1.

Abstract
A well-designed and efficiently operated land port is an essential component for a country's economic
growth and international trade. This thesis proposes the design of an international land port at
Banglabandha, Bangladesh. The proposed land port aims to address the growing demand for efficient
cross-border trade by improving transportation, logistics, and processing facilities.
The design will focus on creating an integrated and sustainable approach that considers the social,
economic, and environmental impacts of the development. The land port design will integrate modern
technology, security, and information systems to enhance the border crossing experience for travelers and
cargo handlers.
The project will also explore the potential for energy-efficient and sustainable practices such as rainwater
harvesting, solar power generation, and waste management. Furthermore, the design will incorporate
green spaces, pedestrian-friendly streetscapes, and public amenities that prioritize the safety and comfort
of users.
The proposed design will require a detailed analysis of the site's context, topography, transportation
networks, and the needs of stakeholders, including traders, government officials, and the local
community. The project will emphasize a participatory approach that involves engaging stakeholders
throughout the design process.
The outcome of this thesis will be a comprehensive design proposal that prioritizes efficiency,
sustainability, and social equity while promoting economic growth. The proposed design can serve as a
model for future international land port development, supporting the country's economic development and
strengthening its global trade network.

2. Keywords
Land port, International trade, Customs clearance, Transportation hub, Sustainable design, transnational
infrastructure, Intermodal connectivity, Passenger and freight traffic flow
3. Background
The proposed design thesis focuses on the development of an international land port at Banglabandha in
Bangladesh. The project aims to create a gateway for cross-border trade and commerce, connecting the
three neighboring countries of Nepal, Bhutan, and China. The region has significant economic potential,
and the development of a modern land port can provide a boost to the local economy.
The design thesis intends to address the challenges of the existing land port infrastructure, which lacks
modern facilities and efficient operations. The proposed design solution aims to create a sustainable and
technologically advanced infrastructure that can handle a significant volume of
Cargo traffic and passenger movements. The design would incorporate principles of urban planning,
environmental design, and landscape architecture to create an efficient and user-friendly land port facility.
The site for the proposed land port is strategically located at the northernmost tip of Bangladesh, adjacent
to the Indian border. The location offers a unique opportunity to create a transnational hub for trade and
commerce, connecting the neighboring countries of Nepal, Bhutan, and China. The design would
incorporate elements of cultural identity and regional aesthetics to create a sense of place and community.
The project would include various facilities such as cargo handling terminals, warehouses, customs and
immigration facilities, administrative buildings, hotels, and restaurants. The proposed design solution
 would also incorporate sustainable practices such as rainwater harvesting, solar energy, and waste
management.
In conclusion, the proposed design thesis aims to address the challenges of the existing land port
infrastructure and create a sustainable and technologically advanced facility. The development of an
international land port at Banglabandha can provide significant economic benefits to the region and create
a gateway for cross-border trade and commerce, connecting the neighboring countries of Nepal, Bhutan,
and China.

4. Problem statement
The problem statement for the proposed design thesis of the Banglabandha land port can be outlined as
follows:
Bangladesh is a country with a rapidly growing economy, fueled by trade and commerce. The country is
strategically located between two giants - India and China - and has trade agreements with neighboring
countries such as Nepal and Bhutan. This creates an opportunity for Bangladesh to become a key player
in the regional trade network. To facilitate this growth, the government of Bangladesh has proposed the
development of the Banglabandha land port.
The proposed Banglabandha land port will serve as a gateway for the transportation of goods and people
between Bangladesh and its neighboring countries. It is intended to be an international standard land port,
equipped with modern facilities and infrastructure. However, the current infrastructure and facilities at
Banglabandha are inadequate and require significant upgrades to meet international standards.
The existing facilities at Banglabandha land port are limited and outdated, which creates significant
bottlenecks in the transportation of goods and people. The port lacks proper facilities for loading and
unloading cargo, which increases the time required for transportation and reduces efficiency. The current
road network leading to the land port is also in poor condition, which creates challenges for
transportation.
Additionally, the current facilities at the port do not meet the requirements for customs clearance, which
creates delays and adds to the time and cost of transportation. The lack of proper security measures also
raises concerns about the safety of goods and people transiting through the port.
Therefore, there is a critical need to develop a design proposal that will address these issues and create a
modern, efficient, and safe land port at Banglabandha. This design proposal should
Consider the requirements for international standards of land ports and incorporate sustainable design
principles.
Furthermore, as the proposed land port is intended to serve as a gateway for the transportation of goods
and people between Bangladesh and its neighboring countries, the design should consider the cultural,
social, and economic factors of these countries. The port should be designed to facilitate the efficient and
safe transportation of goods and people, while also promoting regional economic integration and cultural
exchange.
In conclusion, the problem statement for the proposed design thesis is to develop a design proposal for the
Banglabandha land port that addresses the existing infrastructure and facility issues, meets the
requirements for international standards of land ports, incorporates sustainable design principles, and
considers the cultural, social, and economic factors of Bangladesh's neighboring countries.

5. Research question
 "How can the design of the Banglabandha Land Port be optimized to enhance cross-border trade, promote
regional connectivity, and ensure sustainable development?"
6. Aim and objectives
The aim of the thesis is to design a sustainable and efficient international land port facility at
Banglabandha to enhance the connectivity and trade between Bangladesh, Nepal, Bhutan, China, and to
facilitate the cross-border movement of goods and people. The objectives of the thesis are:
1. Optimize spatial organization to improve efficiency and reduce congestion in the movement of goods and
people within the land port.
2. Create an iconic architectural identity that represents the land port's significance as an international
gateway for trade and commerce.
3. Design functional and inviting public spaces that provide comfort, amenities, and a sense of place for
passengers and visitors.
4. Incorporate cultural elements to celebrate the diversity of Bangladesh and its neighboring countries,
fostering cultural exchange within the land port.
5. Integrate sustainable design principles, advanced technologies, and green spaces to enhance the
environmental performance and aesthetic appeal of the land port.

