passenger

entering the departure hall will have amenities like ticketing counters, tourist information

centre, enquiry desk and foreign exchange counters. The passengers from there can take

escalators, staircases and lifts to reach to the concourse at first floor and can either wait at

waiting lounges for their respective trains to arrive or reach the particular platforms to board

the trains. A separate walkway has been proposed for the passengers coming from the metro

station connecting the drop-off area with the metro station at the ground level in the Phase 1.

The following figure nos. 15 & 16 explains the passenger circulation for departure passengers for

Phase-1.

Figure 15: Circulation at Ground Level

Circulation at First Floor (Concourse)

Figure 16: Phase-1 : Passenger Circulation (Departure)

Figure 17: Passenger Circulation (Departure/ Arrival) in Section


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The departures entrance is located in the ground floor (red arrows), with the ticketing area and

the information points at first sight. After purchasing the tickets, the passenger heads upstairs

to find the control gates and the concourse area, where the waiting areas, lounges and accesses

to the platforms are located. The concourse can also be accessed directly from the Dwarka sector

21 metro station at the concourse level. The following figure nos. 17, 18 & 19 explains the

passenger circulation for departure passengers for Phase-2.

Ground Level First Floor (Concourse)

Figure 18: Phase-2 : Passenger Circulation (Departure)

Phase – 2: Passenger Circulation (Departure/Arrival) in section

Figure 19: Passenger Circulation in Departure Hall and Proposed Parking

Figure 20: Passenger Circulation around Platform


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5.6.2 Arriving Passenger’s Circulation

The arrivals circulation takes place in the basement floor as the arrival hall is also located in the

basement, having this floor façade to the street.

Basement Level (Underground)

Ground Level (Connection to Metro)

Figure 21: Phase-1 : Passenger Circulation (Arrival)

The arrivals passenger´s most likely circulation will be to access to the exit located in the

basement floor where taxis will be waiting. There is also a part of the amount of passengers

which will go upstairs to go to the metro station, to the bus station (ISBT) or, again, through the

departure hall to the platforms to take an EMU train; these passengers are the

suburban/commuter passengers. See fig. no. 20.

Basement Level (Underground)

Ground Level (Platform)

Figure 22: Phase-2 : Passenger Circulation (Arrival)


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The Phase-2 arrival passenger circulation does not change from final phase as the arrival hall

remains at the same place as planned for phase-1. Besides, the underground parking which is

going to come up as part of new departure building is also located in the basement floor; so it

is easily accessible from the arrivals hall. See fig. no. 21

5.6.3 Suburban /Commuter Passengers’ Circulation

The station design shall provide sufficient circulation elements to allow the free and safe flow

of passengers. Space has been provided for queuing at all circulation and passenger service

elements.

In any case the new world class station of Bijwasan has been thought to assure that arriving

passengers, departure passengers and commuter passengers are never going to suffer

interferences between them.

5.6.4 Planning of Station Accesses

Station entrances provide the link between the railway station and the surrounding streets,

structures and buildings; the entrance must reflect the distinct requirements of both. Station

entrances will provide safe and convenient access to the station for customers while enhancing

the surrounding urban environment. Circulation drawings are included in the report.

5.6.5 Overall Planning of Station Areas

As per this figure extracted from the ¨Manual for Standards and Specifications for the Railway

Stations¨, there are four basic zones to be developed:

The entrance and exit, which is a non-controlled zone,

The unpaid zone, where the users can buy the tickets

The paid zone, which is the zone that hosts the concourse and the accesses to the

platforms. Obviously it is a controlled zone

The platforms, where the passengers can board/alight the trains.

Figure 23: Basic Zones in the Station

5.6.6 Planning of Ticketing Areas

The ticketing area at the station shall be conveniently defined. Located out of the main stream

traffic flow, ticket counters shall be easily accessible to passengers either purchasing tickets or

requiring purchase related information. Booths are to be grouped together in continuous arrays

in the proximity to the entry gates to the paid area and near the main train information display.

Provision of queuing area at least 7.5 m deep with ample space for queuing will be verified by

passenger modelling. Ticketing area shall include:

At least one window in each array shall be handicap accessible.

The windows shall be located centrally for travelers’ convenience and in accordance with

the approved functions flow of the station.

The windows should be so located in such a way that the circulation at the entrance or

exit from the station or the waiting hall is not affected by the queues in front of the

booking windows.

A standardized layout for the windows shall be made.

Partitions between passenger booking clerks shall be of safety glass with an opening for

intercommunication at heights as per the code requirements for both regular and

handicap accessible height.

The enquiry and booking offices shall be lit according to the requirements of the lighting

section.

At least one booth will be equipped with provisions for hearing impaired passengers.

Booth shall be air conditioned.


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Ticket vending machines will, in addition to dispensing tickets, provide reservation information.

They will be all handicaps accessible. They should provide a queuing area of at least 3.658m

deep outside the zone of normal passenger circulation.

Ticketing vending area shall include:

Preferred location against a wall or recessed, allowing easy access without interrupting

the flow of traffic. If they are recessed, flexibility has to be provided for a future upgrade.

They will have to have an inclined top surface if they are freestanding to prevent debris

build up.

They should be located at a minimum of 0.457 m away from a perpendicular wall to allow

the front of the machine to swing open for servicing.

They shouldn´t be located against control gates or other access areas.

Shouldn´t be located where they obstruct a clear line of view.

Should be located at a minimum of 1.829m from public telephones (to preserve privacy

when conducting electronic transaction).

Should have concealed conduit/cabling;

Should provide a maintenance space/chase for conduits.

Ticket vending machines should be able to generate reserved and unreserved tickets,

accept paper currency and coins, give refund of balance of fare amount, and accept

credit/ debit cards.

Concealed power and data infrastructure shall be provided at each ticket vending

machine location.

5.6.7 Planning of Departure Lounge and Arrival Hall

The overall design of Bijwasan world class station traces the circulation of the passengers from

arrival to departure, ensuring that each juncture required in the movement of the passenger is

as seamless as possible. The design of the spatial organization of the station considers the

sequence of the passenger´s activity in a clear, logical and sequential manner that promotes

efficient passenger circulation.

Therefore, the design of the concourse and station control areas channels and segregates

incoming and outgoing passengers, in order to minimize cross flows and conflicts. Arrival and

departure areas are distinct and separate and located on different levels with no direct passenger

connection between them. Departure areas should be in the direct flow of passenger traffic

entering the station and platforms. Concourse area is drawn contiguous with all main entry gates.

Arrival areas are remote from departure areas and facilitate exiting through different station

access point from the main departure areas.

5.6.8 Planning of Commercial Areas

Knowing that the concourse will be the main congregation space for the station, its design

reflects the highest quality public space aesthetic for public open space.

The integration of joint commercial development into railway stations enriches the station

environment, providing convenience as well as substantial revenue generation. Incorporation of

concessions into overall station design involves the seamlessly coordinated efforts between the

Indian railways and the concessionaire and must be well integrated into the surrounding

community.

The Bijwasan world class station will host two basic commercial areas:

Retail concessions catering to non-travelers and travelers.

Concessions with optional amenities catering to travelers only.

The commercial areas shall meet the following goals:

Concessions shall be integrated into the station design to eliminate any potential conflicts

with passenger circulation.

Control of the collection and disposition of the concession generated trash.

Concessions should be incorporated into station design as an integral part of the

architecture of the station and shall be consistent with each station design.

Clearly differentiate signage for concessions from informational and directional signage.

Investigate use of unmanned concessions, such as automated teller machines (ATM) or

other vending machine-type operations, as security requirements permit.

Coordinate space availability and constraints.

Coordinate safety requirements.

Integrate the concession design with the finishes and design of the station.


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Concessionaire as per requirements of the CA and the technical schedules shall provide

food shops in unreserved waiting areas for the use of MOR to provide services to

economically limited passengers.

Concessions are a vital element in the activity of the stations, contributing to a feeling of safety

and are considered as an amenity by the majority of customers.

Commercial areas contained are arranged to facilitate the movement of the passengers,

interacting with them in an orderly and visually pleasing manner.

5.6.9 Planning of Parcel, Linen and Catering Supplies Handling Areas

As stated at the Manual for Standards and Specifications for Railway Stations, for the creation of

an effective and efficient parcel storage and movement system, the station shall consider the

following:

Designated station areas including platforms to accommodate vehicular transport of

parcels from trains to storage areas and vice versa.

Assessment of all plausible alternatives for the handling of parcel storage and movement-

related functions, e-g, provision of over or subway access from one platform to the other

to permit concentration of parcel area in one location lifts for parcels and adoption of

the best alternative.

Consolidation of all parcels area from the rest of the station to permit complete isolation

of any potential risk to the passengers in the event of a safety or security incident in the

parcel area. Compliance with all applicable fire and safety codes.

Access to the station for parcels and within the station is separated from all other circulation

and the following should be the general requirements:

Vehicular access, although can be common, loading ports for parcels should be separate

and configured with adequate space so as not to interfere with other vehicular traffic.

Parcel area will be accessible only to parcel staff.

Circulation between platforms for parcel handling shall be planned to minimize potential

conflict with train operation, for example using over-ways or sub-ways.

Mechanized loading and unloading of parcels to and from the train.

5.6.10 Planning of Baggage Handling Areas

As stated at the Manual for Standards and Specifications for Railway Stations, the station shall

consider the creation of an effective and efficient baggage handling and movement system to

ensure a high level performance.

5.6.11 Connections to Other Transport Buildings

The station is thought to be merging with the other existing transportation systems. Bijwasan

railway station design facilitates convenient transfers to other mass transit system lines and

modes of public transportation toward a goal of achieving a seamless local and regional inter-

modal public transportation network.

The surrounding areas have been planned and designed with the purpose of maximizing free flow

traffic movement, thus avoiding traffic jams inside and outside the station. Customer must be

provided with enough options to leave the station campus after completing the journey: regional

buses, taxis, auto rickshaws, metro and, by metro, to the IGI airport.

5.6.12 Provisional Scheduled of Accommodation

The station is designed to permit future enlargements of most of the station areas. The structure

modulation foresees, for example, the future expansion of the areas when needed and the urban

pattern where the stations are located is thought to provide open spaces in order to ensure

feasible extension of Bijwasan stations.

Regarding to the master plan layout, the figure below shows the areas where the growth of the

station can take place in the ground level.

Figure 24: Areas at Ground Floor for Future Enlargement


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These areas can be used for support and service areas in case that the surfaces required became

insufficient, as it is shown in the Table nos. 14 & 16. However, in the future, a capacity analysis

shall clarify which areas will need to be enlarged.

Underground Parking may also be enlarged by occupying the basement of the open spaces at one

and the other side of the station building.

Figure 25: Areas at the Basement for Future Enlargement of the Parking

When looking at the first floor, the level which holds the departures movement, an unexpected

growth of the number of passengers might make an enlargement of the surface unavoidable.

The zone which hosts the concourses and the waiting areas can always grow by reducing the

commercial area in the unpaid area of the first floor, The scheme below shows how, if more area

needed, the building could be enlarged even more by growing over the rear square and even over

tracks and platforms.

Figure 26: Areas at the First Floor for Future Enlargement of the Waiting and Passengers Supporting Areas

The layout of the station permits an easy and feasible link between the initial building and the

possible new enlargements in order to ensure that the concept of the station is future proof.

During the first steps of the project, a secondary exit on the airport boundary side was studied.

However, due to the impossibility of occupying the existing road and moving it some meters to

the east, towards the airport runway, the idea has been reconsidered and the exit module was

finally removed. This fact illustrates how flexible this modular construction can be.

5.7 Sizing & Planning of Station Elements

Bijwasan world class station is thought and designed integrating the local planned development,

considering adaptive reuse and incorporating existing urban resources wherever possible.

In the adopted solution, the sizing of the station and its location gives response to two main

goals:

The intention of segregating efficiently different passenger flows through different

pedestrian interior paths (accesses to platforms are also separated)

The intention of creating a fast connection with other transport modes’ stations and

buildings.

How these goals have been achieved is shown in the drawings of this Master Plan.

The extension of the first floor towards the Metro Station and, through it, towards the Bus

Terminal, formalizes an over-bridged shaped Railway Station Building.

The station building is slightly offset from the axis (centre) of the platforms in order to permit

its extension till the principal access road to Dwarka-Sector 21, west from the Metro Station. The

height restrictions imposed by to the AAI (Airport authority of India), as the site is falling in the

air-funnel of the airport, is also one of the main reasons for the eccentricity of the station

building.

Main characteristics:

Segregated flows: arrival/departure passenger movement and circulation at different

level, never interfering between them, with departures at ground floor and first floor and

arrivals at the basement, having the basement street frontage. However, in the first

phase of the station building, the passengers going to the metro station via the covered

walkway will have to use the entrance of the station building on the ground floor. In the


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second phase, the passengers going to the metro station from the arrival hall will have to

use the concourse floor as well.

Under passes for passengers exiting the platforms to the arrivals hall, while the access

from the departure hall to the platforms is done through the over-bridged shaped

building.

Provision of a basement located parking, again with frontage to the arrivals street; hence

with direct access from and to the street, natural lighting and ventilation possibility. The

parking in the first phase is a surface parking on the ground floor across the F.O.B. above

the arrival area.

Cross disposition of the station providing this way a connection to the existing Metro

station;

Possibility to create a green axis in order to integrate the station within the surrounding

areas. The station will have its principal façade to the new Park.

Maintenance buildings will be kept in the rear, not visible from the main entrance to the

station.

Vast Commercial zone highly accommodated into the station that can also partially be

promoted by a third party, as it is a saleable area.

Independent Service entrance to support areas (Parcel, Linen, Baggage, Catering) at

Ground Floor, linked to platforms through underpasses. In the first phase the parcel area

is at the basement floor. Although it is facing the main circulation road, the access to the

parcel area has been kept separate from the regular traffic the detail of which has been

shown in the circulation plans.

5.8 Station Building Design Principles

The architectural expression for the world class station of Bijwasan is thought to be iconic as it

has to represent the Northern Railways and the sub city of Dwarka.

The aim of the solution adopted for the Master Plan is to give space to the station to be seen

when approaching to it and, in order to fulfil that purpose, the accesses to the complex are

liberated of everything that could suppose an obstacle for the sight.

The goal of the design is to propose an organic shaped building that works as an over-bridge

linking the platforms with the metro station.

Figure 27: Side View of the New Station

Figure 28: Thermic Behaviour of the Station - Detail


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Figure 29: Aerial View of the Phase-1 Development

Figure 30: Aerial View of the Phase-1 Station Building

Figure 31: Aerial View of Final Phase Development

Figure 32: Aerial View of the Station Building Final Phase


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5.8.1 Architecture. Building Shapes and Detail Considerations

In the design of the Bijwasan world class station, architecture occupies a prominent position in

the definition of the Bijwasan Master plan. All buildings, regardless of their use, must respond

to the needs of contemporary architecture.

A logical, objective and global strategy has been developed to define the geometric and the

constructive features of each building. This idea should serve as a stimulus for this strategic part

of the city as well as create a uniform and an attractive view that can give a good respond to

both current and future needs.

Roof envelopment will be supported by the structural sheet metal deck, a highly insulated roof

is finished with metal trays and flexible solar panels.

Figure 33: Roof Construction Scheme

The description of the roof is as follows:

(1) Flexible mineral wool insulation protects thermal comfort, prevents condensation

spots by protecting the whole structure and improves acoustic comfort against

exterior and impact noise.

(2) Raised fin joins secure connection between structural deck and trays and provide

an inexpensive and durable solution against water. These fin joins are settled upon

galvanized steel trays which conform the outside cladding. Dry joints prevent the

use of chemical solutions for waterproofing in the most part of the roof.

(3) Flexible PV panels accompanying each try.

The proposed industrial-grade roofing solution provides a reliable cladding system that performs

also as PV panels support and interior finishing, an inexpensive, durable and fine-looking solution

that combines geometry and strong materials to provide a maintenance-free roof.

1

3

2

1

3 2


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5.8.2 Station Building Area Program

Summary of areas in Station:

The total built-up area for the phase 1 building is 45,782 sqm (Forty five thousand seven hundred

eighty two). The ground floor which serves as the departure hall has the entrance and station

operational areas. The total area of the ground floor is 9100 sqm (Nine thousand one hundred).

The First floor which primarily serves as the concourse with retail and access to the platforms

has a total area of 17,010 sq.m (Seventeen thousand ten). The basement has the arrival hall and

has a total area of 15,850 sq.m (Fifteen thousand eight fifty).

The following table describes the room area accommodation for Phase-1 station development in

detail

STATION PHASE-1 BASEMENT GROUND FLOOR FIRST FLOOR

1. Under ground Parking 0 0 0

2. Entrance 4215 2014 0

3. Retail and commercial 754 0 1993

4. Toilets 260 161 238

5. Janitor Room 49 8.24 0

6. Machine Room 49 16 0

7. Electrical Room/ Electrical panel room 55 270 52

8. Parcel storage and movement 2175 0 0

9. Railway facilities 3619 998 0

10. F&B kiosks 0 54 278

11. Accounts office 0 140 0

12. Booking office 0 53 0

13. Foreign Exchange Centers 0 25 0

14. Dispensary 0 311 0

15. Station Superintendent 0 257 0

16. Duty officer 0 35 0

17. Armory 0 20 0

18. HCM 0 19 0

19. Stolen Material room 0 21 0

20. Interrogation room 0 27 0

21. SI/IO 0 28 0

22. Women cell 0 15 0

23. Men cell 0 15 0

24. Maalkhana 0 16 0

25. Wireless room 0 21 0

26. Medical centre 0 66 0

27. Mechanized cleaning room service 0 24 0

28. On Duty male staff 0 77 0

29. On Duty female staff 0 88 0

30. Linen Room 0 25 0

31. Prayer Room 0 26 0

32. Station Master room 0 257 0

33. Staff toilet 0 64 0

34. Surveillance Room 0 71 0

35. CCTV Surveillance room 0 98 0

36. GRP 0 58 0

37. Tourist information centre 0 25 0

38. Enquiry / Platform ticket desk 0 58 0

39. Ticket collectors lounge 0 72 0

40. Unreserved waiting areas 0 0 1795

41. Reserved waiting areas 0 0 1089

42. VIP Lounge 0 0 388

43. Business Lounge 0 0 388

44. Cloak room 0 0 231

45. Vertical Circulation Elements 3522 5183 1708

46. Platform Area 0 35100 0

Total 14698 45186 8160

Table 14: Station Room Areas for Phase-1

STOREY BUILT UP AREA (PHASE-1) BUILT UP AREA (PHASE-2)*

BASEMENT 15850 15850

PARKING AT BASEMENT 14405

GROUND FLOOR 9100 23465

FIRST FLOOR (CONCOURSE) 17010 65590

TUNNELS (SUBWAY) 3822 12087

TOTAL 45782 131397

* The area mentioned is inclusive of Phase-1 station area

Table 15: Station Built-up Areas


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Phase-2 Station Area

The total built-up area for the phase 2 building is 1,31,397 sq. m (One lakh thirty one thousand

three hundred ninety seven). The ground floor which serves as the departure hall has the

entrance and station operational areas. The total area of the ground floor is 23,465 sq. m (Twenty

three thousand four hundred and sixty five only). The First floor which primarily serves as the

concourse with retail and access to the platforms has a total area of 65,590 sq. m (Sixty five

thousand five hundred and ninety only). The basement has the arrival hall and parking with a

total area of 30,255 sq. m (Thirty thousand two fifty five only). The following table describes the

room area accommodation for Phase-2 station development in detail

STATION PHASE-2 BASEMENT GROUND FLOOR FIRST FLOOR

1. Under ground Parking 13189 0 0

2. Entrance 4215 4571 0

3. Retail and commercial 754 1191 8982

4. Toilets 260 112 222

5. Janitor Room 49 10 0

6. Machine Room 49 13 0

7. Electrical Room/ Electrical panel room 55 270 0

8. Parcel storage and movement 3400 3253 814

9. Railway facilities 3619 1310 0

10. F&B kiosks 0 96 0

11. Accounts office 0 247 0

12. Booking office 0 88 0

13. Foreign Exchange Centers 0 212 0

14. Dispensary 0 289 0

15. Station Superintendent 0 255 0

16. Duty officer 0 34 0

17. Armory 0 29 0

18. HCM 0 29 0

19. Stolen Material room 0 29 0

20. Interrogation room 0 29 0

21. SI/IO 0 29 0

22. Women cell 0 29 0

23. Men cell 0 29 0

24. Maalkhana 0 29 0

25. Wireless room 0 35 0

26. Medical centre 0 30 0

27. Mechanized cleaning room service 0 270 0

28. On Duty male staff 0 85 0

29. On Duty female staff 0 73 0

30. Linen Room 0 70 0

31. Prayer Room 0 70 0

32. Station Master room 0 256 0

33. Staff toilet 0 95 0

34. Surveillance Room 0 109 0

35. CCTV Surveillance room 0 111 0

36. GRP 0 289 0

37. Tourist information centre 0 171 0

38. Enquiry / Platform ticket desk 0 170 0

39. Ticket collectors lounge 0 289 0

40. Unreserved waiting areas 0 0 1808

41. Reserved waiting areas 0 0 9016

42. VIP Lounge 0 0 795

43. Business Lounge 0 0 795

44. Cloak room 0 0 198

45. Vertical Circulation Elements 6087 8135 3388

46. Platform Area 0 35100 0

47. Automatic teller machine 0 0 96

48. Travel information centre 0 0 76

49. Support services area 0 2990 0

50. Interactive enquiry centre 0 0 96

51. Security 0 0 197

Total 31677 60531 26483

Table 16: Station Room Areas for Phase-2

5.8.3 Station building. Sustainable Design Strategies

In terms of sustainability, the criteria applied on the project are the Indian Green Building

Council (IGBC) ones. According to IGBC, “A green building is one which uses less water, optimizes

energy efficiency, conserves natural resources, generates less waste and provides healthier

spaces for occupants, as compared to a conventional building”. This will be the key principle on

the whole proposal.

One of the elements that has studied in detail at this moment is a way of improving interior

ventilation and overall conditions, proposing the extensive use of solar chimneys around the

horizontal part of the roof.


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Figure 34: Chimneys

Solar chimneys work by increasing the temperature along a major part of the chimney by direct

sun irradiation, creating a convection flow inside the tube, forcing and enhancing stack

ventilation inside the building. Air gets replaced by newer, cleaner air from the outside without

any mechanical aid.

Besides, proposed chimneys also work as wind-catchers, using dominant winds to force air flow

outside the station.

The exterior chimney is made of black-painted aluminium, which ensures durability and high

thermal transmittance towards the air shaft. Top fixture shape makes the system water proof.

In the interior it will have a galvanized steel interior shaft, in order to force a convection air

flow and to favour lower layers renovation. The shaft hangs directly from the cover structure.

We plan to use ventilation shafts as supports for direct and indirect interior lighting, removing

any need for extra support structures in the interior.

Solar chimneys are an ancient solution for environmental control inside buildings. They provide

an inexpensive and maintenance-free way of improving cross-ventilation.

Figure 35: View of the Roof Appearance

5.8.4 Station Interior Architecture

The selection of materials and finishes for floors, ceilings and walls contribute to the comfort,

safety and aesthetics of the station. The finishing material´s patterns, textures and colours,

together with the station geometry, will help to define the architectural quality and identity of

the station. Bijwasan station must be operable and maintainable, vandal resistant,

environmentally friendly, fire resistant, cost effective, and visually pleasing.

The recommendation tables from Manual for Standards and specifications for Railway Stations

for finishing and illumination are below.


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Figure 36: Standards for Illumination in Railway Stations

5.8.5 Inclusive Mobility Design

According to the Manual of standards and specifications of railway stations, Handicap

Accessibility at Indian Railway Stations is essential, thus facilitating access for elderly and

physically challenged transit customers and employees. Consequently, providing a barrier free

environment which provides a high level of customer service especially to the elderly, mobility

impaired, and disabled is a commitment which needs to be fulfilled.

All Railway Stations must be fully accessible as per the requirements of the Indian Disability Act

1995 and guidelines for CPWD. ADAAG (Americans with Disabilities Act Accessibility Guidelines)

is a prescriptive standard that details specific measures for compliance with handicap

accessibility needs and will serve as a minimum requirement.

Apart from the aforementioned Manual, the latest editions of the following reference standards,

regulations and codes related to inclusive mobility design will be utilized:


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Indian Disability Act 1995

Guidelines and space standards for Barrier free built Environment or Disabled and

Elderly persons – 1998, C.P.W.D. Ministry of Urban Affairs and Employment, India.

ADA Accessibility Guidelines for Buildings and Facilities (ADAAG), 1998

National Building Code

International Building Code (IBC).

The relevant sections related to disability in the Manual of Standards and Specifications for

Railway Stations are the following:

Planning and Design Principles

Safety and Security

Station Layout and Circulation

Materials and Finishes

Lighting

Signage and Graphics

Furniture Fixtures, and Equipment

The major areas related to ensuring mobility for all and with varied disability are:

Transport & Parking

External access & entrance

Information, Display & signage system

Internal circulation & VCE’s

Toilets & other amenities

5.9 Passenger Amenities

According to the Manual for Standards and Specifications for Railway Stations, the passengers of

the future Station of Bijwasan will have a conjunct of areas that allow them a comfortable stay

while they are waiting for the trains and doing all the actions previously to get on them, since

buying the tickets (in case they had arrive to the station without the ticket), to relaxing calmly

in a comfortable space until the depart of the trains

We have considered three types of areas: Ticketing areas; Circulation areas and Waiting and

Lounge areas; and four kinds of passengers: Unreserved, reserved, 1ª Class and Executive Class.

In all the cases, the surfaces have been calculated from the rates of level of service

(m2/passenger) established in the Manual, the previsions of the future demand from the Traffic

Study and some hypothesis of passenger’s distribution, according with the train’s share in each

temporal period.

The general requirements and the areas to consider in the new world class station of Bijwasan,

are following:

Entrance

Control Area

Shops (Food and Retail)

Travel information Centres

Toilets

Automatic Teller Machine

Foreign Exchange Centres

Fare Vending

Ticketing/ Information

Ticket Vending Machines

Interactive Inquiry Centres

Station Information Centres including wheelchair facilities

Control Gates

Tourist Information Booth

Concourses

Access to all platforms

Unreserved waiting areas

Reserved waiting areas

Lounges

Toilets

Cloak room


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Concessions( food shops, convenience retail shops)

Managed food shops ( Unreserved waiting areas)

Station Information Centre

Ticket Vending Machine

Interactive Inquiry Centres

Automatic Teller Machine

Public security stations

Vertical Circulation Elements

Platform Area

Waiting Area +Lounges

Seating

Toilets

Food courts

Retail shops

Public Support Areas

Men´s restroom

One accessible toilet

One urinal

Two lavatories with mirror (s)

One infant changing table

Women´s restroom

One accessible toilet

One standard toilet

Two lavatories with mirror (s)

One infant changing table

Parcel Storage and Parcel Movement

Support Service Areas

Staff

Lockers

Eating /Lounge Area

Toilets

Station Management

Station Control

Station Security

Administration offices

Train Passenger services

Catering

Bedroll services

Luggage Storage

Maintenance and Operation spaces

Operations

Train operations

Station operations

Cleaning and Supplies

Station cleaning

Supply storage

Fixture Supply storage

Janitors closet

Utility and Infrastructure

Electrical Service Rooms

Electrical Equipment Rooms

Mechanical Equipment Rooms

Plumbing Service Rooms

Sewage/Fire Suppression Service Rooms

Train control Rooms

Equipment Storage


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Proposed Facilities / Amenities

S. No. Type Proposed Amenities Phase 1

Proposed Amenities Phase- 2

(with existing platform configuration but passenger estimated for design year

2053)

1. Ticketing Block Ticketing blocks will be located at ground floor hosted into the Control Area. Ticketing blocks will be located at both ground and first floor hosted into the

Control Area, with an approximated surface of more than 80 sq. m per block.

2. Booking Windows Booking windows located in the Control area, hosting travel information centers,

foreign exchange centers, Fare vending and ticketing/information.

Booking windows located as well in the Control area, hosting travel information

centers, foreign exchange centers, Fare vending and ticketing/information with a

total surface of approximated of 250 sq. m per floor.

3. Enquiry Office Enquiry offices are provided at the entrance at ground floor. No enquiry office is planned; instead, Information centers are thought to be

located at every floor, with an approximated surface of 20 sq. m per block.

4. Parking Facilities Surface parking is proposed in the ground floor as per immediate traffic

projections.

Provisions are made in the Master Plan for the traffic projection for the year

2053.Parking Area proposed is 42,000 sq. m

5. Entry points: Security check + Ticket check Security check and ticket check located in the Control Gates as stated by Manual

of Standards at ground floor as well as first floor before the concourse

Security check and ticket check located in the Control Gates as stated by Manual of

Standards with an approximated surface of 300 sq. m

6. Concourse Concourses are developed at first floor level, hosting reserved waiting areas,

unreserved waiting areas and lounge zones and retail areas.

Concourses are developed in underground (13000 sq. m) and first level (18000 sq.

m), this last one hosting reserved waiting areas ( more than 2012 sq. m) ,unreserved

waiting areas(more than 1074 sq. m) and lounge zones (more than 326 sq. m for

the first class lounge and more than 378 sq. m for the executive lounge)

7. Waiting Rooms The waiting areas are primarily located at the first floor and platforms. These

areas are serviced with seating, and retails including food and beverage kiosks,

and toilet block

Each level is catered with waiting cores and lounges spread all over the walking

zones. These cores, host seating, food shops, toilet blocks and retail shops.

8. Toilets/Lavatories Each area is provided with toilet blocks as per NBCC standards and norms. Each zone stated by the Manual for Standards and Specifications will be provided of

Toilet blocks of an approximated surface of 50 sq. m per block.

9. FOB There is an FOB connecting the drop off area and the main station building.

However there are no FOB’s planned for access to the platforms, as we have

provided a concourse for that purpose. The passengers alighting from arriving

trains will have to use the tunnels connecting each platform to the main building

as per the overall scheme of segregation.

No fly over bridges are thought to be located in this station, as the access to the

platforms will be done by the main building and the arrivals hall will be located in

the underground..

10. Platform Based in studies of demand in the worst case (Passengers) /Centre Platform with

a width result of 11.25 for each Platform center(m)

Based in studies of demand in the worst case (Passengers) /Centre Platform with a

width result of 11.25 for each Platform center(m)

11. Platform height and finishing Will be provided as per MSSRS. Will be provided as per MSSRS.


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Proposed Facilities / Amenities

S. No. Type Proposed Amenities Phase 1

Proposed Amenities Phase- 2

(with existing platform configuration but passenger estimated for design year

2053)

12. Snacks bar Provision as stated by manual for standards Provision as stated by manual for standards

13. Parcel Movement A separate tunnel has been provided for the parcel movement from the platform

to the station building. However in the first phase the parcel handling area and its

dispersal and loading/unloading bays has been kept the basement level with a

separate traffic movement so that there is a segregation from the arrival passenger

traffic.

A central parcel path way is provided in the underground floor with full access from

the exterior, besides, the side passengers´ underpass can be used in case that is

needed.

14. Information screen Available per each floor ,provision as stated by manual for standard Available per each floor ,provision as stated by manual for standard

15. Clocks Digital clocks are available per each floor, provision as stated by manual for

standards

Digital clocks are available per each floor, provision as stated by manual for

standards

16. Coaching information Board Available at each floor, provision as stated by manual for standard Available per each floor ,provision as stated by manual for standard

Table 17: Proposed Facilities / Amenities in Station


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However, it has to be taken into account that the areas and surfaces presented above are based

in the studies done during the KD3 stage, according to that, these areas represents the basis to

adjust and develop the definitive surfaces for this report.

5.10 Logistic Area

The Landuse Zonal Plan K-II for the Dwarka Project determines an exclusive Railway Passenger

Area for the Sector 21.

In addition to this use, a Logistic area is proposed to be developed on the other side of the UER

II road.

5.10.1 Logistic Area Planning Objective

Bijwasan World Class Station shall been designed following the principles detailed in the ¨Manual

for Specification for standards and specifications for railway stations¨.

The development of the Master Plan shall include a Logistic Area. This space has been designed

under the next key elements:

Accessibility

Safety and Security

Fast and Efficient handling zone

Flexible open spaces for tracks

Adequate storage areas

Controlled areas

5.10.2 Logistic Area Sizing and Location

The Logistic area is designed integrating the local planned development and shall incorporate

exiting urban resources wherever possible.

The road system proposed for this area is a ring road system that surrounds a central storage

core. One line of storage buildings is directly linked to the loading/unloading parcel platform. In

addition to this development, some facility buildings (such as railway administration and Hotel

for truckers or Railway personnel) are proposed to be located in this area to give service to

handling processes.

The rest of the area will be developed with Mixed Uses, mainly related to logistics and stores

due to the closeness to the Railways parcel area and to the logistic area proposed by DDA in the

neighbour sector. The height restrictions imposed by the airport lead to recommend logistic and

commercial uses like wholesalers, furniture stores, etc.

5.10.3 Connections to Traffic Pattern

The ring road system proposed in the Logistic area is connected directly to the UER II road which

is sufficiently broad to assimilate heavy traffic. Some roundabouts of the interior road system

are designed to connect with future urban pattern developments.


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6 MASTER PLANNING

6.1 General Considerations

One of the objectives of the project is to transform Dwarka Sector 21 into a modern centre of

attraction for Delhi citizens.

The adopted design takes advantage of the strategic location to generate an inviting urban centre

where different uses can evolve respectfully and can permit Delhi´s citizens enjoy a new modern

and healthy public space.

The main criteria and elements to be considered in the development of the Master Plan for

Bijwasan are following:

Efficient connectivity between different transportation systems

Improve the integration with the current urban pattern

Inviting urban design

Promote the internal functionality of the station also its permeability, with new

accesses from the urban space

Modern and attractive architecture (Specially the Railway Station)

Pleasant Green zones

Effective road system

Isolation from acoustic contamination (airport, railway)

Environment improvement

Efficient parcel area

Propose a successive and phased implementation that gradually relocate some uses

and remove others. Relocations will only be possible at a long term.

6.2 Urban Context

With a population of 23 Million inhabitants and covering an area of 1482 square kilometres, Delhi

is the capital of India. As one of the fastest growing cities in the world, Delhi is incorporating

several remarkable infrastructure projects.

Among the multitude transport infrastructure in development, railways have been given special

attention. The existing Bijwasan Station, which lies on the south west of New Delhi, shall be

replaced by a modern railway station, offering world class facilities to the passengers.

The future Bijwasan Station will be developed on Dwarka Sector 21. Dwarka area is one of the

zones of Delhi with more development in the last years.

The railway land available at Bijwasan for the construction of the new terminal is 145.39 ha.

Land measuring 110.07 ha has been earmarked by DDA (Delhi Development Authority) for

Northern Railways; remaining of approximated 12.91 ha is under litigation between DDA and

current occupants (village, farmhouses, school, cremation yard, grace yard…). However,

according to the land survey demarcation 109.57 ha of plot is only established at ground for

development as Taj Vivanta Hotel and DMRC depot may have occupied some part of the plot. In

addition to this, 22.90 ha of land abutting this plot under existing main line will also be available

for development.

Figure 37: Land Area Available

AREA STATEMENT

A Sq.m Hect.

Area under road /main line 229000 22.90

B Land acquired from DDA by NR 1095795 109.58

C

Land under litigation

Govt .girls sr sec school 24267 2.43

Grave yard 4806 0.48

Cremation ground-1 5299 0.53

Anup narang farm 17014 1.70

Chawla&jain narang farm 21218 2.12

Govt. Boys sr. Sec school 21510 2.15

Pond 8901 0.89

Mohmad shahbadpur village 25605 2.56


Total land to be acquired 129125 12.91

TOTAL LAND (A+B+C) =145.39 Ha ******

Table 18: Area Statement Table


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This site is crossed longitudinally by the current railway line from Delhi-Jaipur and is located

close to the Indira Gandhi International Airport. The Site is also crossed transversally by the UER

II road. There is a metro station, called Dwarka-21, which was recently finished. It is served by

2 lines: Airport Express Line and Blue Line. Several Metro extensions are planned in the area:

Blue Line is to be extended within Dwarka

Airport Express Line will connect Dwarka-21 with Gurgaon through Bijwasan

A new Light Rail Transit (LRT) line following the Northern Peripheral Road [NPR] is planned

Figure 38: Other Planned Infrastructures

The Government of Delhi is also planning to develop an Inter State Bus Terminal (ISBT) adjoining

the railway land on the west. This ISBT is expected to cater about 1.5 Lakhs commuters daily

and the plan is to have all interstate buses from Haryana and Rajasthan to terminate here itself

to reduce congestion in the city and provide an organized system of intercity bus movement.

This state of the art bus terminus is being planned to have separate bus bays for local and

intercity buses with waiting area, book stalls, restaurant, internet cafes and a hotel for transiting

passengers. It is being visualized to connect diverse transportation modes like interstate buses,

commercial passengers’ shuttle, intercity metro rail, airport shuttle, taxis and auto rickshaws.

Skywalks or subway is envisaged between the metro station and the ISBT.

Second diplomatic enclave, housing embassies of about 40 nations, is planned to come up in

sector 26 – 29 of Dwarka. Sec 26 is adjoining the site on its south.

An International Convention and Exhibition Centre has been planned by DDA in sector 24, which

is about 2.5 km west of the site. It will have an auditorium with capacity for 12000 persons in an

area 86,400 sq. m, a hotel complex of 60,000 sq. m and a commercial complex of 36,600 sq. m.

Integrated freight complex was provided in the MPD 2021 but this is under review considering

the objections to congesting the roads by trucks. In any case the proposal for railway freight

terminal which had been planned here has since been dropped, as advised by Northern Railway

in the meeting held on 02.05.2013.

At this moment, the area is basically empty and unlinked to the current urban pattern. At the

moment some farm fields, a government school and a crowded village can be found in the site.

As previously explained, all these elements are inside Sector 21, but do not belong to the

Northern Railways property. Railway has some temporary facilities not to be considered in the

future development.


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The Landuse Zonal Plan K-II for the Dwarka Project determines an exclusive Railway Passenger Area for

the Sector 21.

