SWAMI VIVEKANAND

INTERSTATE BUS TERMINAL,

ANAND VIHAR, NEW DELHI
LIBRARY STUDY

THESIS GUIDE:
AR. MANUJIT KHURANA
THESIS COORDINATOR:
AR. SWATI BEHL

SUBMITTED TO: SUBMITTED BY:

AR. S.S SEKHON SAHAJ MITRA

AR. RUCHY LAKHANI (COLLEGE ROLL NO. – 16048)

AR. SWATI BEHL (UNIVERSITY ROLL NO. – 1600051)

AR. MANUJIT KHURANA 10th SEMESTER

BATCH: 2016 - 2021

1. SITE ANALYSIS
1.1. LOCATION
 1.2. SIZE
Authority has allotted a site with area 9.2 Hectare (22.75 Acre or 92,000
sqm) for this purpose

1.3. SURROUNDINGS
1. Gazipur Drain along East edge of the site.
2. There is Anand Vihar Metro Station within the site.
3. On the North side, there is Anand Vihar Railway Terminus.
4. Entry to ISBT site is from Road No. NH-56.

1.4. TOPOGRAPHY
Delhi, the capital of India is bounded by the Indo-Gangetic alluvial plains
in the North and East, by Thar desert in the West and by Aravalli hill ranges
in the South.
The terrain of Delhi is flat in general except for NNE-SSW ridge which is
considered as an extension of Aravalli hills.

2. APPLICABLE BUILDING REGULATIONS AND DEVELOPMENT

CONDITIONS
According to Delhi Development Authority (DDA) Bye-laws for development
control for ISBT are:
• Permissible Ground Coverage: 25%
• F.A.R: 100, subject to the following:
i. FAR shall be available on a maximum area of 10 Ha. of area
of site whichever is less.
ii. ISBT, including operational structures maximum FAR 70.
• Parking: In addition to the requirements of parking for ISBT/buses,
parking shall be at the rate of 2 ECS per 100 sq. mt. of floor area.
• Area under bus shelter not to be included in FAR.
• Permissible height - NR
3. DETAIL OF BUILT-UP AREA/INFRASTRUCTURE AND SPACE
ANALYSIS
3.1 INFRASTRUCTURE
The infrastructural requirements for bus terminals respond to the bus and
passenger demand within a given site. Identified infrastructural elements
consume space based on planned capacity, which when aggregated
defines the site area requirement for a proposed terminal facility. These
infrastructural elements includes bus transfer, park-and-ride, drop-off,
vehicular parking, and meet-and-greet areas, as well as various inside
terminal elements such as walkways, stairways, escalators, turnstiles,
ticket machines, and platforms, staff and drivers.
Ancillary facilities that act as a feeder to bus terminal, also need attention.
The building area that houses these facilities need to respond to a defines
level of service in order to accommodate the required footfall. Space and
architectural standards define the relationship between spatial
requirements and level of service.
Primary elements to be considered with regard a bus terminal’s
infrastructure development can be classified for three different types of
users. These include passengers, terminal staff and bus staff.
1. Passenger Area
a. Ticketing and queuing
b. Passenger waiting area
c. Passenger conveniences
d. Passenger Circulation
e. Boarding/Departing areas
f. Facility entry
g. Tourist information
h. Security, including CCTV cameras
i. Retail, concession and lease space
j. Dormitories and lodging
k. Cloak room
l. Railway Reservation
 2. Areas for terminal staff
a. Revenue office
b. Security and information
c. Ticketing booth
d. Resting room
e. Staff conveniences (drinking water facilities and toilets)
f. Canteen
g. Maintenance staff
h. Control room
3. Areas for Bus staff
a. Canteen
b. Resting areas
c. Lodging areas
d. Bus staff conveniences (drinking water facilities and toilets)

