3 16.3.2 Redevelopment of Anand Vihar Railway Station, Anand Vihar, East Delhi (Delhi) by Indian Railway Station Development Corporation Limited) – Terms of Reference – [IA/DL/NCP/62728/2017] [F.No. 21-104/2017-IA-III] The project proponent and their consultant (M/s Ascenso Enviro Private Limited) gave a detailed presentation and informed the following: The present proposal is for "Redevelopment of Anand Vihar Railway Station” by Indian Railway Station Development Corporation Limited, as a part of the continuous process of augmenting and improving amenities keeping in view the World Class planning and targeting the year 2038. The total area available for the site development is 5,68,145.00 m 2 (56.8 ha). The constraints such as retaining of existing structure and yard have been considered while developing the concept. The built up area is 4,69,017.00 m 2 . The project envisages redevelopment of Anand Vihar Railway Station in form of construction / redevelopment of Main station building with construction of facilities like Hotel, Station Retail and Commercial Office. The parking shall be provisioned in basement and 34,000 m 2 is to be developed / maintained as garden and lawns. Total population of the proposed redevelopment project will be 1,64,838 as per the projection for the year 2038 which include the main passenger load per day, guests staying in hotel and staff. The station parking bays are calculated based on the traffic surveys and forecasts. Basement parking of area 9,766 m 2 is proposed for station. The parking bays required for the station is for 686 ECS and the proposed parking bays will be for 902 ECS. The total water requirement for the proposed project has been estimated to be 12 MLD. This includes potable water requirement, flushing, landscaping and requirement for washing purposes. The total fresh water requirement is 5.31 MLD. The current source of water supply for the Railway station is a Ranney well located at Mandawali, which shall also cater for the water supply for the proposed redevelopment project. The capacity of the Ranney well is 7 MLD, which will be able to cater the demand for year 2025. For the demand beyond 2025, another Ranney well of 5.90 MLD will be required. The water requirement for Flushing, washing and landscaping will be met through treated water from STP and ETP Total waste water generated is 5.62 MLD, which will be treated in the STP of capacity 5.1 MLD and waste water generated from washing the platforms, aprons, coaches will be treated in the ETP capacity of 1.72 MLD. The treated water available is 5.0 MLD (@ of 90%) and it will be recycled and re-used for flushing, washing, cooling and landscaping. During the monsoon season, as there will be no requirement of water for landscaping, the excess treated water i.e. 0.1 MLD will be discharged to sewer The total electrical load demand has been estimated to be 34 MVA. 26 MVA for the commercial area and 8 MVA for station. The possible sources of power are 66 kV grid substations at Karkarduma and 220 kV substations at Mandawali. It is estimated that maximum solid waste generation would be about 24,725.7 kg/day, and 4 Tonne of sludge (wet basis). Total numbers of RWH Pits proposed are 5.
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16.3.2 Redevelopment of Anand Vihar Railway Station, Anand Vihar, East Delhi (Delhi) by Indian Railway Station Development Corporation Limited) – Terms of Reference – [IA/DL/NCP/62728/2017] [F.No. 21-104/2017-IA-III] The project proponent and their consultant (M/s Ascenso Enviro Private Limited) gave a detailed presentation and informed the following:
The present proposal is for "Redevelopment of Anand Vihar Railway Station” by Indian Railway Station Development Corporation Limited, as a part of the continuous process of augmenting and improving amenities keeping in view the World Class planning and targeting the year 2038.
The total area available for the site development is 5,68,145.00 m2 (56.8 ha). The constraints such as retaining of existing structure and yard have been considered while developing the concept. The built up area is 4,69,017.00 m2.
The project envisages redevelopment of Anand Vihar Railway Station in form of construction / redevelopment of Main station building with construction of facilities like Hotel, Station Retail and Commercial Office. The parking shall be provisioned in basement and 34,000 m2 is to be developed / maintained as garden and lawns.
Total population of the proposed redevelopment project will be 1,64,838 as per the projection for the year 2038 which include the main passenger load per day, guests staying in hotel and staff.
The station parking bays are calculated based on the traffic surveys and forecasts. Basement parking of area 9,766 m2 is proposed for station. The parking bays required for the station is for 686 ECS and the proposed parking bays will be for 902 ECS.
The total water requirement for the proposed project has been estimated to be 12 MLD. This includes potable water requirement, flushing, landscaping and requirement for washing purposes. The total fresh water requirement is 5.31 MLD. The current source of water supply for the Railway station is a Ranney well located at Mandawali, which shall also cater for the water supply for the proposed redevelopment project. The capacity of the Ranney well is 7 MLD, which will be able to cater the demand for year 2025. For the demand beyond 2025, another Ranney well of 5.90 MLD will be required. The water requirement for Flushing, washing and landscaping will be met through treated water from STP and ETP
Total waste water generated is 5.62 MLD, which will be treated in the STP of capacity 5.1 MLD and waste water generated from washing the platforms, aprons, coaches will be treated in the ETP capacity of 1.72 MLD. The treated water available is 5.0 MLD (@ of 90%) and it will be recycled and re-used for flushing, washing, cooling and landscaping. During the monsoon season, as there will be no requirement of water for landscaping, the excess treated water i.e. 0.1 MLD will be discharged to sewer
The total electrical load demand has been estimated to be 34 MVA. 26 MVA for the commercial area and 8 MVA for station. The possible sources of power are 66 kV grid substations at Karkarduma and 220 kV substations at Mandawali.
It is estimated that maximum solid waste generation would be about 24,725.7 kg/day, and 4 Tonne of sludge (wet basis).
Total numbers of RWH Pits proposed are 5.
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Annexure-I
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The EAC deliberated upon the proposal and noted that there is no land acquisition or
litigation involved and that the present proposal is for grant of Terms of Reference for the proposed additionalties and that there was no requirement of seeking ToR/EC for the existing activities. After detailed deliberations, the EAC recommended for grant of ToR as specified by the Ministry as Standard ToR in April, 2015 for the said project/activity and the following ToR in addition to Standard ToR for preparation of EIA-EMP report:
(i) Importance and benefits of the project. (ii) The data collection and impact assessment shall be as per standard survey
methods. (i) Environmental data to be considered in relation to the project development would be
(a) land, (b) groundwater, (c) surface water, (d) air, (e) bio-diversity, (f) noise and vibrations, (g) socio economic and health.
(iii) Fresh baseline data for 3 months shall be used for preparing EIA Report. (iv) Present land use of the proposed project site. (v) Copy of project sanction plan. (vi) Details of project configurations and built up area. (vii) Layout plan indicating road, greenbelt, drainage, sewer line, STP, solid waste
handling area, rain water harvesting structure, etc. in different colour to be furnished.
(viii) Layout of parking plan indicating entry and exit points of vehicular movement as well as traffic management plan. Highlight the fire tender pathway.
(ix) An estimation of the extent of dewatering for basements, description of the methodology used and assessment of impacts shall be submitted along with a plan for reutilisation of Water as per the CGWA Guidelines.