7. Research methodology (300-500 words):

1. Procedure and Aspects of Site Analysis
The procedure and aspects of site analysis for your design thesis can involve the following steps:
Site Selection: Identify potential sites for the land port within the Banglabandha area, considering factors
such as proximity to transportation networks, cross-border connectivity, land availability, and
environmental suitability.
Physical Analysis: Conduct a detailed analysis of the site's physical characteristics, including
topography, soil conditions, water resources, vegetation, and climate. This analysis will help inform
design decisions related to site planning, drainage, landscaping, and sustainable infrastructure.
Contextual Analysis: Examine the site's contextual factors, including its relationship to surrounding
urban areas, transportation networks, neighboring countries, and cultural landmarks. Consider how these
factors influence the design and function of the land port and its integration into the regional context.
Accessibility and Connectivity: Assess the site's accessibility and connectivity to major transportation
routes, highways, railways, and airports. Analyze existing and potential transportation links to
neighboring countries to understand the site's potential as a cross-border trade and passenger hub.
Socio-Economic Analysis: Conduct a socio-economic analysis to understand the demographic profile,
economic activities, and trade patterns in the surrounding area. This analysis will help identify the needs
and demands of potential users and inform design decisions related to facilities, services, and
infrastructure within the land port.
Environmental Impact Assessment: Evaluate the potential environmental impacts of the land port,
including noise, air pollution, water pollution, waste management, and energy consumption. Consider
strategies for mitigating these impacts and promoting sustainability in the design and operation of the land
port.
 Stakeholder Engagement: Engage with relevant stakeholders, including local communities, government
authorities, transportation agencies, trade organizations, and environmental groups. Gather their insights,
concerns, and aspirations regarding the land port, and incorporate their input into the design process.
Data Collection Methods: Determine the appropriate methods for collecting data, such as surveys,
interviews, observations, and site visits. These methods can be used to gather information on user
preferences, trade flows, transportation patterns, infrastructure requirements, and cultural aspects.
Data Analysis: Analyze the collected data using appropriate quantitative and qualitative techniques.
Interpret the findings to gain insights into the site's strengths, weaknesses, opportunities, and challenges,
which will inform design decisions and strategies.
Documentation and Visualization: Document the site analysis process, findings, and visual
representations (e.g., maps, diagrams, charts) to effectively communicate the site's characteristics and
inform the subsequent design phases.
By following this procedure and considering these aspects during the site analysis, you will gather
comprehensive information about the land port's site and context, enabling you to make informed design
decisions and create a well-integrated and sustainable design solution.
1.1. Themes and Sub-themes of Literature Review
The literature review for this thesis will examine several key themes related to international land ports,
including urban design, transportation planning, logistics and supply chain management, and
sustainability. Within each theme, sub-themes will be explored to provide a deeper understanding of the
issues and challenges involved in designing and managing an international land port.
1) Land Port

 Definition Of Land Port

 Land Port Planning Basic

 Design Requirement For Border Passenger Terminal

 Strategies For Smooth Functional Orientation

2) Port Efficiency

 Existing Port Efficiency Of Bangladesh-India Border

 Port Efficiency Factors

3) Sustainable Port City

 Sustainable Approach Of Urban Design

 Sustainable City Framework

 Effective Port City Framework

 Sustainable Port City Framework

4) Objectives Through Sustainable Port City Frame Work
1.2. Categories and Aspects of Precedent Study
The precedent study for this thesis will focus on several categories of successful international land ports,
including those with a strong emphasis on sustainable design, those with innovative transportation
planning strategies, and those with a well-coordinated logistics and supply chain management system.
Within each category, key aspects of successful precedent studies will be identified and analyzed.
1.3. Methods of Data Collection
The data collection for this thesis will involve both social and built environmental data. Social data will
be collected through interviews with key stakeholders, surveys of local residents and businesses, and
analysis of government policy documents. Built environmental data will be collected through site visits,
photographic documentation, and analysis of architectural drawings and plans. Case studies of successful
international land ports will also be conducted and analyzed using established criteria to inform the design
process.
Types of Data to Collect
Trade Data: Gather data on the volume and nature of cross-border trade between Bangladesh, India,
Nepal, and Bhutan. This includes information on imports, exports, commodities traded, and trade
patterns. Such data can be obtained from government trade agencies, customs records, and trade statistics
databases.
Passenger Data: Collect data on cross-border passenger movements, including the number of travelers,
travel purposes, and demographics. This data can provide insights into the demand for passenger facilities
and services at the land port.
Infrastructure Data: Obtain information on existing transportation infrastructure, including roads,
railways, airports, and seaports. This data will help you understand the transportation network and its
connectivity to the land port site.
Site-specific Data: Conduct surveys or site investigations to collect data specific to the proposed land
port site. This may include topographic surveys, soil composition studies, hydrological data, and site-
specific constraints or opportunities.
Economic Data: Gather economic indicators and data on the economic impact of cross-border trade and
connectivity. This can include GDP growth rates, employment statistics, investment patterns, and regional
economic development plans.
Regulatory and Policy Data: Collect information on the regulatory frameworks, policies, and
agreements that govern cross-border trade and transportation in the region. This includes customs
regulations, border control procedures, transportation policies, and regional cooperation agreements.
Cultural and Socioeconomic Data: Collect data on the cultural, social, and socioeconomic aspects of the
region. This may include information on local communities, cultural heritage, traditions, tourism
potential, and social dynamics.
Environmental Data: Gather data related to the environmental aspects of the site, including climate
conditions, biodiversity, natural resources, and environmental sensitivities. This data will help in
integrating sustainable design principles and addressing environmental considerations.
Method of Social Data Collection
 When collecting social data for my design thesis, you can employ various methods to gather insights into
the social aspects related to my land port project. Here are some common methods of social data
collection:
 Surveys
 Interviews
 Focus Groups
 Observations
 Participatory Approaches
 Document Analysis
 Ethnographic Studies
 Method of Built environmental data collection
Method of built environmental Data Collection

 Site Surveys
 Architectural Drawings:
 Photographic Documentation
 GIS Data
 Technical Drawings and Specifications
 Building Performance Data
 Building Codes and Regulations
 Case Studies
 Expert Consultation
Method and criteria of case study (if any)
 Import Based (Benapole Land Port)
 Export Based (Sheola Land Port)

Benapole Land Port

Benapole Land Port (BLP) is the largest among all land ports in Bangladesh. It handles more than 80% of
cross border trade with India. About 90% of the imported Indian goods enter Bangladesh through BPL. It
handles around 1.4 million tons of goods a year which brings about Tk 15 billion (USD 223.5 million) in
revenue for the government annually. The growth and development of the port over the years appears to
have been undertaken without an appropriate master plan incorporating the growth projection of goods,
the increase in traffic and demand on the road network, the efficiency requirements to keep up with port
user needs and security of the goods and port.
Benapole land port master plan (Source: BLPA)
 The major infrastructure of BLP comprises of the following:

 Total no. of sheds: 40 (Capacity of 37,500.25 ton3).

 Total no. of open yard: 5

 Import vehicle yard: 1 (Capacity for 556 vehicles).

 Indian Truck Terminal (ITT): 1 (Capacity for 600 trucks).

 Transshipment yard: 1 (Capacity for 300 trucks).