3.2 SPACE ANALYSIS

3.2.1 PUBLIC SEATING
Seating in any of the terminal types may be provided in the form of a
separate waiting room or, in a more open plan, in the form of a simple
seating area within a larger public space. This function should be directly
accessible to the concourse area and should be provided with drinking
facilities, trash baskets, clocks and televisions.
The amount of public seating varies depending on individual
circumstances, terminal type, and economic priorities. As a general rule
of thumb, however, an allowance of one seat for every three passengers
would be adequate for an intercity terminal. The passenger quantity is
calculated by multiplying the number of loading bays by an average bus
capacity between 35 to 46 people. A 10 bay loading platform will result in
a terminal seating of between 117 to 154.
3.2.2 TICKETING FACILITIES
The trend in ticketing facilities in the modern terminal, regardless of the
type is towards open counters in contrast to the antiquated caged
windows. In the larger intercity terminal, where more than one carrier
may operate, separate self-contained glass walled offices may provided,
each housing their individual open ticket counters.
The greatest number of selling positions are required in the intercity
terminal. On the average, one position should be provided for each 25 to
30 waiting room seats. The lineal feet of counter space depends on
individual carrier operations and the type of ticketing equipment used
and may vary 1 to 1.5 mts per position and/or about 4.5 to 5.5 sq. mt. per
position. The height of the counter is usually 1 to 1.2 mts.
3.2.3 BAGGAGE ROOM
Baggage room requirements vary significantly with terminal type and
operation. In Indian scenario till date the baggage is usually hand carried
directly onto the bus or to the baggage room, and from there it is placed
on the bus. The baggage room should have an area equal to about 10% of
total building or contain about 4.5 sq mt for each loading bay, whichever
is higher.
The baggage room should also be equipped with standard metal racks
about four or five tiers high for baggage storage. A portion of the baggage
room may be used for a package express service, which should function
without interfering with concourse traffic. The length of the counter
depends on the scope of the operation, which varies each location.
3.2.4 PUBLIC LOCKERS AND TELEPHONES
Lockers and telephones are revenue producing, and the quantities to be
provided depend to a great degree on their potential earning capacity.
3.2.5 DISPATCH OFFICES
The dispatch offices control all bus movement and consequently should
be located on the concourse so that it can observe all loading bays. The
size of the dispatch office may vary anywhere from 5 to 15 sq mt.
 3.2.6 OFFICES
All terminals regardless of type require a certain amount of office space.
The specific area to be provided depends on the terminal size and type.
Although usually offices for the terminal manager, passenger agents, and
switch board are sufficient, in large terminals more elaborate facilities are
required.
3.2.7 RENTAL SPACES
The amount of rental space to be provided for stores, shops, concession,
etc., depends primarily on the earning potential involved and the amount
of space available location.

3.3 BUS GEOMETRICS

3.3.1 BUS DIMENSIONS
3.3.2 PLATFORM TYPES
1. Parallel Loading
• Requires Excessive Amount of space
• Buses must usually wait until first bus exits
• Large terminal requires pedestrian under/overpass to
protect passengers while crossing

2. Right Angle Loading

• Out swinging bus doors which forms a barrier around
which passengers must pass
• Bus movement difficult
3. Straight Sawtooth Loading
• Efficient employed where lots is comparatively narrow
and deep.
• Passengers has direct approach to loading door
• Baggage truck can operate between buses for side
loading

4. Radial Sawtooth Loading

• Most efficient buses swing into position along natural
driving are.
• Space required at front is minimum-wide space at rear
making maneuvering easy.
3.3.3 BUS TURNING RADII
4. CONNECTIVITY OF VARIOUS ACTIVITY AREAS
4.1. STUDY OF RELATIONSHIP BETWEEN DIFFERENT BUILDING
BLOCKS/SPACES AND MOVEMENT
General function organization of the terminal is determined by site
configuration, the volume and the type of the bus operations, and
passenger and bus traffic circulation. Although all terminal types to some
extent share common planning problems, there do exist some significant
differences in design rationale.
An island plan with the functional elements radiating from the core allows
for maximum efficiency. Such a relationship would allow the waiting areas
to serve as the central focal point, with bus bay positions being
equidistant. As the terminal becomes more linear in plan, functional
elements begin to lose their cohesiveness and often require duplication.
Although the design of all terminal types is largely dedicated by bus and
passenger volumes, this consideration become even more significant in
the design of high-volume commuter bus terminals
In such facilities the design is controlled more by bus and passenger
volumes, traffic circulation, and the restaurant/food-court space
demands for large number of bus bays, while baggage handling provisions
are minimal or non-existent. These spaces demand may duplicate a
vertical, multiple-bus-level solution, with intermediate passenger
circulation concourses. Traffic access by direct exclusive highways on the
bus side and by feeder transit, auto and taxis on the passenger side are
important elements of this type of terminal.
It is essential, therefore, that the parking facilities be located so as to
minimize the walking distance to the terminal and that egress and ingress
be planned to avoid traffic congestion along nearby arteries. If possible,
some covered walkways should be provided leading from the parking field
to the terminal building.
Since there will be movement of both vehicle and passengers at same
level, provisions must be made, for obvious safety reasons, to separate
the two as much as possible.
 Terminals requirements should include provisions for ticket sales, vending
machines and/or small snack bar, toilet facilities, office, baggage and/or
storeroom.