(x) Details of source of water supply along with permission to be submitted. (xi) Quantification of various effluent streams such as sewage, restaurant effluent,
Laundry effluent etc. (xii) Treatment scheme for effluent and its recycling mode. (xiii) Revised proposal for wastewater treatment based on MBBR technology. (xiv) The details of the treated sewage disposal and its impact on the recipient system
shall be studied. (xv) Action plan to prevent pollution from discharge of surface runoff into water bodies. (xvi) Details energy conservation measures to be taken. All points mentioned in the
proposal such as orientation to support reduced heat gain, use of ASHRAE 90.1, use of ECBC compliant envelope measures to be supported through drawings and details in the proposal.
(xvii) Details of DG sets. Prediction of ground level concentration due to emissions from DG sets.
(xviii) Details of arrangement for meeting standby power from solar energy. (xix) Details of rain water harvesting system to be furnished. Clarity on recharge pits,
storage systems for rain water and use of appropriate filtration system for collected
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rain water to be detailed. (xx) Calculation on sizing of solar water heating systems to be furnished. (xxi) A management plan for excavation and dewatering to ensure compliance to the
CGWA guidelines and regulation. (xxii) Solid waste management plan along with area earmarked for solid waste
management scheme. (xxiii) Management and disposal plan of used cooking oil from restaurant. (xxiv) Management of excavated soil. Pollution control measures to be taken to control
fugitive emission during construction phase including marble /stone cutting. (xxv) Layout plan indicating Greenbelt along with area earmarked to be provided. (xxvi) Disaster Management plan including onsite and offsite plan. (xxvii) The details of any Court Order regarding disposal of effluents into the river Yamuna
at Delhi and the action taken/ action plan for compliance of these orders if any shall be submitted.
(xxviii) The project proponents would explain in the EIA Report as to why was the environmental clearance not taken earlier for existing structure.
(xxix) The EIA should also give a compliance plan to conditions stipulated in Annexure XIV of the amended EIA Notification vide S.O. 3999 (E) dated 09.12.2016.
(xxx) Traffic Impact Analysis (TIA) shall be carried out engaging services of an organisation specialising in Transport Planning and Traffic engineering to assess the impact of proposed redevelopment of the railway station in terms of impact on traffic intensities, road capacities, intersection capacities and related delays on the bounding network of the terminal complex. The TIA report shall explicitly detail out the method of estimating the additional traffic demand owing to redevelopment process including the impact on passenger/visitor footfalls, parking demand and other access /dispersal hired transport system within the terminal complex .The TIA shall also indicate the impact of proposed redevelopment on the level of service of the primary road network falling in the immediate catchment area of the terminal complex within an area of at least 5 sq km. The TIA shall be followed by preparation of detailed Traffic Management Plan (TMP) detailing various implementable measures for traffic impact mitigation to be submitted along with the EIA. The recommended TMP proposed to be implemented should preferably be approved by bodies such as UTTIPEC comprising expert officials from PWD, Traffic Police, DTC, DIMTS, and Transport Department etc.
(xxxi) The impact assessment for noise and vibration shall be done at peak values.
It was recommended that ‘ToR’ prescribed by the Expert Appraisal Committee (Infrastrucure-2) should be considered for preparation of EIA / EMP report for the above mentioned project in addition to all the relevant information as per the ‘Generic Structure of EIA’ given in Appendix III and IIIA in the EIA Notification, 2006.
16.3.3 Trauma Centre for AIIMS at Safdarjung Enclave, New Delhi by All India Institute of Medical Sciences – Terms of Reference – [IA/DL/NCP/62761/2017] [F.No. 21-105/2017-IA-III] The project proponent and their consultant (M/s Ind Tech House Consult, Delhi) gave a detailed presentation and informed the following:
Delhi Integrated Multi Modal Transit System Limited 1
GEOTECHNICAL INVESTIGATIONS REPORT
Introduction: 1.
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) with equity participation of Ircon International Limited (IRCON) and Rail Land Development Authority (RLDA) for undertaking the projects. These projects are to be executed with private sector partnership by leveraging the real estate development potential in the air space above the station and on railway land around the station. The construction, maintenance and management of facilities at these stations is proposed to be undertaken on Design, Build, Finance Operate and Transfer (DBFOT) basis by a private entity to be selected through a competitive bidding process. Anand Vihar Station is one of these identified stations which IRSDC intends to redevelop. The Anand Vihar Railway Station is located adjacent to the Anand Vihar Metro Station and Anand Vihar ISBT, making this area the hub of inter-modal transport in East Delhi, the passenger can easily travel to any part of Delhi alighting from the Anand Vihar Railway Station and availing the city bus services or metro. Anand Vihar Railway Terminal is under the administrative control of the Delhi Division of the Northern Railway zone of the Indian Railways. This station was officially inaugurated on 19 December 2009. The terminal spread over 57 hectares is one of the largest Railway Station and will cater to all East-bound trains from Delhi after the second phase become operational.
Location map of AnandVihar Terminal
This report presented herein deals with the field and laboratory investigations carried out by us to access the nature of sub-strata and to evaluate the soil parameters required for design of foundations for redevelopment of Anand Vihar Railway Station in Delhi. This report is based upon the results of field
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and laboratory tests conducted on selected soil samples collected from eight bore holes (BH-1 to BH-8).
General Geology & Related Characteristics 2.
a) Physiography and Climate: The various sites surveyed are generally plain land and forms part of Indo-Gangetic Plains. The elevation varies from about 200-m to 275-m above mean sea level and falls in a semi-arid zone, with extremes of climate in summer and winter. Dust storms are common during the summer months in the area and it experiences severe heat during May and June, with highest temperature hovering around 45C and minimum temperatures touching at 3C. The Southwest monsoon period between July and September is the main rainy season of the area when about 80% of the annual precipitation occurs. The mean annual rainfall is about 640-mm.
b) General Geology: The area under study is part of the Yamuna Basin comprising the newer alluvium made-up of fine to medium sands, silts, gravel, clay and kankar (calcareous nodules). The surface beds are admixed with wind-blown sediments of recent age. These alluvial sediments are known to be underlined by hard formations of the Delhi system of rocks. Following is the general sequence of formations met within the area:
Recent to Sub-Recent : Alluvium
Post-Delhi Intrusive : Pegmatic and basic intrusive
Algonkian (Delhi System) : Alwar quartzites
c) Seismicity: Region in and around Delhi may be considered as seismically active and the tectonic elements of the area are considered capable of generating an earthquake of severe intensity, Delhi lies in seismic Zone-IV. Suitable seismic coefficient may be adopted in the design of structure commensurate to the Indian Standard seismic zoning of the country IS.1893-1984. It is recommended that it will be safe to consider seismic risk value equivalent to design magnitude of 7.0 Richter, which gives an acceleration equivalent of 0.15-g. Indian Meteorological Department has considered seismic factor of 7% of gravity (0.07-g) to be adequate for design of structure under such situation.
Scope Of Work 3.
The scope of work provided to us for this project was limited to the following:-
3.1 Mobilizing necessary plant, equipments and personnel to the project site, setting up the equipment, shifting of the equipment from one test location to another location, carrying out the field investigations on land and demobilization on completion of work.