Figure 39: Master Plan of Delhi 2021 Zone K-II (Dwarka)


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Figure 40: General Plot


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6.3 Station Master Plan

6.3.1 Station as a Link

The development of the station must not see the new building only just an isolated iconic item,

but understand that a world class station has to be also a fully integrated part of the Master

Plan, thus to become a key piece to link the surroundings.

Figure 41: Aerial View of the Station and the Master Plan

6.3.2 Intermodal transportation Hub

The location of the new world class station is strategic due to the transport systems that are

settled around it. Therefore, when designing the new Bijwasan world class station, the

connections between them, have to be taken into account accurately.

As stated before in this document, the future Bijwasan Station is proposed to be developed on

Dwarka Sector 21, over approximated 145.39 ha flat field owned by Northern Railway. This site

is crossed longitudinally by the current railway line from Gurgaon to Delhi and located close to

the Indira Gandhi International Airport. The site is also crossed transversally by the UER II road.

Besides, the Delhi Metro provides connectivity to this site through a new Metro Station recently

finished inside the Sector 21.

In addition to this, an Inter State Bus Terminal and a Park & Ride area are proposed to be

developed near the site. All these features make the area especially interesting from the point

of view of transportation.

6.3.3 Public spaces development

The development of the public open spaces has a relevant importance, because these spaces

have the objective of linking uses and protecting the urban areas from acoustic and visual

contamination. They also grant an overall view of the whole development and serve as a symbolic

link to the local culture, to the series of Delhi´s famous landscaped gardens and parks.

The aim of this Master Plan is to provide a new urban space in which several uses can be

developed and dialogue efficiently.

In addition to this and due to the specific location of the Sector 21 (close to a railway line,

airport, UER II and metro line), the urban equipment tries to define friendly urban spaces

protecting citizens and buildings from the possible impact of these urban facilities.

The main public space is located in a “core” square that serves as the urban hall. All transport

lines are linked to this space. A green pedestrian path starts and ends in this square and runs

along the area facing the north and south crossing a modern office area. This green axis must be

treated with a special project of landscaping in order to grant a friendly urban response to the

citizens.

Less aggressive native plant species and artificial lakes will be promoted along this path.

The landscaping around the development prevents the different uses from the acoustic impact

that comes from airport and the railway yard.

6.4 Master Plan

The proposed solution is based on the development of a clear and efficient urban pattern that

can be divided into three different parts:

Mixed Uses Area in the north

Commercial and Transport zone in the center


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Mixed Uses in the south

Mixed Uses have been broadly categorized into hospitality, commercial offices and retail areas.

Refer attached drawings in the report for details.

The Master Plan follows TOD suggestion of dividing the plot into blocks of no more than 300m

length, in order to provide appropriate connectivity between the different areas. Wide green

spaces are proposed to serve also as pedestrian connection. A green route passes through the

core space where all transport systems (metro, railway station, road main access, future bus

station, park & ride) have a station.

The basic principles are:

Efficient connectivity through the UER II road (both South and North Area of the plot)

and with other road systems

Optimal sized interior road system

Interior “ring” road system, finer street network

Transport central square (Urban core)

Green pedestrian path, wide green areas.

Mixed uses around the Station

Good connection between transport buildings

World class railway station with clear flow separation

The main access to the south area is made through a new large roundabout on the UER II. An

interior ring road system is proposed in both sides (south and north areas of the plot) divided by

this express way. This type of urban pattern permits to leave the interior spaces free. A green

pedestrian path is proposed to be placed on these interior spaces, seeking to create friendly

urban spaces within walking distances.

The spaces distribution and the building heights are adapted to the constraints originated by the

airport runway and its air funnel (the routes of the planes landing and taking off). These

limitations are located basically in the central-south part of Sector 21. The less height buildings

are proposed to be placed in this part. The height of buildings grows as distance from the runway

increases.

Native tree species will be planted around the whole area seeking to reduce the acoustic impact

of both the Airport and UER-II highway.

The characteristics of the adopted solution are:

Cross disposition of the station connected with the existing metro station on its side

façade.

Parcel and logistic placed at the west side of the plot combined with commercial uses.

Green axis along the plot.

Commercial mall located near the station.

Figure 42: General Layout

Plot areas are as follows:

MASTER PLAN FINAL PHASE

USE GROUND COVERAGE

(SQ.M) PERCENTAGE OF TOTAL SITE AREA

BUILT-UP AREA (SQ.M)

WORLD CLASS RAILWAY STATION 65,590.00 4.51 1,31,397.00

RAILWAY FACILITIES 23,079.00 1.59 23,079.00

MIXED USES 5,97,371.00 41.09 11,03,194.45

YARD PLAN 4,22,888.00 29.09 0.00

OPEN SPACES 1,15,719.00 7.96 0.00

ROADS 1,87,638.00 12.91 0.00

LAKES 41,635.00 2.86 0.00

TOTAL PLOT 14,53,920.00 100.00

Table 19: Summary of Plot Areas


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6.5 Phase 1 for the Master Plan

As it is said in the chapter before, the first phase considers the assumption of Far 1, as established

by DDA, distributing the land use as follows; 70% of the land under railway operations, 30% under

building operations and only 15% related to hospitality.

S.no Use premises Activities permitted

Development controls

Area under

operation (%)

Area under

building (%)

Far*

Floor area that can be utilised for passenger accomodation

1.

Rail

terminal/integra

ted passenger

terminal

All facilities related to

railway passengers,

operations, goods

handling, passengers

change over facilities,

including watch and

ward, hotel.

70 30 100 15%

Table 20: FAR as per MPD 2021

According to this policy, there are some areas that must be constructed in the initial phase, so

the areas taken into account to be developed in the first phase are the following:

Figure 43: Phase-1 Development Landuse

Based on Development Controls Norms, the following table show the Areas on site:

TOTAL GROSS PLOT AREA 15,40,929

TOTAL NET PLOT AREA 14,53,920

FAR SCENARIO

TOTAL PLOT AREA 14,53,920

FLOOR AREA UNDER OPERATION 10,17,744 (70% )

FLOOR AREA UNDER BUILDING 4,36,176 (30%)

FLOOR AREA PASSENGER ACCOMMODATION 2,18,088 (15%)




Built Up Area from Multilevel Parking (25%*14405) 3,601


Table 21: Phase - 1 Area Statement

In 2010, Northern Railways proposed the layout for tracks. After deliberations, this proposal

suffered several changes:

i. The terminal has to be planned for horizon year 2053 only for handling passenger. There

will be no freight traffic in future Bijwasan terminal, since space for loading/unloading

of freight in the tentative plan was considered inadequate.

ii. Area is to be earmarked for commercial development to enable financing of proposed

terminal.

iii. Washing line and sick line complex is to be provided on both ends due to land

constraints.

iv. The handing over of remaining land i.e. 12.91ha will take time hence; development

could be planned in two phases: before vacation & after vacation of remaining area.

A Road over bridge in lieu of level crossing No.21, in south of the existing BWSN station on the

Delhi –Rewari main is currently under construction, amounting to Rs.59.3 crores.

Due to the aforementioned changes, the track layout for Bijwasan station has been changed and

refined. Current yard plan, recently redesigned by Northern Railways, can be found in drawing

nos. BWSN-TL-KD4-ARC-PLN-100 to 105 of this document.


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Figure 44: Phase-1 Development

Figure 45: Phase-1 Development Aerial View

6.5.1 Phase 1

The works that will be done during the initial phase of the Master Plan will be the following:

Construction of the station

Construction of the ring Road that cater the station and the surroundings

Construction of all the facilities related with the operation of the station

Construction of housing blocks for the station operation staff

Maintenance of farms

Maintenance of the village

Maintenance of school

Maintenance of the lakes

Construction of the computer passenger reservation office

The built up Area is calculated based on the current norms with a FAR under 100. The proposed

multi storey parking, as per the chapter 12 in MPD norms:

The built up area can increase taking into account the gross area from the Parking (14405 m2).

The area of parking is given in the table below



BUILT UP AREA MIXED USES (PHASE 1) 3,99,579

BUILT UP AREA FROM MULTILEVEL PARKING (25%*14405) 3,601

BUILT UP AREA MIXED USES (PHASE 2) 7,03,615

Table 22: Phase-1 Development Built-up Area

This Master Plan decides to spend the these built up area on Phase 1 i.e. 2,31,576 m2 for Railways

elements and 3,99,579.19 m2 for mixed uses under limitations from the MPD 2012.

The report in its subsequent chapters contains the details of this area called now as mixed uses

trying to show the different way for managing it in order to improve the revenues coming from

the investment in this plot.

Figure 46: Final Phase Development

12.1.3.7 MULTILEVEL PARKING

Multilevel Parking facility should preferably be developed in the designated parking spaces or in the

residential public-semi-public facilities, commercial, transport node, DTC depot, etc., with the

following Development Controls:

Minimum Plot size – 1000sqm.

In order to compensate the cost of Multi-level parking and also to fulfil the growing need of parking

space within urban area, a maximum of 25%of gross floor area may be utilized as commercial / office

space.


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6.5.2 Final Phase

Relocation of the village

Relocation of school

Urban equipment development

Master plan final development

There are 12.91 Ha of the land under litigation. Finale Phase or the Phase-2 will come when that

land was given to Railways and probably when the land available at this moment can develop

under UTTIPEC Guideline, who, probably, will increase the FAR of the Total Plot.

The proposal will change the actual view into a new Hub of Transportation. The area under

influence of UTTIPEC is, right now, 300m from the metro station and also from the railways

Station, That´s means the whole plot is under the shape of that influence and show this area for

the future as a real gold mine.

Figure 47: Influence Areas according to UTTIPEC Policy

Figure 48: Final Phase Aerial View

Figure 49: View of the Final Phase Completed


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7 STRUCTURAL AND GEOTECHNICAL CONCEPTS

7.1 Introduction

The structural design methodology explained in this chapter applies to the proposed station

buildings structure and all associated structures that are part of the development. The structural

concept design also contains brief references to all the facilities included on the Master Plan.

Bijwasan Railway Station Building will be a one-story building high over ground level structure,

and it will have a basement level and parking under this basement level at the west side (metro

station side).

The Station consists of a “bridge building” over the ground floor, leaving free room under their

spans for railway lines, roads and different vehicle or passenger access or exits.

7.2 Structural Considerations

The Design Concepts of the Structures is based on Limit State method of design as envisaged in

IS 456 – 2000, and all the structures will be designed for Dead loads, Imposed loads, Live loads,

Seismic loads and Wind loads taking into consideration the relevant Codes and load combination

specified in them. So, the objective of this chapter is to provide the concepts being adopted in

design of structures and facilities as per Relevant BIS, IRS and IRC codes while integrating

requirements of the project.

The proposed buildings will be designed in Reinforced Cement Concrete framed structures; steel

structures will be used for roofs and long span elements over the tracks. Concrete structures are

preferred because they need less maintenance than steel structures, which accounts to more

economic and sustainable buildings. Steel structures, on the other side, are required for easy

mounting and construction over non interruptible railway tracks, or where structural depth must

be keep to a minimum.

All underground structures, tanks, retaining walls, box culverts, etc. shall be designed as RCC

construction as per considered soil data. Waterproofing for water retaining structures shall be

carried out with injection type chemical grouting.

Given the huge dimensions of the Roof and its special variable shape, it will be worthy to conduct,

at a well-known Laboratory, a wind tunnel test to assess the real wind pressures on the structure.

These wind tunnels tests have long proved to be of economical and structural relevance. They

help to quickly point out potential local suction/pressure peak sources and also to produce subtle

changes in roof geometry and materials that greatly benefits the general output.

Wind tunnels structure tests generally let Designer use smaller global forces on the main

structure, due to the fact that Code formulae are envelopes of multiple possible (and generally

most adverse) situations, while a wind tunnel test is focused in the real structure to be built and

the actual or future conditions at its surroundings.

7.3 Design Codes and Standards

The designs of the structures shall comply with the following Codes will be used in various stages

of works.

IRC Codes:

IRC -5 – 1985 : Standard Specification and Code of practice for Road

Bridges General feature of designs


Bridges – Loads and Stress


Bridges – Cement Concrete (Plain and Reinforcement)

IRC -37 – 2001 : Guidelines for the Design Flexible Pavements

IRC -15 – 2002 : Standard Specification and Code of practice for

Construction of Concrete Roads

IRS Codes:

IRS Substructure and Foundation code - 1985

IRS Bridge Rules – 1986

IRS Concrete Bridge Code – 1997


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IS Codes:

IS 456- 2000 : Plain and Reinforced Concrete – Code of Practice.

IS 800- 1998 : Code of Practice for General Construction in Steel

IS 2950(Part–1) : Code of Practice for Design and Construction of Raft Foundations.

IS 2911

(Part1/sec.1)

: Code of Practice for Design and Construction of Pile. Foundations for Driven Cast

In – Situ Concrete Piles.

IS 2911

(Part 1/sec.2)

: Code of Practice for Design and Construction of Pile. Foundations for Bored Cast

In – Situ Concrete Piles.

IS 2911

(Part 1/sec.3)

: Code of Practice for Design and Construction of Pile. Foundations for Driven

Precast Concrete Piles.

IS 2911

(Part 1/sec.4)

: Code of Practice for Design and Construction of Pile.

Foundations for Bored Precast Concrete Piles.

IS 2911(Part III) : Code of Practice for Design and Construction of Pile. Foundations for Under –

Reamed Piles.

IS 2911(Part IV) : Code of Practice for Design and Construction of Pile. Foundations for Load Test

on Piles.

IS 6403 : Code of practice for determination of bearing capacity of shallow foundations.

IS 9556 : Code of Practice for Design and Construction of Diaphragm Walls.

IS 1904 : Code of Practice for Design and Construction of Foundations in Soils –General

Requirements.

IS 14593 : Design and Construction of Bored Cast – in – situ Piles founded on Rock – General

Requirements.

IS 806 : Code of Practice for use of Steel Tubes in General Building Construction.

IS 1893 – 2002 : Criteria of Earthquake Resistant Design of Structures: Part – 1 – Buildings.

IS 875 : Code of Practice for Design Loads (Other than Earthquake) Parts 1 to 5.

IS 4326 : Earthquake Resistant Design and Construction of Buildings.

IS 13920 : Ductile Detailing of Reinforced Concrete Structures Subjected to Seismic Forces.

IS 8009 : Code of Practice for Calculation of Settlement of foundations (Part 1 and 2)

IS 1343 : Code of Practice for Prestressed Concrete.

IS 3370 : Code of Practice for concrete Structures for the Storage of Liquids (Parts 1 to 4)

IS 2974 : Code of Practice for Design and Construction of Machine Foundations (Parts 1 to

5)

IS 4923 : Hollow Steel Sections for Structural use.

IS 10270 : Guidelines for Design and Construction of Prestressing Rock Anchors.

IS 12070 : Code of Practice for Design and Construction of Shallow Foundations on Rock.

SP 16: 1980 : Design aids for reinforced concrete to IS 456: 1978

SP34: 1987 : Handbook on concrete reinforcement and detailing.

-- National Building Code of India

Table 23: IS Codes

Where the design is not covered by Indian Standards, reference shall be made to international

standards for guidance.

Standard Software:

STAAD Pro – for Analysis and Design

In-house developed Excel Spread Sheets for Designs

Auto Cad - for Drawings.

7.4 Materials

Concrete

Keeping the durability and structural requirement, the proposed strength of various elements of

structure will be as follows:

fck = 40 MPa (precast elements, if necessary)

fck = 30 MPa (all in situ structures, except foundations)

fck = 25 MPa (foundations)

fck = 10 MPa (levelling concrete)

Concrete characteristics as detailed above might need to be improved if the structure

environment is found to be particularly aggressive (soil or water). This shall be assessed on case-

by-case basis, determining the cement characteristics, water/cement ratio, additives, etc, as

required by the applicable Codes.

Reinforcement Steel

Thermo–Mechanically treated reinforcement bars of grade Fe500 conforming to IS – 1786 will be

adopted. Yield Stress: Fy – 500 MPa for Fe500.

Structural steel

Mild steel (MS) with a yield stress of 250 N/mm² shall be used for structural steel work. High

grade (H6) steel with a yield stress of 350 N/mm2.


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7.5 Loading Standards

Dead load

All self-weight of structural members shall be considered as per IS 875 Part – I. Unit weights of

various buildings materials used are as follows:

25 kN/m3 For prestressed concrete

25 kN/m3 For reinforced cement concrete

24 kN/m3 For plain cement concrete

20 kN / m3 For Brick masonry

14 kN / m3 For Ordinary Portland cements

15.5 kN / m3 For Earth dry

19.0 kN / m3 For Earth moist

27 kN / m3 For Natural stone / Granite

20 kN / m3 For Cement Mortar

18 kN / m3 For Fine river sand

23.5 kN / m3 For Stone Masonry

78.5 kN / m3 For Steel

10 kN / m3 For Water

Imposed Loads

All the Imposed Loads shall be considered as per IS 875 Part-II.

The imposed loads recommended herein are for UDL (Uniformly Distributed Load) over the Floor.

Loading for floor finishes / Utilities / Piping / Cables / Ducts / False Ceiling etc. hanging from

slabs / beams shall be taken separately, in addition to the live loads mentioned below.

Live loads

The following Live loads are the estimated for the structural designing of the commercial &

residential buildings:

Live Load of 500 kg. / Sq. m. for commercial & public areas

Live Load of 200 kg. / Sq. m. for residential areas on buildings.

Live Load of 150 kg. / Sq. m. for terrace floor

Water tanks, cooling towers etc. shall be taken as per the manufacturer’s specs.

Wind Load

The Design Wind Load on Buildings shall be in accordance with IS 875 (Part 3): 1987

The Wind load on Building shall be calculated for:

The Building as a whole

Individual Structural elements as roofs and Walls

Individual Cladding units and including glazing and their fixings.

The design wind parameters are:

Basic design wind speed = 39 m/s (10m height in open terrain)

Buildings’ design life of 100 years

Terrain category 1

Class C structure

Topography plain

Seismic loads

Seismic load calculations shall be considered as per IS 1893

The proposed site is in seismic zone IV as per seismic zone map of India. Zone IV is a

High Damage Risk Zone.


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Since the geometry of structure is irregular and higher seismic zone, dynamic analysis

shall be carried out.

The IS code establishes a maximum ground acceleration of 0.24 g for Zone 4, so Seismic

Loads are therefore very important and will play an important role on structure design.

Various design parameters for seismic analysis are as follows:

1. Zone factor (Z) = 0.24

2. Importance factor for the structure (I) = 1.0 / 1.5

3. Response reduction factor (R) = 5.0

4. Soil Type = Hard Soil

5. The horizontal earthquake force shall be calculated for the full dead load and 50%

of live loads.

6. The permissible stresses for concrete and steel shall be increased by 25% while

considering the seismic load. The SBC value shall be enhanced for all EQ

combinations as per Table – I of IS – 1893.

7. Base shear for the building shall be calculated as V ~ AhW considering the

coefficient defining the flexibility of the structure.

8. The horizontal and vertical load resisting elements of the stilt storey are to be

designed for 2.5 times storey shear and moments calculated under seismic load.

Load Combinations

All load combination shall be considered as per IS 1893.

Following Load Combinations shall be adopted for Analysis and Design of various Buildings:

1.5 (Dead Load + Live Load)

1.2 (Dead Load + Live Load + Earth Quake Wind Loads)

1.5 (Dead Load + Earth Quake / Wind Loads)

0.9 (Dead Load) +1.5 (Earth Quake / Wind Loads)

Load combination for Analysis and Design of stilt storey elements.

1.5 (Dead Load + Live Load)

1.2 (Dead Load + Live Load ± 2.5 Seismic)

1.5 (Dead Load ± 2.5* Earth Quake)

1.5 (Dead Load ± 2.5Live Load)

7.6 Structural Analysis and Design

All structural analysis and design work shall be carried out in conformance with IS-456, IS 800, IS

1893, IS 4326 and IS 13920, IS 3370 etc.

A 3-D Analysis and Design shall be carried out using standard software like STAAD. Soil

Investigations as performed shall be diligently followed while designing the foundations and the

same shall be checked for all the Load Cases including the Earthquake Load Combinations. As

per the soil test report, the Isolated/ combined / raft foundations shall be placed at a level 1.5m

to 4.5m below the rail level/ NGL whichever is lower. Minimum bearing pressure shall be taken

as per the soil report ranging 15 to 30t/m2 or as per the geotechnical survey report for various

types or locations.

The buildings shall be checked for short term and long term deflections.

Load Assumptions

Units

All units are specified in MKS system for solving equations. Forces are in KGs and moments are

in KG-M.

Sign Convention

Positive sign indicates compression and negative sign indicate Tension.

Dead Weight

The dead weight is assumed including all fittings.

Wind Loads

Basis wind speed, Vb is 47 m/s. (As per IS 875 Part 3)

Basic wind speed is modified according to following factors:

Vz = Vb x k1 x k2 x k3

K1 = 1.06 Risk factor considering communication buildings with mean probable life of 100 years.


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K2 = Factor considering terrain height and structure size. Terrain category as 3 & class C,

structure height is 40m from ground; k2 = 1.09 (Main Station Building)

K3 = Topography factor. The site is surrounded by flat land, k3 = 1.

Vz = 47 x 1.06 x 1.09 x 1 = 54.3 m/s

Design wind pressure, Pz = 0.6 x Vz2 = 0.6 x 54.32 = 1769 N/m2 = 177 kg/m2

Seismic loading

Referring to IS 1893: 2002, the design horizontal seismic coefficient Ah for the structure shall be

calculated by the following expression.

Ah = (Z I Sa) / (2 R g)

Z = Zone factor = 0.24

I = Importance factor = 1.5

Sa/g = Average response acceleration coefficient = 2

R = Response reduction factor is taken as 5.

Ah = 0.072

Calculating base shear, VB = Ah x W

W = Seismic weight of the floor

7.7 Geo – technical engineering analysis and foundation concept

The Geotechnical Investigative Report gives a series of recommendations as follows:

Encountered soils are dense enough so buildings can be founded on shallow foundations at

minimum depth of 1.5m, always making sure that the Filling material is eliminated or passed

through. Thickness of Filling Material is up to 2 m thick in boreholes S-6 and S-8.

Foundations can consist of footings at allowable bearing pressures of 150 kPa on residual soils

and highly weathered rock, and 300 kPa on the underlying moderately weathered rock. Due to

seismic conditions, foundations may need to be tied in two directions.

Either footing or mat foundations are suitable.

Allowable bearing capacities for footings are in the range of 11 to 20 T/m2.

Calculations were made for widths 2 to 4 m and depths between 2 and 3 m.

Allowable bearing capacity for mat foundations is between 19 and 25 T/m2.

Seismicity: The project site lies in Zone IV with a/g = 0.24

The soils are not susceptible to liquefaction

7.7.1 Design Approach

To assess the (preliminary) suitable type of foundation, calculations can be made based on the

number of floors above and below ground. In this way, the approach that does not require too

many assumptions about load magnitudes and distributions, and it can cover all cases included

in the three Options, on building basis.

The approach followed is as follows: in general terms, foundations occupy an area of the building

plan in an amount that depends on the building loads, the building geometry and the soil

characteristics. The following parameters are related to the building and the soil:

𝒒𝒄 Unconfined Compression Stress of the soil. This value can be obtained directly from

the related laboratory test for clays, or from correlations from field tests (SPT blows,

dynamic tests (e.g. DPSH) or static tests (e.g. cone penetration tests).

𝝈𝑴 Maximum stress transmitted by the building. Calculated as the summation of all the

vertical column loads and dividing it by the influence area.

𝒁𝒙 Depth of basement excavation.

𝜸𝒙 Specific weight of excavated soil.

𝝈𝒔 Soil stress, defined as 𝜎𝑠 = 𝑞𝑐 + 𝛾𝑥 ∙ 𝑍𝑥

Table 24: Parameters related to Building and Soil

A discrimination criterion is defined as r, Stress Compensation Ratio:

r =σMσs

=σM

qc + γx ∙ Zx

The limits of use of r are established with some overlapping, so in certain zones, at least two

options are examined before taking a decision, as it is understood that the values of r are

provisional, and a detailed assessment (with more building and soil data) will verify the proposed


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foundation. The only advantage of this approach is that it gives the more probable foundation

solution. These limits are as follows:

𝟎 ≤ 𝒓 ≤ 𝟎. 𝟔 Shallow foundation: Footings, combined footings and strip foundation

𝟎. 𝟒 ≤ 𝒓 ≤ 𝟏 Shallow foundation: Mat

𝟎. 𝟖 ≤ 𝒓 Deep foundation: Piles

Table 25: Limits of Use of 'r '

Applying this method, it was found that most of the buildings can be founded on footings, and

only those with big difference between weight of the building and weight of excavated soil (for

basements) would need mat foundation. Piled foundations were not needed.

7.7.2 Conditions for Shallow Foundations

From the preliminary evaluation, it was found that either footings or mat foundations were

suitable foundation types. The next step would be to analyze, on building basis, firstly the

suitability of a footing foundation, and, if conditions are no met, go for a mat foundation type.

A footing-based foundation should comply simultaneously with the following conditions:

1. Allowable bearing capacity

σ_ave< σ_allowable

The following values can be taken at different depths:

15-20 T/m2 near surface (as indicated by the Geotechnical Investigations report)

30 T/m2 for one or two basements

2. Geometric limitation of footing plan dimensions:

B, L > 0.8 m

B, L < 4 m (assumed for columns span in the order of 7 m)

Where B and L are the plan dimensions

3. Settlement limitation:

Total settlement: s< s_max=5 cm

Angular distortion: ∆s⁄l<1⁄500

Where:

s: Settlement under footing

l: Span (length separation) between adjacent columns

∆s: Differential settlement between adjacent columns or footings

7.7.3 Conditions for Mat Foundations

If the above three conditions are not met, then a mat foundation should be designed.

A mat foundation is also recommended when the building is heavy (high number of floors) with

basements, so the weight of the buildings is totally or partially compensated with the weight of

the excavated soil. It is not recommended for buildings where the foundation base is located less

than 2 m below ground level.

For buildings with a significant variation of loads (i.e. zones with different number of floors) mat

foundations has to be carefully analysed, as a significant variation in transmitted pressures to

the soil may cause differential settlements; additionally, the mat foundation has to be checked

against excessive eccentricity of the loads with respect to the soil reaction, as this can produce

an overturning moment.

7.7.4 Open Excavations for Underground Structures

In order to execute open excavations, the following is recommended:

Excavation for one basement: Can be done either with no earth support system but slope

inclination of at least 45º, if there is enough space around the site. Alternatively for vertical

excavation, sheet piles or soldier piles can be used.

Excavation for two basements: A suitable system can be sheet piles, with at least two levels of

support (either anchors or struts, depending on width of excavation).


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7.8 Site soil conditions

7.8.1 Soil Profile

According to the Geotechnical Investigations report, a total of 15 boreholes up to 30 m depth

were carried out. Sampling frequency was carried out every 1.50 m, and mostly consisted on SPT

and “undisturbed” sampling. The laboratory program consisted on the usual identification tests;

no consistency tests were included, indicating that samples were non plastic. Additional Direct

Shear tests and chemical tests were included in the testing program. The water table was

recorded at about 26 m depth.

The encountered soil profile is quite uniform both in extension and depth in the whole

investigated area. Basically, the soil consists of an 80% of fines (Silt, since the soils are defined

“non-plastic”), 12% Sand, and 8% Gravel. It classifies as ML (Silt) and can be described as Silt

with some sand and traces of gravel, medium to very dense.

Table 26 shows a summary of the averaged classification properties derived for the main soil

units, which can be taken as indicative of the predominant properties.

Table 2A: Summary of classification properties

Soil classification USCS ML, Silt

Depth z (m) 1 – 30

Grain size distribution % Gravel 8

% Sand 12

% Silt 80

% Clay 0

Atterberg limits and water content LL (%) .

PL (%) .

PI (%) .

w (%) 13

Bulk density 𝛾𝑎𝑝 (g/cm3) 1.85 to 2.10

Increasing with depth

Results of shear tests

(Drained cohesion and friction angle)

Type of test DST

c’ (kp/cm2) 0.12

𝜑′ (deg) 31.6 (30 to 33)

Table 26: Summary of Classification Properties

Figure 2A shows the SPT blows versus depth for all tests performed on the boreholes. The SPT

values are the raw, uncorrected values, so they can be used to assess the soil stiffness. The

figure shows that blows increase with depth, indicative of strength and stiffness also increasing

with depth, density increasing from loose to very dense. A general trend can be defined as

NSPT=7.5+3*Z, Z being depth in m.

Figure 50: SPT Blows

Table 27 shows the results of Chemical analyses performed on soil and water samples taken from

Borehole 5:

Table 2B: Chemical analyses in Soil samples (Borehole 5)

pH 7.5

Organic matter (% by mass) 0.075

Sulphate (%SO42-)

Sulphate (mg SO42- /kg)

0.01 (Insignificant)

100

Chlorite (% Cl) 0.0109

Electrical conductivity (μMho/cm) 218

Table 27: Chemical Analyses in Soil samples (Borehole 5)


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The soils content in sulphate is considered insignificant, according to EN 206-1:2008:

Chemical analyses in Water samples (Borehole 5)

(Water table encountered at 26 m depth)

EN 206-1:2008 CLASSIFICATION

FOR WATER CORROSIVENESS

AGAINST CONCRETE

pH 7.6 > 6.5 (XA1)

Sulphate as S03

Sulphate as SO42- (mg/l)

158

190

< 200 (XA1)

Chlorite (Cl Mg/l) 2027

Organic solid contents (Mg/l) 15

Inorganic Solid contents (Mg/l) 3896

Suspended solids 224

Amount of 0.02 N NaOH required to

neutralize 100 ml sample of water using

phenolphthalein as indicator (ml)

1.18 and 22.43

Table 28: Chemical Analyses in Water Samples (Borehole 5)

Effective Strength parameters ( 'c ,')

In drained conditions, the DSTs (Direct Shear Tests) performed on samples give values of drained

cohesion of 0.12 kp /cm2, and friction angle of 31º on average. These values

agree well with soil composed of silt with small contents of sand.

Deformation parameters ( 50'E, urE'

)

The values of the stiffness parameter (elastic modulus) adopted in a calculation require special

attention, as many soils show a non-linear behaviour from the very beginning of loading. In soil

mechanics the initial slope is usually indicated as 0E and the secant modulus at 50% strength

is denoted 50'E . For loading of soils (i.e. settlement under shallow foundation) one generally uses

50'E . Considering unloading problems (i.e. open excavations and earth retaining systems), one

needs instead an unloading-reloading modulus urE' .

For soils, both the unloading modulus, urE' , and the first loading modulus, 50'E , tend to increase

with the confining pressure. Hence, deep soil layers tend to have greater stiffness than shallow

layers.

An elastic modulus 50'E for these units can be derived based on soil type and SPT values. For

example, Stroud (1989) derived a correlation between the E'⁄N60 and q ⁄ qult values. Knowing

the design load (q) and estimating the ultimate bearing capacity (qult), it is possible to use his

correlation graph to estimate the average ground stiffness at working load on the basis of SPT

blow counts.

7.9 Bearing Capacity of Foundations

The Geo – Technical analysis of the substratum was performed to determine net safe bearing

capacity. Parameters obtained are based on various field and laboratory tests.

7.9.1 Design criteria

Any foundation is to be safe against possible failure against

Excessive Shear failure (the bearing pressure should be within permissible limits) and

Excessive Settlement.

The latter depends upon not only on the type of soil in the foundation but also on the type of

foundation, material used for construction and functionality of the structure.

7.9.2 Design Methodology

Footing Foundation has been analysed at a depth of 2.0m and 3.0m below the ground level.

Foundation in the present case rests on non-plastic soil. An allowable settlement for the footing

foundation is considered as 50mm.

Alternatively Raft Foundation has been analysed at a depth of 2.0m and 3.0m below the ground

level. Foundation in the present case rests on non-plastic soil. An allowable settlement for the

footing foundation is considered as 75mm.

7.9.3 Open Foundation

7.9.3.1 Bearing Capacity for Open Foundation

The subsoil profile indicates the reasonably good soil/ SDR / HDR at shallow depths ranging from

3m to 4.5 m at borehole locations. The bearing capacity for Shallow Foundations in soil has been

analysed in accordance with IS: 6403 – 1981. Foundations should not fail in shear, Factor of safety

of 2.5 is provided against bearing capacity failure. Standard Penetration Test (SPT) results are

also used to determine the safe bearing capacity of shallow foundation in accordance with IS:

6403 – 1981 for non – cohesive soils, hard clay. While using this approach the N value are


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corrected, wherever applicable below the footing base to at least 1.5m below the base to

account for the effect of energy ratio adopted boring procedure, dilation of submerged silty fine

sands / fine sands as well as that due to the overburden pressure.

7.9.4 Analysis based on SPT values and Soil Parameters

7.9.4.1 Shear Failure Criteria

The safe bearing pressure from Shear failure criteria can be obtained, using the equation given

below

Qu = cNc Sc Dc Ic + q (Nq - 1) Sq Dq Iq + 0.5 B N SD I W'

Where,

c = Average cohesion below the foundation in t/m2

B = Width of the footing in m

Dc, Dq, D = Depth factors

Sc, Sq, S = Shape factors

Ic Iq, I = Inclination factors

Nc, Nq, N = Bearing capacity factor

q = Effective overburden pressure at foundation, in t/m2

W' = Water table correction factor

= Bulk unit wt. of foundation soil, in t/m3

7.9.4.2 Settlements:

When the strata consists of Non Plastic strata

Soil profiles are given for each borehole. The soil profile, which is likely to cause greater

settlements, is to be considered for calculations.

The imposed load at the foundation level is likely to compress the soil up to a depth of

approximately equal to 1.5B below the foundations.

The settlements can be calculated using IS: 8009 Part 1 & 2, 1976.

7.9.5 Footing foundation

Shear Failure Criteria

Case I

Df = 2.00 m; B = 2.0 m

F.O.S = 2.5 = 30, ’ = 20, avg = 25

Nq = 10.66, Nr = 10.88 Sq = 1.20 Sr = 0.80, W’ = 0.60

Using the equation

Qu = q ( Nq - 1 ) Sq Dq Iq + 0.5 B N SD I W'

Substituting the data in the equation given, we get

Q ult = 28.40 t/m2

Qsafe = 11.36 t/m2

Case II

Df = 2.00 m; B = 4.0 m

F.O.S = 2.5 = 30,’ = 20, avg = 25

Nq = 10.66, Nr = 10.88 Sq = 1.20 Sr = 0.80 , W’ = 0.60

Using the equation



Qult = 33.624 t/m2

Qsafe = 13.45 t/m2

Case III

Df = 3.00 m; B = 2.0 m

F.O.S = 2.5 = 30,’ = 20, avg = 25

Nq = 10.66, Nr = 10.88 Sq = 1.20 Sr = 0.80, W’ = 0.60

Using the equation



Q ult = 39.936 t/m2 Q safe = 15.95 t/m2

Case IV

Df = 3.00 m; B = 4.0 m

F.O.S = 2.5 = 30,’ = 20, avg = 25


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Nq = 10.66, Nr = 10.88 Sq = 1.20 Sr = 0.80, W’ = 0.60

Using the equation

Qu = q (Nq - 1) Sq Dq Iq + 0.5 B N SD I W'


Qult = 45.156 t/m2 Qsafe = 18.06 t/m2

Settlement Criteria

Df=2.00 m Df=3.00 m

B=2.0m B=4.0m B=2.0m B=4.0m

Settlement under footing with a load intensity of 10

t/m2 in dry condition. 22 22 20 22


t/m2 after water table correction 37 37 34 37


t/m2 after water table and depth correction 28 32 23 26

Net safe bearing pressure for 50mm settlements (t/m2 ) 17.85 15.63 21.74 19.23

Table 29: Settlement Criteria

Alternatively Raft Foundation

Case I

Df =2.00 B = 10.0 m

F.O.S = 2.5 = 30,’ = 20, avg = 25

Nq = 10.66, Nr = 10.88 Sq = 1.20 Sr = 0.80, W’ = 0.60

iq = ir = 1.0 dq = dr = 1.0 , = 1.0t/m3

Using the equation

Qu = q (Nq - 1) Sq Dq Iq + 0.5 B N SD I W'


Qult = 49.284t/m2 Qsafe = 19.71 t/m2

Settlement Criteria (Refer Fig: 9 of IS 8009 Part I)

Df = 2.0 m

Settlement under footing with load intensity of 10 t/m2 in dry condition. 20mm

Settlement under footing with a load intensity of 10 t/m2 after water

table correction

34mm

Settlement under footing with load intensity of 10 t/m2 after rigidity

correction.

28mm

Net safe bearing pressure for 75mm settlements (t/m2 ) 26.78

Table 30: Settlement Criteria (Refer Fig: 9 of IS 8009 Part I)

Case II

Df =3.00 B = 10.0 m

F.O.S = 2.5 = 30,’ = 20, avg = 25

Nq = 10.66, Nr = 10.88 Sq = 1.20 Sr = 0.80 , W’ = 0.60

IQ = ir = 1.0 dq = dr = 1.0, = 1.0t/m3

Using the equation



Qult = 60.87 t/m2 Qsafe = 24.35 t/m2

Settlement Criteria (Refer Fig: 9 of IS 8009 Part I)

Df = 3.0 m

Settlement under footing with load intensity of 10 t/m2 in dry condition. 20mm

Settlement under footing with a load intensity of 10 t/m2 after water table correction 34 mm

Settlement under footing with load intensity of 10 t/m2 after rigidity correction. 28 mm

Net safe bearing pressure for 75mm settlements (t/m2 ) 26.78

Table 31: Settlement Criteria (Refer Fig: 9 of IS 8009 Part I)

7.10 Brief Description for End Support Structure

Proposed building is being constructed over the Railway track to facilitate the passengers / staff

activity.

Structure consists of the following structural elements:


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Spread Foundation, either footings or foundation slab,

Reinforced concrete vertical elements

Structures over existing tracks: material to be used shall be conforming to relevant IS

standards and having yield capacity not less than 250 MPA.

Composite slab: material for decking shall be galvanized as per the specification and

minimum thickness of the decking material shall be 1.0 mm thick. Decking sheet shall

be able to take construction load as well.