4.2 FLOWCHART SHOWING CONNECTIVITY OF VARIOUS AREAS

5. CAMPUS DEVELOPMENT
5.1 ACCESS AND APPROACH
Access to the terminal should be convenient, barrier free and facilitate
streamlined internal circulation. Additionally, the ingress and egress
points should be so located that they are not in conflict with traffic
circulation at the peripheral road network. One way of achieving this is by
creating alternative access/egress points by integrating multi modal
facilities with the bus terminal; this can further convenience commuters
by providing access/egress choices.
5.2 PARKING
The objective of the layout design is to maximize the number of stalls,
while following the guidelines.
The layout of parking facility must be flexible enough to adapt to future
change in vehicle dimensions.
The stall and aisle dimensions must be compatible with type of operation
planned for the facility.
5.2.1 BUS PARKING STANDARDS

d 90 60 45 30
a 13 12.75 11.5 9.75
b >=12 >=10 >=7.5 >=4.5
c 26 23.75 20.53 16.47
e 3.5 3.5 3.5 3.5
f 3.5 4.04 4.95 7
BUS PARKING STANDARDS - long term parking
5.2.2 CAR PARKING STANDARDS

d 90 60 45 30
b 5 4.8 4.5 4
c >=5 >=4.5 >=4 >=3.5
a 10 8.7 7.6 6.9
e 2.25 2.25 2.25 2.25
f 2.25 2.6 3.18 4.5
CAR PARKING STANDARDS - long term parking
5.3 VEHICULAR/PEDESTRIAN MOVEMENT
5.4 CAMPUS LIGHTING
Bus terminal are among those public infrastructural facilities that usually
operate 24 hours a day. Bus terminal operations continue beyond sunset,
necessitating lighting provisions. But lighting is also required during the
day, because of solid roofing in the terminal buildings, owing to which the
environment inside becomes dark and discomforting. Lighting plays a key
role in enhancing terminal facilities – through ambient illumination in
order to allow safe, comfortable, and functional environment, and to
highlight key architectural aspects to create an iconic and attractive bus
terminal.
Bus terminal lighting is designed to meet the specific and other transit
areas (parking, walkways, internal or underground areas, bus stops, and
shelters). The main objective is to provide passengers a sense of personal
security. Appropriate lighting provisions help passengers to see (and
approach) the designated transit areas (and other passenger amenities)
within the terminal. Adequate lighting in the terminal aid operators in
proper management of bus operations. Further, it helps bus drivers
identify waiting passengers and possible obstructions in the bus areas
(boarding bays, unloading bays, and idle bus parking areas), especially
during night hours.
TYPES OF LIGHTING:
Three types of lighting are used in terminals. These are:
1) Continuous lighting:
This is the most common type of security lighting system installed
in bus terminals. It consists of a series of fixed lights arranged
continuously, to light interior or exterior areas during hours of
darkness. They can be used around a building perimeter,
pedestrian pathways, vehicle approaches, or property boundaries.
2) Standby lighting:
This lighting type is similar to continuous lighting, in layout and
design, except that the luminaries are not continuously lit. Instead,
they are turned on either automatically (when activity is detected
in the area) or manually. Standby lighting should use instant ‘on’
 lighting lamps (e.g., incandescent, halogen, fluorescent, inductively
coupled, or LED).
3) Mobile lighting:
This lighting type is manually operated and moveable. Mobile
lighting may supplement continuous or standby lighting. It can be
used at special events and in emergencies, during hours of
darkness.

5.5 ROAD SECTION SHOWING VARIOUS SERVICES

6. BUILDING SERVICES
6.1. PUBLIC HEALTH SERVICES
6.1.1 SEWERAGE AND SANITATION
Waterlogging and ponding is a major problem in most Indian bus
terminals. Needless to say, it impacts terminal performance. It
causes inconvenience to commuters, contributing to the terminal
becoming unattractive and generates additional expenses in terms
of higher maintenance cost. Its main cause is the terminal planner’s
apathy for drainage/sewage considerations. Therefore, the
guideline advocates provision of adequate arrangements for
drainage of all sewage and waste water in terminals. Terminal
planning should incorporate the necessary profile design of large
open spaces, in order to avoid accumulation of water and ensure
rapid drainage, even during peak rainfall events.
The terminal should be planned in a way that major interface zones
between commuters and buses are kept away from drainage
facilities; e.g., the bus bay areas (especially unloading and boarding)
 should not be over (or near) catch basins, as this creates a potential
tripping hazard.
Additionally, boarding and off-boarding areas should be adequately
sloped, to drain water from the passenger-bus interfaces. This
water should then be directed to drainage channels provided in the
system, such as natural earth swales, concrete gutters, or ditches.
These channels should be located (and shaped) to minimize the
potential for traffic hazards, and to accommodate the anticipated
storm-water flows. The drainage in bus terminals should be
designed to cause no stagnation at the maximum discharge rate for
which the different units are designed. According to the
Washington Metropolitan Area Transit Authority 2009, passenger
boarding areas should be designed with minimum slope gradient of
1:50 (2%) for drainage.