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3.2 Making 150 mm nominal diameter bore holes in all types of soil using suitable approved method of boring at the specified locations up to 30.0 m depth or refusal whichever occurs earlier. Refusal shall mean when SPT field ‘N’ value reaches 100 for 30 cm or less penetration of SPT sampler.
3.2.1 Conducting standard penetration tests in the bore holes at 1.50 m interval in depth & at every change of strata, whichever is earlier as per specifications.
3.2.2 Collecting undisturbed soil samples from bore holes at 3.0 m interval in depth or at every change of strata, whichever is earlier as per specifications.
3.2.3 Collecting disturbed soil samples from bore holes at regular interval and at every identifiable change of strata to supplement the boring records.
3.2.4 Recording the depth of ground water table in all the bore holes if observed up to the depth of exploration during boring work as per specifications & withdrawing the casing pipe.
3.3 Conducting the following laboratory tests on selected disturbed / undisturbed soil samples/ Rock samples collected from various bore holes / test locations:-
(a) Bulk density and Moisture content
(b) Sieve analysis (c) Hydrometer analysis (d) Liquid limit & Plastic limits (e) Specific gravity (f) Unconfined compressive strength (g) Direct shear test (h) Tri-axial Shear test (i) Unconsolidated undrained test
3.4 A list of Indian Standard (IS) codes, which are reffered throughout the study, is also attached at the end of this report.
Field Investigations: 4.
4.1 Necessary plant, equipment and personnel for conducting the requisite field work were mobilized to the site. These were shifted from one test location to another location during execution of the field work and demobilized on satisfactory completion of the entire field work.
4.2 Eight bore holes (BH-1 to BH-8) carried out were first marked on the ground surface as per the site requirement.
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4.3 The bore holes were bored at this site using shell and auger method as per IS: 1892-1979. Casing as required was used to retain the bore holes.
Sl. No Test Type / Number Test conducted at / up to a depth (m) from existing ground level
Remarks (if any)
(1) Bore Hole (BH-1 to BH-8 )
30.45 m By shell & Auger method
(2) Standard penetration tests in bore holes
1.50 m interval & at every change of strata whichever is earlier
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(3) Undisturbed soil sampling in bore holes
3.00m interval & at every change of strata whichever is earlier
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4.3.1 Standard penetration tests were conducted in the above bore holes at every 1.50 m interval & at change of strata as per specifications. The bores were cleaned up to the desired depths. Standard split spoon sampler attached to lower end of ‘A’ drill rods was driven in the bore holes by means of standard hammer of 63.5 Kg. falling freely from a height of 75 cm. The sampler was driven 45 cm as per specifications & the numbers of blows required for each 15 cm penetration were recorded. The numbers of blows for the first 15 cm penetration were not taken into account. This was considered as seating drive. The numbers of blows for next 30 cm penetration were designated as SPT ‘N’ value. Wherever the total penetration was less than 45 cm, the number of blows & the depth penetrated is incorporated in respective bore logs. Disturbed soil samples obtained from standard split spoon sampler for all the above standard penetration tests were collected in polythene bags of suitable size. These samples were properly sealed, labelled, recorded and carefully transported to the laboratory for testing.
4.3.2 Undisturbed soil samples were collected from the bore holes at every 3.0 m interval in depth & at change of strata as per sampling specifications, in thin walled sampling tubes of 100 mm dia and 450 mm length fitted to an adopter with ball and socket arrangement. These sampling tubes after retrieval from the bore holes were properly waxed and sealed at both ends. These were carefully labeled and transported to the laboratory for testing. Undisturbed soil samples wherever slipped during lifting, were duly marked in the field bore logs as well as in the soil profile.
4.3.3 Disturbed soil samples were also collected from the bore holes at suitable depths/intervals to supplement the boring records. These samples were collected in polythene bags of suitable size. These samples were properly sealed, labeled, recorded & carefully transported to the laboratory for testing.
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4.3.4 The depth of ground water table was checked / measured in all bore holes. The ground water table levels derived have been tabulated below.
4.3.5 Summary of boreholes
Bore hole No
Location Depth in over Burden Soil (m)
Water table (m)
(1) (2) (3) (4)
BH-1 Between Halt Line & Boundary wall near Bridge No. 22
30.45 9.00
BH-2 Between Halt Line & Boundary wall near Bridge No. 21
30.45 8.80
BH-3 Near Parcel Office 30.45 15.70
BH-4 Near Pump House/RO Plant 30.45 10.90
BH-5 Below Metro viaduct along 30m wide road
30.45 15.00
BH-6 In front of Store Room 30.45 9.90
BH-7 Near STP Plant 30.45 18.80
BH-8 Between STP & Bridge No. 16A 30.45 18.40
Note: Seasonal water table level shall be submitted after receiving data from Met. Department.
5.0 LABORATORY INVESTIGATIONS:
5.1 The following laboratory tests were conducted on selected soil samples recovered from various bore hole / test locations: -
a) Bulk density and Moisture content b) Sieve analysis c) Hydrometer analysis d) Liquid limit & Plastic limits e) Specific gravity f) Unconfined compressive strength g) Direct shear test
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3 TRAFFIC ANALYSIS AND FORECAST
3.1 Background
Anand Vihar Railway Station is located in easternpart of Delhi and is adjacent to the Anand Vihar Metro Station and Anand Vihar Interstate Bus Terminal (ISBT), making this area the hub of inter-modal transport in East Delhi; the passengers can easily travel to any part of Delhi alighting from the Anand Vihar Railway Station and availing the city bus services or metro.
This chapter briefly discusses the traffic demand forecast and proposed improvement of transport infrastructure to handle projected load and efficient traffic dispersal and integration. Detailed discussions on the same can be referred from the Traffic Planning report that had been submitted as part of KD II of this study.
3.2 Objective
The main objective of this chapter is to assess the traffic demand and suggest necessary transport infrastructure improvements for the redevelopment of Anand Vihar Railway Station. The objectives take into account the following:
Segregated circulation plan for arrival/departure plan for passenger movement
Multi-modal traffic integration plan for category of modes
Traffic circulation plan in and around the station area
Improved pedestrian access and dispersal plan
Vehicular access and dispersal plan
Parking management plan for all categories of modes
Improvement plans for existing road/feeder road in the influence area
Improvement plan for identified new road and connectivity
3.3 Methodology
The study methodology consisted of:
Collection and analysis of relevant secondary data and also conducting necessary traffic surveys.
Achieve the objective of harmonious development with development in the influence area by examining the need for additional transport linkages.
Assessment of impact of the proposed development on traffic and congestion on surrounding road network and preparation of a mitigation plan for increase in infrastructure demand.
Preparation of an integrated traffic plan meeting the Railway as well as city traffic needs for next 25 years, covering developments of about 5 km from the railway station.