The port facilities of BLP is dispersed and separated by roads and rail track. The total area is about 60
acres. The main goods storage and handling areas is shown below:

Area Approximate area (Acres)

BLP shed and warehouse complex 22.867
Hazardous godown 2.828
Indian truck terminal 11.460
Import vehicle yard 5.289
Transshipment terminal 5.259
Total area 47.525
: Main goods storage and handling area in Beanpole Land PortSource: Bangladesh Land Port Authority

Warehouses and shed complex

The BLP shed and warehouse complex, covering an area of 22.87 acres, is the main area of goods
activities. 36 off a total of 40 sheds/warehouses and the 5 open storage yards are located within this area.
These sheds, with an area of about 8,000 ft2 each, has a capacity of about 400 ton3. The sheds were not
designed for forklift operations. Most are old with poor lighting and signs showing lack of maintenance.
Feedback from stakeholders is that during the rainy season, there is leakage of water from the roof and
seepage through the doors of the sheds due to poor drainage.
The handling process in and out of the sheds is manual. The composition of the labor force working in the
port shows a substantial percentage (77%) of manual laborers. The import goods for BLP are received,
stored in the sheds and warehouses or in the open yard, pending delivery of the goods. About 75% goods
are manually handled and 25% by the equipment.
The overall layout arrangements of the sheds and open yard shows lack of consideration for the
following:

 Vehicle traffic circulation for goods vehicles

 Waiting area for goods vehicles

 Port equipment working area
 exacerbate until efficiency improvements in the handling process, planning and execution is made.

Congestion within Benapole Land PortSource: GMAPS Consortium

Export-import process:

Entry of Indian vehicle for delivery of import goods

Exit of Indian vehicle after delivery of import goods
Entry of Bangladeshi vehicle for receiving of import goods

Exit of Bangladeshi vehicle after receiving of import goods

Sheola Land Port, Sylhet
Geographical Position
Bangladesh side: Sutarkandi, Karimganj, Assam Indian side: Sutarkandi, Karimganj, Assam General
Information

Operator: Bangladesh Land Port Authority

Date of declaration: 30/06/2015

Land area: Acquisition of land is under process

Date of operation: Yet to start

Infrastructure: No infrastructure. Steps will be taken to develop infrastructure after completing all
necessary formalities with regard to land acquisition.

Status

Current status: Presently the imports and exports are done through Land Customs Station.

Master plan of sheola land port , Sylhet

Import process of sheola land port
Admin cum passenger station

Warehouse
Preliminary site analysis
As part of the initial stage of the design thesis process, a comprehensive site analysis was conducted to
identify the key physical and environmental features of the Banglabandha land port and its surrounding
area. The site analysis was carried out through a thorough observation of the site, a review of the site's
historical and contextual background, and an analysis of the site's surrounding environment.
The site's physical features, including the topography, vegetation, water bodies, and existing
Infrastructure, were studied to better understand the site's potential and limitations. The analysis
Also included a review of the site's connectivity to major roads, highways, and transportation hubs to
identify the land port's role as a key transportation node.
The environmental analysis focused on identifying any potential environmental risks and impacts that
may arise from the land port's operations. This analysis considered factors such as air quality, water
quality, waste management, and energy consumption to develop a comprehensive understanding of the
land port's environmental impact.
The historical and contextual analysis reviewed the site's cultural, social, and economic history to better
understand its significance and relevance to the surrounding community. This analysis included a review
of the land port's past and current operations, its economic importance, and its cultural significance.
The site analysis identified several key themes and sub-themes, including transportation and logistics,
urbanization and development, sustainability, and cultural heritage. These themes were further explored
through a comprehensive review of relevant literature and precedents studies. The case study approach
was utilized to gain a comprehensive understanding of similar international land ports. The criteria for
caseselection included land ports with similar scales and functions to Banglabandha land

Site connectivity though route(distance from Among the active LCSs in the country,
site to the borders) Banglabandha is the most important one,
because of its geographical location
port, as well as those that have successfully integrated sustainable and innovative design features into
their operations.
Overall, the site analysis was critical in identifying the opportunities and constraints of the
Banglabandha land port site and will inform the development of the design thesis moving forward.

India Bangladesh
Bangladesh and India Connecting with Asian Highway
 10. Preliminary literature Review

10.1 Land Port

10.1.1 Definition Of Land Port

Land Port, also called the land of entry. In general, a port of entry (POE) is a place where one may
lawfully enter a country. It typically has a staff of people who check passports and visas and inspect
luggage to assure that contraband is not imported (GSA, 2017).
Any place where a person and merchandise are allowed to pass, by water or land, into and out of a
country and where customs officers are stationed to inspect or appraise imported goods.
A land port of entry, also known as a border station. is the facility that provides controlled entry into or
departure from one nation to another nation for persons and material. It houses the country's customs and
border protection. and other inspection agencies responsible for the enforcement of federal laws about
such activities. The land port of entry consists of the land, the buildings, and the onsite roadways and
parking lots that the port of entry occupies. The facility serves as a point of contact for travelers entering
or leaving the country for enforcement: prevention of illegal aliens from entering the country, the
examination of export documents, registration of valuable articles being temporarily taken out of the
country, and commercial transactions (WBDG, 2017).
The land port has varying needs and requirements based on its location. For example, one land port of
entry could be on a major shipping route and, therefore process a high volume of commercial traffic and
yet have virtually no pedestrian traffic. On the other hand, another land port of entry can process as many
as 1000 pedestrians each day. Beyond these obvious programmatic differences, the perceived threat at a
land port (e.g. terrorist and other illegal entry drug smuggling tax fraud, etc.) will have a significant
impact on individual land port entry design.
Land ports are large, complex, and generally highly profitable industrial enterprises. They are part of a
nation’s essential transportation infrastructure, which besides providing thousands of jobs at the land port
itself, supports a much wider area in economic terms. It has been estimated that for every job at the land
port a further one is created in the region.As large industrial complexes land port consists primarily of:

 Export and import areas

 Control buildings

 Passenger’s terminals and carparks

10.1.2 Land Port Planning Basic:

Types of spaces: A land port of entry consists of a number of space types accommodating the functional
needs of the federal inspection agencies that maintain staff on site including (GSA, 2017):
Fig. 2.1: Customs queue
Fig. 2.2: Scanner
 Customs and border protection
A branch of the Department of Homeland Security within the Border and Transportation Directorate of
the Department of Home land Security .CBP facilitates legitimate trade and travel while utilizing all of
the resources at its disposal to protect and defend the own country from those who would do the
harmful activity. Generally, CBP conducts the primary inspection of goods and people seeking entry into
a foreign country Depending on the need, either CBP,VS or FDA may conduct a secondary inspection.
CBP processes the majority of the vehicular and pedestrian traffic at the station. Agricultural
Quarantine and Inspection (AQI). a program now within CBP, conducts inspections to control theimport
of plant and animal-based agricultural products into the country. at Land Ports of Entry. The BGB. Border
Patrol is part of CBP but does not participate in inspections.
Veterinary Services (VS)
Veterinary Services (VS)-VS conducts an inspection of livestock imported into the country and may be
present at Land Ports of Entry.
Food and Drug Administration (FDA)
FDA conducts inspections to control the import of foods, drugs, cosmetics, medical devices, biological
products, animal feeds and drugs, and radiation-emitting instruments.
Fish and Wildlife Service (F&WS)
FWS regulates the importation of birds protected by the Convention on International Trade in Endangered
Species (CITES) and the \Nlld Bird Conservation Act of 1992 (WBCA).
Generally, CBP, VS, and FDA conduct the primary and secondary inspections of goods and people
seeking entry into the US. CBP processes the majority 01 the vehicular and pedestrian traffic at the
station.
The US. Land Port of Entry Design Guide (For Official Use Only) details the types of spaces found
record of ports of entry. These include:

 Pedestrian/Bus Passenger Queuing, Processing, and Inspection Areas

 Commercial and Non-Commercial Vehicle Queuing, Processing. And Inspection

 Areas: including areas for animal and agriculture inspection and quarantine. Counter/Work Areas

 Offices

 Laboratory(Dry)

 Laboratory(Wet)

 Holding Cell/Detention Areas: for holding detained travelers. Private Toilets

 Automated Data Processing Center(Mainframe)

 Automated Data Processing Center (High PC)

 General Storage Areas

 Outside Parking Areas (Surface): referral, visitor, staff, and service parking areas should be separated.
 Fitness Center

 Dog Kennels: dogs are used to search vehicles and cargo.

 Impoundment Areas: for seized vehicles and other large items. Light Industrial Areas

 Warehouse

 Residences: federally-owned. Permanent structures where the inspectors live or for the overnight stay of
inspectors.
Important Design Considerations
With an appreciation of the fundamental differences between large and small ports of entry and facilities.
Typical features of Land Ports of Entry include the list of applicable design objectives elements as
outlined below. For a complete list and definitions of the design objectives within the context of whole
building design (GSA, 2017).
Aesthetics
A Land Port of Entry should be:

 Welcoming, but formal

 Compatible with regional and local styles

 Integrated with GSA's Art-in-Architecture program

 Sensitive to existing historic structures

 Respectful of the local landscape and climate considerations

Functional/Operational
Be Planned, Designed, and Constructed with Scheduling and Phasing in Mind

 Ensure continuity of operations.

 Accommodate long-term development and growth.

 Anticipate time required to procure and install regionally uncommon materials and equipment.
Provide Clear Circulation Patterns

 Offer simple. direct movement of traffic and staff

 Locate service counters so that staff members are visible to the public

 Consider the visual impact of the approach sequence

 Incorporate integrated signage

Accommodate Inspection of Four Basic Traffic Types

 Pedestrians, typically land ports of entry

 Non-commercial vehicles, defined as traffic "not carrying materials for resale or use in manufacturing"

 Commercial vehicles, defined as traffic "carrying goods and cargo for resale or use in manufacturing"

 Buses, normally bus passengers disembark for inspection, then the bus is inspected before the passenger’s
board again
 Productive
Accommodate Technology and Change

 Provide infrastructure necessary for current and future technology to be deployed at the port for
inspection and security purposes. Provide flexible architecture and planning that accommodate changes in
function and capacity.
Afford Environmental and Workplace Quality

 Avoid harsh lighting contrasts to encourage site surveillance

 Consider acoustical problems associated with loud exhausts and canopies

Secure/Safe
Promote Security, Control. and Safety

 Incorporate the necessary passive and active security features necessary to protect the occupants and
assets housed at the port. The security tenure should not create a "fortress," but rather Impart confidence
and respect by welcoming travelers entering the US.

 Minimize uncontrolled are as between the International border and the pointof primary inspection.

 Provide visual backup with inspection activities positioned so that other staff can observe inspectors who
may encounter problems.
Sustainability
Be Energy Efficient and Environmentally Responsive

 Meet emerging energy performance standards. Because stations normally operate on a 24hour basis, the
energy usage will be greater than a typical office facility. However, for this reason, increased Investments
in energy conservation are likely to be justified.

 Mitigate exhaust fumes, particulate pollution. and heat from vehicles idling at booths and canopies.

 Maximize daylighting and natural ventilation.

 Minimize water consumption.

10.1.3 Design Requirement For Border Passenger Terminal

Size
The overall size of a terminal should determine by the peak-load need up to the future time when
continued growth and obsolescence make enlarging, remodeling, or rebuilding
 necessary. Hence, as a rough scale, the size will have to be gauged by a twenty year expected traffic
growth unless plans for future enlargement were made part of the original program The peak hour load
will temporarily the traffic channel space requirements both for passenger and for buses. Peak Load is
computed on the basis of the number of full transports, which arrives and departs during the busiest hours.
Public areas
Entrance & exit

 They should be well-defined, well position.

 The street entrance should be a 2 to 6 door wide.

 The entrance should be centrally located, from then the elements of terminal radiate.
Ticket counter

 Should be near the entrance point that the passenger does not need to walk along the way.

 Need sufficient space for 'queue' in front of the counter.

 Should have easy access to the street 8. bus dock as well as to restroom and the baggage room.

 A digital display board showing the service rate, fare, status, is quite essential.
Waiting areas

 Sufficient space required to accommodating at least 113th of peak hour arrival and departure for waiting
areas.

 Should have easy access to the street. Bus dock as well as to restroom and the baggage room.

 The entrance will have to have plenty of doors open by electric control.

 Should be well ventilated, even air-conditioned.

 A lounge with an information booth, telephone & food courts , etc.

 The announcement in the waiting area should be heard through modeled loudspeakers placed at frequent
intervals.
Control areas

 The control areas of a terminal are devoted to information & routine of passages.

 There should also place for schedule price information.

 Ticket buyer should be screened at an initial point before they get to the ticket so that, they can proceed
quickly.

 Ticket selling counter for every 25-36 waiting person at the waiting area.

 The departure expedited by routing the passengers for a given trip through a single door.
Office area
 Should provide different access different department should have a different entry but well-connected.

 It is not required to relate to the waiting space or ticket office but connected
  Public address system is used to announce the arrival & departure time of transport.

 Office area will include terminal office, rental office, bank ,post office ,and association of bus owners,
etc.
Retiring & baggage room
Area of baggage room should be 10% of total building or 50 sqft. for each bus loading dock. It should be
accessible from both waiting & concourse.
Driver's quarter
Sleeping quarters are usually provided at the local bus garage, not in the terminal. Usually limited to a
lounge and toilet facilities in the basement or on second Space needed for reading table, lounging chair,
shelves for toolkits, etc.
Miscellaneous facilities

 Restaurant: ranging from 15% to 25% of the building area.