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8 CONSTRUCTION METHODOLOGY AND PLAN

8.1 Description of Structures

Bijwasan Railway Station Building will be a one–story building high over ground level structure,

along with a basement level parking

Figure 51: General Site Plan

The main body of the Station consists of a “Bridge Building” over the ground floor with more

than 500 meters length and varying width from about 95 to 160 m width as shown above. It

provides free circulation under their spans for railway lines, roads and different vehicle or

passenger access or exits as shown in Figures 52 & 53. However, in the Phase-1 of the station

building, the length and the width of the building has been truncated to 193 m and 114 m

(approx.) respectively. Apart from that the loading-unloading area of the parcel area for the

Final Phase has been reduced to two F.O.B’s connecting the drop-off area to the departure hall

of the station building in the first phase as shown in Figure 51. These will be further expanded

and modified to the final phase design as and when needed.

Figure 52: Longitudinal Section of Phase-1 Station Building

Figure 53: Longitudinal Section (1 of 2) of Phase-2 Station Building

Figure 54: Longitudinal Section (2 of 2) of Phase-2 Station Building

The main structural element of the Station consists of a floor deck (first floor) set over a grid of

columns. Over this floor deck, a modular curve envelope is disposed. Each dowel or vertebra of

the envelope is supported by half of the columns coming from the ground floor, that it, with

double span length as shown in Figure 55.

Figure 55: Longitudinal Perspectives from North and South of Phase-2 Station Building


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The column distribution is set by the need of free room on the ground floor and it consists of

rows of 8 to 10 columns per each extreme of the dowels, under the floor deck. And over the floor

deck the column distribution is reduced to 4 to 5 columns per each extreme of the dowels as in

Figure 56.

Figure 56: Structural Solution for Main Deck and Roof Envelope

Figure 57: Structural and Skin Sketch for 2 Dowels, Envelope and Deck

For the standard floors of the Station Building a column distribution on the vertexes of a 12x12

m (transversal length x longitudinal length) grid is generally used, but in some cases it raises to

12x26 m max. to allow free circulation for railways on ground floor and a high flow of passengers

on first floor of the station.


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8.1.1 Concourse Structure

This column distribution allows the use of a Waffle Slab/ Coffer Slab/ Slab-Beam system

supported on rectangular RCC columns on the station. Alternatively, use of a precast ribbed slab

supported on cast-in-situ / precast/prefabricated beams with the same column size and spacing,

may also be feasible.

The structural solution must be different on where the Station Building covers the tracks and

platforms. For this zone, precast / prefabricated beams are proposed, with a column to column

spacing to be 1/2 of the distance between columns. These beams will have a maximum length

of 26 meters over the existing tracks.

The precast / prefabricated beam will be supported on columns. Between these beams a steel

deck / RCC slab may be used, allowing the composite work of the concrete slab fixed with

connectors to the beams, which may be more cost effective.

Alternative models of structural solution for the station building in the portion where it spans

the railway tracks (26M span approx.) may be explored.

Figure 58: Structural Solution for Longitudinal Maximum Span is Structural Deck

If feasible and to reduce the structural weight of these important elements, castellated beams

can be used, refer Figure 57. These are beams with circular or hexagonal openings that allow for

less weight without reducing stiffness.

8.1.2 Roof Structure

The roof of the station building has been designed as a light weight system consisting of Mild

Steel space frame system and insulated Galvalume sheets covering. The roofing system is also

required to be expanded on three sides during the Phase-2 expansion of the station building.

The structure necessary to support the roof-envelope consists of series of space frame trusses,

over each row of columns. That is, each dowel of the curve envelope is supported by 2 ribs-

trusses at both ends, and those trusses are supported by 4 or 5 columns depending on the dowel.

At the end of each dowel, the next one starts with lower height to allow ventilation and light.

The difference of height is specifically the depth of the truss.

The envelope has two situations for its landing to the ground depending on the part of the station.

One situation is those parts of double height and the other those parts of one height, bridge parts

as shown in the figures below.

Figure 59: Transversal Section for the case of Envelope Landing to the Ground. Double Height in the Station


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Figure 60: Transversal Section for the case of Envelope not landing to the Ground. No Double Height in the Station

Figure 61: Transverse Expansion of Roof from the sides for Phase-2 (Part 1 of 2)

Figure 62: Transverse Expansion of Roof from the sides for Phase-2 (Part 2 of 2)

The roof envelope is supported on secondary longitudinal trusses, and these are supported on

the main transversal trusses. The longitudinal trusses have over 1.20 meters depth and they are

separated about 4.50 meters each other; the main trusses (or “ribs”) will be 2.00 m deep.

The longitudinal trusses may be incorporated on roof border of the envelope, lateral areas, to

allow any opening and also to provide resistance to lateral wind forces.

Figures 60 & 61, explains through a sketch the scheme for the roof expansion during Phase-2

extension of the station building.

8.2 Site Restrictions

Train traffic must be maintained

Airport traffic influence, which determine the height of the station building and the

height of the resources needed to build it up.

Figure 63: Airport Traffic Influence Plan


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8.3 Overall Construction Phasing

8.3.1 PHASE I

Preservation of the existing tracks (main lines at airport side)

New underground floor of Station Building (one storey basement) at East Side

New station building ground level at East Side

New Station Building Concourse (one-story) at East Side

New Station Building Envelope at East Side

Surface Parking at West Side

Railways Facilities

Road Access Infrastructure

Landscape

8.3.2 FINAL PHASE

Infrastructure for Future Development

Underground parking at West Side

New Station Building Ground Level at West Side

New Station Building Concourse Level at West Side

New Station Building Envelope at West Side

New building for mixed uses

Landscape

8.4 Construction Methodology of Station Building

Broadly the construction can proceed in a linear manner from both ends of the future station.

The project work is spread over a big area thus there is ample scope for several activities to be

concurrent.

In order to reduce overall construction time as much as possible but not to cause excessive

disruption to railway operations, the study shows it is feasible to build the station in one stretch.

The area of existing track will have special procedures so as not to interrupt the train traffic.

There are two situations: Greenfield situation (situation 1) and new yard plan constructed before

the station building (situation 2). In any of these situations the scheduling or construction scheme

is similar in form because there are existing lines in both cases. But the special procedures used

for existing tracks will be extended for the new ones.

The first steps will be dedicated to the construction of the underground levels and foundations

necessary to build the Station building. The next point 8.5 refers to the method to build

underpasses.

The underground levels are: tracks underpasses, parking and station building basement. The

underpasses are independent of the building, except for the one under the building. This

underpass under the station building and its ground level corridor platforms will be constructed

before the station.

The basement of the station building will be constructed before the station building as well, but

without any restriction.

Once the columns footings and the column up to the concourse level are finished, the slab will

be build. In Greenfield situation, this will be a straight work, using the actual free ground space.

Only over the existing tracks and situation 2 if any, special procedures will be necessary, as the

track must remain operational. For constructing the concourse level over the existing 2 tracks,

precast or steel beams to be put on place with normal cranes will suffice; in this case, existing

track operation will have to be interrupted only for short periods, during beam positioning, for

security reasons. On the other hand, special procedures have to be developed when 4 tracks with

traffic need to be overpassed.

Once concourse level is finished, the roof envelope construction will proceed with the cranes

working on the concourse levels. These loads will be accounted on the design of the floor. It is

foreseen that roof structure can be split into reduced pieces, to be handled by normal equipment

and shoring towers, avoiding cranes outside the Building that may penetrate on the airport

reserved spaces.


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As a repetitive task, it is envisaged that roof construction will go at a steady pace on several

stating points, allowing for a short construction time for the whole Station.

8.5 Sequence of Work for Spanning over Existing Tracks

Below it is described the special procedure that may be used to span over 4 tracks with railway

traffic.

In first place, the columns up to the Concourse level and the slab structure around the existing

tracks has to be built and then a launching device will be put over the structure already built,

on one side of the Station Building. The launching device will rest on the columns or (depending

of the final device design) on the adjacent structure; if necessary, additional provisional

structures may be added to support the launching device.

The launching device will pick one by one a girder box, previously put in the built floor of the

adjacent area. After picking the beam, the launching device will move the beam over the tracks

and position it over the spandrel beam. After that, the girder will be rolled to its final position,

rolling over the spandrel beam, and secured in its place as shown in figures below.

Figure 64: Floors Constructions over Existing Tracks

Figure 65: Launching Device Situation and Box Girders Movement

With this method, total interruption of railway traffic will only be needed for positioning the

launching device, a fast operation that can be done using rail mounted cranes on just a night.

As this procedure is applied only at concourse level, there is enough free space between cranes,

etc, to the airport reserve.

After positioning of the prefabricated beams, a protecting screen will be built below and

supported by them, in order to allow the construction of the steel deck concrete floor. The

screen will allow the works to proceed without the risk of affecting the railway traffic or

passengers below.

At this point, box girder positioning and floor construction can have a steady pace.

Construction of the roof can then proceed in a fluid way; its elements can be split in pieces of

smaller length and weight, and its positioning can be done by cranes or lifting devices from the

inside with temporary tower for easy positioning; the weighs of the lifting devices and

corresponding loads must be taken into account during design.


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CONSTRUCTION SCHEDULE FOR “SITUATION 1”


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CONSTRUCTION SCHEDULE FOR “SITUATION 2”


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8.6 Sequence of Work for Underpasses

To provide passenger access to all platforms, several underpasses are foreseen in the Station.

Even though underpasses construction is not in scope of the developer, however, in order to

facilitate a smooth interface between both the constructions a probable methodology is

suggested here.

The underpasses of the station building consist of 4 underpasses orthogonal to tracks (2 on the

south, one under the station and another one on the north) and an underpass parallel to tracks

that link the two underpasses on south.

The underpasses go from east to west in order to evacuate all passengers from trains towards

the station building. All underpasses lead to the main circulation area of passenger, placed out

of tracks plan projection.

Greenfield is foreseen and the construction method will be the open air excavation of 3 meters

under the ground elevation and the execution of the "cast in place" RCC slab and walls. Other 3

meters of material will be filled in order to get the elevation of future tracks.

In the area of the existing railway lines, and in the case that new tracks are built before the

station, it will necessary to go to the Box Pushing method

For commencement of this method (box pushing), temporary arrangements of provision of service

girders underneath the existing running lines/ tracks shall be put in to support the tracks,

followed with excavation in the earth for making provision for pushing of the reinforced concrete

Boxes. During construction phase till crossing the track area, proper instrumentation shall be

carried out to check the probable settlement in track formation, if any.

8.7 Station Construction Programme

The station construction is intended to be lasting for an overall period of around two years.

Two construction scheduling are proposed in the following programmes. The first one

corresponds to “Situation 1”, the second to “Situation 2”. They are very similar, the difference

between the first and the second is that in the latter the construction of the concourse level

requires more time than for “Situation 1”, because the structure must be built over up to 4 tracks

with railway traffic using special procedures. Also more resources will be needed in “Situation

2” for achieving the foreseen rates of advance.

8.8 Block Working in Railways

To ensure the safety of the commuters and train during the Renewal and critical maintenance of

the Track, Electric, Signalling & Telecommunication Systems. Block Systems are adopted in

Railway when the traffic are diverted to the different routes either allowed to pass signal at

Danger or with the caution authority.

1. Complete structures and new tracks in the area beyond the existing tracks towards

proposed main station building.

2. Temporarily divert the UP and UN main lines utilizing the newly laid tracks for line

no.4 and line no.7 between km23.179 and 21.720.and allow traffic at restricted speed

of 50 kmph

3. Complete the balance of structures covering the area of the original UP and DN main

lines.

4. Restore the UP and DN main lines towards original position.

5. complete the yard arrangements of connections as per the final plan and commissioned

i. Time allowances and blocks required for the above works

Item-1: Nil

Item-2: Cut and connections of main lines at point A and A' and B and B' One hour for one

day. This can be arranged as a shadow block in the maintenance blocks provided in the

regular time table.

Item-3: Time loss due to imposition of 50kmph for a distance of 1.50 kms will be 1 minute

for run through trains. This loss of time for the period construction will have to build in

the working time table during time of execution.

Item 4: Cut and connections of main lines at point A and A' and B and B' -One hour for one

day. This can be arranged as a shadow block in the maintenance blocks provided in the

regular time table.

The train block details for construction of floors above existing tracks is foreseen as follows:

Activities Line Block Duration 2

-3 hours

Number of Blocks Remarks

Traffic Power Traffic Power

Placement of Steel Beam for Air Space

Line No.2-3 2 16

Construction of Concourse Line No.2-3 3 18

Miscellaneous Line No.2-3 1

120 Crossing the Tracks and pertaining to Track Works


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BWSN Coaching Terminal – Block Work Drawing


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9 UTILITY INFRASTRUCTURE

9.1 Review of Existing Infrastructure

9.1.1 Introduction

The following paragraphs provide the utilities requirement for the redeveloped Bijwasan

Station and surrounding infrastructure.

The Railway station is located in Delhi State, close to the border with Haryana and Gurgaon city.

At present, the Railway Station comprises of the station building, two passenger platforms

connected with a foot over bridge and other related buildings located in the railway land. These

existing buildings are listed:

Station building: booking office, station manager office, panel and SM room, relay room,

battery and S&T equipment room, RPF staff, data logger and machine equipment, booking

and enquiry counters, booking counter queuing hall and covered sheds for waiting

passengers.

East Cabin at Delhi end with relay and battery room

West Cabin at Rewari end with relay and battery room

6 residential

16 new staff quarters are under construction near the ROB of Bijwasan

2 platforms (375m x 11m and 375m x 9m)

Foot over bridge

9.1.2 Water Supply Facility

The present supply of Water at existing Bijwasan station for the entire Railway complex

consisting of station and staff quarters is provided through pipe line by the Municipal

Corporation of Delhi. The existing supply is intermittent. However, since this station will be

closed after opening of the new station, the supply to the station can continue to be used by

railway staff working on maintenance and other activities for which the railway will use the

released infrastructure. The supply to the staff quarters will continue.

9.1.3 Drainage Facility

Storm water drainage at the existing Bijwasan station does not exist. However, the storm water

uses the normal slope of the land and flows over the surface into the local Nallah which ultimately

connect to Najafgarh drain about 3.5 Kms away.

9.1.4 Sewerage System

At present there is no sewage system at the existing Bijwasan station, where small individual

septic tanks are provided at the station and in the staff quarters.

9.2 Proposed Water Supply

9.2.1 Assessment of future requirement of water for the World Class Station and related

Commercial Development

Water supply shall fulfil the requirements of water demand for persons, washing and irrigation

purposes and also for firefighting purposes.

The daily water demand for the redevelopment of Bijwasan station has been estimated based

on Indian Railways Works Manual (IRWM), National Building Code 2005 (NBC 2005) and

Unified Building Bye Laws – 2013 (UBBL 2013) and Development Control Regulation of

Master Plan for Delhi – 2021 (MPD 2021), Delhi Urban Art Commission (DUAC).

The water demand for Railway station will depend on the number of passengers entraining at

station and the number of passenger detraining. F rom the Traffic Study Report it is estimated

a total 1,38,000 passengers using the Railway station in the year 2053.

In that for Phase -1, around 85,708 passengers and for Phase-2 52,292 passengers

for the year 2053. From this data, the calculation of potable water supply needed in the

station for Phase -1 has taken into account that 42,854 passengers will entrain and 42,854

passengers will detrain every day. As per IRWM, for calculation purpose 100% entraining

passenger (42,854) & 50% detraining passengers (21,427) are considered.

For Phase -2, has taken into account that 26,146 passengers will entrain and 26,146 passengers

will detrain every day. As per IRWM, for calculation purpose 100% entraining passenger (26,146)

& 50% detraining passengers (13,073) are considered.


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In the Bijwasan station area it is proposed that the following types of buildings, all of them will

need a water supply

Railway station

Railway facilities

Railway housing

Mixed Uses. It is considered to be allocated for the following uses according to the

following percentages

9.5% Commercial use

5% Hotel use

85.5% Office use

Open Space

Yard Plan

In these cases, the water demand will depend on the number of people lodged in the hotel and

residential areas, it also will depend on the people employed in the offices and logistic areas

and it will depend on the people using commercial areas, the exhibition center, schools, sport

centers and libraries. In the case of Yard Plan and Railway facilities, an important percentage

of total water demand will be for cleaning. In these cases, the volume of cleaning water

has been estimated from the surface foreseen for the use.

Other consumptions of water will be the garden irrigation and firefighting network.

With the aim to assess the expected water consumption, it has been estimated the maximum

people occupancy in each building from the surface defined for each type of use. This

estimation has taken based on International Standards.

The following table summarizes the rates of the people occupancy per m2 and the rates of water

demand per m2 that has been taken into account for the water demand calculation:

USE BUILDING / AREA TYPICAL RATE m2/person

TYPICAL FLOW RATES (l/unit/day)

Passenger/Guest/Employee Surface

Railway station 0 25(4) 0

Platform Washing - - 5(4)

Apron Washing 0 - 10(4)

Railway facilities

Offices 0 45(4) 0

Double storage 0 30(5) 0

Power cabin 0 30(4) 0

Maintenance 0 30(4) 0

Electric loco shed 0 30(4) 0

Electric loco office 0 45(4) 0

Diesel loco office 0 45(4) 0

Diesel loco shed 0 30(4) 0

Power car shed 0 30(4) 0

Washing plant 0 30(4) 0

Computer passenger reservation 0 45(4) 0

Saloon siding 0 45(4) 0

Railway Housing 0 200(4) 0

Mixed uses

Commercial (Hotel - 5%) 10 180(5) 0

Commercial (Retail - 9.5%) 3(6) 38 0

Commercial (Offices - 85.5%) 10(6) 45(4) 0

Railway operations/Washing yard

Carriage Watering 364 1200 -

Automatic Carriage Washing 364 300 -

Cleaning of Carriage 364 500(4) -

Open Space (green space or landscaping)

- 0 2.25(4)

Table 32: Rate of People Occupancy and Water Demand on Area Basis

These values are taken from the international standards which are given below,

(4) Indian Railways Works Manual

(5) Unified Building Bye Laws – 2013 and Development Control Regulation of Master Plan

for Delhi – 2021, Delhi Urban Art Commission

(6) National Building Code of India 2005 (NBC)/Delhi Urban Art Commission


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The total water demand m3/day is calculated for each phase with respect to the total number of

passengers and typical flow rates according to the international standards. The total number of

trains passing through Phase -1 are 14 trains and the total number of trains passing through Phase-

2 are 8 trains. Each trains consist of 26 coaches. The railway operations/Washing yard is taken

with respect to the total number of coaches in each phase .The total number of coaches at Phase

1 & 2 are 364 & 208 respectively.

In the following tables the total water demand m3/day is estimated for both the phases

separately:

PHASE-1

Table 33: Water Demand for Phase-1

PHASE-2

Table 34: Water Demand for Phase-2

The total water demand for Phase-1 and Phase-2 is calculated as 5858 m3/day and 5842 m3/day

respectively.

The daily water supply requirement can be optimized by means of recycling policies. Water for

irrigation and cleaning uses, residential flushing may be uses the recycled water from the waste

water treatment plant. The recycled water is the effluent of the waste water treatment

plant after passing by an advanced treatment. The level of treatment depends on the final

use of the recycled water.

The following table shows the flows that could come from non-potable w a t e r network and

the flows that should come from potable water network.


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Table 35: Potable & Non-potable Water Demand for Phase-1

The total water requirement for Phase-1 is 5858 m3/day. In that the potable and non-potable

water demand in Bijwasan station for Phase-1 are 2966 & 2892 m3/day respectively. Refer

Table no. 35.

Table 36: Potable & Non-potable Water Demand for Phase-2

The total water requirement for Phase-2 is 5842 m3/day. In that the potable and non-potable

water demand in Bijwasan station for Phase-2 are 3346 & 2496 m3/day respectively. Refer

Table no. 36.

The per capita rate of water supply indicates only the average consumption of water per day.

The design of the water supply network should take into account fluctuation in consumption

due to season, month, day and hour. So, the distribution system should be designed for an

hourly flow rate that should include this fluctuation. The ‘Manual for Standards and

Specifications for Railway Stations in India’ recommend to multiply the average hourly flow by a

peak factor of 2.5. The hourly flow rate should also include the firefighting water demand in a

fire scenario.

9.2.2 Integrated Water Resource Management

With the overall water scarcity, it is essential to manage water resources judiciously a n d

in this context, the water supply planning on most large projects follow the Integrated Water

Resources Management (IWRM) concept, which in effect makes use of a combination of all

efficiency, to make water resources go as far as possible. Equity, in the allocation of water

across different social and economic groups. Environmental sustainability, to protect the water

resources base and associated eco-systems.


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9.2.3 Proposed Sources of Water Supply

The Bijwasan terminal is located in Zone K-II of DDA MPD 2021. As per Zonal Development

Plan published by DDA, based on the projected population, water supply demand for Zone

K II is estimated to be 60 MGD. This would be supplied by the proposed water Treatment

Plant at Masoodabad village adjacent to Zone K-II. The water supply system will consist of

underground reservoirs / common tanks (one common tank to serve 1.5 to 2.0 lakhs

population) are interconnected. Each common tank has its own common area.

Suitable letter has already been addressed to the Chief Engineer Delhi Development

Authority, Dwarka on 7th July 2013 requesting confirmation of their availability to provide

the required potable water through municipal supply. In case they are unable to meet the

full requirement, the following additional sources of water can be tapped:

Rain water harvesting from the roofs with ground tanks for storage will be

an additional source.

Ground water extraction through suitable bore wells. However, extracting

ground water through tube well requires prior Govt. permission. This should not

be very difficult as the requirement is for a public purpose.

There are two large lakes in the project area. The detailed location and sizes can

be seen in the survey plan. The water stored in these water bodies could be

pumped and used for firefighting and other uses with the consent and

permission of the competent authority. This should not be very difficult as the

requirement is for a public purpose.

A Waste Water Recycling Plant is proposed to be installed, which will recycle waste

water, from washing of apron and platforms and from the colony – this water can be used

for irrigation and washing.

9.2.4 Required infrastructure

9.2.4.1 Water Treatment Plant

A. Conventional Treatment

Phase - 1

From the above calculation in Table 35, the demand of potable water & non-potable water

would be to the tune of 5858 m3/day for phase I. Out of this, potable water demand would

be 2966 m3/day and balance 2892 m3/day for non-potable.

Phase - 2

From the above calculation in Table 36, the demand of potable water & non-potable water

would be to the tune of 5842 m3/day for Phase 2. Out of this, potable water demand would

be 3346 m3/day and balance 2496 m3/day for non-potable.

Treatment methodology

In both Phase I & Phase 2, the non-potable water can be just clarified using traditional

mechanism to trap/separate the suspended particles and turbidity, then filtering through

media filtration after mild chlorination. The media filters can be used as Multi-grade sand

filter followed by an activated carbon filter

B. Reverse Osmosis

In the case of potable water, the raw water / filtered water having TDS above 1000 mg/l

can be treated thro membrane technology to reduce the salinity to < 30 mg/l for drinking

and other consumption usage.

The table below depicts the exact flow rate that treatment would be considered for having

potable & non-potable water

Usage Phase 1 Phase 2

Potable Non-potable Potable Non-potable

Total water require/demand, m3/day

2966 2892 3346 2496

Flow rate, m3/hr 124 121 140 104

Table 37: Water Treatment Flow Rate


Non-potable: Usage – Bathing, washing, floor cleaning, dish washing & other utility washing

like cars, vehicle washing etc.

Treatment involved:

As the tested raw water would contain mainly:

a) Turbidity

b) TSS

c) Iron (rarely in river water, but in bore well water as dissolved iron)

d) Salinity – TDS – Total dissolved salts

Since the water usage meant for non-potable, following treatment can be adopted:


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a) Pumping to traditional clarification

b) Coagulation & Flocculation – on-line using diaphragm type dosing pump of 10%

diluted chemicals

c) Storage of clarified water – disinfectant dosing to eliminate bacteria

d) Pumping to multigrade sand filter followed by carbon filter

e) If iron found, strong hypo-chlorite dosing followed by aeration would be required

Initially before clarification.

Potable water requirement:

Usage – Mainly for drinking, cooking and other food related water requirement for canteen/ resort

/ hotels / railways free drinking water distribution network.

Apart from the above treatment, the filtered water will be pumped to membrane separation

technology called Reverse Osmosis to reduce the salinity to potable of < 30 mg/l TDS. This

requires maintenance of cleaning the RO membranes periodically to enhance life of membranes,

which are normally 3 to 5 years, subjected to proper & effective operation. Simply, an anti-

scalant would be used/dosed regularly to avoid scaling over the membranes, as otherwise

membranes are subjected to get choked and if not maintained will lose its ability to separate

salts.

9.2.4.2 Storage Reservoirs

In order to maintain the regular water supply and meet the water demand for daily consumption

for the development, three numbers of storage tanks has been proposed at the site.

The proposed water tank capacities for the development are as follows

1. Underground RCC Tank for Firefighting - 200 KLD

2. Underground RCC Tank for Domestic Water – 816 KLD

3. Overhead RCC Tank for Domestic Water – 200 KLD

Refer drawing no. BWSN-MP-KD4-ARC-PLN-120 in which the locations of these tanks have been

indicated.

Figure 66: Command Tank in Ter-Llobregat Network, Barcelona (Spain)

9.2.4.3 Water Distribution Network

From the reservoirs the potable water will be distributed to the consumers. The distribution may

be by gravity or by pressure. According to the topography of the area, it will be required to use

the pumping stations and pressure groups to supply the potable water with enough pressure in

the consumption point.

The piping in the water supply network shall consist of ductile iron or high density polyethylene

pipelines and fittings, for the main pipelines connecting the reservoirs with the buildings. In the

network inside the buildings, the piping shall consist of galvanized iron pipes and fittings. As far

as possible all piping inside the building shall run in shaft or ducts provided for this purpose.

Outside the buildings, the piping shall be installed as far as possible 60 cm below finished grade.

Each zone shall contain independent variable speed booster pumping system for domestic water

supply. Further independent variable speed booster pumping system shall be provide for flushing

water supply. The booster system shall be fully equipped with pre-charged, non- toxic food grade

bladder.

All inlets, outlets, washouts, vents, ball cocks, overflows control valves and all such other piping

connections including level indicator shall be provided for water storage tanks.

Full way gate valves of approved make shall be provided as close to the underground tank as

practicable on every outlet pipe from the storage tank, except the overflow pipe. Overflow and


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vent pipes shall terminate with mosquito proof grating.

The overflow pipe shall be so placed as to allow the discharge of water being readily seen. The

overflow pipe shall be sized accordingly. A check valve shall also be provided in the inlet water

connection to the tank. The outlet pipes shall be fixed approximately 75mm above the bottom of

the tank towards which the floor of the tank is sloping to enable the tank to be nearly emptied

for cleaning.

The pipe sizing shall be based on fixture unit calculation as per Plumbing engineering and Design

development (ASPE) standard. The pipe size of riser shall be restricted to nearest 100 mm

diameter size to optimize on capital cost, and for ease of installation and maintenance. However,

the maximum velocity in the water supply piping shall not exceed 2.4 m/s.

Water meters shall be provided in identified areas for water consumption recording for

efficient monitoring and assessment. Head losses through water meter shall be accounted for in

water distributions calculations.

Colour coding for non-potable domestic and potable water supply piping shall be ensured for clear

identification of the piping.

The horticulture water supply system comprising of pumping, piping, water supply nozzles and

control equipment shall be designed and built by the appointed irrigation water supply vendor.

Water for irrigation of lawns shall be sourced from recycled treated water from STP.

9.3 Drainage Facilities

9.3.1 Storm Water Drainage Planning

The drainage system for Dwarka has been designed by DDA for the total catchment area of entire

Dwarka Project on the basis of storm intensities and 70% average run off. The existing natural

gradient towards Najafgarh drain side makes it vastly economical and eminently sensible

to use the natural slope to its advantage for working out a proper drainage system. It is proposed

to construct six major out fall drains which shall carry the discharge of Zone K II. These drains

will pass through the connected green areas so as to merge with the landscaping of adjoining

green. Few retention ponds have been proposed along with the Najafgarh drain which should

receive the discharge from the outfall drain. These should also help to raise the water table of

the surrounding area and could be used for water sports etc. The capacity of drain is about 3000

to 8000 cusecs in different segments with very gentle gradient of 1 in 25000. This drainage

system should take care of the requirements of the Railway Terminal Area.

A nallah is crossing the station site area near the northern boundary of the site which

connects to the Najafgarh drain. This would be adequate for taking care of the storm

water requirements.

9.3.2 Drainage Network in Bijwasan Station Area

The drainage network has been proposed as a gravity drainage system, if possible.

The rainfall flow shall be collected by surface elements such as gullies or longitudinal gutters

and shall be conducted by a network of secondary collectors to the main collector. The main

collector will carry the water to the discharge point connected to the city’s existing

network.

The following picture shows the proposed drainage network.

Figure 67: Proposed Bijwasan Station Area Drainage Network

The drainage system shall be designed to discharge the maximum rainfall. It occurs on the

wettest months (June-September) and subject to Monsoon rainfall, with moderate rainfall

and temperatures ranging from 22 to 28 °C (72 to 82 °F). Most of the 722mm (28.4inches)

of annual rainfall in the city fall between June and September, and July is the wettest month

of the year. Hailstorms are also common in this region.


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Following the design criteria of the Development Plan of the zone KII (Dwarka), the drainage

system has been designed for a total catchment area on the basis of storm intensities and

70% average run off.

According to Indian Meteorological Department, for the calculation of the rainfall flow, it

has been assumed a rainfall intensity of 100 mm/hr for a 1:50 year return period.

Taking in account this initial data, the maximum run off flow has been calculated using the

Rational Equation.

Q=C.I.A

The Rational equation requires the following units:

Q = Peak discharge, m3/h

C = Rational method runoff coefficient

I = Rainfall intensity, mm/hour

A = Drainage area, m2

The Rational method runoff coefficient (c) is a function of the soil type and drainage basin

slope.

The Rainfall intensity (i) is typically found from Intensity/Duration/Frequency curves

for rainfall events in the geographical region of interest.

N T I C S Flow Flow

years

hours

mm/h

m2

m3/h

l/s

50 1.00 100 0.7 17,00,000 1,19,000 33,055.6

Table 38: Bijwasan Station Run-off Flow Calculation

With this flow value, it is expected that the diameter of the main collector (blue) should be

between 2.4 and 3.2 m, depending on the slope and other installation conditionings.

To avoid the erosion of the collector due to the sand transportation on the flow, the water

velocity shall be less than 2 m/s as is indicated in India Railway Works Manual 2000.

A suitable letter has already been addressed to the Chief Engineer Delhi Development

Authority Dwarka on 7th July 2013 requesting confirmation of their ability to discharge

this runoff through municipal drains.

9.4 Sewerage Facilities

9.4.1 Assessment of Future Sewage loads for the World Class Station and related

Commercial Development

The sewerage network will collect the sewage water from buildings separately from storm

water drainage.

The total flow of sewage water that will generate the Bijwasan Station area is directly

related to the water supply flow. The daily flow of sewage water will be the 80% of the daily

flow of supplied water subtracting the irrigation flow that will be infiltrated to the terrain.

Entire sewage load generated by the Bijwasan Station area would be treated at their

proposed STP

PHASE-1

Table 39: Sewage Water Discharge in Bijwasan Station Estimation Phase-1


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As a conclusion, the Bijwasan Station will generate approximately 4686 m3/day of Sewage

discharge and 4217 m3/day of Recycled water.

PHASE-2

Table 40: Sewage Water Discharge in Bijwasan Station Estimation Phase-2

As a conclusion, the Bijwasan Station will generate approximately 4674 m3/day of Sewage

discharge and 4207 m3/day of Recycled water.

The daily flow of sewage water is calculated as 80% of the daily flow of supplied water. After

sewage treatment, 90% of the sewage water is calculated as recycled water.

Figure 68: Proposed Bijwasan Station Area Sewage Network

9.4.2 Proposed Sewage Disposal of the Remodelled Station and Related Development

As per DDA Development Plan, Zone K II will generate about 48 MGD and sewerage discharge.

A Sewage Treatment Plant has been constructed in Dwarka. The location of Sewage

Treatment Plant is guided by gradient and site conditions. The sewerage system consists of

gravity main, sewage pumping station (SPS) and rising. The STP is located adjoining

Najafgarh drain which will carry treated discharge for disposal and some of treated

sewage shall be used for maintaining proposed green areas.

The proposed sewer lines in Bijwasan Station area will be connected to the trunk sewer

system of Delhi Municipal Corporation, to lead the sewage for treatment in the MCD’s STP.

Chief Engineer DDA Dwarka has already been addressed on 7 July, 2013 to confirm that their

trunk sewers and STP would be able to handle the load of sewage water foreseen in Bijwasan

Station area.

9.4.3 Required Infrastructure

9.4.3.1 Sewage Treatment System

A. CONVENTIONAL – ATTACHED GROWTH FOLLOWED BY ULTRA-FILTRATION

Phase - 1

From the data obtained, the demand of sewerage wastewater generated would be to the

tune of 4686 m3/day for phase I. Out of this, recyclable wastewater after treatment

would be 4217 m3/day. Operational flow rate 176 m3/hr through 24 hours.

Phase 2

From the data obtained, the demand of sewerage wastewater generated would be to the

tune of 4674 m3/day for phase II. Out of this, recyclable wastewater after treatment

would be 4207 m3/day. Operational flow rate 175 m3/hr through 24 hours.


The raw sewerage would be subjected to the following stage-wise treatment

(a) Screening – coarse & fine

(b) De-gritting

1. Homogenization

2. Anoxic treatment

3. Aeration thro blowers

4. Secondary clarification


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5. Disinfection

6. Sludge recirculation (This is to maintain required MLSS in the AT)

(c) Sludge collection, treatment thro decanter

(d) Caking thro sludge drying beds

(e) Tertiary treatment – through sand & carbon filtration

(f) Ultra-filtration using medium pore-treatment (for recycling water)

Under the above technology, say about 10% would go waste, which may be disposed-off

to nearest sea / storm water drain.

B. MBR – Advanced Technology

Under this technology, we need to depend on overseas manufacturers only, however, they

are freely available in India through either their own office or through their distributors/

agents. Now widely recognized advanced technology which are being adopted many public

/ private industries to treat their effluent / sewage.

An advanced technology available with different kind of modules, typically having pore size

of 0.4 – 0.5 micron, unlike Ultra filtration, which has pore size of 0.1 micron.

The treatment methodology up to aeration system is one and the same as conventional

treatment system, after which an MBR tank is deployed where membrane modules are kept

inside the tank. A sucking pump will be used to suck the permeate through the membranes

pores, which permeate will have the recycling water quality.

Typical MBR skid, which can handle up to 600 KLD, we can install in multiple nos. to treat

sewage.

Figure 69: Typical MBR Unit

9.4.3.2 Recycling of Wastewater

Recycling of wastewater has been proposed as it proves to be the most essential and reliable

option in view of sustainability and judicious use of available water resources, it is desirable

to consider the option of re-using the treated waste water for non-potable uses such as for

horticulture and gardening and residential flushing after achieving required degree of quality

for the desired purpose of usage.

9.4.3.3 Sewage Network

The sewerage system usually consists of a collection system of sewers and connections to

building network, main sewers and pumping stations, water treatment plants and disposal

system.

Sewer pipe material will be selected considering the provisions of the NBC-2005. Considering

its use in public buildings, heavy duty long life pipes are recommended. The alternative

materials are usually Stone Ware Glazed, Reinforced Concrete, Polyethylene, and UPVC.

Suitable manholes of prescribed sizes as per the relevant BIS Specifications/ National

Building code will be provided in the sewage system, at all junctions and at all points of

change of sewer size, gradient and direction.

Manholes should be cement concrete and masonry works. Manhole covers and frames shall

conform to the requirements of IS: 1726-1960. Gully traps at the feet of all waste pipes shall

be salt glazed. Grease traps shall be provided on kitchen waste line before it is connected

with main sewer lines. Catch basins shall be provided with cast iron gratings with

frame for effective collection and disposal of surface storm water.

Sewer manholes can be built of Reinforced concrete, Brick or Pre-cast concrete rings as per

relevant BIS standards and specifications.

9.5 Fire Fighting

The main objective of the fire protection systems is the detection and suppression the fire

at early stage. Also, it will alert the building personnel to orderly evacuate to point of safety.

The provided fire systems will be the following:

Fire Detection and Alarm Systems

Fire Protection Systems.


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The chapter is focused in Railway Station and furthermore it is included the main lines to

be applied in the other buildings and surroundings areas

9.5.1 Codes and Standards

The basic code being followed for the Railway Station is NFPA-130. (It is understood from

the Manual on World Class Stations that this is the standard, for fire and life safety, for the

development of all world class stations by IR). The provisions of this code will be

supplemented for the design of the various sub systems as per related detailed codes for

different individual items, issued by NFPA. The important ones are listed below

Means of Egress/Evacuation Time Calculations NFPA-130/ NFPA-101

Fire Hydrants and Hose Reels NFPA-14

Automatic Sprinklers Systems NFPA-13/ IS:15105

Fire Pump, Fire Water Tanks NFPA-13/NFPA14; NBC–Pt.4

Wet Risers, Hydrants System NFPA-130; IS: 3844, IS: 13039

Automatic Gas Flooding System NFPA-2001

Portable Fire Extinguishers NFPA-10/ IS: 2190

Fire Detection & Alarm System NFPA -72/IS: 2189/IS: 15908

Smoke Extraction System NFPA-92/ NFPA-130

Emergency Lighting NFPA-130/ NFPA-70

Fire Stops/ Compartmentation NFPA-101/130;NBC–Pt.4

All fire protection systems in the Commercial/Retail/Residential areas would also be

designed to comply with the National Building Code Part-4 and the requirements of the Local

Fire Authority.

9.5.2 Railway Station

As specified in Manual for Standards and specifications for Railway Stations, Bijwasan railway

Station will be provided with automatic and manual suppression systems. Fire Detection and

Alarm Systems

All Common personnel areas and public areas

Offices

Critical Rooms

Electrical Rooms

Mechanical Rooms,

Workshops, trash room.