6.1.2 PROVISION OF TOILETS

Source: NBC
 6.1.3 ELECTRICAL SERVICES
The electric distribution cables/wiring shall be laid in a separate
duct and shall be sealed at every floor with non-combustible
material having the same fire resistance as that of the duct.
Water mains, telephone wires, inter-com lines, gas pipes or any
other service lines shall not be laid in ducts for electric cables.
MCB and ELCB shall be provided for electrical circuit.
Switch room should be provided at ground or first basement floor.
Distribution board should be provided at each floor.
Generator room should be provided at ground floor.
The inspection panel doors and any other opening in the shaft shall
be provided with airtight fire doors having fire resistance of not less
than 1 hr.

6.2 FIRE FIGHTING

For terminal development in India, Part-IV (Fire and Lift Safety) of National
Building Code of India should be followed, unless otherwise specified.
However, additional state and city level building codes and fire safety are
available across the nation and may also be referred to.
Thus, terminals should be planned, designed and constructed, in
consultation with the appropriate government agencies. In case of non-
government projects, the appropriate building code and fire code should
be consulted, for minimum and recommended fire safety measures.
To ensure fire safety, the terminal building schemes shall be cleared by
the Chief Fire Officer.
Additionally, fire protection engineers must be involved in all aspects of
the design, to ensure a reasonable degree of protection of human life
from fire (and combustion products), as well as to reduce the potential
loss from fire (real and personal property, information, organizational
operations).
 Terminal projects need to be designed to incorporate efficient and cost-
effective fire protection system, both passive and automatic. These
systems are effective in detecting, containing and controlling and/or
extinguishing a fire event at early stages. Some of these fire fighting
systems are listed below:
i. Wet riser
ii. Hose reel
iii. Automatic sprinkler system
iv. Fire hydrant
v. Under ground water tank with draw off connection
vi. Terrace water tank
vii. Fire pump
viii. Terrace pump
ix. First aid fire-fighting appliances
x. Manually operated electrical fire alarm system
xi. Public assistance system with talk back facility
xii. Emergency lights
xiii. Auto D.G. set
xiv. Illuminated exit sign
xv. Means of escape, or fire exits
xvi. Miniature Circuit Breaker (MCB)/Earth leakage circuit breaker
xvii. Fireman switch in lift
xviii. Hose boxes with delivery hoses and ranch
xix. Pipes refuge areas

6.3 COMMUNICATIONS SYSTEM

A Bus terminal’s function is to manage commuters and buses in a
synchronized and organized manner, ensuring comfort, safety, and
security of the terminal users (commuters, staff and operators).
Terminals often fail at this, owing to lack of controlled information
sharing, which causes anxiety and inconvenience among users. In India,
terminals are plagued with problems like increased waiting time,
uncertainty in bus arrival, and stacking of buses in the terminals.
Bus schedule is often disturbed due to unpredictable factors like traffic
conditions, weather situation, traffic jams, breakdowns etc.
This leads to unreasonable long waiting time at the terminal, which
compromises level of service to passengers, ultimately reducing the
attractiveness of the facility
An interface between commuters and buses, the ITS architecture of bus
terminals comprises two components Passenger Information System (PIS)
and Bus Information System (BIS).
6.3.1 PASSENGER INFORMATION SYSTEM (PIS)
It is an electronic information system which provides real-time
passengers information
It may include both pre-directions about bus arrival and departure
time, as well as, information about the nature and causes of
disruptions.
PIS serves as a communication link between terminal operators and
commuters
With the help of passenger information technology, terminal
authorities can communicate with passengers to provide them real-
time bus location and status updates, schedule data, and timely
announcements.
6.3.2 BUS INFORMATION SYSTEM (BIS)
It provides information required by bus staff, i.e., drivers and
conductors. It includes bus parking information, schedule of bus
entry and exit in the terminal, route information, and trip
information.
BIS enables driver to precisely allocate dispatching time (for next
trip) from terminal, and get information on the bus bay allocated to
him/her for boarding passengers (especially important in dynamic
bay allocation type of bus terminal operations).
BENEFITS OF ITS IMPLEMENTATION IN BUS TERMINALS:
 i. Reduced perceived wait time
ii. Increased terminal efficiency
iii. Increased attractiveness
iv. Alerts and alarms
INFORMATION TYPES:
i. Off Board Information
ii. On Board Information