 Barbershop.

 Telephone booth.

 Drugstore

 Saloon,

 Beauty parlor

 Prayer room

 Security room

 Electrical substation

 Travel bureau is important in the terminal. It should be on or near the street, adjacent to the waiting room.
Optional facilities

 A modern bus terminal will consist of some optional facilities; such as rental office, shopping mall ,and
residential hotel ,etc .depending upon the demand of the site and its cost-benefit factor.

 It will be a smart decision to provides one beneficiary service facilities, which will give the extra
economic support to the feasibility of this terminal.

10.1.4 Strategies For Smooth Functional Orientation

Beyond said that a terminal should incorporate all facility to import the comfort of the passenger; the
station should look easy to get into and get out. The functional distribution should be as simple as
possible and there should be the minimum application of signs and alphabetical indications. In
appearance, the terminal should be positive. It should have a look landmark of the future city. The board
 planning objectives of the terminals should be as follows (Airport Standard Manual, 2005).

 Separation of motorized and pedestrian traffic and create a smooth and different traffic flow for both fast
and slow vehicles and pedestrian.
  Proper facilities of entrance drop of perking of rentable vehicles. Usually, this features most of the
problems of traffic flow.

 Ample provision of seating covered drop off & peaking.

 Non-conflicting nature of the public and private parts of the terminal building, yet some kind integration
of two.

 Separation of the terminal section from the shopping section.

10.2 Port Efficiency

The globalization of the world economy has brought about a tremendous increase in the exchange of
goods across the world. The world trade also accelerated as the cost of shipping has dwindled due to the
introduction of the economy of scale and the development oftechnology in shipping. To cope with the
ever-growing world trade, ports of every country will no doubt continue to play a critical and
indispensable role
Productivity in any system is the output in relation to input and is a measure of efficiency in the
utilization of resources. In turn, efficiency is one of the three basic output dimensions of the
organizational performance i.e.
Performance = effectiveness, efficiency and participant satisfaction (Meletiou, p.48)
Effectiveness is concerned with the accomplishment of explicit or implicit goals, whereas efficiency
refers to the ratio of output to input or benefit to cost. In the case of the port ratio of time, cost,
capacity, etc. constitute the overall efficiency. This efficiency has a considerable impact on the national
economy. According to France (2002, p.16)
This impact takes place on at least four major elements. They are:

 The efficiency is the main factor of the competition between ports if any.

 The efficiency has effects on the export trade competition.

 The efficiency has effects on the price of imported goods.

 The port may have an impact on the balance of payment.

So it's clear that maintain the efficiency of the port is very much important to design a port.

10.2.1 Existing Port Efficiency Of Bangladesh-India Border

Mainly there are tow types of land port in Bangladesh .One is import based port such as Benapole,
Bhomra, Meherpur land port and another is export based land port such as Sheola, Burimari, Tamabil
land port etc.
Benapole Land Port: (Import Based Land Port)
Among the 23 ports in Bangladesh-India border, Benapole Land Port (BLP) is the largest among all land
ports in Bangladesh. It handles more than 80% of cross border trade with India. About 90% of the
imported Indian goods enter Bangladesh through BPL. Million tons of goods a year which brings about
Tk 15 billion (USD 223.5 million) in revenue for the government annually. The land port reportedly
registered an increase of 15%- 20%import goods yearly. While this remains a significant revenue
generator for the government, improvements to the port facilities and infrastructure in the locality are
required to improve the efficiency of the port and transportation of goods through the
But the port facilities remain under-developed because of insufficient storage areas, multiple entries
points to port are posing security risks, congestion, lack of a traffic circulation plan for trucks within the
port area and haphazard planning of warehouses. Therefore, there is an urgent need to review the current
port and supporting facilities to meet the projected growth of goods (import and export) and to improve
the efficiency of port activities, internal circulation, and transportation (ADB, 2011).
On the contrary, in the future, there is a possibility that Jessore road would play a key role in the proposed
Asian Highway. The highway will connect Bangladesh with some of the countries that have the highest
strategic importance for Bangladesh. The national importance of this road will be getting higher.
However, it is predicted that this road network will open up a new door of regional connectivity for
Bangladesh, which will be of a great opportunity for its economic growth. So, there is also a chance of
getting better international exposure. There is no doubt that this present road network will not be able
to deal with this increase in traffic (UDD, 2017)
Import process:
Goods which are coming from India to Bangladesh through Benapole are carried out by Indian registered
trucks. At the point of border crossing, the customs offices manually keep the record of the import
documents and later forward to the customs house for the assessment of import duties. Then the Indian
trucks have to enter the Indian truck terminal (ITT) before entering into the BLP sheds and warehouse
complex to off-load import goods. The Indian trucks are weighed upon entry into the ITT and the weight
is recorded on the registered book and cargo manifest. Then the truck proceeds to the assigned location
guided by the shed supervisor. After off- loading, the truck returns to the ITT for weighing. The
difference between the weight of the loaded truck and the empty truck is the weight of the goods. After
the weighing of the empty truck, it returns to India. However, the delivery of goods from BLP is affected
after customs clearance and duty on the imported goods are paid, based on the cost and freight value of
the goods. The payable duty is checked by the customs officers from the Benapole customs house. The
import licenses and certificates are submitted to the customs before releasing the goods.
Export process:
Bangladeshi vehicles loaded with export goods waited into the export truck terminal (ETT) for customs
declaration. Most export goods are not subject to duty. Export documents are collected by the same
customs officers at the border before the goods vehicles cross into India. The transfer of export goods
onto Indian trucks take place at the No man’s land at the border crossing. offices manually, the empty
trucks return to Bangladesh.On the other hand, the Jessore Benapole highway and the rail track also
separates the port activity zone from warehouses which is also another reason for congestion on
Jessore Road in addition to the fact that it also hampers the port activity.
Sheola Land Port: (Export Based Land Port)
Sutarkandi land port (Sheola Land Port) is one of the busiest ports in Bangladesh. It is located at the
border between Konagram of DubagUnion Parisad of Beanibazar Upazila of Sylhet district. The port has
been named after the name of Sutarkandi in the Karimganj area
of Assam, India, beyond the border. Trade with India's Assam state and some parts of the people of both
countries came to this border. Every day many people meet in this spectacular place.
 Coal, stone, onion, garlic, ginger and essential commodities from India are imported to Bangladesh.
Various types of food products, handicrafts such as tat maded products, cane products, fruit-roots, dried
fish, satkara, products of Pran Com. (such as chanachur, biscuits, juice etc.) are exported from
Bangladesh to India . According to Sutarkandi Immigration Point data, about 20 peoples have been
visiting this border every day. The rate increases further in the winter season.
According to the customs officials of the Port, about 10 million revenues per year are collected from the
port. However, if the port's modernity gets a chance, the revenue collection will increase a few times.
There are arrangements for immigration points for the rest of the commute. But that is not enough. Here
is a camp of Customs House and BGB. India's view across the border is very charming.The zoning and
circulation pattern is discussed broadly in chapter 3.3(page37-41).