Automatic suppression systems shall be provided in:

Nonpublic areas with combustible loads (concessions areas, storage and trash

rooms)

Public areas (Escalators structures and enclosed public waiting areas)

Standpipe Systems: throughout the station

Portable firefighting equipment

9.5.2.1 Fire Detection and Alarm Systems

The fire alarm system shall be installed in the Railway Station. Related with its own activity,

each building area has its own hazard characteristic which will demand its own specific

alarm system, for instance public spaces shall be equipped with optical smoke sensors,

technical rooms shall be equipped with smoke sensors, mechanical rooms shall be equipped

with multi criteria sensors, etc. Critical rooms, such as main Communications room, shall be

equipped by aspirated sensors system to offer the most early and reliable fire detection.

The Fire Alarm System must be capable of interfacing with others systems such as, voice

evacuation system, fire extinguishing system, smoke extraction/ventilation system, train

SCADA/signaling system, etc. In emergency situation, the communication system, connected

to Fire Alarm Control Panels and to the Operating Control Center (OCC of IDR), shall provide

the safest procedure to follow.

The fire alarm system will have a -centralized in the local control room in the station system

The BMS (Building Management System) will interface with Fire Alarm System and allow

monitoring of the complete system. The monitoring features of the BMS of the fire alarm

system will include:

System status (Healthy, fault, alarm)

Loop status

Detector status

Planned Maintenance.


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The fire alarm system for the project Buildings will harness the latest fire alarm technology

and be an advanced, expandable and scalable system.

The system will be an analogue addressable system and will be electrically supervised,

monitor the integrity of all conductors and will have proper approval from nationally

recognized agencies.

The system will be capable of providing the user with clear comprehensive information in

the event of a fire and also provide an entire historic log of the system’s management

information. Faults within the system will provide a detailed explanation allowing the user

to navigate through the faults history.

Fire Alarm Control Panel (FACP) located at Local Control room inside of the building to

control & monitor the fire devices.

The devices included in the fire detection and alarm systems are composed by

1. Initiating Devices

A combination of Photoelectric Smoke Detectors, Heat Detectors, Aspirating

Detector etc. will be used in the following areas:

All Common personnel areas,

Offices

Critical Rooms

Electrical Rooms

Plant Rooms

Workshops

In all areas with high background noise levels, xenon beacons will also be provided

in line with NFPA – 72. As per NFPA-72 addressable manual call point units will be

mounted in corridors within 1.5 meters of the entrances or exits or fire escape

route with a maximum travel distance of 60 meters to the nearest manual call point

unit.

Furthermore the NFPA – 72 international standard, in the design shall be applied the

Indian Standards: IS: 2189/IS: 15908

2. System Circuit Supervision

The fire alarm control panels will supervise all circuits to intelligent devices,

transponders, annunciators and peripheral equipment and annunciate loss of

communication with these devices. Interface unit will also be provided to monitor

the firefighting system components such as sprinkler system valves, standpipe control

valves, PRV, and main gate valves.

3. Interfacing with other systems

The FACP must have the ability to interface with other security, BMS, supervision of

sprinkler systems, smoke management systems, mechanical systems, etc. Following

are some of the 3rd party systems to be interfaced with the fire alarm system.

4. Systems/Devices to be monitored:

Clean Agent Gas - Control Panel

Pre-Action System

Smoke Extract Fan

Pressurization Fan

Damper associated with Smoke Extract Fan

Zone Control Valve for Sprinkler Pressure Switch & Supervisory Switch

Fire Pump Monitoring

Generator

5. Systems/Devices to be controlled

Sounder Circuit / Strobe Circuit

Access Control System

Smoke Extract Fan

Damper associated with Smoke Extract Fan

Pressurization Fan

AHU Shut Down

Fire Door

BMS System

Lighting Control


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The fire alarm system will be developed in coordination with the firefighting strategy

and fire engineering design and all other relevant disciplines in the following stages

of design to ensure the system meets with all requirements and codes.

9.5.2.2 Fire Protection Systems

The following fire protection systems shall be provided for the Station as applicable:-

In the Station, the fire protection system shall assure the safety in all escape routes and in

all critical equipment. Different types of fire protection systems such as automatic sprinkler

system, standpipe and hose system, portable fire extinguishers and automatic gas

suppression system shall be combined.

The following systems will be provided inside the building:

1. Standpipe and Hose System

The standpipe and hose system consists of galvanized steel pipes, hose valves, hose

pipes, branch pipe with nozzles, first-aid hose reels. All these equipment shall be

placed inside the fire hose cabinet.

Each hose point shall be tapped off from the combined system risers and serve the

corresponding floors. Minimum size required to hose point tapping shall be 65mm.

Each internal hose point shall consist of hose valve, associated piping, 2 nos. of hose

pipes, 1 no. of nozzle and fire aid hose reel of 36 m long x 19 mm dia with an isolation

valve.

The first aid hose reel shall be tapped of from the riser and minimum size required

for the tapping shall be 25mm.

Common breeching inlet for sprinkler and standpipe system shall be provided.

Standpipe and hose system design shall be in accordance with NFPA 14 and in

accordance with IS:3844 and IS:884.

Fire water demand for standpipe and hose system shall be computed based on

cumulative water demand of 2 hose points for a single riser and maximum of 3 hose

points for more than one riser.

Number of hose points per floor / level shall be based on 60 m coverage per hose point.

Fire water storage required shall be calculated for minimum 60 minutes of total water

demand of the standpipe and hose system.

2. Automatic Sprinkler System, and its main characteristics are

The automatic sprinkler system consists of galvanized steel pipes, alarm check valves,

zone control valves, flow switches, pressure gauges, drain valves, test valves,

sprinkler heads, etc.

The sprinkler system main lines shall be tapped from the combined system risers and

serve the corresponding floor areas via the zone control valve. Zone control valves

shall be monitored and interfaced with BMS and flow switches shall be interfaced with

fire alarm system.

All the sprinkler heads shall be either pendent or upright of standard response and standard

coverage type and temperature rating shall be 68º C or 79º C.

All Zone Control Valve (ZCV) shall be of monitored butterfly valve type and drain & test

valve shall be of ball valve type.

Common breeching inlet for sprinkler and standpipe and hose system shall be provided.

Automatic sprinkler system design shall be in accordance with NFPA 130 and NFPA 13.

Fire water storage computation for sprinkler system shall be based on minimum 60 Minutes of sprinkler operation. Sprinklers shall be provided for all the floor / grade levels such as mezzanine, and for areas

such as MEP rooms, building office rooms, building service rooms, etc.

Sprinklers shall not be required for electrical risk areas which shall be protected by clean

agent gas flooding system.

3. Portable Fire Extinguishers

In general, all the different spaces shall be protected by means of portable

extinguishers and it shall be selected based on the class of fire. The standard for selection

and installation is NFPA 10.


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The following type of fire extinguishers shall be provided corresponding to the class of fire.

Class A fire - ABC type

Class B fire - ABC type

Class C fire - CO2 type

All the fire extinguishers shall be placed inside the extinguisher cabinet or mounted in wall

by using the wall hooks.

4. Automatic Gas Suppression System

The automatic gas suppression system consists of Clean Agent gas inside the

gas cylinders, solenoid valves, manifolds, carbon steel pipes (seamless sch.40), and

gas discharge nozzles, etc., as part of mechanical items.

The electrical part of the system consists of gas release panels, wirings, abort

switches, manual releases, sounders and fire detectors.

Additionally, warning signage shall be provided at the entrance of the rooms to be

protected. The fire detectors shall be smoke or heat detector type. Fire detectors

shall wired based on cross zoning principle in order to avoid false discharge of gas.

The fire condition signal shall be interfaced to the main fire alarm panel through the

gas discharge panel.

In general, all the electrical risk rooms and areas shall be provided with total flooding

automatic gas suppression system. The gas agent shall be FM-200.

Electronics and telecommunication room

Electrical rooms

Generator rooms

Power supply rooms

Control rooms

5. Fire water storage and fire pumps

According to NFPA 13, standpipe systems shall be provided with an approved water

supply capable of supplying the system demand for a minimum of 1 hour. Taking into

account that the maximum flow rate expected will be about 3430 l/min (according

NFPA 14 – two fire hose of 947 l/min (250gpm) and 300m2 of sprinklers simultaneous),

the firefighting tank shall have a capacity of about 200 m3.

The Station shall be fitted out with a Fire Water Tank of 200 m3 and a Main Fire Pump,

a diesel engine operated Standby Fire Pump and a Jockey Pump. The Fire Pumps would

be in automatic operation mode. The Fire Pumps would be common to the Hydrant

and Sprinkler Systems. However, for Sprinklers there would be a dedicated mains right

from the fire pump delivery manifold.

The fire pump shall be designed and installed based on NFPA 20 standard. The fire

tanks shall be fitted with alarm detection, which shall be monitored by the Station

Fire Alarm Panel and Repeater Panel.

9.5.3 Mix and Other Uses

Regarding the surrounding buildings, each building will have its own automatic and manual

suppression systems. According to NFPA 14, standpipe systems shall be provided with

an approved water supply capable of supplying the system demand for a minimum of half an

hour (30 min). Taking into account that the maximum flow rate expected for each building

will be about 2918 l/min ((according NFPA 14 – two fire hose of 947l/min (250gpm) and

200m2 of sprinklers simultaneous), each building will have a firefighting tank of about 100

m3.

9.6 Power supply

In the following chapter, load estimation for Bijwasan station and surrounding buildings will

be done taking into account the surface of each building and the expected use.

9.6.1 Basis of Design

To determine the electric power considering the following design parameters:

1. Design surfaces

Railway station and Railway Station Parking

Railway facilities

Mixed Uses

It is considered to be allocated for the following uses according to the following

percentages:


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9.5% retail

5% Hotel use

85.5% Office use

Open Space

Yard Plan

2. Power supply is required for the following subsystems

Lighting

Receptacle loads

Air conditioning and / or ventilation

Hot water (gas can be used instead)

3. Rates of the electric load estimation, taking into account the possible uses to be included:

ELECTRICAL LO ADS REQUIRED [VA/m2]

USE BUILDING/AREA lighting

Rec eptac le

loads

air

c onditioning

/ ventilation

hot water

Railway station 5 [3] 15.0 21,6 2.0

Railway fac ilities 5 [3] 15.0 44.0 2.0

Parc el logistic 3 [4] 3.0 33 [1] 0.0

Hotel 22 [4] 11.0 65 [1] 25 [1]

Commerc ial 33 [4] 3 [1] 44 [1] 0.0

O ffic e 39 [4] 11 [1] 65 [1] 6 [1]

Residential 33 [4] 11,0 44.0 25 [1]

Underground parking 6 [4] 0.0 20.0 0.0

Table 41: Power Rates per Area

The electrical rate of air conditioning and ventilation in Railway Station is an average

where is considered:

3.6% of total area: 65 VA/m2 to feed air conditioning/ventilation

Business lounge (621.18 m2)

VIP lounge (621.18 m2)

Reserved areas (4588.82 m2)

96.4% of total area: 20 VA/m2 to feed ventilation

The area of Railway Station is the total area included basement, ground floor and first

floor. The platform area is not included

9.6.2 Estimated Electrical loads

The estimated load requirements parameters are in accordance with the following standards

[1] IEEE Recommended Practice for Electric Power Systems in Commercial

Buildings.

IEEE Std 241-1990

[2] National Building Code of India

[3] Manual for standards and specifications for railway stations. Ministry of

Railways

(Railway Board). Government of India

[4] NFPA 70. American National Electrical Code. 2008 Edition

The Electrical Power Load Calculation in Bijwasan Station Development for Phase-1 & Phase

2 are given in the table: Table nº 43 & 44. Once the electric load estimation has been

calculated, in order to know the simultaneous required power, the following demand factors

have been considered:

Table 42: Lighting Load Demand Factors

Fixed electric space heating loads shall be computed at 100 % of the total connected load,

as specified in NFPA 70, American National Electrical Code. 2008 Edition

Lighting load demand factors

Type of occupancy

Portion of Lighting Load to which

demand factors applies (VA)

Demand factor [%]

Hotels

≤ 20,000 VA

From 20,001 to 100,000 VA

Remainder over 100,000 VA

50 %

40 %

30 %

Dwelling units

≤ 3,000 VA

From 3,001 to 12,0000 VA

Remainder over 120000

100 %

35 %

25 %

Warehouses (storage)

≤ 12,500 VA

Remainder over 12,500

100 %

50 %

All others

100 %


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Regarding the air conditioning and ventilation, 70% of the total connected loads have been

considered. Furthermore, taking into account the different uses of the planned facilities, a

global demand factor of 0.7 has been considered.

The following results of the electric load estimation are shown, once the demand factors

have been applied:

The power required for BIJWASAN station for phase-1 & phase 2 are given in the tabular

column:

PHASE-1

Sl.No

Use of Buildings

Total Electrical Load(VA/

m2)

Area in m2

Connected Load in

MVA

Load in Lakhs

Demand factor

Demand Load in

MVA

1 Railway Station(with platform) 44.8 80882 3.624 36.24 0.7 2.54

2 Parking of Railway station 26 16552 0.430 4.30 0.7 0.30

3 Railway facilities 66 23079 1.523 15.23 0.7 1.07

4 Railway Housing 113 24104 2.724 27.24 0.7 1.91

5 Mixed uses 103 399579 41.157 411.57 0.7 28.81

6 Open Space 2.2 95000 0.209 2.09 0.7 0.15

7 FOB 2.2 2500 0.006 0.06 0.7 0.00

8 Yard Plan 2.2 422888 0.930 9.30 0.7 0.65

Total load for Phase 1

50.602 505.97 35.42

Table 43: Total Electrical Load Estimation for Phase-I

PHASE-2

Sl.No

Use of Buildings

Total Electrical Load(VA/

m2)

Area in m2

Connected Load in

MVA

Load in Lakhs

Demand factor

Demand Load in

MVA

1 Railway Station 44.8 85615 3.84 38.36 0.7 2.68

2 Mixed uses 103 703615 72.47 724.72 0.7 50.73

3 Open Space 2.2 115000 0.25 2.53 0.7 0.18

Total load for Phase 2

76.56 765.61 53.59

Table 44: Total Electric Load Estimation for Phase-2

As a conclusion, the required installed power for the phase-1 & phase-2 will be 35MVA & 54

MVA. Approximately the power supply for both the phases will be 89 MVA.

Once the required power for the forecast buildings has been calculated, consumption

related with sidewalks, roadways, lakes and open areas has to be taken into account.

9.6.3 Proposed Power Network

9.6.3.1 Introduction

The Zone Development Plan – Planning Zone K-II (Dwarka), a grid station has been set up

which will receive 400 KV power supply from overhead feeder and transforming to

220/132/66 KV grid of power sub-stations.

In the case of the area included in the master plan, the electrical feeders shall be provides

by Electrical Company at 33/11 kV. At least, two (2) feeders will be provided.

The required power supply for Bijwasan station and surrounding commercial area shall be

provided by local electric company (currently Delhi Transco Ltd. Operates in the area).

According with estimated electrical loads, the area included in the master plan requires the

installation an electrical network capable to supply 89 MVA.

Railway Station, Railway Facilities, Railway Housing 8.5 MVA

Commercial Uses Other Buildings and areas 79.5 MVA

Open space, FOB, Yard Plan 1.0 MVA

In order to fulfil the necessity of power, it is proposed the following network.

9.6.3.2 Surrounding Areas and Buildings

Power supply for surrounding areas, buildings (offices, commercial buildings, hotel

and residential) will be fed through of a grid of 33/11kV.

Therefore, power stations with transformers 33/11/0.4 kV will be considered. Where

possible, the power stations will be located inside the buildings, to improve architectural

integration. They will be installed on the floor above ground with direct access to

public roads and ventilation.

Considering the required installation power estimated of this document, the below table

indicates the proposed Electrical Demand and supply for the entire development.


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Sl No

Description Supply From

Incoming Supply

Demand Load in MVA

Gen.From Solar

MVA

Proposed Transformer

Rating

ProposedDG

Rating

1 Railway Station(with platform)

MEB 33 kV 5.36 3 x 2000 kVA 2 x 1500

kVA

2 Railway facilities MEB

33 kV 1.07

1000kVA

3 Railway Housing MEB

33 kV 1.91

2*1000kVA

4 Open Space , FOB , Yard Plan

MEB 33 kV 0.98 - 2 x 500 kVA

5 Mixed uses MEB 33 kV 79.50 - 32 x 2500 kVA

Table 45: Electricity Demand and Supply for Entire Development

The approximate location and sizes of Sub-station, Switching Posts, and SSPs has been

indicated in drawing no. BWSN-MP-KD4-ARC-PLN-120 & 121 and in the master plan.

9.6.3.3 Railway Station

The existing Railway substation has 33 kV substations. As per the Redevelopment plan for

Railway utilities and commercial developments we should apply for one connection at 33 kV

or independent connections at 33 kV for commercial developments. 50% DG backup has been

assumed for railway station and Commercial development area.

Bijwasan has a good intensity of solar light and we will have considerable spread of roof

areas from the considerable spread of roof areas from the complete construction program.

Now in the first phases of construction plan, we have planned to put 3 nos. 2000 kVA

transformers for normal power supply and 2no. 1500 kVA DG set DG sets for emergency

supply. Later on once the complete construction in place we can have the substation upgrade

as detailed above.

9.6.3.4 Normal System

First Step of the normal system shall be the medium Voltage (33/11kV) substation which will

receive the 33kV feeders from Bulk Substation. To increase the redundancy of the system,

there shall be at least two (2) rings of 11 kV that will be distributed thought the Railway

station.

Inside of the building will be fitted out power stations (11/0.4 kV) which shall be

fed alternatively since the two MV rings. Power Stations shall provide the low voltage to

feed the loads.

As follows it is indicated the operational scenarios that will govern power supply availability

and the occurrence of fire within the Railway Station:

1. Normal Operation

All loads at each building will be supplied from mains supply derived from MV local

LV Switchboards.

2. Mains Failure

In the event of mains failure, essential loads in the buildings affected by the power

failure will be backed up by a standby emergency generator.

The main switchboards will be provided with an integral PLC to facilitate automatic

changeover to generator supply after mains failure; and to restore the electrical

system to normal after restoration of mains supplies.

3. Local Supply Failure

In the event of a local building supply failure; the essential loads in that building will

be backed up by a standby emergency generator(s).

When the generator(s) start to supply the essential load under these (local failure)

Conditions, the other buildings will remain connected to the healthy supply.

4. Fire Scenario

In case of fire, the power will be still available from mains supply transformers and

hence all buildings will continue in normal operation except the building

/system affected by the fire.

Emergency equipment associated with fire and life safety systems will be fed from a

diesel generator, UPS and single point system (self-contained) batteries.

9.6.3.5 Back-up electrical power supply

As measurement of security, the Railway Station shall be back-up supply. In that case, it is

considered a diesel generator and UPS.

1. Standby emergency generator system (50% DG backup has been assumed for

railway station)-2 No 1500kVA DG set proposed for the railway station.

The standby emergency generator system and its associated Control Panel will

be provided for providing emergency back-up power to essential


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The generator will include (but not limited), the following systems:

Fuel system comprising day tank 8 hours at 100% load) and two underground

bulk tanks (total 24 hours capacity at 100% load). The two tank scenario allows

one tank to be maintained whilst allowing the generator system to remain

ready for operation with day tank and one bulk tank.

Air intake and air exhaust systems

Fuel exhaust system and muffler and catalytic converter to minimize air

pollutants

Electrical ACB/MCCB control and protection including over current and earth

fault protection

Diesel Fuel fill-system comprising fill point at easily accessible (truck) location

Provide lockable steel cabinet to fill point complete with gauges for tank

capacity and alarms to prevent over-filling

Control and monitoring interfaced to SCADA

Power and control cabling to local main Switchboard with changeover ACB’s

Local fire protection systems to comply with the applicable section of

this specification and Civil Defence requirements

Fuel storage tanks and fuel systems that comply fully with the RSB “Fuel

Storage

Tank Regulations”

An automatic power transfer from mains to standby and vice versa will be guaranteed. The

generators will not be operated in parallel with grid supply.

2. Uninterruptible Power Systems (UPS)

The UPS systems shall be provided for back-up system that they do not require pass

by 0. It shall applied for data services and other communications equipment within

the station buildings and other facilities throughout the project will be provided.

The UPS battery autonomy will be 1 hour minimum.

The UPS unit will be located in the same room as the data services equipment and

will be provided with air-conditioning and ventilation as specified before.

The UPS system will be provided with an external maintenance bypass switch (EMBS)

and dedicated UPS distribution Board.

UPS batteries will be sealed maintenance-free Lead-acid type with suspended

electrolyte (leak-proof).

9.6.3.6 Low Voltage

Low Voltage system in the Railway Station shall be fulfil with the following requirements:

1. Electrical Supply System voltage

The following supply voltages shall apply to the MEP electrical services: 230/400 V,

three phase AC, four wire, 50 Hz (LV distribution generally)

2. Electrical Protection and Grading

Protection systems to protect and grade the electrical distribution system shall be

designed so that faults will be cleared by the protective device immediately

upstream of the circuit fault. Coordination with all upstream protection devices shall

be required. The protection grading shall be applied from the point of supply

to the terminal equipment of the building or facility.

The detailed design shall comply with local supply authority requirements.

3. Balancing of Electrical Loads

The detailed design shall balance the electrical loads evenly over three phases to a

tolerance within 10%.

4. Voltage drop

The maximum volt drop shall not exceed 5% of the 400V 3-phase and 230V 1-phase

50Hz nominal voltage. The final cable sizes shall be designed in order to ensure this

requirement.

5. Power Factor Correction Equipment

The Station shall be provided by a power factor correction equipment to maintain

lagging PF at 0.95.

6. Earth Leakage Safety Devices

The detailed design of the earthing and bonding of equipment and the earth leakage

devices shall comply with the requirements of the current supply authority


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regulations to ensure there will be no danger to persons under fault conditions.

7. Future Load growth / Spare Capacity

All electrical rooms shall be provided with spare space for future expansion as

indicated below. These spare spaces shall be in addition to space occupied by any

spare modules or circuit breakers identified for future use.

Electrical LV switch rooms – 10% spare circuit breakers and 20% spare

breaker module spaces on each main switchboard and sub-main

distribution board and final distribution boards. (These spare breaker

requirements will not apply to ACB’s in MSB’s).

In addition to spare spaces on the switchboards, shall be provided a

minimum of 1200mm extensible spare space on each LV main switchboard

bus-section without infringing on clearance spaces to walls and other

equipment.

8. Sizing of Electrical Equipment

A minimum of 25% future load growth shall be provided in all main and sub-main

cables and electrical equipment including generators, UPS units, main switchboards,

sub-main distribution boards and final distribution boards.

Equipment rating shall comply with the following:

Take into consideration the installation conditions and external influences,

short circuit fault levels and ratings of protection equipment.

Design all LV switchgear to maximum 85% load current utilization including

spare capacity

9.6.3.7 Light Fixture

Lighting fixture will be of LED, CFL, T-5 or T-8 lamps which will help in saving energy and

reducing heating load emitted by the light fixture.

All large areas in the railway station areas shall be sub-divided so that alternative luminaries

are fed and switched on separate circuits to allow reducing lighting level and cater for local

system failure.

Lighting levels shall be uniformly distributed throughout the whole station, and shall be

designed such that glare, dark recesses and areas of poor lighting levels are avoided.

Highlight of 2 times the general illumination level shall be provided by down lighting for

main entrance, lift front doors, tops and bottoms of stairs.

All offices, plant rooms, workshop, stabling yard and stores shall have local switches to

control the lighting in that area. Where six or more luminaries are provided in a single room,

circuits shall be split and the multi-gang switches shall be provided.

9.6.3.8 Illumination Levels

The general lighting of various spaces shall be planned by the Interior Designer / Lighting

Consultant. The recommended illumination levels as per manual for Standards and

specification for Railway Station Part – 1 are given below.

Sl No

Space Illumination Lux Level

Recommended Type of Lamps

1 Interactive Areas(task location) 200 CFL / Fluorescent

2 Interactive Areas(background) 150 CFL / Fluorescent

3 Signs, maps, displays 200 CFL / Fluorescent / LED

PLATFORM

4 Outdoor Platforms with canopy 100 CFL / Fluorescent

5 Outdoor Platforms without canopy 50 CFL / Fluorescent

6 Indoor platforms 150 CFL / Fluorescent

7 Interior passageways 100 CFL / Fluorescent / LED

8 Service Corridor on Tracks (Under Station) 50 CFL / Fluorescent

SITE

9 Open Parking Areas 50 CFL / Fluorescent

10 Station Entrance Areas 150 CFL / Fluorescent

11 Station Perimeter 30 CFL / Fluorescent

BUILDINGS

12 Concourse 200 CFL / Fluorescent / LED

13 Circulating Area 50 CFL / Fluorescent

14 Enquiry cum reservation office 150 CFL / Fluorescent

15 Ticket Counter At counter 300 CFL / Fluorescent

16 TVMs At counter 200 CFL / Fluorescent

17 Waiting Area 200 CFL / Fluorescent

18 Offices 100 CFL / Fluorescent

19 Toilets 100 CFL / Fluorescent

20 Lifts Interior 100 CFL / Fluorescent / LED

21 Lifts Landing 200 CFL / Fluorescent

22 Parcel / Luggage Area 150 CFL / Fluorescent

23 Corridors 100 CFL / Fluorescent

24 Stairs 100 CFL / Fluorescent

25 Cloak Room 250 CFL / Fluorescent

RESTAURANT

26 Kitchen 300 CFL / Fluorescent

27 Stores 100 CFL / Fluorescent

28 Dining Hall 100 CFL / Fluorescent / LED

29 Conference and Ball Rooms ( As per Interior Lighting Design)

CFL / Fluorescent / LED

30 Restaurant / All – Day Dining ( As per Interior Lighting Design)

CFL / Fluorescent / LED / Metal halide / energy efficient low


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wattage halogen

31 Guest Rooms ( As per Interior Lighting Design)

CFL / LED / energy efficient low wattage halogen

32 Lobby ( As per Interior Lighting Design)

CFL / LED / Metal halide

33 Retail 400 Incandescent / Halogen

34 Entertainment Centre 300

35 Loading Platforms 200

36 Mechanical rooms 200 CFL / Fluorescent

37 Workshops 400 CFL / Fluorescent

38 Walks, Paths, Roadway 15-50 CFL / Fluorescent

Table 46: Illimination Levels

9.6.3.9 Lighting Control System

The lighting control system (LCP) system shall be used for controlling of light in public area.

Service area shall be provided with lighting control either by locally switching, occupancy

sensor and LCP system. The LCP system shall be provided in Station Control Room (SCR).

Non-public area or BOH shall be controlled by occupancy sensors with local switch override.

The lighting control system (LCP) shall consist of the enclosure with separate power section

and control section, relay unit, Power supply unit, interconnected wirings and accessories.

The system will allow added switching configurations. Any number of switches shall be able

to program for a common load or loads and all switches shall indicate the load status on

SCADA. Each LCP will be provided manual override switch of any of its zone for maintenance

purpose. The replay unit and accessories shall be housed inside as enclosure of LCP and

install adjacent to the MCB board (or Load centers) from which power will be obtained.

Supply source for control circuit will be derived from the MCB board (or Load centers) where

the power for the lighting circuits shall be obtained.

9.6.3.10 Earthing System

Earthing system shall be designed in accordance with IS: 3043/BS 7430 for earthing system.

Dedicated earthing pits shall be provided for neutral earthing of major substation equipment

like Transformers and DG sets. Interconnected Earthing pits shall be provided for body

earthing of major substation equipment like HT Panel, Transformers, DG sets, MV panel etc.

Distribution earthing shall be carried all among the MV distribution system and effectively

bonding the equipment.

Earthing for light and power shall be carried out with insulated copper earth wire running

throughout the length of circuit and shall be terminated at equipment, fixtures, etc. with

effective bonding to main earthing grid.

Separate and distinct earth stations shall be provided for the following system:

Main LV panels

Signal Equipment’s

MV panels

UPS

Server

EPABX

CCTV

Elevators, Escalators

Neutral of transformer

Neutral of DG sets

9.6.4 Supply Alternatives

In order to reduce the electric power required from the electric company and to improve

energy efficiency, the following is proposed:

Variable Refrigerant flow type Air-conditioning system proposed for Railway

station

District cooling and heating system shall be proposed for the hotels, office

and commercial areas.

Photovoltaic panels might be installed in the roof of the railway station.

The use of district cooling and heating (DH & C) reduces at around 40-50% (based on

Barcelona FORUM DH&C) of electricity demand intended for residential buildings and the

railway station. However the solution requires alternative sources of energy, an energy plant

with the following systems is proposed:

Heating Production system. A heat source is proposed to create a Waste-to-Energy Plant

(PVE); a facility that carries out the process of minimizing the volume of waste via an

incineration process. Energy produced from this incineration is used to generate steam

and electricity which could be used to auto consume or to sell.

Steam is used to heat the heating lines and to feed absorption chiller.

Cooling production system which comprises of an absorption chiller and an electric chiller.

Cool water is produced and distributed through the pipes to the buildings.


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Refrigeration system. This could be composed by a refrigeration tower and a manifold of

freatic water.

For this proposal is required the implantation in the station and an exact identification of every

heating and cooling load for each type building. For this reason, there will be studied in future

studies where it will be determinate the definition of type and areas for every building (Mix

uses).

In the particular case of the railway station, it is proposed the use of photovoltaic panels

(Photovoltaic Laminate-type PVL). This type of technology (PVL) can be adapted to all types of

roofs without affecting the aesthetics of the building.

Whereas it has a floor space of 35,000 m2, we could get a peak power of 1108.8 kWp. This

value corresponds to 10-15% of the electricity requirements of the railway station.

9.7 HVAC

The HVAC system will be designed to meet the specifications based on National Building

Code of India 2005, supplemented by the following standards and codes

ASHRAE Standards

ISHRAE Handbooks

SMACNA Standards

Bureau of Indian Standards Codes

Energy conservation Building code (ECBC)

IEC Relevant Sections

9.7.1 Basis of Design & Parameters

As follows it is listed the design criteria that shall apply in the detailed design of the HVAC:

1. Outdoor Design Conditions

Ventilation, air-conditioning and equipment shall be selected and designed using outside

conditions as per ISHRAE; the outside conditions to be considered are shown in the following

Table.

Table 47: Outside Conditions

2. Indoor Design Conditions

The requirements for internal temperatures and humidity levels are specified for each room

in detail project.

3. Indoor noise criteria

Noise levels shall be in accordance with ASHRAE ‘Applications’ Chapter 47 or CIBSE Guide A

‘Environmental Design’ Chapter 1.

Room noise levels are shown on buildings data sheet table in following chapters.

4. VRV SYSTEM

VRV system provided for all air conditioning area there is no diversity considered.

5. Fresh Air Rate

Fresh air ventilation shall be provided in accordance with ASHRAE 62.1.

6. Exhaust Ventilation

Exhaust air ventilation shall be provided in accordance with NBC, Part-8, Section-3

7. Kitchen Ventilation

Any commercial kitchen shall have a dedicated ventilation system to meet ASHRAE

‘Applications’ Chapter 33 ‘Kitchen Ventilation’ or HVCA DW144 ‘Specification for

Kitchen Ventilation Systems’.

8. Ductwork

Ducts shall be sized in accordance with ASHRAE ‘Fundamentals’ Chapter 21 ‘Duct Sizing’

or CIBSE Guide B3 ‘Ductwork’ within the following parameters:

Maximum velocity –Fume/Kitchen: 10m/s

Maximum velocity –Main: 7.5m/s

DELHI

Temperature

Outside summer dry bulb temperature

43.3°C

Outside summer wet bulb temperature

23.9°C

Outside winter dry bulb temperature

7.2°C


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Maximum velocity – Branch: 5.0m/s

Maximum velocity – To grille: 3.0m/s

Maximum pressure drop: 1Pa/m

Diffuser terminal velocity: 0.15-0.25m/s

Ducts shall be designed and constructed in accordance with SMACNA or HVAC 144. Smoke

detectors shall be installed inside ducts.

9. Air Filtration

Filter for fresh air ventilation systems shall be selected as follows:

Area Pre Filter Final Filter

Offices, Public areas and Stations MERV 7 MERV 13

Warehouses, workshops, etc. MERV 5 MERV 7

Table 48: Filter for Fresh Air Ventilation

10. Cold Smoke Removal

All rooms with clean agent fire suppression shall be provided with a cold smoke removal

system to clear smoke in 15 minutes.

11. Staircase Pressurization

Escape staircases shall be mechanically pressurized in accordance with NFPA 92A

Standard for Smoke control Systems Utilizing Pressure Differences.

12. Legionella Prevention

The air condition system shall be designed to control legionella bacteria within the water

systems as set out in HSE L8:‘Legionnaires Disease’.

13. Sustainability

In locations where local regulations do not cover the aspects of green buildings, the detailed

design shall comply with requirements to take into account are listed below:

IDP-R3: Basic Commissioning

LBi-R1: Healthy Ventilation Delivery

LBi-R3: Legionella Prevention

PW –R1: Minimum Interior water Use Reduction

PW-R2: Exterior water Monitoring

RE-R1: Minimum Energy Performance

RE-R2: Energy Monitoring and Reporting

Ozone Impacts of Refrigerants and Fire Suppression Systems.

9.7.2 Air Conditioning System

It is proposed to provide air conditioning in assigned areas to ensure peoples comfort, clean

indoor environment & maximize workers efficiency, longer equipment life etc.

VRF type Air conditioning system proposed for the following Area.

Business lounge

VIP lounge

Reserved areas

Office rooms (accounts, booking)

Staff room (station master room)

Technical rooms (surveillance)

The air conditioning system shall automatically operate under the dictates of a temperature

sensor which shall be connected to the BMS system.

IT, Comms. and signaling rooms, air conditioning shall be provided by close control AC units

(CRAC).

Operational control, Comms. and signaling rooms shall be provided with combined two

VRV outdoor units.

Standby air conditioning shall be provided in critical rooms to meet the requirements of the RAMs target.

Fans within air handling and air conditioning units shall shut down during a fire condition.

9.7.3 Ventilation System

Fresh air to the rooms/areas shall be provided by fresh air handling units. The supply air shall

exceed the extract to provide a positive pressure within the building to reduce unconditioned

outside air infiltration.

Below are listed all those areas which need exhaust ventilation system:

Toilet

Kitchen


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And following areas shall be designed to have mechanical ventilation system. Ventilation

standards considered for each of these areas shall be as follows:

A/C Plant Room

Pump Room

Car parking

Public toilets

Technical areas

Arrivals hall, entrance hall, subway

Janitor room, machine room, parcel storage & movement, electrical room,

G.R.P room, linen room, cloak room, railway facilities

The following are the salient features of the proposed ventilation system in special areas.

Engineering service areas shall be provided evaporative cooling over main station

with forced air ventilation for general removal of heat & foul odour. Same

arrangement shall apply in kitchens

Ceiling spaces below polycarbonate roof shall be provided forced ventilation during

hot season to minimize high heat sink, generated due translucent surface

Utility gallery shall be provided forced ventilation to ensure clean environment &

removal of heat. Stale air shall exhaust naturally thru large openings at platforms

9.8 Gas supply

An underground propane tank will be designed in the railway station to provide gas for

kitchen to restaurants in railway station.

9.9 Utility summary

As a summary, the utilities included in this chapter are:

The utility summary for the Fresh water supply, Non potable water supply, Sewage, Recycled

water & Power supply for Phase-1 & Phase-2 are given below,

Table 49: Utilities Summary Phasewise

The utility summary for the Fresh water supply, Non potable water supply, Sewage, Recycled

water & Power supply for Station Area & Commercial Area are given below

Table 50: Utilities Summary for Station and Commercial Area


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10 TRAFFIC STUDY

10.1 Objectives

The main objectives of the Traffic Plan study are:

The Estimation and characterization of the demand of the new railway station, in order

to provide the necessary inputs for the best and more functional design of the station

and the complementary facilities.

The assessment of the impact (road traffic) of the demand generated by the new

infrastructures in the site (Master Plan of the Station) and in its immediate surroundings

(5 Km of study area: other planned projects) and the definition of the measures to

avoid future problems.

10.2 Approach involved in the Study

The study approach involves an in-depth assessment of the prevailing and the forecasted traffic

conditions in the study area. The objective is primarily to forecast the number of commuters

based on the number of trains operating from the station (present and future, i.e. 2053) and also

assess the impact of the demand generated by this project on the population and traffic in its

immediate vicinity. Further, we envisage that to restrain any possible ill-effects of this future

demand might have on the local transport network; an Integrated Transport System is a necessity.

A well-integrated transport network in the local area comprising the Bijwasan Railway terminal

linked with Delhi Metro Station, Delhi Airport and the proposed Inter State Bus Terminal will

encourage connectivity amongst the local commuters. This wide range of viable transport option

for the Bijwasan residents will facilitate them with alternative modes of transport and thus the

dependency on cars and private transport will gradually decrease in the region. Thereby, the

objective of this study is to assess the future traffic in the vicinity of the Bijwasan and identify

measures to mitigate the same will be met.

Accordingly, the traffic surveys and its subsequent analysis contribute primarily to this

assessment. Though the study area for the surveys is a 5 Km radius zone from the Bijwasan

Railway terminal, our prime motive is also to focus on the core radius zone of the Terminal. This

is because this core zone encompasses the main Transit modes (currently and in the future),

Bijwasan Rail Station, Delhi Metro Station, and the proposed Inter State Bus Terminal.

The initial works involved were to conduct traffic surveys like Mid-Block traffic count, Turning

Movement volume counts, speed and delay studies, etc. The results from the traffic surveys

depict that the existing traffic conditions are good. The analysis of the traffic survey results of

the key roads and junctions plus the current travel patterns stemming from the OD studies have

been used for the demand forecasts for the year 2053. These essentially determine the capacity

of proposed terminal and the impact this demand will have in the roads in the immediate vicinity

of the terminal. Accordingly, appropriate improvements are proposed at junctions where the

bottlenecks are found to be severe.