6.4 WASTE DISPOSAL

Waste is defined as an unwanted or undesired material or substance. It
consists of rubbish, trash, junk, and garbage or the unwanted materials
from various areas like administrative blocks, offices, kitchens, various
facilities, etc.
The management systems may deal with the collection, transportation,
recycling, disposal, or processing of waste. It varies according to both the
kinds of waste material to be treated and the aims of the treatment itself.
It is to maintain a clean and healthy environment, curb health epidemics
and environmental pollution, and recover materials for reuse or recycling.
Separate wet and dry bins must be provided in each unit and at the
ground for facilitating segregation of waste.
 WASTE HANDLING – This comprises all activities associated with
managing wastes until they are placed in storage containers before
collection or returned to recycling centre.

WASTE STORAGE - This refers to all places where generated waste is

stored until collected.
WASTE COLLECTION - Collection of wastes involves gathering of the waste
materials and haulage by vehicles after collection to locations where the
collection vehicles are emptied.

6.5 RAINWATER HARVESTING

Rainwater Harvesting is the process of collecting and storing rainwater
that falls on a catchment surface (typically a roof, although almost and
external surface could be suitable) for use, independent form, or
supplemental to the main water supply.
7. CIRCULATION AND PLANNING
7.1 STAICASES
A considerable amount of research on dimensions and design of steps and
stairs was carried out in 1970s and 1980s and there is a reasonable
consistency between the dimension given in various national guidelines.
A riser height of 150mm can be managed by most people, a little more
than this is possible if there are well designed handrails. Steps with very
shallow risers can cause problems and should be avoided, 100mm is the
absolute minimum.
Tread depth or going should be 300mm, never less than 250mm and the
nose of the step should be rounded without any overhang. People with
walking difficulties often pull their feet up the face of the riser, any
overhang will catch their foot.
All steps must have the same dimensions, that open tread staircase are to
be avoided and there should be tactile warning surfaces at the foot and
head of the stairs.
People with walking difficulties cannot manage long flight of steps. The
maximum number risers in a flight should be 12, with resting places
between successive flights. Resting places should be atleast 1200mm
long, preferably 1800mm, and across the full width of the stairway.
Stairs should have a minimum clear width between handrails of 1200mm
which is sufficient for a disabled person and companion. Stairs of 1800mm
width are needed where there is concurrent two-way movement. Stairs
that lead to a platform, on which people will be carrying luggage, should
3000mm wide (with centre handrails).
Means should be provided to limit risk of people colliding with underside
of freestanding stairs or ramps at any point where the clear height is less
than 2100mm.
There should unobstructed landing space at the top and bottom of each
flight of a length at least equal to the unobstructed width of the stairway.
7.2 LIFTS
Lifts are essential for wheelchair users and for some people who have
walking difficulties when there is a substantial change in levels. They
should be provided in preference to very long ramps. Finding the lift
location can be a problem for blind, deaf-blind and partially sighted
people. Lift locations should be clearly sign posted from the main
pedestrian route and recognizable through design and location.
Ideally the internal dimensions of a lift should be big enough to enable a
wheelchair user to turn round and come out facing forwards, but space
constraints, particularly where a lift is put into an existing building may
dictate less than an ideal size. The depth of lift required by a wheelchair
user with an elevated leg rest may be more than the dimensions given; a
minimum of 1500mm is suggested. This depth also makes turning a
wheelchair round easier. Lifts provided in the pedestrian and transport
environment should be large enough for a person to accompany the
wheelchair user.
The clear width of the doorway into the lift should be 900mm, which
allows for wheelchair users elbow space. The minimum clear height of the
doorway should be 2100mm, with 2300mm inside the lift cabin. Control
buttons used to call a lift should be positioned between 900mm and
1100mm above floor level. They should not be positioned closer than
400mm to an internal corner or other obstruction; if they are a wheelchair
user many find it difficult to reach them. The call buttons should have
symbols in relief to enable tactile reading.
Outside the lift door there should be sufficient space for a wheelchair user
to manoeuvre into place and to wait without obstructing the passage of
other people. A clear landing 1500x1500mm is the minimum. If this floor
area is finished in a different colour from its surrounding area it will help
visually impaired people to locate the lift.
Lift doors should be open long enough to allow people who can only move
slowly to get in and out without being caught by the doors. A minimum of