10.2.2 Port Efficiency Factors

Port efficiency depends on several efficiency factors. Improvement, ADB, 2011)
(Port And Logistics Efficiency

Fig 2.3: Illustration of the factors that cause congestion in land ports.

Functionality Safety & Security

Passenger & Goods Mobility

Minimum Maintain Functional flow

Circulation Adequate Parking space
Defined Adequate Compactness Functional
Circulation storage sequence
Avoid cross
circulation

Fig 2.4: Factors of port efficiency

Source: Port And Logistics Efficiency Improvement, ADB, 2011
10.3 Sustainable Port City

10.3.1 Sustainable Approach Of Urban Design

Sustainable development meets the needs of the present without compromising the future generations to
meet their own needs. A city that is taking an intelligent, long-term collaborative approach to tackling the
economic, social & environmental challenges that arise when more and more people come together in
dense, compact areas, stretching already scarce resource can be called as a sustainable city. UN
organizations, due to their pragmatic approach to solving localized problems, have, however, suggest
workable sustainability frameworks for cities in terms of human, environment and settlement
development. For the purpose and relevance of this chapter, frameworks from UN organizations have
been used. OECD also has its specific suggestions about effective port cities considering its benefits and
drawbacks.

10.3.2 Sustainable City Framework

UN agencies promote sustainability as the most concerning global agenda. They prioritize inclusive
approach to incorporate social, economic and environmental aspects. To be more specific and focused
they work with a different theme in different agencies achieving a similar goal of sustainability.
Fig 2.5: Sustainable city framework
Source: Port And Logistics Efficiency Improvement, ADB, 2011
 UNDP is concerned about sustainable human development. Their guidelines towards this goal are
biodiversity preservation, sustainable use of natural resources, restoration of degraded land, sustainable
land management, energy and efficiency, oceans and marine systems, water resource management.
chemicals and waste management, clean energy and conservation of natural resources.
A sustainable city framework (see fig 2.5) is formed considering all three agencies guidelines, as human,
environment and settlement sustainability can guide to a sustainable city. In that consideration, indicators
for the sustainable city are Biodiversity conservation, Sustainable management of living resources,
Resource efficiency, pollution prevention, Management of chemicals and wastes, Protection of tangible
cultural heritage, Compacturban land use and Inclusive economic growth, that fulfills social,
economic andenvironmental aspects.

10.3.3 Effective Port City Framework

Port-city relationships have evolved. In many places, the port and city have to a certain extent become
disintegrated. Ports have gradually or radically grown out of cities, logistics functions have moved land
inwards, leaving the port-city with less direct economic impacts, but still with various negative impacts,
including on air quality, water, waste. noise, odors and traffic Containerization, globalization and
consolidation of the terminal industry, port concentration and the growth of global cities have intensified
this challenging relationship between ports and cities. The current state of port-city relations is diverse,
but port-cities have one common challenge that is to increase the net positive impacts from their ports.
Thisdiversity of port-city relations is determined by the relative weights of the port in relationto the city,
the spatial constellation of the port in or outside the city center and the development perspective of the
city. The common challenge of many port-cities is what we have labeled the Local-global mismatch.
Many of the economic benefits of ports spill over to other regions, whereas many of the negative impacts
are highly localized (Merk 2013). The various OECD Port-Cities case studies have illustrated this
mismatch quantitatively; e.g. more than 90% of the indirect economic impacts of the ports of Le Havre
and Hamburg are taking place in other regions than the port region itself (Merk et al. 2011; Merk and
Hesse 2012).

10.3.4 Sustainable Port City Framework

Sustainable city framework (see fig 2.5) fulfills social, economic and environmental aspects that can be
applied generally for any cities. In the case of port city sustainability, this framework is not sensitive
enough to address port activity and port-related issues. On the other hand, the effective port city
framework is concerned more about economic aspects and some social aspects concentrating on port-
related issues. Port efficiency framework gives less priority on broader environmental and cultural
aspects. Port city even represent a country through its expression of culture, Cohesion of urban life with
nature and heritage. To incorporate all social, cultural, economic, environmental and port-related issues
of Benapole a sustainable port city framework is developed considering both sustainable city framework
and effective port city framework (see fig 2.6).
 In this framework historical preservation, biodiversity conservation and recreational space promotion are
the indicators that include social, cultural and environmental aspects. These set of indicators focuses
mainly on the city identity. Transit is the backbone of the port cities and so it is related to all other port-
related issues. To achieve fluent transit mitigating traffic congestion and making portland use efficiently
is necessary.

Focusing on fluent transit following indicators are concise, road congestion reduction, the modal shift of
hinterland traffic, compactness in port associated land use, efficient circulation plan in port. These
indicators include economic aspects and port-related issues.

Fig2.6: Sustainable port city framework Source: Port And Logistics Efficiency Improvement,
ADB, 2011

10.4 Objectives Through Sustainable Port City Frame Work

 To create simple and effective loop for both passenger and vehicle .
 To ensure chemical and waste management.

 To reduce the noise pollution and ensure adequate green and soacable space

 To preserve the history and national image

 To create a recreational space and land mark for this region

 To use renewable energy source for backup (such as- photo voltaic roof)
 11.Preliminary precedents study
 United States Land Port Of Entry, Calais, Maine
 Changi International Airport
 Warroad Land Port Of Entry
11.1United States Land Port Of Entry, Calais, Maine
Since 1935, the Ferry Point Land Port of Entry has bridged the bustling downtowns of Calais, Maine, and
Saint Stephen, New Brunswick. Perched at the top of an upside-down-U-shaped stretch of the St. Croix
River, Ferry Point marks the shortest route between the Canadian Maritime Provinces and northeastern
New England. Yet as far back as the 1960s, usage of the 3/4-acre facility had outstripped capacity. By
1997, “It wasn’t uncommon to have four- and five-hour-long waits,” says Tim Donnell, then-supervisor
for the United States Customs Service, now part of U.S. Customs and Border Protection (CBP). Vehicle
inspections sometimes took place along city streets.
Trucks servicing the paper industry counted among the traffic congesting Ferry Point and spilling into
Calais and Saint Stephen, some of them carrying hazardous materials. “The fear was that one of those
trucks was going to have an accident on downtown streets,” Donnell says. Aware of that possibility and
best positioned to understand state and provincial transportation networks, officials of the Maine
Department of Transportation and the New Brunswick Ministry of Transportation launched the effort in
1999 to build a larger land port of entry supporting Ferry Point as well as a second port in nearby
Milltown. All truck traffic would be directed through this new third port.
The respective departments of transportation led the community effort to identify and analyze a new
home for the anticipated facility, holding more than a dozen public stakeholder meetings concerning site
selection through 2003. The group, which fielded valuable input from both the
U.S. General Services Administration (GSA) and CBP, ultimately chose a 53-acre site in southern Calais
—roomy enough to allow any future building and to accommodate faster-paced changes in security
technology.
Upon that selection, GSA, with CBP as its primary tenant, began the process of acquiring the new land
parcel. GSA completed a feasibility study as well as cost estimates and, based on those data, it secured
congressional funding for site acquisition and design development in 2004. Two years later Congress
authorized construction funding for the Calais project.