This analysis is backed by a VISSIM simulation which depicts the traffic conditions of the base and

projected years and our proposed improvements. This analysis undertaken to determine the

traffic impact at vital intersections in Bijwasan area for the year 2053 under the following

scenarios:

1. Do Nothing Scenario

2. Do Something Scenario

10.3 Scope of Works

The scope of works in order to attain the aforementioned objectives includes the following:

1. Identification of documental information sources and data collection

2. Preparing a base map of the area

3. Establish Traffic Demand

4. Studies, Surveys and Investigations (Reconnaissance, Traffic surveys & Speed surveys)

5. Anticipated redevelopment on the influence zones of the station

6. Conceptual network improvement options (including parking requirements and

modifications to the access of the station)

7. Evaluation and selection of the most suitable access option

8. Preparation of the TRAFFIC PLAN REPORT.

10.4 Site Location Analysis

This section describes the current traffic environment in the study area, i.e. Bijwasan. This

review is based on observations from site visits, previous study reports of a similar nature,

geographical sources such as Google earth, review of third party data and analysis.


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The site, as per the redevelopment plan of the Bijwasan Station lies on the South west of New

Delhi bearing the co-ordinates 28.5370751 N and 77.0513138 S.

10.4.1 Current Situation

10.4.1.1 Transport Infrastructures: Features and Accessibility

Bijwasan Railway Station

The existing Bijwasan railway station (Northern Railways) is located on main Bharthal road in

Dwarka’s Sector-21. The Bijwasan railway station currently is a suburban halt with two platforms

and 89 trains along the Delhi-Rewari- Jaipur junction passing through it of which 21 trains

currently stop at this station.

The location of these stations and important roads and salient features in this area are shown in

the map below.

The other railway stations in proximity to Bijwasan station are Shahabad Mohamedpur and

Gurgaon stations. The Proposed Bijwasan railway station site is located close to the Indira Gandhi

International Airport.

Figure 70: Site Plan

Metro Terminal at Dwarka Sector-21

A Metro terminal which is adjacent to the proposed International Terminal already includes the

Metro Line 3 and the Airport Metro Link (Under Ground). It is also proposed to link this station

to Gurgaon at IFFCO Chowk for which DMRC has prepared a DPR and submitted to Haryana Govt.

No decision regarding construction of this line or its scheduling / funding has yet been taken.

This Sector 21 Metro station is located on the blue line of the Delhi Metro. The Blue Line connects

Dwarka to Noida/Anand Vihar, passing through the Central Business District (CBD) of Delhi i.e.

Connaught Place and as well the residential and other commercial hubs in that route. The Delhi

Airport Metro Express (DAMEL) runs from New Delhi Railway station to this Dwarka Sector 21

Metro station linking the Indira Gandhi International airport a part of which is underground. This

is also known as the Orange line of the Delhi Metro. Since, the Blue line and the Orange line meet

at this station, the Dwarka Sector 21 Metro terminal is also an Interchange for commuters

changing routes on the Orange and the Blue lines.

The Urban Extension Road II (UER II) is a 100 m ROW road in Dwarka sector. The UER II road was

built to improve connectivity between Dwarka and the rest of Delhi and also to take the load off

Delhi’s arterial loads. It is a very prominent road and connects Dwarka to NH-8 and NH-10. The

UER II road is also the primary access road to the Dwarka Sector 21 Metro Station and the Indira

Gandhi International Airport as illustrated in the following map.

Figure 71: Dwarka Sector 21 and Metro Lines


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Indira Gandhi International Airport

The Indira Gandhi International Airport or the IGI is the premier airport in India and is one of the

busiest airports in Asia. IGI is located in Palam, an area in the south-west of New Delhi and is

spread over 5,220 acres of land. The current handling capacity of IGI airport is 46 million

passengers and it has a potential to handle 100 million passengers in 2030.

The Terminal-3 of the IGI airport which handles both International and domestic flights is located

in the vicinity of the study area. The airport has an excellent connectivity to Delhi both by road

and the Airport Express Metro line. The airport will be linked to the new Bijwasan Terminal

through NH-8 and UER II road. At the southern side, the UER II is linked to the 8 lane Delhi-

Gurgaon expressway from where dedicated access roads to the IGI airport direct passengers to

the terminal.

Figure 72: Airport Express

There is also a proposed extension of a Delhi Metro line from Dwarka Sector-21 to Gurgaon (IFFCO

Chowk) a distance of about 12 Km with two stops at Sector 18 and Sec 23. DMRC has prepared a

DPR and submitted to Haryana Govt. No decision regarding construction of this line or its

scheduling / funding has yet been taken.

10.4.2 Future Situation

10.4.2.1 Land Use Pattern

The Land use pattern around the Bijwasan station and in our base map study area of 5 Km around

has been carried out in accordance with the Land Use Plan- 2021 as promulgated by the Delhi

Development Authority (2008) and is based on the following:

I. The policies enunciated for different urban activities

II. Requirement of additional and social and physical infrastructure.

III. Transportation and work centres

IV. Restructuring of the land uses along the MRTS corridors based on the studies and

considering the inter-relationship between the urban activities, environment and the

image of the city.

V. Already approved Zonal Development Plans and land use modifications.

The National Capital Territory Delhi (NCTD) has been divided into 15 Zones or divisions for

efficient urban planning and land use. The proposed Bijwasan Railway station lies in the “K-II”

Zone in proximity to Dwarka sector and is administered by the Delhi Development Authority, the

DDA.

The land use pattern in Bijwasan like the rest of New Delhi has a mixed land pattern use. The

base map area shows a blend of industrial, housing and transport terminals to name a few which

are still in a state of planning as this region is poised for development on a huge scale.

The land use plan for Zone-K2, where the proposed station will be built, is indicated as Railway

Terminal.

Additional new Transport Infrastructures

Figure nº 72 shows some of the developments proposed in the study area which will have an

impact on the traffic network in the region:

Proposed Inter-State Bus Terminal (ISBT) in Sector 22

At a site close to this proposed new station a new Inter State Bus Terminal has been proposed in

Sector 22 on the 100 m wide UER 2 Road, connecting Dwarka with NH 8 and NH 10. This bus

terminus is being developed on a sprawling 10.9 hectare space in Dwarka Sector-22. The Dwarka

ISBT will be built for buses coming in from Rajasthan and Haryana.


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Figure 73: Additional New Transport Infrastructures

The Dwarka ISBT and four other ISBT’s in New Delhi have the potential to serve as major

transportation hubs for the residents of Delhi and the neighbouring states. The aim is to provide

easy transfer from one mode of commute to another. For example, if you have landed in Delhi

on a Volvo from Jaipur, you can take a coach to the airport, or a Metro to CP from the same

complex.

The proposed Dwarka ISBT and the other existing ones at Kashmiri gate, Anand Vihar and Sarai

Kale Khan potentially can help to decongest Delhi city of the bus movement within the city by

dividing the bus traffic in these terminals. The three existing ISBTs in New Delhi currently cater

to an average 1.54-lakh passenger and 3300 buses/trips per day (According to Delhi Integrated

Multi Modal Transit System Ltd, 2008).

Proposed Convention Centre

A Convention centre is planned to be built in a 14 Hectare site in Dwarka Sector-24. This

exhibition cum community centre will have an auditorium of capacity of 12,000 persons in an

area of 86,400 sq. m, hotel complex 60,000 sq. m and a commercial complex of 36,600 sq. m

(According to the Master Plan prepared by the DDA, 2007)

This would be a major traffic attractor and hence can serve to densify roads that then can lead

to access issues to the Railway Station.

The Proposed Northern Peripheral Road (NPR)

The Northern Peripheral Road (Dwarka Expressway) is also under development under a Public

Private Partnership (PPP) model and this stretch will link Dwarka with NH-8 at Kherki Daula and

will cross Pataudi Road enroute. The work on NPR is already in progress and it should be complete

in next 3-4 years. This NPR stretch has been planned as an alternate link between Delhi and

Gurgaon and is expected to de-congest the traffic on the Delhi- Gurgaon expressway.

Figure 74: Proposed Northern Peripheral Road

Present Traffic Situation

10.4.3 The Bijwasan Railway Station Demand

Currently, 89 trains pass through Bijwasan Station everyday though the number of trains that halt

at this station is 21.


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10.4.4 Road Traffic in the Area

10.4.4.1 Methodology of Estimation

This survey is an extensive study of an area of 5 Km radius around the proposed station and covers

the characteristics of the road network such as the number of lanes, whether divided or

undivided, one way or two ways, the free flow speed, the capacity etc. Further, the road links,

junctions, terminals, the sidewalks, adjacent land use details were also recorded by an inventory

survey. In order to analyse the present traffic situation, a series of traffic surveys were carried

out by the survey team. These are elaborated as follows:

Mid-Block Volume Count Survey

The Mid-block volume count survey was carried out to ascertain the major traffic movement and

study the traffic flow characteristics for duration of 16 hours. This survey captures various vehicle

classes categorized under Fast Moving Traffic (FMT) and the Slow Moving Traffic (SMT). The Mid-

block volume count survey was conducted at relevant locations within the survey area over a

time of 16 hours. See fig. 74.

Turning Movement Count Surveys

The traffic volume count was conducted at the intersections shown. 12 hours of count data

factored to a 24-hour volume and providing a count on all approaches and numbers of vehicles

turning for all movements made during the time collected at a given intersection will be required

for this study.

Figure 75: Location of MB Survey and TM Volume Count Survey Spots in the Study Area

The TM volume counts were conducted at the following locations.

1. Samalka Junction

2. Janki chowk

3. Sector 9 metro station junction

4. DDA water supply junction

5. Sector 19 & 20 junction

6. Sector 6 & 10 junction

7. Sector 1 & 6 junction (JM international school)

8. Sector 21 junction

9. Sector 25 junction.


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Travel Time & Delay Studies

The Speed and delay studies were carried out by using the “Floating Car Method” which is used

to evaluate the quality of the traffic movement along the route like an arterial road, and in the

process determine the locations, type and extent of the traffic delays by using a moving car.

The Speed and delay studies were conducted at some of the prominent roads in the study area

such as the UER II road which is anticipated to bear most of the traffic moving towards the

proposed Bijwasan railway terminal. The studies were conducted at peak hours, both in the

morning and the evenings. The following are the results obtained from the speed and delay

studies:

These studies reveal that the section of the UER II road near the Samalka Junction experienced

a delay time of 5:50 min primarily. Hence, the operational conditions on this section indicate

that the traffic volumes are significantly high and would need improvements to reduce the delays

and improve the travel times.

Current Road Traffic

The results obtained show that, in this moment, there aren’t capacity problems on the junctions

(the V/C ratio is always lower than 1):

Table 51: Current Road Traffic


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10.5 Demand Estimation

Traffic demand estimation, based details collected from various organizations and planning

agencies like Northern Railways, the DMRCL, with an objective to understand the present traffic

situation and as well as the growth of the sub areas within the study area along with their traffic

and travel characteristics, has been done and it is found that the traffic demand is generated

from the following:

Traffic demand due to the proposed Bijwasan railway station

Traffic demand due to the Sector -21 DMRCL line

Traffic demand due to the ISBT

Traffic demand due to property development at the station

10.5.1 Demand due to the Proposed Bijwasan Railway Station

As we mentioned before, currently 89 trains pass through Bijwasan old Station everyday though

the number of trains that halt at this station is 21.

On the commissioning of the proposed Bijwasan railway station, the Northern Railway plans to

operate 14 pairs of trains to be originated/terminated at Bijwasan Station (Both Directions).

Northern Railway have advised that in addition to above 14 trains, there is room available in the

washing lines for maintenance of approximately 5 trains in the first phase and 12 more trains

after execution of work of the second phase.

After discussions regarding station capacity at Bijwasan, with IRSDC and Northern Railway

officers, the projected passenger demand has been reworked by the Traffic experts. The

indications are summarised below:

Trains which are planned for termination/origination at Bijwasan by N.R after opening

of new station: 14 pairs

Capacity of maintenance of trains considering berthing programme on platforms,

washing lines, RPC-4 lines, and shunting operations required within the station

assuming the yard facilities as shown in NR yard plan as frozen and final including

above 14 pairs will be 44 trains, 22 originating and 22 terminating. These trains will

all be 26 coach trains. Assuming 90% occupancy at termination/origination station, this

will translate to 2000 passengers per train, or a total of 88000 passengers per day.

The line capacity assuming that signalling would be upgraded to ABS, in the coming years is 70

trains per day with maintenance block of 2 hours taking the same percentage of passenger

utilisation as per NR Line capacity chart having projection for 2016-17 to continue, the total

number of passenger trains would be 47. Out of this 22 slots will be taken by originating services,

and the residual 25 paths would be taken by through trains, including EMUs which carry more

commuter traffic. Assuming about 1000 passengers per EMU train, this will total to 25,000.

However, with intensive urbanization and expected dense loads of EMU traffic this figure is

expected to double during the coming years.

As such the station capacity will be at least 1,38,000, by 2053,which is similar to the projection

of 1,35,000 given in N.R's inception report.

10.5.2 Road Traffic in the Area

Traffic demand due to the Proposed Property Development in Bijwasan (2053).

According to the Master plan for Bijwasan the area available for proposed property development

in Bijwasan due to the development of the proposed Bijwasan railway station is 2,17,470 sq.

metres. This in turn would generate a PCU of approximately 1000 per day (as per NPR Planning

Report, 2011).

The Bijwasan Railway station is served by a network of four roads, namely, the UER II road, the

road towards Dwarka and the road towards Gurgaon. The distribution of traffic from the Bijwasan

railway station to these roads is given below. Traffic from the station will not be a significant

number when compared to the traffic that is anticipated to ply on the adjoining roads even so

majority of the traffic will be from Delhi and the balance will be equally split between Gurgaon

and Dwarka (based on Population splits).


From To Bijwasan Station (Peak Hour)

UER Road II 273

Towards Dwarka 136

Towards Gurgaon 136

Northern Peripheral Road [NPR] (Under Construction). Will take the load of the UER Road on Completion.

Table 52: Distribution of Traffic


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According to the Delhi Development Authority’s Master Development Plan (DDA, 2010) for 2021,

the modal split in Delhi for the years 2011 to 2022 is projected as follows:

Mode Modal Split %

Public transport (including Rail/Light-rail/MRTS/IRBT/Bus/Tram) 80.0

Personal modes (including personal fast modes/ Hired fast modes/ Hired slow modes/

Bicycle) 20.0

Table 53: Source: DDA Delhi Master Plan - 2021 (2010)

If this is applied, the vehicular traffic demand would further reduce. However, for the sake of

evaluation we have considered the MOUD break up of traffic composition (To be conservative on

the impact of the development).

Traffic Demand due to the Sector -21 Delhi Metro Station

There is a proposal to extend the Airport metro line from the Dwarka sector to IFFCO Chowk in

Gurgaon which is a 12 km stretch out of which 1.5 Km is underground and the rest is elevated.

This facility is also projected to add more volumes to the already anticipated demand and thus

the section loads for the Metro extension (Based on information received from Sharma, S.D,

DMRCL) for 2021 is given as follows:

Corridor From To AM peak Both

Direction PHPDT Dir 1 Dir 2

Dwarka- Delhi

(extended upto

Gurgaon) 3.8 km

Dwarka sector 21 Dwarka sector 26 5517 7652 13169 8066

Dwarka sector 26 Bharthal 5846 8066 13912

Bharthal Bijwasan 5846 8066 13912

Bijwasan Delhi- Gurgaon border 5230 7267 12497

Table 54: Traffic Demand due to the Sector-21 Delhi Metro Station

Further, it is forecasted that the Daily Boarding trips (2021) on Metro/ light metro for Dwarka-

Delhi (Gurgaon border) will be around 69103 (Sharma, S.D, DMRCL).

Traffic Demand due to the ISBT

An ISBT of area about 10 ha in sector 22 has been proposed on 100 m road connecting Dwarka

with NH8 & NH10. According to Delhi Integrated Multi-Modal Transit system Limited (DIMTS,

2008), the number of buses coming to Dwarka via NH-8 is 5916 as shown in the following figure:

Figure 76: Buses Traffic towards Dwarka on NH8 (Source: DIMTS - 2008)

The total number of inbound passengers is 12500 and the number of outbound passengers in the

current bus terminal is 25000. The outbound flow is high because the inbound passengers are

offloaded at the terminal and they embark on another outbound trip and thus they are in transit.

Thus the total traffic demand per day is found to be 37500 passengers currently. However, with

a 24 % [figure of 24 % obtained thus: current- 37500/ (192000(projected)-37500) = 24%] the traffic

demand for 2030 for the ISBT is projected to be 190500 passengers. Thereafter, with an

anticipated growth of 10%, the traffic demand for the year 2053 is forecasted to be 208820

passengers.

The distribution of traffic from the link roads leading to the ISBT assuming the movements as per

Delhi Integrated Multi-Modal Transit System (DIMTS, 2008) is given as follows:


From To ISBT (Peak Hour)

1428

715

1428

Delhi (UER II)

Dwarka

Gurgaon

Table 55: Distribution of Traffic


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The UER II is the sole road which links Dwarka to Delhi and Rajasthan. Following the current

trends, this section of the road generates a lot of inter-state trips and hence considering the

total number of inbound passengers as 12,500 with an assumed factor of 40% the number of trips

from Delhi and Rajasthan towards ISBT is 1428 at peak hour. An equal figure is assumed for the

inbound traffic from Gurgaon as well from where inter-state buses from Haryana enter Dwarka.

Finally, the Intra-City buses movement within Dwarka is assumed to be 20% and hence, 715 buses

within Dwarka are expected to enter ISBT at peak hour. The West bound traffic will be diverted

onto the Northern Peripheral Road (NPR) once this connection is achieved.

Traffic demand due to the Proposed International Convention Centre

The proposed international convention centre has a seating capacity of 12,000 (As per Delhi

Development Authority -DDA, 2007). Assuming an occupancy rate of 80 % for the convention and

that Convention centre hosts 3 events a week, we have an average figure of 9600 PCU’s. Further,

considering 2 persons per trip, the traffic demand forecast due to the proposed International

convention centre is 4800 PCU’s per event on any particular day.

Traffic demand due to the Proposed Area Development- Dwarka:

The proposed area development in the K-II zone as per the Master Plan for Delhi (MPD-2021) is to

the extent of 1688 Hectares. This would generate 15161 PCU of traffic in the area for the year

2053.

The traffic distribution at seven important road junctions in the study area, viz. Samalka

Junction, Janki Junction, 9 Metro Station Junction, DDA Water Supply Junction, Sector 19 &

Sector 20 Junction, Sector 6 & 10 Junction, Sector 1 & Sector 6 Junction- JM International School

, Sector 25 Junction and Sector 21 Junction depicting the forecasts for the year 2053 has been

examined.

10.5.3 Volume/Capacity Ratio Analysis

An analysis of capacity of the future traffic on the infrastructure allows us to identify future

capacity problems.

Sl #

Junction Road

Volu

me

(Curr

ent)

Volu

me

(2053)

Capacit

y

(IR

C

Manual)

V

/C R

ati

o

(Curr

ent)

V/C

Rati

o

(2053)

Bij

+ D

ev

1 Janki Junction

Road towards Paramount School 1822 8636 3600 0.51 2.40

Road towards Dwarka S-21 Metro 1114 5241 3600 0.31 1.46


Road towards DDA Water supply Jn 1132 5059 3600 0.31 1.41

2 S-9 Metro Stn

Junction

Road towards Janki Jn 3051 13529 3600 0.85 3.76


205 Delhi Road 676 2606 3600 0.19 0.72

3 Sector 25 Junction

NPR road 0 6134 3600 0.00 1.70

UER II North Arm 1106 3475 3600 0.31 0.97

UER II East Arm 606 6372 3600 0.17 1.77

UER II South Arm 420 4664 3600 0.12 1.30

4 Sector 21 Junction

UER II North Arm 1406 5615 3600 0.39 1.56

Road towards Sector 21 2227 6365 3600 0.62 1.77

UER II South Arm 2307 5502 3600 0.64 1.53

5 Samalka Junction

UER II East Arm 2837 13181 3600 0.79 3.66

UER II West Arm 4475 19174 3600 1.24 5.32

Old Delhi – Gurgaon Road 3308 15492 3600 0.91 4.30

6 DDA Water

Supply Junction

Road towards Sector 19 & 20 Junction

1198 5475 3600 0.32 1.52

Road towards Pochanpur 1268 5789 3600 0.35 1.60

Road towards Chandni Chowk 496 2266 3600 0.13 0.67

7 Sector 19 & 20

Junction 205 Delhi Road – North Arm 1646 7042 3600 0.46 1.96

Road towards National Authority of

India 2711 11498 3600 0.75 3.19

205 Delhi Road – South Arm 762 3256 3600 0.21 0.91

Road towards DDA water supply

junction 2671 11421 3600 0.75 3.172

8 Sector 6 & 10

Junction Mall Road B 1641 6584 3600 0.46 1.82


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Sl #

Junction Road

Volu

me

(Curr

ent)

Volu

me

(2053)

Capacit

y

(IR

C

Manual)

V

/C R

ati

o

(Curr

ent)

V/C

Rati

o

(2053)

Bij

+ D

ev

Road No 224 B 4167 16438 3600 1.15 4.56

Mall Road A 1430 5472 3600 0.98 1.52

Road No 224 A 4042 15916 3600 1.27 4.42

9 Sector 1 & 6 Junction – JM Intern. School

Road No 201 – North Arm 3981 13968 3600 1.07 3.88

Road towards Dwarka Sector 1 3238 12947 3600 0.89 3.59

Road No 201- South Arm 3655 6997 3600 1.01 1.91

Road No 224 4002 14093 3600 1.12 3.90

Table 56: Volume / Capacity Ration Analysis

From this analysis we can conclude:

1) These bottlenecks with values of over 1 suggest that the roads and the intersections will be

over their capacity and, as a result, will experience traffic delays and congestions.

2) The Bijwasan station and the proposed development near to the station do not change the

V/C ratios significantly. However, it is inevitable that the developments, such as the proposed

ISBT, the NPR and the sub-city development itself, will contribute to traffic growth and,

hence, increase the V/C ratio. Accordingly, measures to counter this effect are proposed in

the following sections.

3) The streets that would get most congested due to the future developments will be inside the

Dwarka Network.

Figure 77: Conflict Points

10.5.4 Parking Demand Estimation at Bijwasan Railway Station

The passenger demand for the proposed Bijwasan railway station (post commission) is about

88,000 passengers per day in 2030. For the year 2053, the traffic demand for the same is

projected to be 1,38,000 passengers per day. The parking demand projections for the proposed

Bijwasan station are calculated for these commuters, based on the modal share sourced from

“The Study on Transportation Policies and Strategies in Urban Areas” prepared by the Ministry of

Urban Development.

The total demand for cars and two wheelers for the year 2030 are about 1320 cars and 1584 two

wheelers respectively and for the year 2053 are about 2070 cars and 2484 two wheelers

respectively. We assume that about 5% of these will be long term parkers using the parking facility

for more than a day. Also, we assume about 200 cars and 400 two wheelers will belong to the

station employees and will park for 8 to 10 hours. We anticipate that the majority of cars coming

to the station for picking up the passengers will use the parking facility. Those who are coming

to drop the passengers off would not majorly be the users of the parking facility. Based on this,

we anticipate a peak parking demand of 765 PCE in the year 2030 and 1200 PCE in the forecasts

for 2053.

Figure 78: Demand for Cars and Two Wheelers

Separate lanes for vehicular movement to approach and exit the station has been designed in

order to curtail congestion and facilitate smooth traffic management. In phase-1, dedicated lanes

for NMT, Private vehicles, Taxi & TSR and Buses have been proposed for the departing passengers

at the departure drop-off zone as can be seen in fig no. 78.


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Figure 79: Drop-off Lanes for Phase-1

Similar, lane segregation has been planned at the arrival plaza for the arriving passengers. A Halt

& Go Facility has been proposed at the North side of the station building for Taxi & TSR. See fig.

no. 79.

Figure 80: Pick-up Lanes for Phase-1

In Phase-2, the departure circulation will be changed as new departure building is being

constructed. However, the station design will include a lane at the access to the Departure Hall

for Kiss & Ride similar to one in Phase-1. A Short Stay Parking (máx 15 min) can be developed on

the north side, covered under the bridge which links the Departure Hall with the Waiting Areas.

See fig. no. 80

Figure 81: Drop-off Lanes for Phase-2

Departures Hall Main Entrance

Drop off Lanes

Taxis & Rick-shaws

Private Vehicles

Potential sites for a

Short Stay Parking

In Phase-2, the vehicular circulation will be the same as in Phase-1 at the arrivals. Near the

Arrivals, at the semi-basement, 2 waiting lanes for public transport (taxis & TSR) are foreseen.

See fig. no. 81

Pick Up Lanes for Taxis & TSR Open Parking for Taxis & TSR

Arrivals Hall

Figure 82: Pick-up Lanes for Phase-2


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10.6 Conceptual Network Improvement Plans

Based on the outcome of the above sections, development of alternative network plans or the

conceptual network improvement plans to improve the traffic circulation for the projected year

in the study area are proposed. The primary objectives of the conceptual plans are:

To provide a smooth and hassle free travel experience for the commuters travelling to

and from the Bijwasan Railway station and also to link the station with the Metro terminal

and the ISBT for a truly multi-modal travel option.

To propose a smooth network in the adjoining area incorporating grade separators such

as flyovers and underpasses in order to facilitate smooth movement of the traffic this is

anticipated to increase.

Accordingly, the following conceptual plan for traffic improvement is presented.

10.6.1 Concept Plan

The following figure is also included in the drawings of the present document.

Figure 83: Conceptual Network Improvement Plan for Final Phase

10.6.2 Proposed Actions

The streets that would get most congested due to the proposed developments will be the Dwarka

Network. Based on our analysis it would be necessary to grade separate a few of the junctions.

In all we propose the following 4 junctions.

1. Sector 21 Road with UER II,

2. Sector 25 Junction on the UER II

3. Janki Chowk

4. Dwarka Sector 9 Metro station

Given that the multitude of proposed developments in the study area are projected to generate

significant volumes of traffic, these grade separators will ensure smooth movement of traffic and

with fewer delays, the travel time is reduced considerably.

Proposed Roundabout on UER II with the Sector 21 Metro Station Road:

The alignment of the UER-II, with a profile that comes from the underpass under the existing rail

tracks and goes west rising towards the junction with the Sector 21 road to continue west to cross

under the Northern Peripheral Road, makes it impossible to solve the junction with the Sector 21

road via an overpass.

Should a grade separator be necessary, the most logical solution would be to continue with the

height that the UER-II has under the underpass and start climbing only after crossing the Sector

21 road. This again is not possible, due to the existence of a covered Nallah and the future

extension of the Metro Line. The Airport Line will be extended towards Gurgaon through a cut &

cover tunnel under the UER-II, as shown in figure 73.

The solution proposed for the Junction is a signalized roundabout, where the passing through

traffic of the UER-II will have priority over the right turns. The left turns, coming from the UER-

II will have always the right of way: so have the incorporation from the west side (NPR side) of

the roundabout towards Sector 21 road, to reach the ISBT, the Metro station and the future

Bijwasan Station and the exit from the Bijwasan Transport Hub to the East of the UER-II.

With this scheme, coming from the UER-II, only right turns will have to wait a bit longer at the

traffic light, but for example, the incorporation from Sector 21 to the NPR can be done not only

through this roundabout and the UER-II, but also through the Dwarka road network, as shown in

figure 83.


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To Northern Periphecal

Junction

New road access to the

Logistic and Parcel Area

Future ISBT

To Metro Station Sector 21

Future Underground Metro

Line extension

Covered Nallah

Secondary roads from/to

Sector 21

UER-II

To IGI Airport through

existing Underpass

Figure 84: Proposed Round-about on UER II

To ensure that both the entry and the exit of the Sector 21 will take place smoothly and without

retentions, all connections of its internal road network with the existing one have been analysed

and organized so as to give priority to the access to and from the Sector 21.

The drawings included in this KD4 document show the solutions adopted in the junctions with

sector 21 road at the west side of the plot, with the airport road, at the east side and near the

existing Girls Senior Secondary School, and with the Sector 22 at the north.

Sector 25 Junction on the UER II

The project of the new Northern Peripheral Road (NPR), also known as Dwarka Expressway, with

the incorporation of a Light Rail System over it, already proposes a grade separator at Sector 25

Junction, where the NPR crosses over the UER II. This measure will significantly reduce any

bottlenecks in this intersection as the number of conflict points will be drastically reduced

thereby ensuring free traffic flow in this intersection.

Janki Chowk Intersection:

When the LRT begins to operate through the NPR, traffic congestion will increase in all

perpendicular crossings. The introduction of a grade separator at the Janki Chowk on the NPR at

Dwarka Sector 20 can help reduce retentions and ensure the correct exit from Sector 21 towards

the West and the North of Dwarka and, so, also towards Delhi centre.

The underpass is proposed along the NPR, so that the heavy vehicles coming from Gurgaon and

also from the proposed IFC will get

an unhindered movement through

the under pass while the

conventional traffic, comprising of

LCV and cars etc., which passes

through the subcity of Dwarka,

remains at grade. Here, traffic

signals might be required to manage

the traffic.

Figure 85: Suggested Underpass at Janki Junction

Dwarka Sector 9:

Even though located farther away

from sector 21, the traffic analysis

shows some future conflicts at the

intersection of NPR near the Dwarka

sector-9 metro-station.

Figure 86: Dwarka Sector 9 Underpass


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The suggested grade separator will provide an unrestricted traffic flow, especially for the heavy

traffic coming from the NPR and freight complex proposed by DDA. Thus the traffic of the study

area and of the whole sub-city will have the advantage of traversing the NPR without any

stoppages.

Proposed Surface and Underground Parking for Station:

Initially surface parking has been proposed for Phase-1 Station Development. Later in Phase-2 an

underground parking is proposed below the concourse of the proposed Bijwasan railway terminal

shown below.

Figure 87: Proposed Basement Level (Arrivals) & Ground Level (Departures) Parking Bays

The parking bay will be located at Ground Level in Phase-1 and The Phase-2 parking will come up

at the Basement Level. These levels are earmarked for departures and arrivals separately. The

access to the parking zone is designed to be as near as possible to the main entrance and exit

zones to reduce the way to the parking access. Through the concourse area, commuters can

conveniently move from one level to the other.

10.6.3 Impact of Network Improvement Plans (VISSIM Analysis)

The above conceptual network improvement plans of the study area around the proposed

Bijwasan railway terminal have been assessed by means of micro-simulation using VISSIM. Our

traffic assessment of the study area indicates that there will be capacity constraints on some of

the major roads and junctions in the area leading to the proposed Bijwasan Railway terminal due

to the predicted traffic growth stemming from gradual urbanization of the region. Several

developments like the ISBT, the International convention centre, the NPR, residential and

commercial developments etc. have been proposed which will inevitably spur the traffic growth

in the region. Hence, to mitigate the adverse traffic conditions, especially the saturation at the

major junctions, network improvement measures like grade separators are proposed at the

relevant junctions.

Hence, the specific objectives of proposing these grade separators at the intersections are:

To improve the traffic efficiency and safety of the road users,

To cater to the predicted traffic growth until the next 40 years (Year 2053)

To provide some additional traffic capacity for the potential future development of

Bijwasan area and

To provide a smooth and hassle free road network leading to the proposed Bijwasan

railway terminal.


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11 ENVIRONMENTAL IMPACT ASSESSMENT

“Mixed-use development” is kind of term which sometimes means different things to

different people. At base it just means a single real estate development that incorporates

several different uses (retail, office, hotel, residential, etc.) But it implies that those uses

are designed to work together and complement each other along with transportation being

the focal point in the present project.

With rapid strides in economic development, particularly in urban areas, the need for

rationalising and upgrading the transport system is imperative. In the process of

development, there has been intensive use of natural resources. Very often the process

of development has adversely affected the environment, leading to ecological

imbalances. The importance of conserving and enhancing the environmental assets has

assumed urgency. Apart from land use, conservation of flora and fauna interlinking urban

transportation with organised land use development is an important aspect of mixed use-

development for sustainable growth and urbanization.

11.1 Purpose of EIA Report

EIA is a process of identifying, predicting, evaluating and mitigating the biophysical,

social, and other relevant impacts of development proposals prior to major decisions being

taken and commitments made. These studies include literature survey, collection of

primary and secondary environmental baseline data, identification of environmental

impacts and their evaluation, mitigation measures proposed and public consultation. The

study integrates the environmental concerns of developmental activities during planning,

design and in the processes of decision-making stages as well during implementation and

operational stages once the project is implemented. The Report gives Environmental

Management and Environmental Monitoring Plan to address the adverse impacts predicted

and to provide mitigation measures.

11.2 Brief Description of the Project

As a part of Station Development with state- of -art- facilities, building construction

(mixed use) component for revenue generation along with inclusive, connected

communities there by reducing the need for private vehicles, thus increasing the viability

of public transport, walking, and bicycling which can be called as sustainable transport,

easing congestion and reducing the city’s GHG emissions by hundreds of thousands of tons.

The project is located near Bijwasan Railway Station and about 500 m from Dwaraka Metro

Station, New Delhi. Site coordinates are 770 03’ 42.81” E and 280 38’ 09.01” N.

The proposed project is a conventional building construction in total area of 591695.79 sq

m with 115000 sq m green spaces area to be developed in two phases (256640.9+

335054.9). The size of the project i.e. BUA in phase-I is 399579.19 sq m and in phase-II is

703615.27 sq m. The proposal includes a WTP to provide 11.7 MLD treated water and an

STP of 9.3 MLD capacity to take care of wastewater generated. The proposal has good

traffic circulation plan with adequate parking areas. The estimated total project cost for

all components is Rs 274600 in lakhs.

http://thecityfix.com/blog/people-oriented-cities-three-keys-quality-public-transport-transit-oriented-development-tod-urban-design-claudio-sarmiento/

http://thecityfix.com/blog/people-oriented-cities-designing-walkable-bikeable-neighborhoods-active-transport-claudio-sarmiento-matthew-roe/


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11.3 Environmental setting of the project

Table 57: The Environmental setting of the activity area is presented

11.4 Relevant Extract of the Schedule of EIA notification

EIA Notification issued by the then MOEF and present MOEF&CC, GOI in 2006 under the

EPA, 1986 have not included the infrastructure projects of Railways and as such does not

attract the notification. However, the notification attracts for Building or Construction

Projects or Area Development Projects and Township having greater than threshold limits

of BUA requiring prior EC from the SEIAA/MOEF&CC in the absence of the state level

committees. The extract of the schedule of EIA notification is presented in Table 58.

Project or Activity Category with threshold limit Conditions if any

A B

8(a) Building and Construction projects

≥20000 sq m and

<1,50,000 sq m of built up area

The term “built up area” for the purpose of this Notification the built up or covered area on all the floors put together including its basement and other service areas, which are proposed in the building or construction projects.

Note 1.- The projects or activities shall not include industrial shed, school, college, hostel for educational institution, but such buildings shall ensure sustainable environmental management, solid and liquid waste management, rain water harvesting and may use recycled materials such as fly ash bricks.

Note-2.- “General Conditions” shall not apply.

8(b) Townships and Area Development projects.

Covering an area of > 50 ha and or built up area > 1,50,000 sq m

A project of Township and Area Development Projects covered under this item shall require an Environment Assessment report and be apprised as Category ‘B1’ Project.

Note. - “General Conditions” shall not apply.

Table 58: Relevant Extract of the Schedule of EIA notification

Sl.

No

Particulars Details

1 Project “Building Construction (Mixed Use)

Component” in the Development of

Bijwasan Railway Station at Dwaraka in New

Delhi on the Indian Railway Network

2 Climatological conditions

a) Nearest Indian Meteorological Centre New Delhi

b) Annual mean temperature, min 0C

(range 0C)

18.75

(7-27)

c) Annual mean temperature, max 0C

(range 0C)

30

(18-39)

d) Normal rain fall, mm 617

3 Topography Plain

Elevation above MSL, m 214

4 Present Land use The existing Land use of the surrounding

area is primarily Residential (villages like

Bagdola, Bhartal, Bijwasan and Dwarka sub-

city), Industrial (proposed integrated

freight complexes) and Transportation

(proposed ISBT Dwarka).

5 Nearest water body Pond

6 Nearest Airport Indira Gandhi International (1.6 km)

7 Protected areas as per the Wildlife

Protection Act,1972 (National Parks,

wildlife sanctuaries, community

reserves and conservation reserves)

Non within 10 km radius from the boundary

of the project area.

8 Reserved/Protected Forests Non in the study area

9 Seismicity Zone IV

10 Defense Installations None in the study area


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Since the present proposal exceeds the threshold limit 150000 sq m BUA becomes Category

B with ‘B1’ tag requiring prior EC from SEIAA, Delhi on the appraisal of SEAC, Delhi on the

basis of EIA/EMP study. Accordingly Form 1, Form 1A and Pre Feasibility Report have been

submitted to SEIAA, Delhi for their scoping and appraisal. Its appraisal is awaited.

Recently, MOEF&CC have amended the EIA notification vide their No. S.O. 3999 (E dated

09-12-2016 through which, inter-alia, the threshold limits have been changed. The

relevant extract of the notification is presented in Table 1.3. Aggrieved parties have

challenged the maintainability of the amended notification before NGT and its

admission is pending before it.

Project or Activity Category with threshold limit Conditions if any

A B

8 (a) Building and

Construction projects

> 20,000 sq m and < 1,50,000 sq m of built up area

The term “built up area” for the purpose of this notification is the built up or covered area on all floors put together including its basement and other service areas, which are proposed in the buildings and construction projects. Note 1. The projects or activities shall not include industrial shed, universities, college, hostel for educational institutions, but such buildings shall ensure sustainable environmental management, solid and liquid and implement environmental conditions given at Appendix-XIV. Note 2.-General Condition shall not apply. Note 3.-The exemptions granted at Note 1 will be available only for industrial shed after integration of environmental norms with building permissions at the level of local authority.

8 (b) Townships and Area Development projects

≥ 3,00,000 sq m of built up area or Covering an area ≥ 150 ha

≥1,50,000 sq m and < 3,00,000 sq m built up area or covering an area ≥ 50 ha and < 150 ha

Note.- General Condition shall not apply”.

Table 59: Relevant Extract of amended notification

Since the project BUA is much greater than the threshold limit of 300000 sq m becomes

‘A’ Category project requiring the project’s appraisal at central level by EAC and EC from

MOEF&CC from central level.