3 seconds is acceptable, but a usual dwell time of 5 seconds before the
doors begin to close after they are fully open is preferable.
7.3 ESCALATORS
7.4 RAMPS
In many places, ramps (defined as a gradient of more than 1 in 20) will
provide the alternative access to stairs for wheelchair users. Where the
change in level is no more than 200mm a ramp may be used without
alternative steps.
Most guidelines specify 5 per cent (1 : 20) as the preferred gradient and 8
per cent (1 : 12) as the absolute maximum acceptable. There is a
relationship between the length of a ramp and the gradient that people
can manage; the longer the ramp the less severe the gradient that is
feasible. One possible approach to this is, where a lengthy ramp is
necessary, to design more frequent landings and lesser slopes for each
successive segment.
If more than one flight is needed, there must be rest places between the
flights. These should be level under cover (1 in 50 gradient if outside to
drain surface water) should be at least 1500mm long and full width of the
ramp. The landings at the foot and head of a ramp should be at least
1200mm long, of any obstruction such as door swing and, again, should
be the full width of the ramp. The minimum surface width of a ramp
should be 1200mm, but as with stairways, two-way movement requires
more space preferably 2000mm (minimum 1800mm).
Handrails should be provided on each side, with a minimum clear width
rail to rail of 1000mm. Where this unobstructed width exceeds 2000mm,
a central, continuous handrail may be used as an alternative a handrail on
each side.
The sides of a ramp should be protected by a raised solid kerb at least
100mm in height. This is done to avoid the possibility of the footplate of
a wheelchair riding over the kerb or becoming trapped.
8. MATERIALS, METHODS OF CONSTRUCTION AND
STRUCTURAL SYSTEMS
8.1. STRUCTURE SYSTEMS
Structural systems are those elements of construction that are designed
to form part of a building’s structure either to support the entire building
or just a part of it. So, a steel frame is a structural system that supports
the building and everything on it and in it. A space frame is a structural
system that typically supports the roof.
TYPES OF STRUCTURAL THAT CAN BE USED IN BUS TERMINAL
1. Continuous Structure system:
These comprise continuous supporting walls through the combined
loads and forces in a building are transferred, mainly by direct
compression, into the subsoil through the foundations
2. Framed Structure system:
Reinforces concrete and steel can all be used to create regular
frameworks comprising beams and columns. The beams transfer
loads from roof, floors and walls to the columns. The columns
transfer the beam loads to the subsoil though foundations.
Compared to a continuous support type structure of similar weight,
a framed structure typically transfers more concentrated loads into
the subsoil.
3. Shell Structure system:
Shell structures are made from structural ‘skins’ where the shell
material is thin in section relative to the other dimensions of the
roof and undergoes relatively little deformation under load. They
area commonly used where a building interior needs to be free
from intermediate walls or columns that might support a more
conventional flat or pitches roof, such as libraries, theatres, leisure
centres, airport, railway terminal and bus terminals.
9. LANDSCAPING
9.1 STUDY OF PLANT MATERIAL (WINTER / SUMMER / EVERGREEN
– TREES, SHRUBS, FLOWERS, GOUND COVER)
In Composite climate, abundance of water can cause problems such as
promoting the growth of bacteria and fungi which could be very harmful
to plants.
Plants grow rapidly and quickly use up any organic material left from
decomposing plants and animals.
However, the plants at the top of the rainforest in the canopy, must be
able to survive 12 hours of intense sunlight every day of the year.
Following are the trees and plants that can grow in Composite climate:
i. BAUHINIA VARIEGATA (Orchid Tree)
• Semi-deciduous tree
• Height – 15m
• Flowering season – Feb to April
ii. SARACA ASOCA (Sita Ashoka Tree)
• Small evergreen tree
• Height – 15m
• Flowering season – Feb to April

iii. FICUS RELIGIOSA (Peepal Tree)

• Deciduous or evergreen tree
• Height – 30m
• Flowering season – Feb

iv. TECOMELLA UNDULATA (Roheda Tree)

• Nearly evergreen tree
• Height – 15m
• Flowering season – April to August
v. CALOTROPIS GIGANTEA (Crown Flower)
• Large Shrub
• Height – 4m
• Oval, light green leaves and milky stem.

vi. ACHYRANTHES ASPERA (Devil’s Horsewhip)

• Perennial Plant
• Height – 2m
10. CLIMATIC CONSIDERATIONS
10.1. CLIMATIC ZONES
For the purpose of design of buildings, the country may be divided into
the major climatic zones:

3.2.2 Each climate zone does not have same climate for the whole year;
it has a particular season for more than 6 months and may experience
other seasons for the remaining period. A climatic zone that does not
have any season for more than 6 months may be called as Composite
Zone.
For the point of view of lighting and natural ventilation, the following
climatic factors influence the optimum orientation of the building:
a) Solar radiation and temperature
b) Relative humidity, and
c) Prevailing winds.