United States land port of entry, Calais (Source: www.archdaily.com )

Just as the Maine landscape informs the Calais Land Port of Entry’s paved footprint, it influences the
whole design. As Siegel developed the building’s massing, for example, he began figuring how the
landscape could intimately engage it. First, he nestled the building into the earth and proposed a berm
that rises up to conceal the glass passageway as well as the CBP officers traveling through it. In addition
to creating visual continuity with nearby natural hillocks in a manner that enhances security, the
earthwork maintains the illusion of twosmaller, mutually exclusive buildings.
Specific traits of the Maine landscape also helped determine the building’s form, and Sasaki Associates’
landscape studio provided a significant contribution to these aspects of the design. Susannah Ross, a
senior associate at Sasaki and a native of Maine’s Sebago Lake area, directed that studio’s involvement in
the Calais Land Port of Entry. In October 2005 she presented Robert Siegel Architects and Arup with an
overview of several months’ research of University of Maine documents, the Maine Geological Survey,
and other sources, narrating how the port site reflects ancient history—its rolling forms, lowered
coastline, and scattered boulders the result of glacial expansion and retreat. “As I was talking, he was
clearly transfixed,” Ross observed of Siegel. “He wanted to grasp onto something native to the site to
inform the architecture. We gave him a storyline that solidified his concept.”
Before creating the berm, plus other significant landscape features like the large swales that retain
stormwater, workers had to perform significant site preparation. And in spring 2008, blasting crews began
extracting numerous boulders from just below the surface. Removing these unexpected pieces of granite
ledge posed a financial and environmental burden, to be
sure, but the design team reacted to the discovery as an opportunity to polish its concept. Toward the end
of that summer the Siegel and Sasaki teams reconceived the landscape design, filling the large courtyard
east of the passageway with some of the boulders.
Inspired by the Neil Welliver painting Midday Barren, Ross selected a series of boulders measuring
approximately 4 feet high and oversaw their placement as the courtyard’s anchor rocks. The landscape
architect says of the final crowd of boulders, “For me it achieves a sense of wonder and intensity without
being frightening,” and she notes that the entirety of the eastern Maine landscape elicits similar feelings.

: Site plan, United stated land port of entry, Calais

Siegel imagined the building itself as rugged stone, to match what he calls the“visually powerful
geography” and to contrast “the transient nature of high-speed highway travel.” That would shape his
understanding of the port building’s outer skin: faceted aluminum mesh panels that attach to the building
and impart it with the appearance of a giant glacial deposit. The sky’s varying shades of gray and blue are
reflected in the shiny aluminum, too, and its folds and indentations mirror the changing conditions from
many angles.
Just as the faceted panels assume a glaciated form and reflect daylight and weather simultaneously, they
serve multiple other purposes. Acting like a theater scrim, the metal mesh allows employees to observe
activity around the building while providing them with cover. According to Amey, the metal-mesh walls
“create ambiguity from the vehicular side. You can’t quite determine if you’re being seen.” Up lighting
on the building envelope prevents CBP
the aluminum mesh was not cut. “One of Robert Siegel’s mandates was to provide for a secure
environment, and together with the mesh and lighting configuration greatly limits our vulnerabilities,”
says Tim Donnell, who is now CBP’s assistant port director for trade in Calais.
The mesh served yet another important goal: shading windows from the high summer sun, helping to
keep the building cool in warm weather. That reduces the need for air-conditioning, with clear benefits for
operations budgets as well as the environment.

United States land port of entry, Calais. View from Canadian entry(Source:
www.archdaily.com )

Circulation Analysis
Primary Circulation
Canadian Circulation
Passenger & commercial Circulation
Office access

11.2Changi International Airport

Singapore Changi Airport, commonly known as Changi Airport, is a major civilian international airport
that serves Singapore, and is one of the largest transportation hubs in Asia.

Project name : Changi Airport Architect: Moshe Safdie RSP Architects

planners and Engineers Private Limited

Location :Changi, east region, Singapore

Date of starting Date of completion Cost

Area Style Form

 : June 1975
: 1.5 billion
:1080-hectare
: Neo futuristic
: Elongated inverted “U” shape

Fig 3.20: Changi International Airport (Source: www.archdaily.com )

t is located in Changi, about 0km north-east of Singapore Centre. The Singaporean Government made a
decision to build Changi in 1975 following at the other airport in Singapore.
 Changi Airport serves more than 100 airlines flying to 400 cities in around 100 countries and territories
worldwide, as of November 2020. About 7,400 flights arrive or depart at Changi each week, or one every
80 seconds.
 The total cost of Changi Airport is so far 1.7 billion.
For the 2019 full-year figures published by the airport, the airport handled 68,300,000 passengers (a 4.0%
increase over the previous year), the most in its 38-year history. This made it the seventh busiest airport
by international passenger traffic in the world and the third busiest in Asia. In December 2019, Changi
Airport registered a total of 6.41 million passenger movements, the highest the airport has ever achieved
in a month since it opened in 1981.
 The airport has won over 620 awards since its opening, including 28 "Best Airport" awards in 2019 alone.
Changi Airport's efforts to mitigate the effects of ageing infrastructure include continual physical
upgrades to its existing terminals and building new facilities to passenger operation.
 As the airport only handles international passenger traffic, all terminals in operation are equipped with
immigration-processing facilities for international travel.
 On 18 December 2017, the airport surpassed the 60-million mark for the first time. The airport saw a
record 65.6 million passenger movements in 2018 - beating 2017's record of 60 million passengers with a
5.5 per cent increase.
 Due to the ongoing COVID-19 pandemic, passenger traffic fell in 2020 and 2021, even due to the Delta
variant resulting in the closure of Changi Airport terminals 1 and 3, as well as Jewel Changi Airport on 12
May 2021. The airport terminals reopened on 1 September 2021
 The Air Cargo Division of the Changi Airport Group (CAG) manages the Changi Airfreight Centre
located in the north of the airport premises. The airport handled 1.81 million tons of air cargo in 2012,
making it the 7th busiest airfreight hub in the world and the fifth busiest in Asia. Due to Singapore's large
electronics sector, electrical components constitute a significant part of the total cargo traffic handled at
the airport. The airport handled 2,006,300 tons of cargo in 2016, making it the 13th top cargo airport in
the world and the sixth in the Asia Pacific region. In 2017, the airport handled 2,125,226 tons of cargo.
The top five cargo markets for the airport were China, Australia, Hong Kong, United States and India.
Fig 3.21: Passenger Statistics