Planning for intermodal transfer facilities, including design of vehicular and pedestrian traffic. The traffic master plan shall endeavour for seamless flow of pedestrians between public/ private transport, boarding/ alighting points and station premises and minimizing the length of walking distances, and provide integration between various modes of transport. The requirement of pedestrian and physically disabled persons to be specifically taken care of.
3.4 Site Appraisal
3.4.1 Influence Area of Anand Vihar Railway Station
The site influence area is shown in Figure 4. Partial sections of proposed alignments of BRT corridors from Mukundpur to Kondli and Gokalpuri to Karkari Mor, site for proposed Transit Oriented Development at Karkardooma, location of underground station of Rapid Rail Transit System (RRTS) have also been shown.
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Technical and Financial Feasibility Study, Master Plan, Business Plan and providing Transaction and Bid Advisory Services for Development/
Redevelopment of Anand Vihar (New Delhi) Railway station on the Indian Railway Network
KD4 – Final Concept Plan, Master Plan and Technical Feasibility Report
Delhi Integrated Multi Modal Transit System Limited 30
Figure 4: Influence Area of Anand Vihar Multimodal Transport Hub
3.4.2 Existing circulation
A preliminary appraisal of the project site was done by the DIMTS team through Reconnaissance Survey. The spatial spread of activities was assessed, conflict points were noted and photographs were analysed in detail. During visual appreciation, the strengths, weaknesses, opportunities and threats were identified.
The present circulation pattern of all road users (pedestrians, non-motorized modes, buses, autos, taxis, Gramin Sewa, etc) were studied to appreciate the deficiencies in infrastructure.
3.5 Secondary Data Collection and Field Studies
Preparation of Traffic Demand Forecast and transport infrastructure improvement plan for proposed railway station complex will require compilation and collection of large amount of data from secondary sources and through field surveys.
The collected and analysed data will form input at various stages to suggest capacity augmentation program, new links etc.
3.5.1 Secondary Data Collection
3.5.1.1 Master Plan of Anand Vihar Railway Station
Indian Railways has prepared a Master Plan for Anand Vihar Railway Station wherein augmentation of infrastructure has been proposed.
There will be total 11 platforms – 7 in the terminal station for originating/ terminating trains, 2 for long distance trains with a halt at Anand Vihar while 2 shall be used for EMU trains. Constructions of certain facilities are ongoing at site at present.
3.5.1.2 Train Operations and Ticket Sales
The existing train running information as well as ticket sales and parcel handling data have been collected from various departments of Indian railways. The ticket sales data including unreserved and reserved passengers have been collected for the last five financial years, for Anand Vihar as well as all stations in Delhi.
3.5.1.3 Master Plan of ISBT Anand Vihar
The master plan for ISBT Anand Vihar has been approved by agencies such as Unified Traffic and Transportation Infrastructure (Planning & Engineering) Centre (UTTIPEC). The circulation proposed therein have been studied and incorporated in planning.
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Redevelopment of Anand Vihar (New Delhi) Railway station on the Indian Railway Network
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Delhi Integrated Multi Modal Transit System Limited 31
Figure 5: Proposed Master Plan of ISBT Anand Vihar
A study had also been conducted for commercial exploitation of the ISBT. The report of the study have been collected and reviewed.
3.5.1.4 Existing Bus Routes
ISBT Anand Vihar is well connected with different parts of Delhi through number of major city bus routes. There are about 31 major bus routes which connect Anand Vihar with different parts of the city.
3.5.1.5 Metro Rail - Operations, Ridership details, Future Plans
Anand Vihar metro Station has been in operation since January 2010. The total ridership volumes of every month have been collected.
The future plans of metro in Anand Vihar have also been reviewed. A new corridor of Phase III, is proposed, which shall connect Anand Vihar to Yamuna Vihar, Mukundpur, etc as well as act as a connecting link between all Phase I and II corridors. A new metro station is proposed in a location almost parallel to the existing metro station.
3.5.1.6 Feeder services
Two feeder routes have been planned for the metro network in Anand Vihar which connects the hub to various surrounding areas such as Patparganj Industrial area, Ghazipur Dairy Farm, Kalyanpuri, Mayur vihar Phase III, etc.
Gramin Sewa services are also available.
3.5.1.7 Transit Oriented Development at Karkarduma
A proposal of Transit Oriented Development (TOD) near Karkardooma Metro Station has been collected from UTTIPEC. The site of this proposed development is adjacent to the Anand Vihar Halt Railway Station, located on the northern side. The proposed densities, circulation plans, traffic generations and attractions, etc were reviewed, so that impacts of this development could be incorporated in the proposals of this study.
3.5.1.8 Rapid Rail Development Plan
As part of the regional plan of National Capital Region Planning Board (NCRPB), Rapid Rail Transit System (RRTS) has been proposed that provides high speed mass transit connectivity to Delhi and major towns in the hinterland. The corridor from Meerut via Ghaziabad terminates at Anand Vihar.
The proposed RRTS station has been proposed as an underground interchange facility which shall be connected to both Anand Vihar ISBT and Railway station.
3.5.1.9 Bus Rapid Transit Development Plan
Government of National Capital of Delhi has planned several Bus Rapid Transit (BRT) corridors, of which the proposed Mukundpur – Kondli corridor follows Road no. 56 near Anand Vihar. The Gokalpuri to Karkari Mor corridor is also in close vicinity, being aligned on Swami Dayanand Marg. These projects are in the planning stage.
3.5.2 Traffic Surveys
Based on the preliminary appraisal of the site and circulation patterns of various modes, requisite primary surveys were planned for. The survey locations have been presented in Figure 6
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Delhi Integrated Multi Modal Transit System Limited 32
Figure 6: Traffic Survey Locations
3.6 Data Analysis
3.6.1 Classified Traffic Volume Count
The classified traffic volume count surveys were conducted on mid-block locations on Road no. 56 for 24 hours on an average weekday. In addition, counts were also conducted for the same duration at the entrance and exit points of Anand Vihar Railway Station and ISBT. The characteristics observed at these locations have been discussed separately.
Analysis of directional classified traffic volume counts observed for at different locations have been carried out to compute the following traffic characteristics:
Average week day and week day traffic
Traffic Composition
Daily person trips
Peak hour share
Daily Variation in Traffic Volume
Directional Distribution
Capacity Analysis
The various vehicle types having different sizes and characteristics were converted into Equivalent Passenger Car Units. The Passenger Car Unit (PCU) factors recommended by Indian Road Congress in “Guidelines for Capacity of Roads in Urban Areas” (IRC-106-1990) have been used for conversion.
3.6.1.1 Average Daily Traffic
The average daily traffic (ADT) observed on Road no. 56 is more than 1 lakh PCUs, 95% of which comprises of motorized vehicles, as compiled in Table 9. Such large traffic volumes are experienced because this road presently acts as the major access to Anand Vihar complex and connects dense residential pockets such as Surya Nagar, Jagriti Enclave, Ram Prastha Colony, Dilshad Garden, Patparganj Industrial Area, etc. Partial stretch of Road no. 56 also forms the Delhi – Uttar Pradesh border.