10.2. CLIMATIC STUDY IN RELATION TO BUILDIING ORIENTATION

Delhi region lies Composite climate zone. Following things should be
followed while designing a building in Composite climate.
10.2.1 BUILDING DESIGN
1) Orientation: NE – SW. This helps in receiving less radiation
which results in lesser heat gains and reduced the overall air-
 conditioning requirement and hence save energy. Proper
orientation also helps in receiving natural light and
ventilation.

2) Building Height: Minimum height above ground level to limit

exposure to external condition. Recessed windows to reduce
external solar heat gains.

3) Water Body: Fountain to flow extensive surfaces to maximize

evaporation. Water evaporation has a cooling effect in the
surrounding.
10.2.2 BUILDING ENVELOPE
1) Walls: Insulation helps to retain cool in summer and heat in
winter, and acts as sound proof. This can create a major
impact on indoor thermal comfort of the building

2) Windows: Singles glazed unit helps in integrating optimum

daylight. Recessed windows and optimum Window Wall
 Ratio which is less than ECBC standard (40%) helps in
reducing external solar heat gain.

3) Roof: The glazed tile reflects heat off the surface because of
the high solar reflectivity and infrared emittance which
prevents heat gain and thus helps in reducing the cooling
load from the building envelope.

10.2.3 BUILING LIGHTING

1) Day Light integration: Window area should be 14% of the
external wall area, small peep windows at seating height
and large windows at ceiling level.
2) Lighting System: 9% of the total connected load for the
building. Luminaries used – down lighter recessed type
CFLs, electronic ballasts used mostly. The percentage of the
lighting load to the total load shows that there is very % of
artificial lighting used in the building. The electronic ballasts
save approx. 20-30% in energy consumption over standard
ballasts.
11. ENVIRONMENTAL ASPECTS
11.1 ENVIRONMENTAL CLEARANCES
Environmental clearance is the procedure to get clearance from the
government for the ‘installation’ and ‘modification’ of certain projects.
Environmental clearance is mandatory for the projects which can cause
high environmental pollution.
For building plans with a total built-up area between 5,000 sqm and
1,50,000 sqm, environment clearance will be required to be
synchronized with the bye-laws.
11.2 SUSTAINABILITY ANALYSIS
Sustainability analysis work looks at the environmental, life-cycle,
climate, and other impacts of renewable energy technologies.
Low impact designs: use of design strategies; cavity walls, courtyards
etc.

PRESERVE AND PROTECT LANSCAPE:

• To protect the natural features (trees, wate body, top layer of soil,
topography, contours)
• Transplant, either plant 3 new trees for cutting of a mature tree.

ENERGY EFFICIENCY:
• According to ECBC, all electrical fixtures should be BEE-star rated.
• Court (daytime usage building) : min 5% and max 25% energy should
be consumed by on-site/off-site renewable energy or 100% energy
from off-site.
DESIGN FOR UNIVERSAL ACCESSIBILITY: Usable for all age group (old,
physically / mentally handicapped).
WATER MANAGEMENT: Reducing landscape water demand (minimizing
lawn area OR native tree/shrubs).
ACHIEVING INDOOR COMFORT:
• Minimum 25% area should meet daylight factor (ratio of light inside
& outside the structure)
• According to NBC, of sets & chiller should have acoustic insulation for
comfortable noise levels (40 – 50 dB)
11.3 GREEN BUILDINGS
The building should be planned as a Green Building to reduce the overall
impact of the built environment on human health and natural
environment by:
• Efficiency using energy, water and other resources.
• Protecting occupant health and improving employee productivity.
• Reducing waste, pollution and environmental degradation.