11.5 Review of Applicable Environmental Regulations

A review of the all applicable laws, regulations, notification and existing Institutions

relevant to the environmental issues in this project at the National/State levels are

presented here. The Government of India has laid out various policy guidelines, acts and

regulations for protection of environment, which have been summarized in the Table 60.

Act/Rules/Regulations Year Objective

Applicabi

lity

Yes/No

Responsible

Institution

The Environment

(Protection) Act.

1986

To protect and

improve the

overall

environment

Yes

MoEF&CC,

CPCB, DPCC

Notification on

Environment Impact

Assessment of

Development projects

(and amendments)

(referred to as the

Notification on

Environmental

Clearance)

2006

To provide

environmental

clearance to new

development

activities

following

environmental

impact

assessment.

No

MoEF&CC/

EAC

DEIAA/DSEA

C

The Water (Prevention

and Control of Pollution)

Act (and subsequent

amendments)

1974

To provide for the

prevention and

control of water

pollution and the

Yes

This Act

will be

applicable

DPCC


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Applicabi

lity

Yes/No

Responsible

Institution

maintaining or

restoring of

wholesomeness of

water.

during

constructio

n for

establishme

nts

of hot mix

plant,

constructio

n

camp,

workers'

camp etc.,

as well as

during their

operations.

The Air (Prevention and

Control of Pollution) Act

(and subsequent

amendments)

1981

To provide for the

prevention,

control and

abatement of air

pollution

Yes

This Act

will be

applicable

During

constructio

n for

establishme

nt

of

constructio

n

workers'

camps etc.

and

operation

of air

pollution

equipment

and

machinery

as well as

during their

operations

DPCC


Applicabi

lity

Yes/No

Responsible

Institution

The Construction and

Demolition

Waste Management Rules

2016

For handling and

disposal of

construction and

demolition waste

Yes

During

constructio

n operation

stages

Local

Authority

DPCC

The Solid Waste

Management Rules 2016

For segregation,

collection,

handling and

disposal of

domestic wastes

Yes

During

constructio

n operation

stages

Local

Authority

DPCC

The Hazardous and

Other Wastes

(Management and

Transboundary

Movement) Rules

2016.

For collection,

storage and

handling of waste

oil and other HW

Yes

During

constructio

n operation

stages

DPCC,

CPCB

The Plastic Waste

Management Rules 2016

Restricted use

based on

threshold limits

Yes

During

constructio

n operation

stages

DPCC,

CPCB

The Noise Pollution

(Regulation

and Control)

Rules 2000

2000 To regulate and

control Noise

pollution

These Rules

will be

applicable

during

constructio

n stage for

constructio

n

equipment

and

vehicular as

well as

operation

stage for

Vehicular

noise.

DPCC

The Central Motor

Vehicle Act

1988

1989

To control

vehicular air and

noise pollution.

To regulate

Yes Delhi Transport

Department


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Applicabi

lity

Yes/No

Responsible

Institution

The Central Motor

Vehicle Rules

development of

the transport

sector, check and

control vehicular

air and noise

pollution.

Provisions of GOI,

Ministry of Civil Aviation

Order S.O.84 (E)

14-

01-

2010

NOC for height

clearance

Yes Airports

Authority of

India

Table 60: Policy guidelines, Acts and Regulations for protection of Environment

11.6 Approaches to EIA

The methodology to be followed for this study, strictly, is in accordance with the

September 2006 notification together with its amendments and the technical guidance

manual prepared by the Administrative Staff College of India on behalf of MoEF&CC.

11.6.1 Development Control Norms

The permissible FAR on Site is 100. However we have achieved 84 FAR on the complete

master plan (Phase-1 & Phase-2) while, the phase 1 master plan utilizes only 30 FAR. The

height restrictions are regulated as per AAI norms as the station building falls under the

air funnel. This was also the prime factor, for designing the station building eccentric to

the platform. The master plan approval for transportation and circulation as received

from UTTIPEC and the subsequent approval from DUAC (vide letter no. 27 (01) 2016-DUAC

Code 10051627001) is based on the FAR of 100. Future Bijwasan Railway Station falls under

Dwarka sub-city, which belongs to zone-K and forms part of the urban extension plan.

The urban extension plan was prepared to accommodate the projected population and

was conceived to be developed in four phases. Dwarka sub-city forms part of Phase 1A of

the urban extension plan. The Area where this Master Plan is developed is in the zone

called K-II of zone development plan.

S. No

Use Premises Activities Permitted

Development Controls

Area under operation (%)

Area under building (%)

FAR*

Floor area that can be utilized for passenger accommodation

1.

Rail terminal/integrated passenger terminal

All facilities related to railway passengers, operations, goods handling, passengers change over facilities, including watch and ward, hotel.

70 30 100 15%

Table 61: Development Control Guidelines for Railway Station

11.7 Area Statement

The project is planned to be implemented in two phases, so is the component of Building

construction activities for mixed use purpose. In the first phase 20 buildings are proposed

in seven plots having total plot area of 256640.9 m2. The floor levels have varied between

G+3 and G+6. Total built up area would be 399579.19 m2. Details of plot areas and BUAs

are presented in Table-62. In final phase 35 Buildings are proposed in 9 plots having a

total area of 335054.9 m2. Summary of details is presented in Table-63.


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Table 62:Details of Plot and BUA in Phase-1.

Table 63: Summary of area statement for phase to buildings

11.8 Water Source and Supply

The Bijwasan terminal is located in Zone K-II of DDA MPD 2021. As per Zonal Development

Plan published by DDA, based on the projected population, water supply demand for Zone

K II is estimated to be 60 MGD. This would be supplied by the proposed water Treatment

Plant at Masoodabad village adjacent to Zone K-II. Water source is DDA.

Water requirement for the Phase 1 of the project is 5858m3/day. Out of which

2378m3/day is the mixed use requirement. Similarly for Phase 2 project the water

requirement is 5842m3/day. Out of which 4187m3/day is the mixed use requirement.

Total water requirement for the entire project is 11700m3/day. Summary of water

requirements for Phase-1 and Phase-2 are presented in Table 1.8 and 1.9 respectively.

S. No. Building Plot Area

(m2 )

Floor

Level

BUA (m2 )

1 MU4A 28304.78 G+4 19868.05

2 MU5A 59135.34 G+3 27337.71

3 MU5B G+3 16370.74

4 MU5C G+3 15426.56

5 MU5D G+3 21600.51

6 MU6A 33742.88 G+6 33589.94

7 MU6B G+6 26954.62

8 MU6C G+6 15585.72

9 MU6D G+6 20731.43

10 MU7A 38321.32 G+6 28644

11 MU7B G+6 28623.98

12 MU8A 28566.88 G+6 13023.67

13 MU8B G+6 18245.52

14 MU8C G+6 17945.58

15 MU9A 40478.4 G+6 13339.48

16 MU9B G+6 17079.53

17 MU9C G+6 15541.77

18 MU9D G+6 12294.87

19 MU16A 28091.3 G+6 24576.4

20 MU16B G+6 12799.11

Total 256640.9

399579.19

S. No. Plot No Area in

m2

No of

Buildings

1 MU1 34837.1 2

2 MU2 23606.65 2

3 MU3 44550 6

4 MU10 32422.55 2

5 MU11 31557.32 4

6 MU12 42977.65 4

7 MU13 41396.25 4

8 MU14 40083.59 4

9 MU15 43623.78 7

Total 335054.9 35


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S

.No.

Use Building/Area Typical

Ratem2/Person

Typical flow rates

(I/unit/day)

Total No. of

Person/Coaches

Surface

(m2)

Total

(m3/day)

Passenger/Guest/

Employee. Litre/

Capita

Surface

Litre/m2

1 Railway Station 0 25 0 64281 45782 1607

2 Platform Washing 0 0 5 35100 176

3 Apron washing 0 0 10 25545 255

4 Railway Facilities

5 Offices 0 45 0 1200 3600 54

6 Double storage 0 30 0 570 1730 17

7 power cabin 0 30 0 10 325 0.3

8 Maintenance 0 30 0 50 6934 1.5

9 Electric loco-shed 0 30 0 100 697 3.0

10 Electric loco office 0 45 0 10 213 0.5

11 Diesel loco office 0 45 0 11 218 0.5

12 Diesel loco shed 0 30 0 123 632 3.7

13 Power car shed 0 30 0 15 426 0.5

14 Washing plant 0 30 0 34 630 1

15 Computer

passenger

reservation

0 45 0 30 1507 1.4

16 Saloon siding 0 45 0 4 1843 0.2

17 Railway Housing 0 200 0 2085 24104 417

18 Mixed used

19 Commercial (Hotel-

5%)

10 180 0 1998 19979 360

20 Commercial

(Retail-9.5%)

3 38 0 12653 37960 481

21 Commercial(Office-

85.5%)

10 45 0 34164 341640 1537

22 Railway

operations/Washing

Yard

23 Carriage Watering 0 1200 0 364 0 437

S

.No.

Use Building/Area Typical

Ratem2/Person

Typical flow rates

(I/unit/day)

Total No. of

Person/Coaches

Surface

(m2)

Total

(m3/day)

Passenger/Guest/

Employee. Litre/

Capita

Surface

Litre/m2

24 Automatic Carriage

Washing

0 300 0 364 0 109

25 Cleaning of

Carriage

0 500 0 364 0 182

26 Open Space (Green

space or land

scaping)

0 0 2.25 95000 214

27 Total 647465 5858

Table 64: Summary details of Water requirement for Phase - 1


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S

.No

.

Use

Building/Ar

ea

Typic

al

Rate

m2/P

erson

Typical

flow rates

(I/unit/da

y)

Total

No. of

Perso

n/Co

aches

Surf

ace

(m2)

Total

(m3/

day)

Water

Design

Norms Unit

Rate

Water

Demand

Passenger/

Guest/

Employee

.Litre/

Capita

Surfa

ce

Liter/

m2

Potabl

e

No

n

Pot

abl

e

Pota

ble

Non

Potabl

e

Railway

Station

0 25 0 39219 8561

5

980.4

75

10 15 392.

19

588.2

85

1 Mixed used

a Commercial

(Hotel-5%)

10 180 0 3518 1997

9

633.2

4

110 70 386.

98

246.2

6

b Commercial

(Retail-

9.5%)

3 38 0 22281 6684

3

846.6

78

23 15 512.

463

334.2

15

c Commercial

(Office-

85.5%)

10 45 0 60159 6015

90

2707.

155

30 15 1804

.77

902.3

85

2 Railway operations/Washing Yard

a Carriage

Watering

0 1200 0 208 0 249.6 1200 0 249.

6

0

b Automatic

Carriage

Washing

0 300 0 208 0 62.4 0 300 0 62.4

c Cleaning of

Carriage

0 500 0 208 0 104 0 500 0 104

d Open Space

(Green

space or

land

scaping)

0 0 2.25 1150

00

258.7

5

0 2.2

5

0 258.7

5

5842.

298

3346

.003

2496.

295

Table 65: Summary details of Water requirement for Phase - 2

11.9 Sewage Treatment Plant

The daily flow of sewage water will be the 80% of the daily flow of supplied water. Entire

sewage load generated by the Bijwasan Station area would be treated at the proposed

STP. Sewage generation per day in phase-1 and Phase-2 are presented in Table- 66 and 67

respectively.

S .No. Use Building/Area Tot. water

demand

(m3/day)

Sewage

Generation

(m3/day)

1 Railway Station 1607 1285.6

2 Plat-from Washing 176 140.8

3 Apron washing 255 204

4 Railway Facilities

5 Offices 54 43.2

6 Double storage 17 13.6

7 power cabin 0.3 0.24

8 Maintenance 1.5 1.2

9 Electric loco-shed 3.0 2.4

10 Electric loco office 0.5 0.4

11 Diesel loco office 0.5 0.4

12 Diesel loco shed 3.7 2.96

13 Power car shed 0.5 0.4

14 Washing plant 1 0.8

15 Computer passenger

reservation

1.4 1.12

16 Saloon siding 0.2 0.16

17 Railway Housing 417 333.6

18 Mixed used

19 Commercial (Hotel-5%) 360 288

20 Commercial (Retail-

9.5%)

481 384.8


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21 Commercial (Office-

85.5%)

1537 1229.6

22 Railway

operations/Washing

Yard

23 Carriage Watering 437 349.6

24 Automatic Carriage

Washing

109 87.2

25 Cleaning of Carriage 182 145.6

26 Open Space (Green

space or land scaping)

214 171.2

27

5858 4686.88

28 Say 5858 4687

Table 66: Showing Sewage generation in Phase - 1

S .No. Use Building/Area T. Water demand (m3/day)

WW Generation (m3/day)

1 Railway Station 980.475 784.38

2 Mixed used

3 Commercial (Hotel-5%) 633.24 506.592

4 Commercial (Retail-9.5%) 846.678 677.3424

5 Commercial(Office-85.5%) 2707.155 2165.724

6 Railway operations/Washing Yard

7 Carriage Watering 249.6 199.68

8 Automatic Carriage Washing

62.4 49.92

9 Cleaning of Carriage 104 83.2

10 Open Space (Green space or land scaping)

258.75 207

11 Total 5842.298 4673.8384

12 Say 5842 4674

Table 67: Showing Sewage generation in Phase - 2

Domestic sewage generated in construction phase will be disposed off through septic tanks

followed by soak pits with approval from the competent authority.

Sewage generated during operation phase of the project is treated in STP. Modular type

9.5MLD plant for Phase-I and Phase-II is proposed.

11.10 Fire Fighting

The project proposal included all fire protections systems complying the codes and

standards of NFPA. Provision of Effective Controls and Building Management Systems such

as Automatic Fire Alarm and Fire Detection and Suppression System are made. Adequate

access to fire tenders should be provided.

11.11 Solid Waste

It is estimated that about 69000 commuters will be utilizing the proposed railway station

with an expected total solid waste generation of about 13.8MT (considering an average

200g/capita/day based on mixed use). During construction phase, construction materials

will be sold to recyclers. Unusable, excess construction debris will be disposed at

designated places in tune with the local norms. Solid wastes likely to be generated during

operation phase of the project are of domestic and commercial in nature. Segregated

wastes at source will be collected and placed at designated locations with prior approval

from the competent authority so as to pick-up the waste regularly by DMC or their

approved waste processor.

11.12 Power requirement

The electric power required for the project during operation is assessed and

presented in Table 68.


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Building Type Electrical

load

(VA/m2)

Area in

m2

Load (MVA)

Railway

Station

44.8 165736 7.425

Parking of

railway

station

26 16552 0.430

Railway

facilities

66 23079 1.523

Railway

Housing

113 24104 2.724

Mixed uses 103 1103194 113.629

Open space 2.2 95000 0.209

Open space

(Phase 2)

2.2 115000 0.253

Yard Plan 2.2 422888 0.930

Total Load Estimation [MVA] 127.12

General demand factor 0.7

Power required from Supplier [MVA] 88.98

Table 68: Summary of the electric power required

The estimated demand for mixed use component of the project is 113.629 MVA which will

be met from the power utility DISCOM.

Towards energy conservation, lighting fixtures will be of LED, CFL, T-5 or T-8 lamps which

will help in saving energy and reducing heating load emitted by the light fixture. For street

lighting and water heating at common uses solar power will be tapped.

The HVAC system has been designed to meet the specifications based on National Building

Code of India 2005, supplemented by BIS, ECBC and other relevant codes.

Standby emergency generator system (50% DG backup has been assumed for railway

station)-2 No 1500kVA DG sets are proposed for the railway station.

11.13 Green Belt

The landscape of the project has been planned to provide a clean, healthy and beautiful

environment. A 10% of the total plot area is earmarked for landscape and green belt

development in the project

11.14 Baseline environment

The development / compilation of environmental baseline data is essential to assess the

impact on environment due to the project. The environment includes water, land, air,

ecology, noise, socio – economic issues etc., the information presented in this section

stems from various sources such as reports, field surveys and monitoring. The information

presented in the Chapter have been collected from various sources and field studies.

Climatological data was collected from meteorological office. Efforts have been made to

compile the data from other sources through desk research.

Majority of data on water quality, air and noise quality was collected from Secondary

sources Central Ground Water Board(South-West), Delhi Pollution Control Committee,

CPCB online Air Quality Monitoring Station. This data will be further utilized to assess the

incremental impact if any due to the project once primary monitoring is carried out.

11.14.1 General Environment

The average elevation of Delhi plains is around 178-200-m above MSL. River

Yamuna flows across the eastern flank of the city. Many small watercourses

intersect the terrain causing a variation in relief. However, average gradient of

terrain is gentle, of the order of 1 to 3-m/km. The area has mature topography

with isolated hillocks. The depth of water table is observed between 3 and 7-m

below ground level. Delhi receives two seasonal rainfalls. These are due to South

– West and North –East monsoons. About 75% of rainfall occurs during July to

September due to South – West monsoon. North – East monsoon is active during

December – April. The annual rainfall is 714mm. The ground water occurs in silty

to sandy layers of the alluvial sediments. The permeability varies from 0.5 to 8m

per day and transmissivity from 10 to 100sqm./day. The hydraulic gradient is

reported 1.3 to 2.0 km/m. The mean monthly maximum temperature are highest


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in April – May – June (43-450C) and lowest during January (30C). Air humidity varies

through out the year but seldom drop below 20%. Winds are light to moderate 0.9

to 4.1m/sec while directions are mostly from North, Northeast and North – West.

Sky is moderately cloudy during July – August and generally clouds free for rest of

the year.

11.14.2 Water and Soil

The water and soil data from secondary sources have been collected and the

results are presented in Tables 69 and Table 70.

a. Ground water quality

Ground water is saline at deeper depths. Higher Iron content of 14 mg/l has been reported

at Daulatpur. Higher fluoride content of 2.05 mg/l is observed at Najafgarh.

S.No Chemical Constituents Range

1 pH 8.15-9.38

2 EC (µS/cm at 25ºC) 529-17240

3 Bicarbonate (mg/l) 123.46-355.83

4 Chloride (mg/l) 31.57-5639.53

5 Nitrate (mg/l) 11.3-462

6 Sulphate (mg/l) 2.3-1950

7 Fluoride (mg/l) 0.2-2.05

8 Calcium (mg/l) 15.35-429.9

9 Magnesium (mg/l) 21.62-1376.73

10 Total Hardness as CaCO3 (mg/l)

0-3807.88

11 Sodium (mg/l) 62.67-3318

12 Potassium (mg/l) 0.1-99.4

13 Iron (mg/l) 14

Source of information: Central Ground Water Board(South-West)

Table 69: General ranges of various chemical constituents in ground water

Electrical Conductivity in the district has been found to vary from 529 to 17240 µS/cm at

25ºC. Fluoride concentration in ground Water in the district varies from 0.2 to 2.05 mg/l.

Higher Nitrate concentration up to 462 mg/l is observed in the district.

b. Surface Water Quality

Surface Water Quality is taken from Delhi Pollution Control committee as Secondary source

and the results are presented from Table No70.

Source: Delhi Pollution Control Committee

Table 70: Surface Water Quality

11.14.3 Noise

Ambient Noise Levels Observed at Location Dwaraka presented in Table 15.

The observed values are compared to the Commercial area noise levels since the proposed

project houses no residential complexes.

The values are observed to be below the permissible limits prescribed for commercial

areas.

S.

No. Date

Sampling

Location pH

TSS COD BOD

Free

Ammonia

(as N)

Remarks

(mg/l

) (mg/l) (mg/l) (mg/l)

Water Quality Criteria

for propagation of wildlife

and fisheries

6.5-8.5 _ - -

1.2mg/l or

less

1. 04/03/2010

Sample No.

Chhawala

Kaba Mohalla

7.5 138 324 80 2.6 Not meeting The Criteria

w.r.t Free Ammonia

2. 04/03/2010

Sample No

.3Chhawala

Kaba Mohalla

7.5 46 288 68 2.2 Not meeting The Criteria

w.r.t Free Ammonia

3. 04/03/2010

Sample No .3

Dirty water

entering

water body

7.3 82 207 60 3.1

Not meeting The Criteria

w.r.t Free Ammonia


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NOISE LEVELS STANDARDS dB(A)

S.No. Standard For DAY NIGHT

1 Industrial Area 75 70

2 Commercial Area 65 55

3 Residential Area 55 45

4 Silence Zone 50 40

Table 71: Noise levels at Dwaraka

11.14.4 Air Quality

Baseline Air monitoring data collected from Secondary source CPCB online Air Quality

Monitoring Station at NSIT Dwaraka and is presented in Table-72

S.No Date PM2.5

µg/m3

SO2 µg/m3 NO2

µg/m3

CO

mg/m3

NAAQ Standards 60(24

hrs)

80(24 hrs) 80(24

hrs)

2(8 hrs)

1 14-01-2017 161.49 7.82µg/m3 60.5736 0.55

2 15-01-2017 180.38 5.05 68.432 0.57

3 16-01-2017 111.57 6.69 41.9052 0.35

4 17-01-2017 151.96 4.94 57.5656 0.52

5 18-01-2017 146.29 9.89 52.9972 0.43

S.No Date PM2.5

µg/m3

SO2 µg/m3 NO2

µg/m3

CO

mg/m3

6 19-01-2017 58.23 13.43 46.624 0.39

7 20-01-2017 85.14 17.38 73.1508 0.68

8 21-01-2017 126.4 18.34 81.9868 0.66

9 22-01-2017 116.7 16.51 87.9276 0.83

10 23-01-2017 121.49 13.35 77.9072 0.71

11 24-01-2017 218.37 16.70 166.5492 1.30

12 25-01-2017 109.22 14.12 50.4216 0.54

13 26-01-2017 123.27 8.30 40.8524 0.39

Table 72: AAQ data

From the above it can be seen that PM2.5 and NO2(on three occasions ) the values are found

to be beyond the NAAQ standards for 24 hrs

11.15 Flora of the Project area

Tree survey is being carried out in the project area. As such, no forest area exists. Since

it is an open piece of land most of the trees are native vegetation of the land. The main

species found during site visit which could be immediately identified commonly are Pipal,

Neem, Kikar, Eucalyptus, Ficus and Bakaan, etc. No rare or endangered species of trees

have been noticed during field studies. An inventory of trees, likely to be lost will be

presented in Detailed EIA Report.

11.16 Seismicity (State Disaster management plan)

Delhi is located in zone IV which has fairly high seismicity where the general

occurrence of earthquakes is of 5-6 magnitude, a few of magnitude 6-7 and occasionally

of 7-8 magnitude. Delhi thus lies among the high-risk areas.

Suitable seismic factor as per the India Meteorological Department (IMD) taking into

account adequate needs to be considered for design purpose for Civil Engineering

structures and while finishing civil designs.

Ambient Noise Levels

S.No. Locations

June(2008) July (2008) August

(2008) Sep. (2008) Oct. (2008) Nov. (2008) Dec. (2008) Jan. (2009)

Nois

e (

Day T

ime)

Nois

e (

Nig

ht

Tim

e)

Nois

e (

Day T

ime)

Nois

e (

Nig

ht

Tim

e)

Nois

e (

Day T

ime)

Nois

e (

Nig

ht

Tim

e)

Nois

e (

Day T

ime)

Nois

e (

Nig

ht

Tim

e)

Nois

e (

Day T

ime)

Nois

e (

Nig

ht

Tim

e)

Nois

e (

Day T

ime)

Nois

e (

Nig

ht

Tim

e)

Nois

e (

Day T

ime)

Nois

e (

Nig

ht

Tim

e)

Nois

e (

Day T

ime)

Nois

e (

Nig

ht

Tim

e)

1 Dwaraka 60.9 52.3 59.2 51.3 61.2 52.1 62.9 55.9 ** ** 59 51.1 59.3 55.8 58.1 54.5


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11.17 Flood Hazard (State Disaster management plan)

Najafgarh drain can be seen within 5km from the proposed project site. As per the map

of the flood prone areas of Delhi, it has been classified into thirteen zones based on the

flooding risk in relation to incremental rise in the water level of the Yamuna (DDA, 1993).

These cover a range from 199m to 212 m level of water in the Yamuna. This zoning map

covers part of North Delhi on the West bank of the Yamuna and almost the entire Trans

Yamuna Area on the East bank. The Delhi Flood Control Order also the NCTD into four

Flood Sectors, namely Sectors, namely, Shahadra, Wazirabad - Babrapur, Alipur and

Nangloi - Najafgarh sectors.

The city has been experiencing floods of various magnitudes in the past due to floods in

the Yamuna and the Najafgarh Drain system. The Yamuna crossed its danger level (fixed

at 204.83m) twenty five times during the last 33 years The details will be given in EIA

Report.

11.18 Socio-Economic Analysis

Delhi Development Authority (DDA) has earmarked land near this station for development

of directional terminal which has been acquired by the railways.

During social survey we made some observations on land details were collected, which are

as follows in Table 73:

Area Area in sq m

A Area under road/main line 229000

B Land acquired from DDA by

NR

1100700


Anup Narang Farm 21854.862

Chawala and Jain Narang

Farm

15960.183

Cremation ground 4769.231

C Govt. Boys Senior

Secondary School

21115.3547

Mohammed Shahadadpur

Village

354799.4969

Grave yard 4261.645

Govt. Girls Senior

Secondary School

17300

Total land to be acquired 120060.7726

Total land (A+B+C) 1449747.12

Table 73: Observations on land details

11.19 Impact Identification, Analysis And Mitigation Measures

In order to assess the significance of the proposed project’s impacts, the impacts were

first identified from their source which are the project’s

activities/equipment/processes/materials and then the impact receptor which are the

baseline environmental and social conditions. This was carried out through the use of the

Impact Checklist Table 74 where the likely impacts were identified. The impacts were

then classified as either positive or negative. The impacts were lastly analyzed in terms

of their characteristics on the aforementioned baselines to define their significance by

using a matrix in order to identify the acceptable risk level.

Environmental aspect

Design Phase

Construction Phase

Operational Phase

Water Pollution

Air

Noise

Soil

Soil loss

Contamination

Compaction

Bio-Diversity

Loss of Flora

Loss of Fauna

Population and Social Dynamics

Population size

Diseases

Quality of Life

Employment

Utilities

Land uses

Others


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Environmental Opportunities

Economy

Landscape Design

KEY Denotes an Impact

Table 74: Checklist of Project's Likely Impacts

11.20 Analysis of Impacts

The positive and negative impacts likely in the proposed project are tabulated in Table

75 below.

Positive Impacts Negative Impacts

Design Phase

Creation of Employment and Business opportunities Generation of Income and Source for Government Revenue Environmental opportunities

Construction Phase

Creation of Employment Market for goods and services Increased population Increased Economic Activities and Revenue

Changes in Surface and Sub-Surface Hydrology Changes in soil characteristics Emission of Air pollutants Generation of Noise Increased Pressure on Utilities Increased Heavy Traffic Population Influx Generation of Construction Waste OHS Risks

Operational Phase

Increased Commercial Viability Creation of Employment Opportunities Increased Accommodation/Housing Increased Access to Goods, Services and Social Amenities Stimulation to Urban Development Aesthetic Enhancements Improved Roads Population Increase Impetus to Improve Amenities and Services

Increased Pressure on Available Utilities Increased Land Values and Land Use Changes Increased Air Pollution Increased Surface run-off Increased Traffic Generation of waste OSH Risks Generation of Noise

Table 75: Positive and Negative Impacts of Proposed Project

11.21 Mitigation Measures

The project’s significant impacts are analyzed, reviewed and mitigation measures are

proposed in Table 76 below that will enable the impacts to be managed, reduced or

avoided where possible.

Table 76: Likely/Residual impacts and Mitigation

Likely Impact & Reference

Proposed Mitigation Measures Residual Impact

Construction Phase

Loss of Flora and Fauna Habitats

Landscaping with indigenous species on completion of construction.

Maintaining of landscaped gardens, terraces, conservation and management of the vegetation and lawns.

Clearing vegetation only in construction areas and demarcating areas where no clearing is required.

Low

Changes in surface and sub-surface hydrology

During construction, the design (of the drainage system) should ensure that surface flow is drained suitably into the public drains provided to control flooding within the site.

Drainage channels should be installed in all areas that generate or receive surface water such as car parking, driveways and along the building block-edges of the roofs.

The channels should be covered with gratings or other suitable and approved materials to prevent occurrence of accidents and entry dirt that would compromise flow of run-off.

The channels should be designed with regards to the peak volumes such as periods or seasons when there is high intensity of rainfall in the project area but just in case such an event occurs. They should never at any time be full due to the resulting heavy downpours.

The drainage channels should ensure the safe final disposal of run-off /surface water and should be self-cleaning which means it should have a suitable gradient.

Low


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Storm water generated from roof catchments should be harvested, stored and made use in various activities such as general cleaning. This will reduce run-off reaching the drainage channels.

Paving of the side walkways, driveways and other open areas should be done using pervious materials such as NFC1(No fine concrete) to encourage water recharge and reduce run-off volume

Changes in soil characteristics

Creating specific paths for the trucks

Ensuring there is enough space for normal percolation of water.

Preventing contamination from construction wastes by having specific sites for collection, sorting and transport of wastes.

Proper installation and configuration of drainage structures to ensure their efficiency.

Installing cascades to break the impact of water flowing into the drains.

Controlling the earthworks and ensuring the management of excavation activities.

Compacting areas with loose soil.

Landscaping.

Providing soil erosion control structures on the steeper areas of the site & controlling activities during the rainy season.

Medium

1 Maria Rasheeda and S.K. Rizvi, New Building Materials and Construction World, New Delhi. http://www.nbmcw.com/roads-pavements/5529-pervious-concrete-pavement-for-parking-areas-pathways-sustainable-porous-and-storm-water-drainage.html



Emissions of Air pollutants

Sprinkling water on soil before excavation and periodically when operations are under way to prevent raising of dusts.

Enclosing the structures under construction with dust proof nets like tarpaulin.

Using efficient machines with low emission technologies for the ones that burn fossil fuels.

Controlling the speed and operation of construction vehicles.

Regular maintenance and services of machines and engines.

Use of clean fuels e.g. unleaded and de-sulphurized fuels.

Educate and raise awareness of construction workers on emission reduction techniques.

High


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Generation of Noise

Using equipment with noise suppressing technologies.

Providing workers with PPEs against noise e.g. ear plugs.

Placing signs around the site to notify people about the noisy conditions.

Regular maintenance of equipment to ensure they remain efficient and effective.

Complying with the noise regulation standards

Construction works should be carried out only during the specified time which is usually as from 0800 hrs to 20.00 hrs.

There should not be unnecessary honking of the involved machinery.

Provision of bill boards at the construction site gates notifying of the construction activity and timings

Medium

Increased Pressure on Utilities

Employing water conservation techniques and only using the required amounts of water to prevent wastage.

Employing power saving techniques such as switching off equipment when not in use, using natural light whenever possible.

Using machines with power saving technologies i.e. high efficiency equipment.

Providing proper sanitary facilities for construction workers.

Inspecting the drainage facilities regularly to ensure they are free of debris that may reduce their efficiency.

High



Increased Heavy Traffic

Placing signs around the site notifying other vehicles about the heavy traffic and to set the speed limit around the site.

Ensuring all drivers for the project comply to speed regulations.

Making sure the construction doesn’t occupy the road reserves and complying to traffic and land demarcation obligations.

Ensuring all vehicles used for the project are in good working condition both legally and commensurate to their intended use.

Medium

Population Influx

Workers to be issued with job cards to monitor their movements in the site area

Only authorised personnel should be allowed entrance to the site

Presence of a work registry book where workers sign in and out

Educating the workers on proper sanitation methods

Sensitizing the worker on HIV/AIDS

Making available suitable facilities for the collection, segregation and safe disposal of the wastes.

Ensuring all waste is dumped in their designated areas and legally acceptable methods

Low to Medium

Generation of Construction waste

Employing proper waste management plan Using waste minimization techniques such as buying in required quantities with preplanned schedule of work.

Allocating responsibilities for waste management and identifying all sources of wastes, and ensuring wastes are handled by personnel licensed to do so.


Low


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Creating waste collection areas with clearly marked facilities such as colour coded bins and providing equipment for handling the wastes. The bins should be coded for plastics, rubber, organics, glass, timber, metals etc.

Ensuring all wastes are dumped in their designated areas and through legally acceptable methods and that the bins are regularly cleaned and disinfected.

Assessing and creating opportunities for Regulation, Reducing, Reusing, Recycling, Recovering and Rethinking of its probable usage.

Creating adequate facilities for the storage of building materials and chemicals and controlling access to these facilities.

Ensuring bins are protected from rain, animals and by chance trespassers.

OSH Risks Ensuring all potential hazards such as movable machine parts are labelled.

Raising awareness and educating workers on risks from equipment and ensuring they receive adequate training on the use of the equipment.

Providing the workers with adequate PPEs and monitoring regularly to ensure they are replaced on time when they wear out.

Placing visible and readable signs around where there are risks.

Ensuring there is security in and around the site to control the movement of people.

Providing safe and secure storage for equipment and materials in the site and maintaining MSDSs.

Placing visible and readable signs to control the movement of vehicles and notify motorists and pedestrians around and workers in the site.

Providing firefighting equipment and in easily accessible areas as well as ensuring site personnel

Low to medium



are well trained to use them as well as maintaining them regularly.

Labeling chemicals and material according to the risks they possess.

Creating safe and adequate fire and emergency assembly points and making sure they are well labeled.

Establishing emergency procedures against hazards and ensuring the workers stay aware/educated on following them and commensurate to the magnitude and type of emergency, by conducting regular drills and involving the neighbors.

Operational Phase

Increased Pressure on available utilities

Implementing water conservation techniques such as having faucets with dead man tap openers.

Using only the required amounts of water during normal operations.

Creating awareness through signs of conservation of water and electricity.

Using natural light during the day for lighting purposes.

Using machines and equipment with a high level of power efficiency in the offices and restaurants/hotels and servicing them as often as required to maintain their efficiency

Low

Increase Land Values and Land Use Changes

Complying to zoning by laws

Collaborating with public and planning officials on the development and future developments

Aligning the project’s objectives with those of national, and district development policies

Low


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Climate change

Advocating for the use of other renewable sources of energy such as wind and solar energy

Use of clean fuels e.g. unleaded and de-sulphurized fuels in vehicles

Paving should only be carried out where necessary to reduce the reflection of the solar radiations.

Landscaping the site with indigenous species of plants

Using sustainable drainage systems that mimic the natural percolation of water into the soil, and green roofs where possible

Using efficient equipment that emit little or no waste heat

Medium

Increased Air pollution

Install scrubbers in the exhausts of motor vehicles to filter the toxic fumes

Use of renewable energy

Use of de -sulphurized and unleaded fuels in vehicles

Banning the burning of wastes and other materials at the site.

Using efficient equipment, machines and engines that emit less pollutants

Low

Increased surface noff

Using materials that mimic natural percolation of water like(NFC).

Landscaping to ensure there are areas where water will percolate underground.

Ensuring the size of the drains to accommodate storm flows during the rainy season and Rainwater harvesting of

Low

Increased traffic

Erecting visible and clear signs to control the movement of vehicles in and out of the site.

Having alternative entrances and exits for emergency operations.

Low



Placing signs around the site notifying other vehicles about the heavy traffic and to set the speed limit around the site.

Generation of waste

Developing and implementing a waste management plan.

Using waste minimization techniques as such required in the restaurants/hotels and canteens etc.

Allocating responsibilities for waste management and identifying all sources of wastes, and ensuring wastes are handled by personnel licensed to do so.


Creating waste collection areas with clearly marked facilities such as colour coded bins and providing equipment for handling the wastes. The bins should be coded for plastics, rubber, organics, glass, paper, electrical equipment etc.

Ensuring all wastes are dumped in their designated areas and through legally acceptable methods and that the bins are regularly cleaned and disinfected.

Assessing and creating opportunities for Regulation, Reducing, Reusing, Recycling, Recovering.

Creating adequate facilities for the storage of materials and chemicals and controlling access to these facilities.

Ensuring bins are properly covered

High

OSH Risks Employing and EHS/OSH plan.

Provision of PPEs to all personnel working in potentially hazardous areas or with potentially hazardous equipment, and replacing the PPEs on wear and tear.

Low


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Placing readable signs alerting people of hazardous such as for slippery floors.

Servicing equipment and machine to ensure efficiency.

Providing firefighting equipment and maintaining them to ensure they are fully functional.

Delineating fire and emergency assembly points and creating awareness to ensure all people at site are aware of them

e.g. through the use maps on elevators, staircases etc.

Putting in place and ERP and ensuring all people in the area are aware of it and the procedures to follow commensurate to the level of emergency.

Providing adequate storage for hazardous and flammable substances and controlling access to them.

Monitoring the movement, handling and management to ensure they safely managed and don’t present any EHS risks.

Working state agencies in the management of emergencies and disasters to ensure multilateral and inter-sectoral approaches to this management.

Performing emergency drills on a frequent basis, setting benchmarks for response and evaluating performance to ensure continuous improvement of response and preparedness.

Generation of Noise

Erecting signs and notifying other users of noisy activities.

Conducting all noisy activities during the day when permissible levels are higher.

Provision of PPEs such as ear plugs for employees working in noisy conditions or with noisy equipment.

Low



Using equipment with low noise ratings or noise reduction technologies such as for the generators like noise dampers etc.

Vibration Control Vibration emanates from rail

To prevent development of surface irregularities on the rail, a fairly heavy rail section of 60-kg/m, 90 UTS, supported at every 60-cm. has been proposed. Further, rail grinding at regular intervals by Rail grinding machine and also lubrication of rail by vehicle-mounted lubricator have been contemplated.

Rail will be continuously welded and also will be laid to fine tolerances, so that any noise/vibration on account of irregular track geometry could be reduced.

The vibration generated from rail-wheel interaction will be greatly absorbed by the elastic fastening system proposed to be used.

Screening of noise to be arranged by providing parabolic noise reflecting walls on each sides of the track, along rail corridor where the mixed development is proposed.

Medium to Low


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11.22 Environmental Management Plan

Based on environmental baseline conditions, planned project activities and its impacts

assessed, the set of measures to be taken during implementation and operation to avoid

or offset adverse environmental impacts or to reduce them to acceptable levels, together

with the action which needs to be taken to implement them are enumerated in Table 77.