The ADT have been also recorded at the entry and exit points of Anand Vihar ISBT and Railway Station. There are two exits available from the Railway station, one of which merges with the traffic coming out of the ISBT. The survey locations were selected in such a way that traffic moving out of ISBT and Railway Station is captured independently. It is also observed that 42% of traffic leaving the Railway Station uses the common exit from ISBT. In Table 9, the ADT at all locations have been compiled. Table 9: Average Daily Traffic at various locations
It can be observed that autos act as a major mode for access to and dispersal from Anand Vihar ISBT and Railway Station.
3.6.1.3 Peak Hour Characteristics
The peak hour share observed at various locations is observed to vary between 6.6% to 8.1%, as presented in Table 11. Anand Vihar Railway Station experiences peak vehicular load in the early morning hours. Table 11: Peak Hour Characteristics at Various locations
Location Peak Hour Vehicles Total Peak Hour Shar
e Pvt. Vehicle
IPT PT NMT
Goods
Vehicles
PCU
Road no. 56 19:00 - 20:00
5,331 1,978
607
580 57 8,553 7,840
6.6%
ISBT Entry 20:00 - 21:00
258 221 246
59 0 784 985 8.1%
ISBT Exit 07:00 - 08:00
77 273 284
6 2 642 910 6.8%
Railway Station Entry
07:00 - 08:00
119 249 0 69 3 440 413 7.8%
Railway Station Exit
05:00 - 06:00
187 566 2 15 8 778 772 7.0%
3.6.2 Pedestrian Head Count
Passenger Head Counts were conducted at various locations in to capture the directional flows at various locations. The observed volumes have been summarized in Table 12. The peak hour share have also been indicated at each location, which is observed to vary between 5% and 19% approximately. In the table, passenger volumes
captured at various locations to assess the total pedestrian volumes in each of footpaths along and FOB on Road no. 56, ISBT, metro station and railway station have been presented separately.
Table 12: Pedestrian Volumes observed at various locations in a day and peak hour
Sl. Location Detail Total Pedestrians / Day
Peak Hour Pedestrian Count
Peak Hour share
1 Road No. 56 Dilshad Garden Arm
24,180 2,044 8.5%
2 Ghazipur Arm 13,685 1,151 8.4% 3 Pacific Mall Arm 11,653 997 8.6% 4 FOB on Main Road 69,849 6,023 8.6% 5 ISBT Main Entrance 84,887 7,120 8.4% 6 Exit Gate 11,653 997 8.6% 7 Access to Bus
There are four locations where pedestrians movement takes place, although they are not formally designed for that purpose. Pedestrians are observed to be accessing the railway station from Dilshad Garden (North) side through unpaved paths on the vacant land, and via another pedestrian route from the residential colony that lies towards the southside of the station. Passengers are also observed to be moving through two punctures in the boundary wall of the ISBT. One puncture is located close to the FOB from Anand Vihar metro station, while the other puncture is near the parking lot of railway station. The number of pedestrians recorded at these locations is compiled below:
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Table 13: Pedestrian Volumes observed at informal access points
Sl. Location Detail Total Pedestrians / Day
Peak Hour Pedestrian Count
Peak Hour share
1 Railway Station
Unregulated Entry – Dilshad Garden side
12,775 2,517 19.7%
2 Unregulated Entry – Ghazipur side
3,112 926 29.8%
3 Railway Station and
ISBT
Puncture through ISBT Boundary, Near Metro
FOB
4635 771 16.6%
4 Puncture through ISBT Boundary, Near Parking
9993 1604 16.1%
The peak hour pedestrian volumes shall be utilized for checking the level of service of the pedestrian facilities in the transport network – i.e., footpaths and pedestrian crossings.
3.6.2.1 Weekly variation in passenger demand at Anand Vihar Railway Station
Passenger Volume counts were conducted for 7 days at Anand Vihar Terminal and Halt stations to assess the weekly variation in passenger demand. It is observed that maximum footfall is experienced on Monday at both locations. Volumes on Thursday and Sunday are second highest at Anand Vihar terminal.
Figure 7: Weekly Variation of Traffic at Anand Vihar Terminal Station
Figure 8: Weekly Variation of Traffic at Anand Vihar Halt Station
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4.2.1.3 Entry and exit
As the primary circulation principle is to segregate the departing and arriving passengers flow, access points to the station are principally designed as either entrance for departing passengers or exit for arriving passengers.
Calculation of total width requirements are based on the following assumptions:
The numbers of meeters and greeters to be 15% of passengers The numbers of non-rail visitors and non-greeters to be 5% of passengers Peak factor of 1.2 to ensure that “peak of peak” flows can be accommodated Assume 40% occupied by luggage, the effective capacity to be 60%
Table 26: Entry and Exit Width
Target 2025
Total Station Users per hour {(Passenger + Greeters & Meeters + Non rail Visitors)*Peak Load Factor}
Station users 19,570 P/Hour or 326.16
P/min
LOS C Targeted (Flow rate for walkways)
49 p/m/min
Width required {Station User Per Min/(Flow rate x Adjusted ratio due to luggage)}
Width required 11m
Target 2038
Total Station Users per hour {(Passenger + Greeters & Meeters + Non rail Visitors)*Peak Load Factor}
Station users 30,776 P/Hour or 513 P/min
LOS C Targeted (Flow rate for walkways)
49 p/m/min
Width required {Station User Per Min/(Flow rate x Adjusted ratio due to luggage)}
Width required 17 m
PROVIDED (2025 & 2038) Width Provided 51 m
LOS Achieved (flow rate for walkways ) {Station User Per Min/(Width Provided x Adjusted ratio due to luggage)}
For 2025 11 p/m/min
For 2038 17 p/m/min
Hence, LOS Achieved for 2025 & 2038 A LOS Targeted C Passengers that can be accommodated at LOS C 1500 p/min or 90,000 p/Hr
*Entry/Exit width has considered both arriving and departing passengers which also include commuter passengers.
4.2.1.4 Paid Concourse
Access to the paid area requires a paid fare and possession of a valid ticket. The departure lounge will be only open to passengers whose trains are due shortly. This will restrict early entry and keep the size of these lounges optimal. The paid departure lounges shall be divided into Unreserved, Reserved, 1st Class and Executive sections based on the ticket purchased.
These areas will have all of the facilities such as seating, restrooms and food and beverage counters, retail etc.