11.4 ENERGY EFFICIENCY

Buildings as they are designed, constructed and used have enormous
energy implications. With number of people and institutions rushing
towards urban centers, energy requirements of cities due to buildings to
rise sharply in future.
Looking at the high degree of energy consumption by built environment,
which has been placed at 300 Kwh for every square metre on annual basis,
there appears to be enough options to bring it down to the level of 140
Kwh with proper design. Thus built environment is the sector which
require close scrutiny and monitoring for effecting overall economy in the
levels of energy consumptions
Experience has shown that buildings can be designed to meet the
occupants needs for thermal comfort at reduced level of energy
consumption by adopting an integrated approach to building design. The
integrated approach could include orientation, shape and size of the
building, built form, surface to volume ratio, building efficiency, ratio
between length and depth of the building, using techniques of building
structure, efficient structural design, principles of solar passive
techniques in building design, using energy efficient equipment, control
strategies for lighting, heating, ventilation etc. using solar energy for
meeting the energy needs of buildings, replacing energy intensive
materials with low energy components etc.
Main features of the energy efficient buildings would be essentially
revolve around:
i. Site and Building Orientation
 ii. Internal Layout of Building
iii. Window placement, sizing and shading
iv. Insulation
v. Ventilation
vi. Courtyard
vii. Landscaping
viii. Building Materials
ix. Use of energy efficient appliances

11.5 GRIHA, LEED RATINGS

11.5.1 GREEN RATING for INTEGRATED HABITAT BUILDING (GRIHA):
i. Reduce energy consumption without sacrificing the human
comfort level.
ii. Evaluates the environmental performance of a building in its
entire life cycle.
iii. Minimizes a building resource consumption, waste generation and
overall ecological impact.

POINTS SCORED RATING

50 - 60 1 STAR
61 - 70 2 STAR
71 – 80 3 STAR
80 – 90 4 STAR
91 - 100 5 STAR

11.5.2 LEADERSHIP in ENRGY and ENVIRONMENTAL DESIGN (LEED):

i. LEED (leadership in energy and environmental design) is the most
widely used green building rating system in the world.
ii. LEED is for all building types and all building phases including new
construction, interior fit outs, operations and maintenance and
core and shell.
12. URBAN SPACES AND FENESTRATIONS
12.1 HARDSCAPE AND LANDSCAPING
It is important to ensure that landscaping complements the spatial design
and enhances the visual appeal of the terminal. Outdoor and indoor
passenger areas should be smoothly hardscaped, to facilitate easy
connection between site’s periphery and the terminal. The paving’s
surface quality should ensure durability as well as resistance against wear,
walking comfort and usability by wheelchairs, prams and baggage trolleys.
12.2 PUBLIC ART
Visual space perception (mental copying of objects and events of the
outer world) helps people recognize spaces within a particular
environment, such as a bus terminal complex. It increases the
imageability, cultural identity, and social attractiveness of enclosed
spaces. As such, public art installations and other aesthetic elements in
the complex are likely to contribute to its visual appeal and overall
attractiveness, and must be integrated into the terminal building’s
development. Contemporarily, ‘public art’ has also come to include
various other elements like urban furniture, lighting, multimedia, graffiti
and commercial art. Public art is by the people, and for the people, and as
such should also be sourced from them. Therefore, it is important to
allocate planned spaces for such installations, and make appropriate
funding available for integration of the same.

12.3 BUILDING ENVELOPE

Building occurs in all buildings with varying extent. Unintentional gaps or
outdoor openings in the building envelope can cause undesired air
currents. These can have a negative effects on the energy demand,
thermal comfort, moisture convection and air quality.
Increased energy due to infiltration can be a result of air entering the
insulation and reduces the thermal comfort.
Air currents directly in to the building increase the amount of uncooled or
unheated outdoor air which must be compensated by the technical
systems in order to maintain the temperature set points in the building.
 Infiltration can cause cold surface and draught which decreases the
thermal comfort for the occupants.
Unfiltered air can carry odour’s and particles which gives poorer air
quality. Lastly, a high infiltration rate can reduce the function of the
ventilation systems.

12.4 TYPES OF ENTRANCE DOORS

1) Swinging Doors: are besides high air tightness during closed state,
that they have a flexible operation and a high base security.
2) Sliding Doors: is that they high accessibility. Sliding doors also have
a high capacity of the amount of people passing through the
entrance which make them suitable for terminal buildings
3) Revolving Doors: is an entrance solution which can be preferred for
both small and large volumes of people. The design of the wings
can performed in various ways which makes it suitable for different
buildings.

13. INFERENCE
Thus the following thesis on ISBT will comprise of design keeping in mind the
mandatory architectural requirements, i.e., barrier free environment, fire
fighting, rainwater harvesting , energy efficient and sustainability, proper
orientation and user friendly.

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