S.N. Potential

Impact Action

Parameters for

Monitoring Timing

1. Air

Emissions

All equipments are

operated within

specified design

parameters.

Random checks of

equipment logs/

manuals

Construction

activities

Vehicle trips to be

minimized to the extent

possible

Vehicle logs

Site Clearance and

Construction

activities

Any dry, dusty materials

stored in sealed

containers or prevented

from blowing.

Absence of stockpiles or

open containers of dusty

materials.

Construction

activities

Compaction of soil during

various construction

activities

Construction logs Construction

activities

Ambient air quality

within the premises of

the proposed project to

be monitored.

The ambient air quality

will conform to the

standards for PM10,

PM2.5,SO2 and NOx,CO

and Pb

Construction

activities

as per schedule

Ambient air quality

within the premises of

the proposed project to

be monitored.

Exhaust from vehicles to

be minimized by use of

fuel efficient vehicles

and well maintained

vehicles having PUC

certificate.

The ambient air quality

will conform to the

standards for PM10,

PM2.5, SO2 and NOx, CO

and Pb as given by DPCC

Vehicle logs to be

maintained

During operation

phase

2 Noise

List of all noise

generating machinery

onsite along with age to

be prepared.

Equipment to be

maintained in good

working order.

Equipment logs, noise

reading

During

construction

phase.

Generation of vehicular

noise

Maintenance of vehicles

as per manufacturers

manual, speed limit of

20 kmph is to be

maintained

During

construction

phase.

Acoustic mufflers /

enclosures to be

provided in large engines

Leq dB(A) at 1m from

the equipment

As per the

requirement or

quarterly

whichever is

lesser.

3. Wastewater

Discharge

.

Septic tank followed by

soak pits for temporary

work camps erected.

Treatment of Waste

water through STP for

recycle and reuse

Construction Phase:

Visual inspection of

drainage and records

thereof.

Operational Phase

pH, BOD, COD, TSS, NH3

–N, N-Total and Fecal

coliform

During

construction

During operation

phase

4. Soil Erosion

Contour trenching, Slope

maintenance, sediment

basin, mulching, soil

stabilization and turf

grass are proposed to

protect the soil from

erosion during

construction and

operation phases.

-----

During

construction and

operational

phases.

5. Solid waste

Implement waste

management plan that

identifies and

characterizes every

waste arising associated

Comprehensive Waste

Management Plan in

place and available for

inspection on-site.

Prior to site

clearance,

constructional and

operational

phases.


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with proposed activities

and which identifies the

procedures for

collection, handling &

disposal of each waste.

Compliance with SW M

Rules, 2016 and C&D

Rules, 2016 and

Hazardous Wastes and

other (Management and

Transboundary Rules),

2016

6

Non-routine

events and

accidental

releases

Plan to be drawn up,

considering likely

emergencies and steps

required to

prevent/limit

consequences.

Mock drills and records

of the same

During

construction

phase

Table 77: Environmental Management Plan

11.23 Environmental Monitoring plan:

The environmental monitoring will be required during construction and operational

phases. The parameters need to be monitored are: Water Quality, Air quality and Noise

levels which are given in Table 78 & 79 .

Table 78: Environmental Monitoring Programme for Implementation during Project

Operational Phase

Table 79: Environmental Monitoring Programme for Implementation during Project

Construction Phase

11.24 Cost Of Environmental Monitoring

The estimated cost for Environmental Monitoring during construction phase and

operational phase is Rs 14.05 Lacs per year given in Table 80 & 81 respectively.

ITEM LOCATION PARAMETERS FREQUENCY

Ambient Air Quality At 6 locations in the

project area

PM10, PM2.5, SO2,

NOx,CO

Quaterly

Ambient Noise At 8 locations in &

around the complex

Day and night

equivalent noise level

Quaterly

Ground water At 6 locations As per standards Half Yearly

Surface water At 4 locations As per standards Half Yearly

Soil At 6location outside

the project site

As per standards Once in a Year

ITEM LOCATION PARAMETERS FREQUENCY

Ambient Air

Quality

At 6 location at

boundary and project

site

PM10, PM2.5,SO2, NOx &

CO

Monthly

Ambient Noise At 8 location at

boundary of the

project site

Day and night

equivalent noise level

Monthly

Surface water At 4 location nearest

to the project site

As per standards Monthly

Ground water At 6 location nearest

to the project site

As per standards Monthly

Soil At 6 location outside

the project site

As per standards Once in a Quarter


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Particulars No of Location Frequency No of Samples Rate Cost

Ambient Air Quality 6 monthly 48 9500 456000

Surface water 4 monthly 32 3000 96000

Ground water 6 monthly 48 3000 144000

Noise 8 monthly 64 4000

256000

Soil 6 quarterly 48 3000 144000

Total 1096000

Table 80: The Cost Required for Implementation of Environmental Monitoring Programme

during Project Construction Phase

Particulars No of Location Frequency No of Samples Rate Cost

Ambient Air Quality 4 Thrice a year 12 9500 114000

Surface water 4 Thrice a year 12 3000 36000

Ground water 4 Thrice a year 12 3000 36000

Noise 8 Thrice a year 24 4000 96000

Soil 3 Thrice a year 9 3000 27000

Total 309000

Table 81: The Cost Required for Implementation of Environmental Monitoring Programme

during Project Operation Phase

11.25 Environmental Management System

The Environmental Management System constitutes provision of an Environmental

Division, which should be staffed by an Environmental Engineer/Officer, an Environmental

Assistant and two other assistants (miscellaneous works). The task assigned should include

supervision and co-ordination of studies, monitoring and implementation of environmental

mitigation measures. An Environmental Adviser shall review progress of the division every

year..

11.26 Cost Estimates

The cost required for implementation of Environmental Management Plan is estimated to

be about Rs.3187.00 lacs while recurring cost per year is estimated to be around Rs.747.00

lacs the details are given in Table 82

S.No. Capital Expenditure Cost(Rs. in

Lacs)

RecurringCost

(Rs.in lacs)

1. Green cover including 3yrs O&M 100 45

2. STP 1410 117

3. Recycling network 800 50

4. DG sets acoustic enclosures 100 300

5. Solid Waste Management 500 200

6. Rainwater Harvesting pits/tank(40pits)

(1MLD)

172 1

7. Environmental Monitoring Cost

14.05

8. Solar Power 105 20

Total 3187 747

* Capital Cost Included in the Project cost

Table 82: Capital Cost allocation for Environmental Management Plan (EMP)

The Environment Management Plan will be implemented in phases, so that optimum benefit could

be achieved and will be synchronized with the construction schedules.


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12 CAPEX

The estimated cost has been based on CPWD PAR 2013 and supplement 2013 published

by Central Public Works Department, Government of India. The Plinth Area Rates (PAR)

are considered reasonable and adopted all over India for estimation purposes of different

building works. These rates are applied per sq. m Built-up area. The CPWD DSR 2014 has

been further used to calculate the estimated costs of specific items of work not included

in PAR.

The areas used to calculate the above estimate is given below in the Table no 1.1

S. No. Description Floor Height (m) Area (Sq m)

1 Basement-1 (includes FOB) 5.85 18350.00

2 Ground Floor 7.0 9100.00

3 Ground Floor Stilted 7.0 11520.00

4 First Floor Roof 8.5 20470.00

5 First Floor Usable Area 17010.00

6 Superstructure (2+3+4) 41090.00

7 RCC (1+2+3) 38970.00

8 Total Building Area (1+2+3+4) 59440.00

9 Additional Area of Retaining Wall along the

Station Edge for the Sunken Road (Surface

Area)

2700.00

10 Arrival Area Sunken Road, Ramps,

Embankment and Retaining Wall

48200.00

11 Platform Area (4 Islands) – Flooring and

Shelter considered in costing

35100.00

12 Basement 1B (Two Tunnels) 3822.00

13 Basement Area for Access Ramps/ Staircases

to Tunnel (Finishes considered for costing)

4030.00

14 Non-Road Site Area 88605.00

15 Approach/ Exit Road Area 79275.00

16 Total Site Area (14+15) 167880.00

Table 83: Station Areas and Other Areas used for Cost Estimation

12.1 Station Structural and Architectural Building Works and Finishes Costing

The Internal Services costs are also added as per norms given in CPWD plinth area rate

Oct. 2012. For Items not covered in these plinth area rates, market rates have been

adopted. These cost estimates are approximates and are based on typical relationships

of quantities such as floor area/volume etc. The cost estimate is based on built-up

area/floor area worked out from the master plans and the plinth area rates applied to

arrive at reasonable costs for taking administrative and financial decisions. The

quantities are multiplied by unit rates to arrive at the estimated cost.

The total cost of the Station Building is INR 384,75,00,875 (Rupees Three Hundred

Eighty Four Crores Seventy Five Lacs and Eight Hundred and Seventy Five). In the total

building cost mentioned above, the Total Civil Cost is INR 94,51,67,472.40 (Rupees

Ninety Four Crore Fifty One Lacs Sixty Seven Thousand Four Hundred and Seventy Two)

which includes fixed interiors e.g. flooring railing, partitions, paints etc. on the first

floor and steel barrel roof structure complete to specifications mentioned in the PE.

Items for Vertical Circulations (lifts and escalators) is INR 16,84,00,000 (Rupees

Sixteen Crores Eighty Four lacs).

The Basement Cost is calculated for an area of 18350 sq. m which is INR 70,34,16,667

(Rupees Seventy Crore Thirty Four Lacs Sixteen Thousand Six Hundred and Sixty Seven

only). The Platform Finishes and Shelter has been calculated to an extent of INR

23,83,79,676 (Rupees Twenty Three Crores Eighty Three Lacs Seventy Nine Thousands

Six Hundred and Seventy Six) as a separate item.

The cost of Site Development which would include site levelling, retaining walls etc. is

INR 29,12,24,803 (Rupees Twenty Nine Crore Twelve Lacs Twenty Four Thousand Eight

Hundred and Three). The contingencies on the costs are kept at 3%. The detailed break-

up along with annexure can be referred from the ‘Preliminary Estimate for Bijwasan

Station report (Revision 12)’.


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12.2 Station MEP Services Costing

The Internal and external services costs are also added as per norms given in CPWD plinth

area rate Oct. 2012. For Items not covered in these plinth area rates, market rates have

been adopted. These cost estimates are approximates and are based on typical

relationships of quantities such as floor area/volume etc. The cost estimate is based on

built-up area/floor area worked out from the master plans and the plinth area rates

applied to arrive at reasonable costs for taking administrative and financial decisions. The

quantities are multiplied by unit rates to arrive at the estimated cost.

The cost incurred on the Internal Works for the station building which includes station

civil and electrical installations and connections, firefighting and fire alarm services is

coming approximately INR 62,46,47,746 (Rupees Sixty Two Crore Forty Six Lacs Forty

Seven Thousand Seven Hundred and Forty Six Rupees)

The Services cost for Site Development which includes External Sewer connection, Filter

Water Supply and its supply network and connections, Storm Water Drainage System,

Horticulture System, Street Lighting and Site Signage is approximately INR 9,96,41,022

(Rupees Nine Crore Ninety Six Lacs Forty One Thousand and Twenty Two).

Water Tanks Cost which includes underground and overhead storage tanks is

approximately INR 1,87,23,931 (One Crore Eighty Seven Lacs and Twenty Three

Thousand Nine Hundred and Thirty One Rupees)

Bulk Services Cost which includes Sub-station equipment, DG sets, Ventilation System for

Ground and First Floor, VRV/ VRF AC System, CCTV System, Hydropneumatic Water Supply

System, RO System, Scanning System and Equipment and Communications and SCADA is

approximately INR 27,21,76,144 (Twenty Seven Crore Twenty One Lacs Seventy Six

Thousand One Hundred and Forty Four Rupees)

Therefore, the Total MEP Cost estimated is coming approximately INR 101,51,88,843

(Hundred One Crore Fifty One Lakhs Eighty Eight Thousand Eight Hundred and Forty Three

Rupees Only). The contingencies on the costs are kept at 3%.

The detailed break-up along with annexures can be referred from the Preliminary Estimate

for Bijwasan Railway Station, New Delhi, Revision 12.


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13 RISK ANALYSIS AND MITIGATION

13.1 Introduction

Careful planning, construction and operation schemes are essential to implement safely and with

reliability a project of this magnitude. The Bijwasan railway terminal project has characteristics

that make the project more complex than existing railway projects. It utilizes non-indigenous

technology, and therefore foreign system technology is being selected to provide state of the art

world class facilities, following due process, which put an extra burden on project scheduling and

cost control. Because it is a Greenfield construction, combinations of railway yard alignment as

being planned and executed by Northern Railway ,system technologies for the station building

and allied commercial and operating facilities as well as the coach maintenance, and rake

stabling as well as loco stabling and fuelling facilities have to be taken up concurrently.

This calls for much more complex decision processes involving local governments in addition to

the central government. Furthermore, it involves high uncertainties in terms of political risks, in

addition to financial and technological aspects. This stems from the long project duration that

spans many government departments and the large number of components as well as project size

that encompasses different administrative bodies.

In view of the above factors, the project calls for extensive risk analysis and management for

successful and safe completion that is much more complex than many other railway projects in

India..

13.2 Risk Analysis and Mitigation on this Project.

Risk is made up of two parts: the probability of something going wrong, and the negative

consequences if it does. We have to prepare for and manage risks which can arise during the

project implementation if by a consequence that we hadn't planned for, costs, time, and

reputations could be on the line.

Efforts have been made to identify possible risks during the course of execution of this project

till its completion.

Risk Analysis is complex, and we have drawn on the detailed project report & plans, financial

data, security protocols, marketing forecasts, and other relevant information.

On this project, the following risks have been identified:

i. Construction risks.

ii. Equipment or technology failure, theft, staff sickness, or natural disasters.

iii. Changes in government policy.

iv. Human Risks – Strikes / Bandhs / Accidents or Loss of a key individual.

v. Operational – Disruption to construction supplies and operations, loss of access to essential

assets.

vi. Procedural – Failures of accountability, internal systems, or controls, or from fraud.

vii. Project – Going over the budget, taking too long on key tasks or contractual failures –

Contractor not deploying adequate equipments, manpower & other required resources in

time.

viii. Financial – Business failure, stock market fluctuations, interest rate changes, or non-

availability of funding.

ix. Technical – Advances in technology, or from technical failure.

x. Natural – Weather, natural disasters such as earthquake, floods etc. or disease.

xi. Political – Changes in tax, public opinion, government policy, or foreign influence.

xii. Structural –Inadequacy of design, poor workmanship and quality of work.

xiii. Safety features adopted proving inadequate, leading to site accidents or failure of parts

of structures resulting in manpower or the structure being harmed as well as delaying the

completion of the project.

xiv. Change in the scope of work by the Railways – During the execution of the project there

could be situations where the Railway operational requirements undergo certain revisions

due to the highly dynamic nature of Railway operations. This could necessitate changes

in the planning leading to delays and additional costs.

xv. Having identified the threats as above, we need to assess likelihood of these threats

materializing, and their possible impact. The risks identified above and suggested action

for their mitigation is summarized below.


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13.3 Proposals for the Mitigation of the Above Risks

i. Construction risks of station building and other related structures integrated with

concourse/airspace above the railway tracks as well as other commercial and residential

buildings which form a part of this project.

The above works which form a part of the Bijwasan project comprises of the design and

construction of all works and services necessary to complete the development / redevelopment

of the Station Buildings, railway yard, coach maintenance workshop & structures and loco shed

etc. as per the Development Agreement documents and the construction specifications.

The railway yard will be constructed by the Northern Railway with their own agency and under

their supervision and will not be the part of this project. However since the platforms and the

overhead structures above the platforms, the subways, escalators & other overhead structures

are to be constructed as a part of this project. These will be adjacent to the railway line; there

is an essential requirement of coordination between the execution of works by the Railway and

by the Concessionaire, since there could be a risk of infringement of the railway tracks. This can

be achieved by deployment of proper equipment and strict supervision. We have to ensure that

such infringements do not take place. No surplus excavated material should be stacked in any

infringing manner and such material should be taken away by the developer or disposed off in

the approved dumping area. Proper and safe scaffolding for construction of FOB’s, subways &

walkways which form part of this project. Safety precautions as required must be strictly

enforced in the installation, testing & commissioning of the lifts & escalators, underground &

above ground ancillary structures / facilities including plant room, water tanks & pumps ,

telecommunication and power cabling etc.

Proper barricading of construction site must be ensured to prevent unauthorised entry into the

protected area of the construction site to prevent unauthorised persons from accidental entry to

save them from falling debris, electric current.

Plumbing & pipelines must be made totally leak proof and electric cables, wires & ancillaries

must be carefully executed and taped to prevent short circuit or electrocution.

Water supply must be made contamination free by proper sealing and other required protection

works.

Suitable provisions in design will have to be made for safety at construction site during design &

erection of temporary woks to enable permanent construction since Delhi lies in a seismically

active zone and also keeping in mind the flooding at site as it is a low lying area (either due to

natural conditions or due to equipment failure such as pumps etc. during construction)

ii. Equipment or technology failure, theft, staff sickness or natural disasters, Weather or

disease.

In a project of this magnitude the quality and progress of work will be adversely affected if

adequate construction equipment is either not provided or is rendered ineffective by improper

maintenance or shortage of operators leading to idling

Further in case due to design defect or specification of selection of technology the work could

suffer. In view of this risk it is essential that selection of technology is done with great care and

implementation is carried out optimally and effectively. It is of great importance that utilities

such as fire fighting, communication & electricity are provided round the clock with proper back

up in case of any related equipment or power failure to avoid any untoward incident.

At large construction sites theft of spares, fuel etc are not uncommon but if they take place the

progress of work slows down besides idling of manpower. In view of this need for tight security

at work site cannot be understated.

The location of this project is in an area which is subject to seasonal sicknesses like skin diseases,

malaria, dengue etc which can affect the availability of manpower. It is therefore suggested that

proper sanitation & drainage at the worksite as well as arrangement of immunization of the

workmen should be arranged in time.

While natural disasters like earthquakes, floods etc cannot be wished away, adequate disaster

management plan must be in place to minimize the effect of such disasters. Also, Delhi being in

high seismic zone, the permanent and temporary structures both must be designed keeping

adequate and relevant provisions for seismic parameters in the design. The construction must

ensure that the safest and best engineering practices are followed while executing the project,

keeping seismic effects/ threats into consideration.


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iii. Changes in government policy.

While the project is being taken up after due approvals from the different government bodies

like DDA, Delhi Jal Board, ASI, DUAC, AAI, UTTIPEC etc, nothing stops any of these bodies from

changing the policies which may affect the planning for this project. The effect of these changes

can be minimized by remaining in constant touch with these bodies & networking with them

suitably to know in advance of impending changes & planning to handle them.

iv. Human Risks – Strikes / Bandhs / Accidents or Loss of a key individual.

In India, it is not uncommon for strikes & bandhs, rallies & ‘dharnas’ to take place from time to

time in connection with agitations / representations etc, mostly for social and political issues not

related to the project. The effect of such activities results in occasional work stoppages. This is

perhaps inevitable & some provision for the days lost on this account should be planned initially

itself.

v. Operational – Disruption to construction supplies and operations.

Owing to short supply, transportation bottlenecks and interruptions and occasional non

availability of certain materials from time to time there could be delays and disruptions in certain

segments of work. This effect can be minimized by timely and early procurement and storage of

critical materials so that supply is not affected.

vi. Procedural – Failures of accountability, internal systems, or controls, or from fraud.

These are potential risks in all major projects & can be mitigated by having proper planning,

controls & monitoring systems in place during execution of the project.

vii. Project – Going over budget, taking too long on key tasks or contractual failures

The major reasons for delay in most projects is the contractor not deploying adequate

equipments, manpower & other required resources in time. This can be taken care of by providing

planned advances, timely payments for work done & proper monitoring of provision of equipment,

material & manpower by the contractor as required from time to time.

viii. Financial – Business failure, stock market fluctuations, interest rate changes, or non-

availability of funding.

These factors are normally not under the control of the project management team or the

contractor / concessionaire. They have to be factored in while estimating the project cost at the

time of taking up the project.

ix. Technical – Advances in technology, or from technical failure.

Due to this project involving provision of world class state of the art technology & facilities, it

may be necessary to change the proposed technology due to new developments which may come

about during the execution of the project.

x. Political – Changes in tax, public opinion, government policy, or foreign influence.

Since this project will be executed in about 650 days after commencement of work for the project

as per planning as such we must also factor in likely delays of up to 100 days for various reasons.

The possibility of changes in priority and annual allocation of funds not matching the planned and

required amounts, by the government cannot be ruled out. This may lead to further delay.

Changes in corporate tax may also affect the project finances & suitable provisions should be

made in the financial planning of the project.

Since this is a public utility project, at times the public opinion also builds up for provision,

shifting or shutting down of some activities which may result in some changes in the planning

with consequent variation in cost and requiring additional time . Adequate provisions should be

made both in funds and project schedules for meeting such contingencies.

xi. Insurance

Many of the above risks can be taken care by insurance coverage appropriate and adequate to

cover the extent of potential loses it may result from the risks. This should cover third party

risks, fire and theft, breakdown of equipment and group insurance for covering the workmen

against death and injury etc.

SENER Doc. P210G04-01-KD4-SR-AN-0001

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ANNEXURE 1 - PHOTOGRAPHIC REPORT


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SITE OF THE NEW BIJWASAN RAILWAY STATION

SIGHT OF THE GENERAL SITE.


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DWARKA - SECTOR 21


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UER II - UNDERPASS


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ROAD 45.0M R/W. PEDESTRIAN UNDERPASS


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ANNEXURE 2 – EXAMPLES OF WORLD CLASS STATIONS


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1 DESCRIPTION

In this appendix are provided examples of existing World Class Stations around the world which

can be considered as references for the Development of Bijwasan Station for New Delhi.

2 FRANKFURT (GERMANY)

Frankfurt Main Central Station is one of the busiest railway stations Europe, with about 350,000

passengers per day. It was inaugurated in 1888. It has suffered many ugradings along its history.

The last remarkable one happened in 1978, when the underground station for commuter services

was opened. During Second World World (1939-1945) it was destroyed almost completely, being

entirely rebuilt during the postwar.

Aerial view of the station. The 3 main canopies (plus 2 side ones) can be seen clearly.

Frankfurt Main Central is a terminal station wich has almost 100 tracks, 24 of them with

platforms attached. There are also 4 underground platfiorms for 8 tracks, for metropolitan and

commuter services. . The platforms are covered by three iron-and-glass halls.

View from the platforms of one of the 3 canopies

Daily traffic is considerable:

342 long distance

289 regional

1100 commuter (called S Bahn in Germany)

Frankfurt Station has connection with 3 Tramway lines.

https://en.wikipedia.org/wiki/Railway_station


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3 ROMA TERMINI (ITALY)

Firstly inaugurated in 1862, considerable extension works started in 1931 and completed in 1950,

phollowing the propjects carried out during the previous years with the purpose of converting

this station in a symbol of progress for the “eternal city”.

it was a great success both in capability and design. After the completion of the station many

stations strived to live up to the standards set forth by the Termini station. It was an inspiration

to many architects attempting their own masterpieces. Even several movies were shot at this

location.

Currently it is used by 480.000m2 passengers per day. There are 32 tracks with platforms.

Seervices range from long distance trains (including hgh-speed) to regional and commuter. There

are express services departing/terminating from Roma Termini to Fiumicino Airport, called

called “Leonardo Da Vinci”.

Roma Termini is a terminal station, as it can be concluded from its name. It has connecion with

lineas A and B of Rome Metro.

View from the platforms

The whole complex was spread over an area of 14 thousand m2. There are 32 tracks with

platforms.

View of the commercial area in the hall

http://www.google.es/url?sa=i&rct=j&q=roma termini&source=images&cd=&cad=rja&docid=q8L_-ouOiF5W6M&tbnid=gi_02ZlaO73VEM:&ved=0CAUQjRw&url=http://www.panoramio.com/photo/44723995&ei=dl3IUZPvE6eS0AXcgoHIBw&bvm=bv.48293060,d.d2k&psig=AFQjCNF83-poJ-BCmmzrM5zN2B0bVEln1w&ust=1372172004119145


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4 AMSTERDAM CENTRAL STATION (NETHERLANDS)

Amsterdam Central station was firstly opened in 1889. As most of the great terminals, it has

been upgraded several times along its story.

There are 15 tracks, 11 of which along a platform:

island platforms with on both sides tracks along the full length (tracks 4/5, 7/8,

10/11, 13/14)

1 side platform with 1 track along the full length (15)

1 bay platform / side platform with 2 tracks (1/2)

10 of the 11 tracks along a platform have an a-side and a b-side (all except track 1), so there are

21 places where a train can be positioned for getting on and off.

One has a side track along the full length (track 2); on the other side, there is track only at the

west end (track 1; bay platform), along the rest of the platform is the station building.

Tracks 3, 6, 9, and 12 have no platform.

A Diagram of the yard plan is included as follows: (platforms are yellow, pedestrian underpasses

tunnels are grey:

15a ==========

==========

==========

========== 15b

14a ========== ==========

==========

========== 14b

13a ========== ==========

==========

========== 13b

12a ========== ==========

==========

========== 12b

11a ========== ==========

==========

========== 11b

10a ========== ==========

==========

========== 10b

9a ========== ==========

==========

========== 9b

8a ========== ==========

==========

========== 8b

7a ========== ==========

==========

========== 7b

6a ========== ==========

==========

========== 6b

5a ========== ==========

==========

========== 5b

4a ========== ==========

==========

========== 4b

3a ========== ==========

==========

========== 3b

2a ========== ==========

==========

========== 2b

1 ====

Amsterdam is a passing station, which has connection with 3 metro lines, as well as with

tramway lines. It has also interchange with ferry services.

http://en.wikipedia.org/wiki/Railway_platform

http://en.wikipedia.org/wiki/Island_platform

http://en.wikipedia.org/wiki/Side_platform

http://en.wikipedia.org/wiki/Bay_platform

http://en.wikipedia.org/wiki/Train


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5 MADRID ATOCHA (SPAIN)

Atocha station is the most important railway hub in Spain. It was first opened in 1851, and

reinaugurated in 1992 after a complete upgrading.

Atocha consists on 2 adjoing stations:

Madrid-Puerta de Atocha, groundlevel terminal station with 15 tracks with platform,

with a length of 450 metres. It is used exclusively for high-speed services (long

distance and regional HS services, called “AVANT”).

Madrid-Cercanías: underground station with 10 through tracks with platform of length

400 metros. It is used mainly by commuter services. It also has conventional regional

and long distance tracks.

View of the high-speed terminal “Madrid Puerta de Atocha”

The whole railway complex copes with 250.000 passengers per day. It has connection with Metro

Line 1, as well as with many bus lines. It is situated in the heart of Madrid.

Image of the historic building, that originally had 6 tracks with platforms. Due to lack of capacity, the two mentioned stations were built adjoining, and the former station was reconverted in a

spectacular hall (see following image).

http://www.google.es/url?sa=i&rct=j&q=&source=images&cd=&cad=rja&docid=aFZGJGuLiK3MVM&tbnid=uHx_tqGwRfUijM:&ved=0CAUQjRw&url=http://guias-viajar.com/madrid/capital/jardin-invernadero-estacion-atocha/&ei=YWrIUd76JZKZ0AXA1ICABg&bvm=bv.48293060,d.d2k&psig=AFQjCNH5d01UI1JS5A-j-nSWKQv9_RDOSg&ust=1372175297869804

http://www.google.es/url?sa=i&rct=j&q=&source=images&cd=&cad=rja&docid=tGw7bZou33rLVM&tbnid=ROCcu79sHGN6VM:&ved=0CAUQjRw&url=http://www.destinosviajerosporelmundo.com/2012/08/mejores-estaciones-de-tren-en-europa.html&ei=imzIUaekL5KZ0AXA1ICABg&bvm=bv.48293060,d.d2k&psig=AFQjCNFSvfiqKHp_VpA2RxMlGrVQdfm8UA&ust=1372175870932405


Rev. 0

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6 NEW YORK GRAND CENTRAL (UNITED STATES)

Grand Central Terminal was first opened in 1871. In 1931 an extension was inaugurated. After

years of decadence, between 1994 and 2000 a considerable rehabilitation was carried out with

the purpose of recovering the glory days of this mythical railway station.

It has 67 tracks with platforms, distributed in 2 levels:

41 tracks in the upper level

26 track in the lowest one

Both levels are underground.A further station is planned. When it is completed there will be a

total of 75 tracks with platforms.

500.000 persons use the station daily. It has connection with several metro lines.

View of the main hall, where many films have been shot.

View from one of the 44 platforms of the station. Grard Central is considered the station with more platforms in the world. The track area is more functional than aesthetic, unlike the concourse zone.

http://www.google.es/url?sa=i&rct=j&q=&source=images&cd=&cad=rja&docid=qupe9jnotJl4bM&tbnid=pFhbLrWfV4wcZM:&ved=0CAUQjRw&url=http://openbuildings.com/buildings/grand-central-terminal-profile-6519&ei=AmnIUZHPH6uY0QX9h4GABQ&bvm=bv.48293060,d.d2k&psig=AFQjCNESiH1JfrkEJD0lzNc6Z5eXDnDFGw&ust=1372174965077204

http://www.google.es/url?sa=i&rct=j&q=&source=images&cd=&cad=rja&docid=chcVnpbTV7-n5M&tbnid=5XU4GTEzehuXRM:&ved=0CAUQjRw&url=http://www.kinglyheirs.com/NewYorkStateRailroads/GrandCentral.html&ei=VmnIUeDrMYbN0QWqg4CQDw&bvm=bv.48293060,d.d2k&psig=AFQjCNESiH1JfrkEJD0lzNc6Z5eXDnDFGw&ust=1372174965077204


Rev. 1

2016/07/15 Page 1 of 10



ANNEXURE 3 – PASSENGERS IN WAITING AREAS BASED ON THE NO. AND TYPE OF TRAINS ESTIMATED


Rev. 1

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1 INTRODUCTION

According to the Manual for Standards and Specifications for Railway Stations, the passengers

of the future Station of Bijwasan will have a conjunct of areas that allow them a comfortable

stay while they are waiting for the trains and doing all the actions previously to get on them,

since buying the tickets (in case they had arrive to the station without the ticket), to relaxing

calmly in a comfortable space until the depart of the trains

Four types of areas have been considered: Waiting and Lounge areas, Circulation areas, Ticketing

areas and Platforms; also four categories of passengers: unreserved, reserved, 1ª Class and

Executive Class. Special circulation areas are the Vertical Circular Elements (VCE) like Escalators,

Stairs and Lifts.

In all cases, the surfaces have been calculated based on the rates of level of service

(m2/passenger) established by the Manual, the previsions of the future demand based on the

Traffic Study and some hypothesis of passenger’s distribution according to the train’s share.

The surface needs have been established in order to accomplish the level of service indicated in

the Manual. Regarding the VCE, the special requirements for the evacuation of the trains have

also been taken into account.

Finally, the number of potential users of the station underground parking has been obtained to

determine the necessary capacity of that parking.


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2 SUMMARY OF MAIN DESIGN CRITERIA FOR CAPACITY

The main design criteria considered for the capacity calculation is summarized below. The

assigned number is the number of the corresponding chapter of the Manual for Standards and

Specifications for Railway Stations (M.S.S.R.S. from now on).

2.4. Basis of Design).Station shall be designed for peak daily and hourly passenger flow

in the design year specified in the CA and outlined in section 1.5.1. In the absence of

such criteria in the CA, assume a design year horizon of the proposal year plus 40

years.

4.5.3.3. Level of Service (LOS) Performance Standard. A LOS of C or greater shall be

used for all passenger circulation elements based on the projected

passenger/ridership load target specified in the CA or as called for in section 2.4.

(Basis of Design). However, Station design shall take into account seasonal peak use

and ensure that all station components conform to a Level of Service (LOS): D during

this period.

These criteria are based in LOS values, defined by J.J. Fruin, as shown in the following tables.

LOS values are taken as well from the Manual for Standards and Specifications for Railway

Stations (M.S.S.R.S.), section 4- Station Design, page 62.

LOS Description Sq.m. per Person

A Free Circulation zone 1.17 or more

B Restricted Circulation Zone 0.9 -1.17

C Personal Comfort Zone 0.63 – 0.9

D No-Touch zone 0.27 -0.63

E Touch Zone 0.18 – 0.27

F Body Ellipse 0.09 or less

Table nº 1. J.J. Fruin’s Queue LOS

LOS Avg. Ped.

Space (m2/p)

Flow per Unit Width (p/m/min)

Description

A >1.9 <16 Standing and free circulation through the queuing area possible

without disturbing others within the queue.

B 1.4-1.9 16-23 Standing and partially restricted circulation to avoid disturbing

others within the queue is possible.

C 0.9-1.4 23-33 Standing and restricted circulation through the queuing area by

disturbing others within the queue and forward movement is only

possible as a group; long-term waiting at this density is

discomforting.

D 0.7-0.9 33-43 Standing without touching is impossible; circulation is severely

restricted within the queue and forward movement is only possible

as a group; long-term waiting at this density is discomforting.

E 0.40.7 43-56 Standing in physical contact with others is unavoidable; circulation

within the queue is not possible, queuing at tis density can only be

sustained for a short period without serious discomfort.

F <0.4 Variable Virtually all persons within the queue are standing in direct physical

contact with others, this density is extremely discomforting, no

movement is possible within the queue, the potential for pushing

and panic exists.

Table nº 2. Circulation flows as per J.J. Fruin’s Queue LOS

Terminal Area Allocated square meter per person

LOS A B C D E F

Check-in Queue 1.71 1.53 1.35 1.17 0.99 System breakdown

Wait/Circulate 2.61 2.25 1.80 1.44 0.99

Hold room 1.35 1.17 0.99 0.81 0.54

Table nº 3. Allocated space per person in the terminal area


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2016/07/15 Page 4 of 10



3 DEMAND ESTIMATION AND CAPACITY OF THE TRACKS

Currently 21trains halt at Bijwasan old Station every day.

The growth rate of passenger from 1995 to 2005 was 3.2 % per annum (Corporate Vision 2025 –

Indian Railways). The optimistic projection as per the Corporate Vision up to the year 2025 is 4.7

%. This study suggests a growth rate of 4% between 2013-2030 and, further, a growth rate of 2%.

Future Traffics (average day)

Growth Rate (2013-2030) 4% 1) Real Growth rate (1995-2005) = 3,2%

Growth Rate (2030-2053) 2% 2) Optimistic projections of Corporate

Vision 2025 Indian Railways = 4%

Passengers/each direction *day Year Demand

22,000 2013 44,000

23,795 2015 47,590

28,950 2020 57,901

35,223 2025 70,445

42,854 2030 85,708

47,314 2035 94,628

52,239 2040 1,04,477

57,676 2045 1,15,351

63,679 2050 1,27,357

67,576 2053 1,35,152

On the commissioning of the proposed Bijwasan railway station, Northern Railway plans to

operate 14 pairs of trains originated/terminated at Bijwasan Station (Both Directions). Northern

Railway has advised that in this station, in the washing lines, room will be available for

maintenance of approximately 5 trains in the first phase and another 12 more trains in a second

phase.

After discussions with IRSDC and Northern Railway officers regarding station capacity at

Bijwasan, the estimated passenger demand has been reworked; Their indications are summarised

below:

Trains, which are planned for termination/origination at Bijwasan by N.R after

opening of new station : 14 pairs

Capacity of maintenance of trains, considering berthing platforms, washing lines,RPC-

4 lines and shunting operations required within the station and assuming the yard

facilities as shown in NR yard plan as frozen and final: the 14 pairs will be 44 trains-

22 originating and 22 terminating. These trains will all be 26 coach train trains.

Considering 90% occupancy at termination/origination station, this means 2000

passengers per train, or a total of 88000 passengers per day.

The line capacity, assuming that signaling can be upgraded to ABS in the coming years,

is 70 trains per day with maintenance block of 2 hours. Taking the same %age for

passenger utilization as considered in NR Line capacity chart having projection for

2016-17 to continue, the total number of passenger trains will be 47.Of these, 22 slots

will be originating services, and the residual 25 paths will be through trains, including

EMUs. Considering 1000 passengers per EMU train, this will give a total of 25,000

passengers. With intensive urbanization at the surroundings, this number is expected

to double during the coming years.

The station capacity will be at least 1,38,000 in 2053, a figure higher than the demand previsions.

However, station design shall take into account seasonal peak use to ensure that all station

components conform to a Level of Service (LOS) D during the period.

Additional Increase 20% (ISRDBWCS) Point 2.2.2.

SCENARIO A Year

26,400 2013 52,800

51,425 2030 1,02,849

81,091 2053 1,62,183

0

20000

40000

60000

80000

100000

120000

140000

160000

2013201520202025203020352040204520502053

Demand

Capacity of the Line


Rev. 1

2016/07/15 Page 5 of 10



The capacity of the various station areas is a percentage of the maximum practical capacity

depending on the location and usage; according to that fact several studies have been done. The

analysis considers the following aspects.

OVERALL STATION: Design year horizon average peak day (DEMAND USERS CRITERA).

CONCOURSES: Based on analysis of maximum number of trains alighting and detraining at peak

operation (may vary depending on extent of transfer activity) (SUPPLY’TRAINS CRITERIA).

CIRCULATION ELEMENTS: The maximum throughput established for each passenger circulation

element (the emergency egress requirements of the station as determined by the requirements

of NFPA 130 and 101).

PLATFORMS: Platforms – Peak train discharge as determined by analysis (min-center platform

two full capacity trains discharging simultaneously, min-side platform one full capacity train

discharging) (SUPPLY’TRAINS CRITERIA)

Entrance/Egress- Peak hourly load as determined by analysis (minimum of 10% of average peak

daily capacity) (DEMAND USERS CRITERIA)

The rest of Services (Ticketing/Information; Ticket Vending Machines…) have to be designed

basing normally in fixed dimensions).