Area required by Departure Lounges
Preferred LOS during operation (based on peak hour)
1. LOS C – Departure Lounge for unreserved passengers 2. LOS B - Departure Lounge for reserved passengers 3. LOS A - Departure Lounge for 1st class passengers 4. LOS A+ - Departure Lounge for Executive passengers
Table 27: Area required by Departure Lounges
Target 2025
Types* No of passengers Area per Passenger allowed (Sq m/p)
Target LOS Total area (Sq m)
Unreserved 1251 1.8 C 2252
reserved 3146 2.25 B 7079
AC Class Lounge 789 2.61 A 2059
Executive lounge** 51 3 A+ 153
Total 11,543
Target 2038
Types* No of passengers Area per Passenger
Target LOS Total area (Sq m)
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allowed (Sq m/p)
Unreserved 1967 1.8 C 3541
reserved 4947 2.25 B 11131
AC Class Lounge 1241 2.61 A 3239
Executive lounge** 78 3 A+ 234
Total 18,144 Table 28: Area provided for 2025
Types* No of passengers#
Floor Area allowed/provided (sqm)
Los Achieved Los Targeted
Unreserved 1251 5,039 A+ C
reserved 3146 15,370 A+ B
1st Class Lounge 789 4,535 A+ A
Executive lounge 51 252 A+ A+
Total 25,196 #Note-
1. With LOS D during peak of peak season, 18,756 passengers can be accommodated at concourse.
2. Transit passengers will take the departure route and wait at concourse level for further departure.
3. As the concourse is of modular design, demand should be reviewed in 2025 and it is expected that the concourse shall be expanded on either side in 2038.
*It is assumed that Departure lounge area will not be required for commuter passengers. Hence, Commuter passenger has not been considered while calculating the area. Further arrival passengers are also not expected to wait at the station therefore no waiting area has been sized for them. **Executive Lounges should be designed for 26*3 = 78 persons (Passenger + 2 escorts)
Facilities that shall be provided throughout the Station which shall include but not be limited to the followings:
Toilet facilities – including disabled toilets, baby changing facilities, change rooms and showers
Smoke rooms Office facilities for business travellers Food and beverage outlets Internet facilities Book shops Information/ passenger assistance counters Temporary exhibition facilities Convenience shops
Passenger Information Displays Provision of lockers or left luggage may also be considered at the Arrival Concourse.
It should be noted that the above facilities are not included in the Departure lounge area calculation.
A station control room with clear visibility of the paid and unpaid passenger areas should be considered as an integral part of the operational requirement for each station, linked to the customer information and security systems management.
Besides this public concourse, the station has a back-of–house facility which has the staff rooms like toilets, lockers, mess room and functional rooms for signaling, telecommunication, plant rooms and electrical rooms for the requirements of the station functioning. It also houses stores and maintenance rooms.
4.2.1.5 Arrival Corridor
Calculation of corridor width requirements at arrival level are based on the following assumptions:
As per Transport Planning Report (TPR), the number of station users during peak hour is 10.2% of daily patronage
OD analysis indicates that 50% arriving passengers and 50% departing passengers. The number of meeters and greeters to be 15% of passengers The number of non-rail visitors and non-greeters to be 5% of passengers Peak factor of 1.2 to ensure that “peak of peak” flows can be accommodated Assume
40% occupied by luggage, the effective capacity to be 60%
Table 29: Arrival Corridor Width
Target 2025
Station Users {(Arriving Passenger (including commuters) + Greeters & Meeters + Non rail Visitors)*Peak Load Factor}
Hence, Total Station Users 11,416 p/hour or 190 p/min
LOS Targeted C (flow rate for walkways ) 49 p/m/min
Width required
{Station User Per Min/(Flow rate x Adjusted ratio due to luggage)}
6 m
Target 2038
Station Users {(Arriving Passenger (including commuters) + Greeters & Meeters + Non rail Visitors)*Peak Load Factor}
Hence, Total Station Users 17,952 p/hour or 299 p/min
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LOS Targeted C (flow rate for walkways ) 49 p/m/min
Width required
{Station User Per Min/(Flow rate x Adjusted ratio due to luggage)}
10 m
PROVIDED (2025 & 2038)
Width Provided 20 m
LOS Achieved (flow rate for walkways ) {Station User Per Min/(Width Provided x Adjusted ratio due to luggage)}
For 2025 16 p/m/min
For 2038 25 p/m/min
Hence, LOS Achieved for 2025 A
Hence, LOS Achieved for 2038 B
LOS Targeted C
Passengers that can be accommodated at LOS C 588 p/min or 35,280 p/Hr
4.2.1.6 Platforms
Platform is used for boarding and alighting from the train and also has functional requirements for some back of the house facilities. Platforms are built to the height of the train floor to provide a free-step access, or close to it. Platforms can be designed as either Island or side platform. Normally Island platforms are designed with a common platform serving the passenger track on its sides without having any barrier across the width of platform except the normal elements like escalators, staircases, seats, etc.
The width will be sufficient to accommodate the largest numbers of passengers expected but must not be wasteful of space - always at a premium for station areas in expensive land districts of a city. Every platform will be level (with a slope against the tracks) and of a standard length so that the operational needs of the trains is satisfied to the maximum possible extent. The platform will be designed to give free visual areas along its length so that passengers can read signs and staff can ensure safety when dispatching trains. Platform design will allow free-flow of passengers, minimize congestion at peak times in particular on platforms and escalators, avoid dead ends and hiding places. Access points between concourse and platform will be evenly distributed along the platform, and where possible, minimize the walking distances for outgoing passengers and facilitate an even distribution of passengers waiting on the platform to board a train.
Sufficient platform canopy cover will be included to provide shade in summer and protection from rainfall in the wet season and thus encourage passengers to spread out
along the train’s length. This will ensure minimum boarding and alighting times and assist in adherence to the train timetable by reducing the overall dwell time.
For the sizing of platform, the worst case scenario, which is the case of terminating platform for long haul is considered as this will have the maximum load.
The following assumptions are made in the calculations below:
The maximum load (Full train load) of passengers is considered
Assume 2 trains board at the same island platform at the same time
Peak factor = 1.2
Assuming Platform Width is exclusive of Vertical Circulation Element (VCE) components, Structural elements and Equipment’s & Fixtures at platform, which shall be calculated separately and added to the width calculated in this section. Table 30: Platform Width
2025 & 2038
LOS targeted ‘C‘ for queuing 0.8 Sq m/p
Platform area required 2 x train load x Targeted LOS x peak factor
Hence,
Platform area required 3744 Sq mt
Length of train 26 x per coach length +2 x Length of Engine+ 4.5
7 m *Platform Width is exclusive of VCE components, Structural elements and Equipment’s & Fixtures at platform
4.2.1.7 Vertical Circulation Elements (VCE)
VCEs are the devices used to transport passengers between different levels of the station. VCEs typically consist of escalators, elevators and staircases (including emergency egress stairs). These are covered by a canopy which provides protection from the elements. Station VCE must be designed to allow for the numbers of passengers passing through them, both under normal and emergency conditions. As per MSSRS,
General parameters and assumptions adopted in the following calculations of the number of vertical circulation elements:
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Passenger lifts not included in capacity calculation Escalator capacity to be 90 persons per minute with a speed of 0.65m/s as per
the Indian Stanadards. Stair capacity to be 33 persons per meter per minute, i.e. Fruin’s LOS C flow rate
for stairways
Table 31: Vertical circulation between Departure lounge and Long Haul Platform*
Boarding time targeted = 15 mins
Boarding Passenger = 2 x Full train load
= 3900
Assuming no of escalators = 2
Escalator Capacity per Min = 90 p/min Refer MSSRS, pg 73,
Escalator Capacity = No. of escalator x Escalator capacity per min x adjusted ratio due to luggage
= 108
Assuming Width of Stair = 2.4m
Flow per unit width as per LOSC = 33
Assuming no of Stairs = 4
Stair Capacity = No of Stair x Width of Stair x Flow per unit width x adjusted ratio due to luggage
Stair Capacity = = 190
Total Capacity = 298
Boarding time achieved = 13 min
*2 escalators and 2 staircases will be provided at initial phase, whereas passive provision for 2 staircases has been kept reserved for future.