The following chapters show the corresponding hypothesis and results for 2053 scenario:

4 ANALYSIS OF CAPACITY

4.1 Passenger Classification

IN THE 2053 THE FOLLOWING PASSENGERS DISTRIBUTION IS CONSIDERED

Share: Long Distance EMUs

4,416 2,484

Unreserved 20% 25%

Reserved 60% 70%

1ª Class Lounge 10% 3%

Executive Lounge 10% 3%

TOTAL Waiting Area 100% 100%

4.2 Waiting Areas and Lounge

Sources

INPUTS

Demand daily one way(2053) 69,000 Traffic Station

Demand season daily one way (2053)

82,800 Traffic Station

Demand peak hour one way(2053)

6,900 Calculation (10%)

Demand season peak hour one way (2053)

8,280 Calculation (10%)

Share: Long

Distance

EMUs Average waiting time(minutes)

METHODOLOGY

4,416 2,484 Long Distance EMUs

Hypothesis

Unreserved 20% 25% 30 15

Reserved 60% 70% 15 8

1ª Class Lounge 10% 3% 15 10

Executive Lounge 10% 3% 15 10


Waiting Area LOS square/p

Unreserved C 1,.8 Manual for Standards and Specifications for Railway Stations . Point 4.5.4.6. Waiting Areas an Lounges .2. Capacity : Table 2: Sample Calculation for Concourse Waiting Space

Reserved B 2.25

1ª Class Lounge A 2.61

Executive Lounge A+ 3

OUTPUS Surfaces of Design Peak Hour Season Peak

Hour Definitive Surface (m2)

Unreserved 1,074 1,031 1,074

Reserved 2,012 1,932 2,012

1ª Class Lounge 315 326 326

Executive Lounge 362 378 378

TOTAL Waiting Area 3,764 3,667 3,791

According to the Station design, the available area is 10,418 square meters. Therefore, there

won’t be capacity problems in the future.


Rev. 1

2016/07/15 Page 6 of 10



4.3 Circulating Areas

Sources

INPUTS Demand daily one way(2053)

69,000 Traffic Station

Demand season daily one way (2053) 82,800 Traffic Station

Demand peak hour one way(2053) 6,900 Calculation (10%)

Demand season peak hour one way (2053) 8,280 Calculation (10%)

Share: Average waiting time(minutes)

Hypothesis

Long Distance EMUs

4,416 2,484


Reserved 60% 70% 15 15




METHODOLOGY Terminal Area Allocated square meter per person

LOS A B C D E F

Chec-in Queue 1.71 1.53 1.35 1.17 0.99

System breakdown

Wait/Circulate 2.61 2.25 1.8 1.44 0.99

Hold room 1.35 1.17 0.99 0.81 0.54

OUTPUS Surfaces of Design Peak Hour Season Peak Hour Definitive Surface (m2)

Unreserved 677 650 677

Reserved 1975 1896 1975

1ª Class Lounge 227 218 227

Executive Lounge 227 218 227

TOTAL Circulate Area 3,105 2,981 3,105

According to the Station design, the available area is 11,000 square meters. Therefore, there

won’t be capacity problems in the future.

4.4 Ticketing Areas

Sources

INPUTS Demand daily one way(2053) 69,000 Traffic Station

Demand season daily one way (2053) 82,800 Traffic Station

Demand peak hour one way(2053) 6,900 Calculation (10%)

Demand season peak hour one way (2053) 8,280 Calculation (10%)

Share: Average waiting time(minutes)

Hypothesis

Long Distance EMUs

Long Distance EMUs

4,416 2,484


Reserved 60% 70% 15 8




METHODOLOGY Terminal Area Allocated square meter per person

LOS A B C D E F

Chec-in Queue 1.71 1.53 1.35 1.17 0.99 System

breakdown

Wait/Circulate 2.61 2.25 1.8 1.44 0.99

Hold room 1.35 1.17 0.99 0.81 0.54

Long Distance EMUs

Mean arrival (passengers/minute) 15 18 10.35 12.42

Mean service (passengers/minute) 15 18 12 14

Time service /passengers *tincketing (minutes) 2 2 0,5 0,5

Numbers of Ticketing 30 36 6 7

Mean time in queue 3.50 2.92 0.52 0.56 Mean Number of customers in the system 53 53 6 8

OUTPUS Surfaces of Design Peak Hour

Season Peak Hour

Definitive Surface

(m2)

Unreserved 79 87 87 TOTAL

Ticketing Area 79 87 87


Rev. 1

2016/07/15 Page 7 of 10



According to the Station design, the surface provided is 680 square meters. Therefore, there

won’t be capacity problems in the future

4.5 Platforms

The capacity of platforms will assume in all instances the worst case scenario for the alighting

and detraining of trains in the station.

A center platform will assume two 100% capacity trains detraining and evacuating

from the platform at any given time.

A side platform assumes one 100% capacity train detraining and evacuating from the

platform at any given time

Source

INPUTS Number of Platforms 4

Master Plan Options 1,2,3, Type of Platform Side Platform 0

Centre Platform 4

Length platform (m) 620

Type of Train

Capacity/train (passengers ) 1,938 Calculation

Length train 620 Length platform

Length coach 24

Coaches/train 25.83 Calculation

Passengers/coach (100% capacity)

75 Manual for Standards and Specifications for Railway Stations . Point 4.5.4.5. Platform Area. 1 Capacity (Example)

METHODOLOGY

Manual for Standards and Specifications for Railway Stations. Point 4.5.4.5. Platform Area. 1 Capacity

OUTPUTS Demand in the worst case (Passengers) /Centre Platform

3875 Calculation according to Manual

Square meter /person (LOS C) 1.8 Manual for Standards and Specifications for Railway Stations. Table 3 of 4.5.3. Allocated Space per Person in the Terminal Area (Wait/Circulate)

Width of each Platform (m) 11.25 Calculation

According to the Station design, the width of the platforms is 12/15 m. Therefore, there won’t

be capacity problems in the future.

4.6 Summary

Square meters

Peak Hour Season Peak Hour Definitive Surface (m2)

TOTAL Waiting Area 3,764 3,667 3,764

TOTAL Circulate Area 3,105 2,981 3,105

TOTAL Ticketing Area 79 87 87

4.7 Vertical Circulation Elements (VCE)

Sources

INPUTS Demand daily one way (2053) 69,000 Traffic Station

Demand sesson daily one way (2053) 82,800 Traffic Station

Demand peak hour one way (2053) 6,900 Calculation (10%)

Demand season peak hou one way (2053) 8,280 Calculation (10%)

Demand peak hour one way (2053)

Basement to Ground floor/Platforms 100% 6,900

Groundfloor/Platforms to basement 3,875

Demand seasonal peak hour one way (2053)

Basement to Ground floor/Platforms 100% 8,280

Groundfloor/Platforms to basement 4,650

Demand peak hour one way (2053)

Groundfloor to 1st floor 100% 6,900

1st floor to groundfloor 100% 6,900

Demand seasonal peak hour one way (2053)

Groundfloor to 1st floor 100% 8,280

1st floor to groundfloor 100% 8,280

0

500

1000

1500

2000

2500

3000

3500

4000

TOTAL Waiting Area TOTAL Circulate Area TOTAL Ticketing Area

Square meters

Square meters


Rev. 1

2016/07/15 Page 8 of 10



VERTICAL CIRCULAR ELEMENTS

NUMBER (1 sens) CAPACITY

ELEVATORS ESCALATORS STAIRS

ELEVATORS ESCALATORS STAIRS

TOTAL (without Elevators)

NO WIDTH Daily Season Daily Season

Basement to Ground floor/Platforms 14 24 12 2 504 1,008

475.2 619.2 1,483.2 1,627.2

Groundfloor/Platforms to basement 14 24 12 2 504 1,008

475.2 619.2 1,483.2 1,627.2

Groundfloor to 1st floor 12 16 9 3 432 672

534.6 696.6 1,206.6 1,368.6

1st floor to groundfloor 12 16 9 3 432 672

534.6 696.6 1,206.6 1,368.6

METHODOLOGY LOS

Flow per unit width Flow per unit width

Manual for Standards and Specifications for Railway Stations. Point 4.5.4.5.

Platform Area. 1 Capacity (Example)

(p/m/m) (p/m/m)

A <16 16

B 16-23 23

C 23-33 33

D 33-43 43

E 43-56 56

F Variable Variable

Affectation passengers by ratio luggage (surface free four passengers) 60% Hyphotesis

Maxim Service Time (minutes) 4 Manual (4.5.4.4.)

Escalator capacity (p/min) 70 Manual (4.5.4.4.)

Elevator Capacity (p/min) 60 OTIS

In the case Platform to Basement we have considered that all the vertical circulation elements will work in the same sens in order to evacuate people

Hyphotesis

OUTPUS Service Level Peak Hour

Season Peak Hour

Definitive Surface (m2)

Basement to Ground floor/Platforms (F/C) 0.08 0.08 0.08

Groundfloor/Platforms to basement (minutes) 2.61 2.86 2.86

Groundfloor to 1st floor (F/C) 0.08 0.08 0.08

1st floor to groundfloor (F/C) 0.10 0.10 0.10

In the analysis of capacity of the Vertical Circulation elements the following considerations have

been taken into account:

All the flows between floors have been considered, apart from the flows from/to the

parking

In all the cases, the flow has been estimated as a percentage of the flow number of

passengers at the peak hour (one direction), apart from the flow Platforms to Ground

floor. In this case the flow is the maximum capacity of two trains arriving to the station

at the same time when all the passengers leave them.

The capacity of the system has been estimated as the addition of the capacities of

escalators and stairs. The capacity of the elevators hasn’t been considered.

In the case of the flow between Platforms and Basement, the totalcapacity has been

estimated as the total of the capacity in two directions. In the rest of the cases, the

capacity considered has been just the capacity in one direction.

As a result of the analysis and according to the Station design we can conclude:

In all the cases the flow is lower than the capacity (F/C <0.1)

In the case of the Platform-Basement Floor the operation time (2.86 minutes) is lower

than the targeted time (4 minutes) according to the Manual.

Therefore, there won’t be capacity problems in the future.


Rev. 1

2016/07/15 Page 9 of 10



5 PARKING REQUIREMENTS (2053)

5.1 Passenger Classifications

INPUTS

Demand daily one day (2053) 69,000

Workers 600

Demand daily one way including workers (2053) 69,600

Demand season daily one way (2053) 81,091

Share Hourly Arrivals (%) Stay Time (Hours)

0:01 0,0% 0

1:02 0,0% 0

2:03 0,0% 0

3:04 0,0% 0

4:05 0,0% 0

5:06 0,0% 9

6:07 2,0% 9

7:08 5,0% 9

8:09 5,0% 9

9:10 5,0% 9

10:11 2,0% 9

11:12 2,0% 5

12:13 2,0% 5

13:14 2,0% 4

14:15 2,0% 4

15:16 2,0% 3

16:17 2,0% 3

17:18 4,0% 2.5

18:19 10,0% 2.5

19:20 10,0% 0.5

20:21 15,0% 0.5

21:22 15,0% 0.5

22:23 10,0% 0.5

23:24 5,0% 0

TOTAL 100%

Average Stay time 2.79

Modal Share

Train-Walk 5%

Train-Bus 30%

Train-Metro 30%

Train-Airport 0%

Train-Car 15%

Train-Cycle 2%

Train-Tw 18%

TOTAL 100%

5.2 Passengers Requirements of Capacity

The capacities shall be designed for the peak hours of the day of the maximum seasonal peak of

the design year. The provision of parking bays shall depend on average parking demand and

turnover time and level of

LOS C shall be considered for future requirements. Parking accumulation survey, parking duration

survey and classified traffic volume surveys at entry/exists shall be done on peak days of the

week for duration of 24 hours to determine parking demand in the present condition, modal

distribution of this demand in vehicle categories such as private cars, two wheelers, buses and

other category of vehicles.

Proposed parking shall have minimum provision of parking bays as per the baseline studies and

maintaining Level of Service C. However, the provision of parking for peak demand shall be as

follows, based on established peak parking demand.

PARKING CARS Hour Arrivals

(cars )

Arrivals

(Accumul)

Exits

(Hour)

Exits

(Cars)

Exists

(Accumul) Stay Cars

0 0 0 0 0 0 282

1 0 0 1 0 0 282

2 0 0 2 0 0 282

3 0 0 3 0 0 282

4 0 0 4 0 0 282

5 0 0 14 0 0 282

6 40 40 15 0 0 322

7 99 139 16 0 0 421

8 99 238 17 0 0 520


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PARKING CARS Hour Arrivals

(cars )

Arrivals

(Accumul)

Exits

(Hour)

Exits

(Cars)

Exists

(Accumul) Stay Cars

9 99 337 18 0 0 619

NUMBERS OF BAYS

778

10 40 377 19 0 0 659

11 30 407 16 0 0 689

12 30 436 17 0 0 718

13 30 466 17 0 0 748

14 30 496 18 0 0 778

15 20 516 18 40 40 758

16 20 536 19 129 169 649

17 0 536 20 159 327 490

18 0 536 21 149 476 341

19 0 536 20 60 536 282

20 0 536 21 0 536 282

21 0 536 22 0 536 282

22 0 536 23 0 536 282

23 0 536 23 0 536 282

TOTAL 536 536

PARKING TW Hour Arrivals

(tw)

Arrivals

(Accumul)

Exists

(Hour)

Exits

(Tw)

Exists

(Accumul) Stay Tw

0 0 0 0 0 0 282

1 0 0 1 0 0 282

2 0 0 2 0 0 282

3 0 0 3 0 0 282

4 0 0 4 0 0 282

5 0 0 14 0 0 282

6 40 40 15 0 0 322

7 99 139 16 0 0 421

8 99 238 17 0 0 520

9 99 337 18 0 0 619

NUMBERS OF BAYS

778

10 40 377 19 0 0 659

11 30 407 16 0 0 689

12 30 436 17 0 0 718

13 30 466 17 0 0 748

14 30 496 18 0 0 778

15 20 516 18 40 40 758

16 20 536 19 129 169 649

17 40 575 20 159 327 530

18 0 575 21 149 476 381

19 0 575 20 60 536 322

20 0 575 21 40 575 282

21 0 575 22 0 575 282

22 0 575 23 0 575 282

23 0 575 23 0 575 282

TOTAL 575 575


Rev. 0

2013/09/13 Page 1 of 4



ANNEXURE 4 - EVACUATION IN CASE OF FIRE. CRITERIA AND CALCULATION


Rev. 0

2013/09/13 Page 2 of 4



1 ANALYSIS CRITERIA

The applied regulation for the calculation of evacuation times and for the station design, in

terms of means of egress, is NFPA 130 and its references to NFPA 101. In accordance with this

regulation, the main criteria taken into account are described below:

Regarding to time and travel distance restrictions for evacuation:

4 minutes or less for platform evacuation.

6 minutes or less to reach a point of safety.

100m is the maximum travel distance on the platform to a point at which a

means of egress route leaves the platform.

In relation with the number of passengers to evacuate, the most critical situation has

been considered:

Train load: that of two trains, fully charged (1950 passengers each), arriving

simultaneously to the platform they serve. Since the new platforms are

expected to be 600 m long, the trains arriving to the station are supposed to

be 620 m long.

Entraininig load awaiting a train: people waiting on the platform on the peak

15-minute period for the estimated scenario in 2053 (4140 passengers in each

direction).

One escalator in the whole station must be considered as being out of

service.

In connection with travel speeds, the adopted values for the different means of

egress are:

Corridors and ramps of 4% slope or less: 38 m/min.

Stairs, stopped escalators and ramps over 4% slope:

o Up direction: 15.24 m/min

o Down direction: 18.3 m/min.

To measure the number and width of these means of egress, the following capacities

have been considered:

Corridors and ramps of 4% slope or less: 89.4 pass/m.min.

Stairs, stopped escalators and ramps over 4% slope:

o Up direction: 62.6 pass/m.min.

o Down direction: 71.6 pass/m.min.

In an emergency situation, all the stairs and escalators serving the platform are

susceptible to be considered as means of egress, including sevice VCEs and VCEs

coming from waiting areas to enter the platform, and normally used for departures.

In addition to the NFPA criteria, the Manual for Standards and Specifications for Raiway

Stations offers some indications about the preferred minimum clear distance at platform level.

According to these advices:

Width of all means of egress and their surrounding structure (platform obstacles) on

the platform have been projected so that the minimum clear distance from the edge

of the platform to these obstacles shall be 2,640m.

A minimum of two side-by-side VCEs (two escalators or a stair and a escalator) shall

be provided as the minimum vertical circulation unit on each platform.

The following chart shows, step by step, how the full train load capacity (1950 passengers) has

been calculated. The data base is the length of the platform /length of the train: 620m, and

the length of each coach (24 m).

Length of

train / Length

of platform

Length

of a

coach

Number of coaches/

train

Passengers/coach

(100% capacity)

Capacity of a train

(100% capacity)

620 m. 24 m. 620 / 24 = 25.83

coaches ≈ 26 coaches. 75 pass./coach

75 pass./coach x 26

coaches = 1950 pass. /

train


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2 CALCULATION

Considering all the previous criteria, and beeing the length and width of each platform has

been established, the number and width of stairs and escalators on each platform was

established as it is shown on the plans, and calculated as it is demonstrated on the following

charts. First, the calculation will be applied to the narrowest platform, the one located on the

south of the station with 12 m width.

Regarding the worse scenario:

PLATFORM PF7-PF8 (12 m)

NUMBER OF ESCALATORS per

platform ESCALATORS’ TOTAL WIDTH EVACUATION CAPACITY OF ESCALATORS TOTAl EVACUATION CAPACITY

UP 1 1 x 1m= 1m 55.5 pass./m.min. 55.5 pass./min

DOWN 4 4 x 1m= 4m 71.6 pass./m.min. 286.4 pass./min

OUT OF SERVICE 1 -- --

ESCALATORS EVACUATION CAPACITY IN 1 MIN. 342 pass. / min

ESCALATORS EVACUATION CAPACITY IN 4 MIN. 1368 pass.

Considering that 5970 passengers have to be evacuated in less than 4 minutes, the evacuation speed shall be at least 1492.5 pass/min (5970 pass./4min).

Known that the evacuation speed of the stairs is the same that for escalators, we can obtain the minimum width of stairs needed to evacuate the platform in 4 minutes or less.

CALCULATION OF STAIRS’ WIDTH

EVACUATION CAPACITY TO REACH 1493 pass./min

EVACUATION CAPACITY OF ESCALATORS 342 pass./min

NUMBER OF

STAIRS

TOTAL WIDTH OF

STAIRS (*)

EVACUATION CAPACITY

OF STAIRS per min.

EVACUATION CAPACITY NEEDED IN STAIRS 1151 pass./min.

EVACUATION CAPACITY OF THE 2 STAIRS TO THE WAITING AREA (UP) 55.5 pass./m.min 2 3.6 m 200

EVACUATION CAPACITY OF THE 2 STAIRS UNDER WAITING AREA 71.6 pass./m.min 2 3.6 m 258

EVACUATION CAPACITY OF THE 4 STAIRS TO UNDERGROUND CORRIDORS 71.6 pass./m.min 4 9.7 m 693

(*) The width of the stairs may be different to achieve the total width, but no stair may have less than 1,12m.

Having 5 escalators in operation and a total width of stairs of 16,9 m distributed along the platform, all passengers can be evacuated in less than 4 minutes.

This without considering that, according to NFPA 130 (2010), elevators are permitted to account for part of the means of egress capacity in stations; only using 5 of the escalators and the stairs, having these a

minimum of 16,9 m total width.

Two trains

load Entraining load awaiting on the platform (peak 15-min)

Total

passenger

load

3900 pass. 4140 pass./ h x 2 directions / 60 min/h x 15 min = 2070 pass. 5970 pass.


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The same process can be applied to the rest of the platforms.

PLATFORMS PF1-PF2, PF3-PF4 and PF5-PF6 (15 m)

NUMBER OF ESCALATORS per

platform

ESCALATORS’ TOTAL WIDTH EVACUATION CAPACITY OF ESCALATORS TOTAl EVACUATION CAPACITY

UP 1 1 x 1m= 1m 55.5 pass./m.min. 55.5 pass./min

DOWN 8 8 x 1m= 8m 71.6 pass./m.min. 572.8 pass./min

OUT OF SERVICE 1 -- --

ESCALATORS EVACUATION CAPACITY IN 1 MIN. 628 pass. / min

ESCALATORS EVACUATION CAPACITY IN 4 MIN. 2515 pass.

CALCULATION OF STAIRS’ WIDTH

EVACUATION CAPACITY TO REACH 1493 pass./min

EVACUATION CAPACITY OF ESCALATORS 628 pass./min

NUMBER OF STAIRS TOTAL WIDTH OF STAIRS (*)

EVACUATION CAPACITY OF

STAIRS per min.

EVACUATION CAPACITY NEEDED IN STAIRS 865 pass./min.

EVACUATION CAPACITY OF THE 2 STAIRS TO THE WAITING AREA (UP) 55.5 pass./min 2 7.2 m 400

EVACUATION CAPACITY OF THE 2 STAIRS UNDER WAITING AREA 71.6 pass./min 2 3.6 m 258

EVACUATION CAPACITY OF THE 4 STAIRS TO UNDERGROUND CORRIDORS 71.6 pass./min 4 2.9 m 207

Having a 5 escalators in operation and a total width of stairs of 13,7 m distributed along the platform,

all passengers could be evacuated in less than 4 minutes. Anyway, the station design proposes a with

of no less than 1.80 m for all stairs along the platform.

The second criteria to be fulfilled is to reach a point of safety in 6 minutes or less.

Since, in options 1 and 3, the travelling distances along the basement level are too long to get otside

the station in less than 6 minutes, the solution is to provide a point of safety on the basement level

itself, by installating automatic doors at both ends of the underground corridors (perpendicularly to

the tracks). The characteristics and fire resistance of these automatic doors should be those which

guarantee at least that:

the remaining path till the closest exit can be considered a point of safety (in terms of

temperature and air quality)

the fire resistance of these doors provides, minimum, the time needed to reach this closest

exit.

Given that the travel speed through a corridor is 38 m/min., and knowing that the distance from the

furthest VCE to these automatic doors is 63.125m, the time to get these doors, and so, to reach a

point of safety is:

Horizontal travel speed Max. distance from VCE to point of safety Time to go through the corridor TOTAL time to reach a point of safety (6 min MAX.)

38 m/min. 63.125m 63.125m / 38 m/min = 1.66 min. 4 min (max.platform evac.time) + 1.66min = 5.66 min

Both time restrictions are accomplished in all platforms.


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ANNEXURE 5 – BOUNDARY CONSTRAINTS


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1 BOUNDARY CONSTRAINTS

This document contains the regulation and constraints for the development of ground transport

infrastructures and constructions that somehow influence the design of the station and ofthe

entire Master Plan.

As stated before, the available railway land for the construction of the new World class station

at Bijwasan is 145.88 ha. Land measuring 110.07 ha has been earmarked by DDA (Delhi

Development Authority) for Northern Railways; 12.91 ha are under litigation between DDA and

current occupants (village, farmhouses, school, cremation yard, grace yard and approximately

22.90 ha of land abutting this plot under existing main line will also be available for

development. However, according to the land survey demarcation 109.57 ha of plot is only

established at ground for development as Taj Vivanta Hotel and DMRC depot may have

occupied some part of the plot.

AREA STATEMENT

A Sq.m Hect.

Area under road /main line 229000 22.9

B Land acquired from dda by nr 1095795 109.58

C


Govt .girls sr sec school 24267 2.43

Grave yard 4806 0.48


Anup narang farm 17014 1.7

Chawla&jain narang farm 21218 2.12

Govt. Boys sr. Sec school 21510 2.15

Pond 8901 0.89

Mohmad shahbadpur village 25605 2.56


Total land to be acquired 129125 12.91

TOTAL LAND (A+B+C) =145.88 Ha ******

However, there are some areas that, although being out of the property, must also be

developed to ensure the correct development of the master plan. These areas are necessary to

design the accesses to the site, such as the roundabout connection with the UER II. Those areas

are marked in blue in the picture below.

For the development of Bijwasan World Class station there are some constraints which need to

be considered from the initial design stages.


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1.1 Airport Land and Air Funnel

Due to its location, the PROJECT must be coherent with the constraints imposed by the nearby

airport, Indira Gandhi International Airport, considering not only the current configuration of

the airport but also its development in the short, medium, long and ultimate terms.

The main constraints imposed by the airport that might affect the PROJECT are:

Height limitations

Radio-electrical limitations

Noise impact

Safety concerns

The details of these are developed in a specific Annexure called Airport Constraints.

1.2 Existing Mainline Alignment

The existing railway line Delhi –Jaipur has double track. Currently there is no overhead contact

line, but it will be implemented in the future. Bijwasan station has been designed considering

this.

The total area under ROW/Mainline is 22.90 Ha.

Two existing stations will be affected by the construction of New Bijwasan World Class Station:

the current Bijwasan station and Shahabad Mohammadpur station. They will be demolished

after the new Bijwasan station is built.

1.3 Railway Land boundary towards Airport and existing road situated between

boundary and railway line

Railway Land boundary is just close to the existing Main Line. The existing road situated

between Airport boundary and railway Line links the UER II with Shahabad Mohammadpur

village.

Any development in this Area needs to be approved by DDA and the Airport Authority.

1.4 UER-II highway

The site is transversally crossed by the Urban Extension Road II (UER II), which is a 100 m ROW

road in Dwarka sector. The UER II road was built to improve connectivity between Dwarka and

the rest of Delhi and also to take the load off Delhi’s arterial roads. It is a very prominent road

and connects Dwarka to NH-8 and NH-10. The UER II road is also the primary access road to the

Dwarka Sector 21 Metro Station and the Indira Gandhi International Airport.

This road crosses under the existing Delhi-Rewari railway line through a Road Underpass Bridge

(RUB). The need to respect the vertical clearance of this road jeopardizes considerably the

design of the track layout in the future Bijwasan station.

1.5 Drain from airport

There is a drain which runs parallel to UER-II. Its functionality needs to be respected.

1.6 Underground Metro Lines and their proposed extensions

Exiting Dwarka-21 Metro terminal is adjacent to the Site. Metro Line 3 and the Airport Metro

Link end in this station. A future extension to Gurgaon at IFFCO Chowk is in study. DMRC has

prepared a DPR and submitted it to Haryana Govt. No decision regarding construction of this

line or its scheduling / funding has yet been taken.

The Blue Line of the Delhi Metro connects Dwarka to Noida/Anand Vihar, passing through the

Central Business District (CBD) of Delhi, i.e. Connaught Place, and as well some residential and

commercial hubs in that route.


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The Delhi Airport Metro Express (DAMEL) runs from Dwarka Sector 21 Metro station to the New

Delhi Railway station, linking it with the Indira Gandhi International airport. A part of this line

is underground. This metro line is also known as the Orange line of the Delhi Metro.

Since, the Blue line and the Orange line meet at the Dwarka Sector 21 Metro terminal, this

metro station is already an Interchange station for commuters changing routes between the

Orange line and the Blue line.

1.7 Villages and farms yet to be shifted

There are several farms and villages in Dwarka Sector-21, which cover a total area of

12.91ha.The land acquisition of these plots is under litigation between DDA and their

occupants.

1.8 Drain across the plot

A natural drain across the plot needs to be respected.


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ANNEXURE 6 – SUSTAINABILITY


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1 INDIAN GREEN BUILDING COUNCIL (IGBC). DESCRIPTION

In terms of sustainability, the criteria applied on the project is that of the Indian Green Building

Council (IGBC). According to IGBC, “A green building is one which uses less water, optimizes

energy efficiency, conserves natural resources, generates less waste and provides healthier

spaces for occupants, as compared to a conventional building”. This will be the key principle on

the whole proposal.

2 LEED CHECK LIST. INDIA CERTIFICATION LEVELS.

The parameters IGBC measures are based on LEED check list, adapted to India circumstances and

context. The final aim of this check list is to be awarded with the LEED Certificate.

The factors (Credits) LEED measures in India can be grouped into 6 chapters. Besides these

Credits, some Prerequisites on each chapter are required to get the LEED Certificate.

During the check process, each Credit is assigned a score (points), so that the highest the final

score is, the most prestigious the LEED Certification is awarded.

The following charts resume the Credits and Prerequisites which are measured according to LEED

check list. The third column gathers the maximum score for each credit.

I. SUSTAINABLE SITES (13 possible points)

Prerequisite: Erosion & Sedimentation Control Required

Credit 1 Site Selection 1 point

Credit 2 Development Density & Community Connectivity 1 point

Credit 3 Brownfield Redevelopment 1 point

Credit 4.1 Alternative Transportation, Public Transportation Access 1 point

Credit 4.2 Alternatie Transportation, Alternative Fuel Refueling Stations 1 point

Credit 4.3 Alternative Transportation, Parking Capacity 1 point

Credit 5.1 Reduced Site Disturbance, Protect or Restore Open Space 1 point

Credit 5.2 Reduced Site Disturbance, Development Footprint 1 point

Credit 6.1 Stormwater Design, Quantity Control 1 point

Credit 6.2 Stormwater Design, Quality Control 1 point

Credit 7.1 Heat Island Effect Non Roof 1 point

Credit 7.2 Heat Island Effect Roof 1 point

Credit 8 Light Pollution Reduction 1 point

II. WATER EFFICIENCY (6 possible points)

Credit 1.1 Water Efficient Landscaping: reduce by 50% 1 point

Credit 1.2 Water Efficient Landscaping. No Potable Use or No Irrigation. 1 point

Credit 2.1 Water Efficiency in Air-conditioning System: reduce by 50% 1 point

Credit 3 Innovative Wastewater Technologies. 1 point

Credit 4.1 Water Use Rrduction: 20% reduction. 1 point

Credit 4.2 Water Use Reduction: 30% reduction. 1 point


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III. ENERGY & ATMOSPHERE (17 possible points)

Prerequisite 1: Fundamental Building Systems Commissioning Required

Prerequisite 2: Minimum Energy Performance Required

Prerequisite 3: CFC Reduction in HVAC & R Equipment Required

Credit 1.1 Optimize Energy Performance: 20% New / 10% Existing 2 points





Credit 2.1 Renewable Energy: 2.5% 1 point

Credit 2.2 Renewable Energy: 5% 1 point

Credit 2.3 Renewable Energy: 7.5% 1 point

Credit 3 Additional Commissioning 1 point

Credit 4 Ozone Depletion 1 point

Credit 5 Measurement & Verification 1 point

Credit 6 Green Power: 50% 1 point

IV. MATERIALS & RESOURCES (13 possible points)

Prerequisite 1: Storage & Collection of Recyclables Required

Credit 1 Building Reuse 3 points

Credit 2 Construction Waste Management 2 points

Credit 3 Resource Reuse 2 points

Credit 4 Recycled Content 2 points

Credit 5 Local/Regional Materials 2 points

Credit 6 Rapidly Renewable Materials 1 point

Credit 7 Certified Wood 1 point

V. INDOOR ENVIRONMENTAL QUALITY (15 possible points)

Prerequisite 1: Minimum Indoor Air Quality (IAQ) Performance Required

Prerequisite 2: Environmental Tobacco Smoke (ETS) Control Required

Credit 1 Outdoor Air Delivery Monitoring 1 point

Credit 2 Increased Ventilation 1 point

Credit 3 Construction IAQ Management Plans 2 points

Credit 4 Low-emiting Materials 4 points

Credit 5 Indoor Chemical & Pollutant Source Control 1 point

Credit 6 Controlability of Systems 2 points

Credit 7 Thermal Comfort 2 points

Credit 8 Daylight & Views 2 points

VI. INNOVATION & DESIGN PROCESS (5 possible points)

Credit 1 Innovation in Design 4 points

Credit 2 LEED® Accrediteed Proffesional 1 point

3 THE RESULT: LEED CERTIFICATION

Once the check list above is measured, the LEED certification is awarded. Depending on the

obtained score, the Centification is classified into levels, as follows:

Rating Points

LEED- Certified 26-32

LEED- Silver 33-38

LEED- Gold 39-51

LEED- Platinum 52-69


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ANNEXURE 7 – AIRPORT CONSTRAINTS


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1 CONTENT

This document contains the regulation and constraints for the development of ground transport

infrastructures and constructions in the vicinity of Delhi Indira Gandhi International Airport.

Bijwasan New Delhi Railway Station, considered as a development of ground transport

infrastructures, including constructions, is planned at the west side of Delhi Indira Gandhi

International Airport, just in front of threshold 11. It is thereafter referred to as "the PROJECT".

Due to its location, the PROJECT must be coherent with the constraints imposed by the nearby

airport, considering not only the current configuration of the airport but also its development in

the short, medium, long and ultimate terms.

The main constraints imposed by the airport that might affect the PROJECT are:

Height limitations

Radio-electrical limitations

Noise impact

2 HEIGHT LIMITATIONS

Aiming at maintaining the airspace around aerodromes free from obstacles so as to permit the

intended airplane operations at the aerodromes to be conducted safely and to prevent the

aerodromes from becoming unusable by the growth of obstacles around the aerodromes,

international and national civil aviation regulations (which are usually coincident) require that

the height of any artificial obstacles (such as buildings, trees, electrical lines, traffic panels,

vehicles, ...) must not exceed some imaginary tridimensional surfaces, called "obstacle

limitation surfaces", which are defined with respect to the runways of the airport and extend

beyond the limits of the airport.

The characteristics of the obstacle limitation surfaces for each airport are usually defined by the

national civil aviation authority, which also controls that no infringements of these surfaces are

produced at any time. Note that the obstacle limitation surfaces are defined for both the

current layout of the airport and the future layout as defined by the planned development of the

airport. National regulations (either/both aviation or land-planning) usually establish the height

limitations, the procedure to apply for authorization of new obstacles in the vicinity of the

airports, and the procedure in case of failing to observe the regulations.

The obstacle limitation surfaces that have been officially established for Delhi airport have not

been available. As preliminary information, it can be considered that the more stringent height

limitation at the area of the PROJECT will be that one imposed by the "approach surface" of

runway 11, the "take-off climb surface" of runway 29, the "transitional surface" of runway 11-29

and the "inner horizontal surface" of the airport, as defined in the India's CIVIL AVIATION

REQUIREMENTS SECTION 4, AERODROME STANDARDS & AIR TRAFFIC SERVICES, SERIES B,

AERODROME FACILITIES, PART I, AERODROME DESIGN AND OPERATIONS, chapter 4

(http://www.dgca.nic.in/cars/B4B-B1.pdf) and based on the information taken from Delhi

airport's AIP http://www.aai.aero/public_notices/aaisite_test/eAIP/PUB/2012-04-

01/html/index-en-GB.html). These are defined in the next figure.

The national civil aviation authority should be approached to obtain the obstacle limitation

surfaces that have been officially established for Delhi airport, to discuss any infringement of

these surfaces by the PROJECT and to apply for the authorization of the infringements.

Taking into account the described heigh limitations, an influence zone has been delimitated for

Bijwasan masterplan area, similar for every masterplan option development.

The following plans represent graphically the affected area by the airplane funnel.

A B


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3 RADIO-ELECTRICAL LIMITATIONS

Aiming at maintaining the airspace around aerodromes free from obstacles which might interfere

the signals of the radio-electrical air navigation aids, international and national civil aviation

regulations (which are usually coincident) require that any artificial obstacles (such as buildings,

trees, electrical lines, traffic panels, vehicles, ...) are located outside some specific areas,

called "critical areas", or their characteristics are limited if they are located inside other specific

areas, called "sensitive areas".

The characteristics of the critical and sensitive areas for each airport are usually defined by the

national civil aviation authority, which also controls that no infringements of these areas are

produced at any time. Note that the critical and sensitive areas are defined for both the current

layout of the airport and the future layout as defined by the planned development of the

airport.

National regulations (either/both aviation or land-planning) usually establish the location and

height limitations, the procedure to apply for authorization of new obstacles in the vicinity of

the airports, and the procedure in case of failing to observe the regulations.

The critical and sensitive areas that have been officially established for Delhi airport have not

been available. As preliminary information, it is estimated that the critical and sensitive areas

will not reach the area of the PROJECT, however, the PROJECT might produce interferences to

the radio-electrical signals of the ILS for threshold 11.

The national civil aviation authority should be approached to obtain the critical and sensitive

areas that have been officially established for Delhi airport, to discuss any infringement of these

areas by the PROJECT as well as the possible interferences to the radio-electrical signals of the

air navigation aids, and to apply for the authorization of the infringements.

4 NOISE IMPACT

National or local regulations usually regulate the uses of lands in the vicinity of an airport with

respect to the noise level originated by the operation of the aircraft.

The allowable uses of lands are usually established on the basis of the airport noise contours.

The noise contours also provide input data to define the sound insulation requirements of the

constructions in the vicinity of the airport.

The noise contours are usually defined by the national civil aviation authority and made

available to the local land-planning authorities. Note that the noise contours are defined for

both the current layout of the airport and the future layout as defined by the planned

development of the airport.

The noise contours that have been officially established for Delhi airport have not been

available. As a preliminary information, based on similar experiences, it is expected that the

noise level (equivalent continued sound level) might reach up to 65 dBA right behind the runway

extension centerline and no less than 45 dBA in most of the area of the PROJECT.

The local land-planning authority should be approached to obtain the noise contours that have

been officially established for Delhi airport and the regulations for uses of land, to discuss any

infringement by the PROJECT and to apply for the authorization of the infringements.

5 USEFUL REFERENCES

Master Plan. Source: http://www.newdelhiairport.in/master-plan.aspx. Date: unknown.

AIP. Source: http://www.aai.aero/public_notices/aaisite_test/eAIP/PUB/2012-04-

01/html/index-en-GB.html. Date: 2007.

Demolition of obstructions caused by buildings and trees etc.) Rules. Source:

http://www.dgca.nic.in/rules/car-ind.htm. Date: unknown.

Civil Aviation Requirements Section 4, Aerodrome Standards & Air Traffic Services, Series B,

Aerodrome Facilities, Part I, Aerodrome Design And Operations, Chapter 4. Source:

http://www.dgca.nic.in/cars/B4B-B1.pdf. Date: presumably up-to-date.


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ANNEXURE 8 – COMMUNICATION WITH DELHI DEVELOPMENT AUTHORITY


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ANNEXURE 9

NORTHERN RAILWAY LETTER NO. 10-W/0/IRSDC/POLICY/LOOSE/BIJWASAN,

DATED 02-01-2014


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preparation of technical feasibility study and master plan for ...

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