Provision of 2 elevators have also been considered for differently abled people
Table 32: Vertical circulation between Long Haul Platform and Arrival Concourse*
Alighting time targeted = 15 min
Alighting Passenger = 2 x Full train load
= 3900
Assuming no of escalators = 0
Escalator Capacity per Min = 90 p/min Refer MSSRS, pg 73,
Escalator Capacity = No. of escalator x Escalator capacity per min x adjusted ratio due to luggage
= 0
Stair Capacity = No of Stair x Width of Stair x Flow per unit width x adjusted ratio due to luggage
Flow per unit width as per LOS C = 33
Assuming no of Stairs/Ramp = 4
Assuming width of stair/Ramp = 4m
Stair Capacity = = 317
Total Capacity = 317
Alighting time achieved = 12 min
* Considering the existing scenario, the movement of arrival passengers will be carried out by existing subways.
Further for differently abled persons wherever possible lift provision has been provided to move from one level to another. At few places where it is not possible to provide lifts, provision of ramps has been incorporated.
4.2.2 Station Planning Principles
The redeveloped station has been planned keeping the following constraints and principles in mind:
The existing station building has been partly retained. The core area will be reused for the station; however the side wings are to be dismantled in-line with the architectural vision and also to make space for more valuable use of prime space.
A new interchange plaza has been planned at the entrance of the existing station in the South East for change from one mode to another
The passengers are segregated vertically for arrival and departures All station facilities are provided in paid area Ticketing, information and some functional Back-of-House facilities is provided in
unpaid area Only those possessing a valid ticket are allowed in the paid area All passengers need to wait in the departure lounges until their train is announced
Platforms are sized for only passengers using the train to board and deboard. (no waiting is allowed on the platforms)
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4.2.3 Station Configuration
The station is configured as follows: Table 33: Station Configuration
Floor Function Level
Basement Level Car Park +196.27 m
Subway level Arrival Corridor +202.00 m
Ground level Transport Interchange Plaza +203.00 m
Ground floor level Station operations +203.40 m
Platform Level Station Platforms +207.14 m
Mezzanine Floor Level (existing bldg. First floor level)
Station operations +207.10 m
Concourse 1 Level (existing bldg. Second floor level)
Ticketing, Public unpaid area +211.30 m
Concourse 2 Level Paid area – Departure lounges, retail +213.55 m
Upper concourse Level Paid area – Premium Departure lounges, retail
+218.05 m
Scale drawings are appended (refer drawing nos –
1. MMD-321807-C-DR-00-XX-1005 to 1007
2. MMD-321807-A-DR-00-SW-1100 to 1104
3. MMD-321807-A-DR-00-GF-1100 to 1104
4. MMD-321807-A-DR-00-PL-110 to 1102
5. MMD-321807-A-DR-00-MF-1100 to 1101
6. MMD-321807-A-DR-00-CC-1100 to 1103
7. MMD-321807-A-DR-00-UC-1100 to 1102
8. MMD-321807-A-DR-00-RF-1100 to 1104)
4.2.3.1 Seasonal peaks and overcrowding
It is a general practice to size a facility somewhere in the middle of the demand estimated. If the size is too big, to cater for seasonal peaks then the facility remains
unused or even misused and also the cost increases many folds. Therefore it is proposed to “manage” for seasonal peaks rather than “design for seasonal peaks”.
At Anand Vihar Railway Station the seasonal peak occurs in the months of October-November, with the start of the festive season , which sees a drastic increase in east bound traffic, starting from the festival of Navratri, Durga Pooja, Dassera and then resurges on Diwali and Chhath Pooja. During these festival seasons Anand Vihar Railway Station is one of the only stations in Delhi where unreserved trains are run. The capacity of these trains is 2-3 times that of a reserved train, and the level of use increases five- fold from 20,000 to 100,000 passengers per hour. In order to reduce the risk of overcrowding, it is recommended that in such cases a reduced level of service be accepted for the departure lounges (refer to section 4.2.1 Level of Service). The Interchange Plaza, a unique design addition, acts as a secure zone from which staggered and controlled entry to the contained concourse area can take place. The concourse is a paid area and requires possession of a valid ticket which is checked either manually or by barrier control.
During times of peak use outside of festival season, it is not uncommon for passengers to arrive up to 8 hours before their designated trains. In these circumstances, the Interchange Plaza and adjacent area act in a similar way, dissipating the number of passengers entering the concourse. These passengers should only be allowed to enter the departure lounge on possession of a valid ticket for a train which is due shortly, thus reducing the risk of overcrowding within the concourse area. This is an important provision, bearing in mind the increased capacity of use that is predicted for the Anand Vihar Railway station.
When the rush increases, both the subways and the departure lounges may be used to discharge passengers to and from the platforms (depending on the direction of the flow of passengers) thereby reducing stress on the vertical circulation elements.
4.2.3.2 Dismantling and relocation of areas in the side wings
In-line with the Station Masterplan, it is proposed that the side wings are dismantled. Currently the wings house Ticketing and RPF facilities on the ground floor. It is proposed that the ticketing is relocated to the concourse level and the RPF is relocated at ground floor itself behind the staircase block in the area designated as operation areas in the plan. On the first floor of the wings are the waiting area, which are now located and renamed as departure lounges in the concourse level on the station. The second floor of the existing wings, house retiring rooms, it is proposed that these are relocated to the Mezanine level of the existing building (which is the first floor of the retained portion of the station building in the area designated as operational area in plan)
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4.2.3.3 Departures
All passengers enter the station at ground level. There are two entrances which are planned, one in the South- East and the other at the North-West side. On entering the building at ground level in the South-East, a set of escalators, lifts and staircases, take the passengers upto the existing second floor of the station building at +211.30 m, (from now onwards this will be referred to as Concourse 1). This Concourse 1 houses the ticketing, information and also some functional Back-of House facilities.
In case a ticket needs to be purchased, the passenger can do so and then proceed towards ticket control and then ascend to the paid area which is at Concourse 2 level (+213.55 m). This level houses departure lounges as well as retail and other functional facilities at this level.
Those holding AC class tickets and VIP passengers ascend upto the air-conditioned lounges at the Upper concourse level (+213.55 m).
Once the train is announced, passengers descend via escalators/stairs/Elevators to the particular Platform to board the train.
The departure lounges have been so placed that in 2038 they can be extended outwards without affecting the existing flow of passengers.
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Figure 25: Departure of Passengers
4.2.3.4 Arrival
The arrival flow is the opposite of the departure flow. Passengers arrive via trains on the platform. They de-board and descend via escalators/stairs to the two existing subway at +202.00m level. From the subway, the passengers move towards the exit from where they disperse towards other modes at the South-East, through the interchange plaza or from the North-west, they take a pickup to their destination.
Figure 26: Arrival of Passengers
4.2.3.5 Platform configuration
The platform configuration as proposed in the yard plan by Northern Railways remains untouched. However two areas which need special attention is as follows:
A platform has been proposed on line 4 which is not in line with the rest of the platforms. A foot over bridge has been proposed to connect this platform to first two platforms in the yard plan prepared by Northern Railways. It is proposed that this connection is retained for arrival passengers to exit the station on the North side, as it is not possible to connect the subways to this platform. For Departure
1. Deboard at Platform level
2. Descend to Subway level
3. Exit at Ground lev
2. Ascend to wait at Concourse level
2. Ascend to wait at Concourse level
1. Entrance at Ground level
3. Descend to Platform level to board the trains
1. Entrance at Ground level
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passengers, a reduced level of service is proposed by connecting a special foot over bridge which resembles a skywalk at the concourse level.
One of the platforms is 10.5 m in width. This reduced length restricts the provision of vertical circulation elements, on the side of the main columns. There are two options available in this case. The first is that a condonation is requested so that the dimension of 5.33m from the column edge to the centre line of the adjacent track be reduced to 4.11m (which is that of an isolated structure) for four columns only. The second option is that by building an extension at the concourse level, these vertical circulation elements are moved away from the concourse, to approximately 50m beyond on either side and then positioned so that SOD is not infringed. From aesthetics point of view and also to keep the design compact and symmetrical the first option is preferred and it is recommended that in detail design stage the same is developed after due approvals, however, for a design which totally complies with SOD, the second option has been proposed in the drawings which follow.
Parcel handling for originating and terminating trains shall be carried out at the parcel office indicated in the maintenance area. For through trains, the parcels will be loaded and unloaded at the platform and thereafter transported to the parcel office, using motorized trailers with level crossings.
4.2.3.6 Back-of-house
The Back-of-house (BOH) area houses operational rooms such as the signaling, Telecom, Staff rooms, Station control, Plant etc. There are two large BOH areas, designated at the ground floor level of the existing station building at 203.4m level and the existing First Floor level (from now onwards this will be referred to as the Mezzanine level). Further small operational areas are also designated on each of the concourse and also on the platform to house functional requirements on those respective levels. The MEP strategy for the building is described in the Utilities chapter of this report.
4.2.3.7 Passenger Reservation System (PRS)
An area for the PRS is separately demarcated, removed from the main station such that these passengers do not overcrowd the ticketing area in the main concourse area.
4.2.4 Intermodal integration
An Interchange Plaza has been designed to hold and release vehicle on “First in - First out” basis. The interchange plaza comprises of 7 lanes out of which two dedicated lanes have been assigned for private cars. Similarly, two dedicated lanes have been provided for taxis. Two lanes Auto rickshaws for and One lane has been dedicated for Non-Motorised transit (NMT) such as cycle rickshaws
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Figure 27: Interchange Plaza
4.2.4.1 Private cars
Private Cars drop and pick facilities with two lanes dedicated for the same. No queuing will be allowed here as parking of cars/2 wheelers is dedicated in the basement car park.
4.2.4.2 Taxi
The next two lanes are for Taxis, wherein one lane could be used for queuing and the other could be used as a bypass lane. Half the length will be dedicated for pre-paid taxis and the other for Radio taxi.
4.2.4.3 Auto Rickshaws
Auto Rickshaws are one of the highest in the modal split requirement after metro and bus modes. Therefore two dedicated lanes have been provided for these in the interchange plaza. One lane is for queuing for pre-paid services and one is a bypass lane.
4.2.4.4 Non – Motorised Transport
Cycle Rickshaws can pick and drop passengers and one dedicated lane is allowed for them.
4.2.4.5 VIP Movement
To cater for VIP’s who might visit the station a small bay has been designed, which shall be kept closed in normal situation and shall only be opened in the case of a visiting VIP. Few parking bays are also shown for these VIP vehicles.
4.2.4.6 RRTS
As the RRTS station is underground, a vertical connection has been allowed to descend from the interchange plaza to the RRTS station.
4.2.4.7 Metro station
A Foot-over-bridge (FOB) which connects the concourse of the metro station to the Railway station already exists. The same has been truncated (to reduce the travel length), such as the same now connects to the interchange plaza, from where the passenger can decide the next mode for completing his/her journey.
4.2.4.8 ISBT
The Anand Vihar ISBT is adjacent to the Railway station. A pedestrian path has been designated to allow passengers to travel from buses (local and inter-state) to travel from the Bus station to other modes.
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4.2.4.9 Parking
The station parking bays are calculated based on the traffic surveys and forecasts. Basement parking is proposed for station. The Table below and drawing no. MMD-321807-TP-DR-00-PP-1300 to 1303 elaborates the Parking requirement and proposal for different type of vehicles which will require parking space. The total ECS calculated for station is 342 ECS which requires 10,952 sqm of space (MPD 2021 defines 1 ECS as 32 sqm.). Of this 9,766 sq m of space (equivalent to 305 ECS) has provided as basement parking at +196.27 m level and rest space i.e. 37 ECS will be accommodated at ground level. Table 34: Parking requirement at Railway Station
Mode Required Parking Bays Proposed Parking Bays
Car (parking) 178 178
Car (drop/pick) 9 80
2W (parking) 657 657
2W (drop/pick) 4 4 (in car lane)
Taxi (parking) 86 161
Taxi (drop/pick) 12
Auto (parking) 225 331
Auto (drop/pick) 48
Gramin Sewa 8 14
bus (drop/pick) 22 28
NMV (drop+parking) 26 73
Total Parking Bays 1,274 (686 ECS) 1,526 (902 ECS)
Additional Parking
Mini LCV/LCV - Parcel 33 33
Mini LCV - Food 11 11
Bus parking 5 5
Army (trucks/bus) 10 10
Emergency vehicles 5 5
Emergency vehicles and Army Truck/Bus will be parked at ground level. Total ECS require to park emergency and army vehicles will be 12.5 ECS (5 parking bays) and 25 ECS (10 parking bays) respectively. For loading /unloading, parking provision has been proposed near parcel office located at South West direction. Holding area for the other vehicles such as Mini LCV- Parcel/food is separately planned near the parcel shed at the southern side of the plot.
Additional holding area for Taxis and Auto Rickshaws is provided on the south-west of the station. Drop-pick facility is accommodated in the each lane of the interchange plaza which is over 200m in length which provides ample holding space to accommodate the
required number of IPTs (Autos and taxis) and NMTs (rickshaws) as recommended by Traffic report. For details refer drawing MMD-321807-TP-DR-00-PP-1300 to 1303.
Table 3535 shows the parking requirement for non-railway development. The same is calculated as per MPD 2021, which gives the recommended ECS requirement for each type of development. The total parking area required for non-railway development is 192,480sqm. This is to be provided in individual basements to each commercial tower. Table 35: Parking requirements for Non-Railway Development