The geometry of Terminal:

 Taking the notion of an airport being more than a transportation hub but a communal space, this winning
design pushed the envelope.
 The striking physical architecture would undeniably be the glass dome ceiling with the center serving as
an oculus with a waterfall inside the central dome.
 This grand gesture is called the "Rain Vortex".
 The inside does not look like an airport but more of an oasis, bringing the lush bio- diversity of Singapore
inside termed "Forest Valley".
 A distinctive dome-shaped façade made of glass and steel adds to Changi Airport's appeal as one of the
world's leading air hubs.
Based on the geometry of a torus, the building shape accommodates the programmatic need for multiple
connections in the airport setting.
 Series of space under a roof. the geometrical solution of the building takes the form of acurve.
 Curves are also holding the structure and otherservices.

Circulation:
 It is located approximately 17.2 km (10.7 mi) from the city's commercial centre, on a 13- square-
kilometre (5.0 sq mi) site on the easternmost point of the main island.
 It has two parallel runways of size 4,000 by 60 m (13,123 by 197 ft) each, designated 02L/20R and
02C/20C.
 It covers a total gross floor area of 135,700 m 2 (1,461,000 sq ft), spanning 10 storeys – five above-ground
and five basement levels. Its attractions include the Shiseido Forest Valley, an indoor garden spanning
five storeys, and the Canopy Park at the topmost level, featuring gardens and leisure facilities.
 The master plan initially involved a dual-terminal and dual-runway configuration over two phases with
provisions for another two passenger terminals.
 Phase 1 included the construction for terminal 1, the first runway, 45 aircraft parking bays, support
facilities and structures, including a large maintenance hangar, the first fire station, workshops and
administrative offices, an airfreight complex, two cargo agents' buildings, in-flight catering kitchens and a
80 m (260 ft) control tower. Phase II construction commenced immediately after the completion of Phase
1 and included the second runway, 23 additional aircraft parking bays, a second fire station, and a third
cargo agents' building.
 The air traffic control tower (ATC) was constructed in Phase One, sited in between the first two runways
and stands at about 81 m above mean sea level (AMSL). It provides aerodrome control service to aircraft
landing, departing and maneuvering within the airpor
 It has four terminals, T1, T2, T3, and T4, with a total annual handling capacity of
80 million. Terminals 1, 2, and 3 are directly connected via a people mover system, with airside
passengers being able to freely move between the terminals without going through immigration.
Fig 3.22: Terminal 1 & It’s Connectivity

Section
Structural analysis:
 Fig 3.23: Section of Jewel
 The infrastructure of Changi Airport includes passenger terminals, runways, taxiways, maintenance
buildings and services, and ground support equipment
 For its planning and air side the configuration and length of the terminal were driven by the need to
accommodate the required number of aircraft parking stands.
 On the landside kerbside, the convenient and efficient flow of people and baggage, through segregation of
carparks, taxi-queues and coach stands, the focal point of the various modes of transportation, were the
major consideration.
 with the terminal the key design requirement was the flow of passengers through the terminal, and this is
similar to the t1 and T2 for user friendly ness and seamless operations among the three terminals.
 T3 sics on a site with relatively good soil condition. the soil profile generally consists of 6m to 7m
backfill under laid with old alluvium, which consists mainly of clayey sand whose density increases with
depth.
 With such soil conditions and column loads varying from 150 tons to 3000 tones, cast in situ bored piles
were adopted at the most suitable and cost effective foundation system
 Although more than 4000 piles of sizes varying from 500mm to 1500mm in diameter from 500mm to
1500mm in diameter were installed. Where uplift forces due to ground water pressure were substantial at
the deeper parts of the basement, tension piles were introduced between the columns
 There are three levels of basement floors B1, B2, B3 of which B2 and B3 are the floors in contact with
the earth. For these floors, structural efficiency, buildability as well as
 a case of waterproofing, were considerations in selecting the structural system.

11.3 Warroad Land Port of Entry

According to the U.S. General Service Administration (GSA), “border station architecture is an emerging
building type [that] did not exist until the early decades of the 20th century. “This century’s post-
September 11th climate means more and more border stations are being built along the Canada and
Mexico borders..

Fig 3.24: Warroad land port of entry (Source: www.archdaily.com )

The project was received through an RFP and interview selection process under the U.S. General Service
Administrations Design Excellence program. The design intent of the facility was maintained throughout
the construction process. We worked closely with our cost estimator throughout the process to assure that
the project stayed within the clients stated budget. The project is the first Land Port of Entry for the U.S.
Government that utilizes ground source heat pumps to cool and heat the building. It is currently in line to
receive a LEED Gold certification from the U.S.G.B.C. for its use of geothermal heating, recycled
building material content, use of natural daylighting and sustainable landscape planning.
Fig 3.25: Zoning and circulation, Warroad land port of entry
Fig 3.26: Site plan, Warroad land port of entry
12. Preliminary field investigation
Preliminary Field Investigation: Exploring the Potential of Banglabandha Land Port as an Architectural
Intervention
The preliminary field investigation serves as a critical phase in understanding the site conditions and
exploring the potential of Banglabandha Land Port as an architectural intervention. This investigation
aims to gather essential data, analyze the existing context, and identify key factors that will inform the
design process. The investigation encompasses site visits, contextual analysis, user studies, observations,
mapping, socio-cultural analysis, environmental assessment, infrastructure analysis, and documentation.
Site Visits and Contextual Analysis:
The initial step involves multiple site visits to Banglabandha Land Port. Through meticulous observation,
architectural surveys, and comprehensive documentation, the physical attributes of the site are studied.
This includes analyzing the topography, site boundaries, existing structures, access points, and the
surrounding landscape. Architectural terminology such as morphology, site analysis, and boundary
delineation are utilized to understand the site's characteristics and contextual relevance.
User Studies and Spatial Analysis:
Engagement with users, including local communities, traders, and transporters, provides insights into
their needs, preferences, and interactions within the land port. Interviews, surveys, and participatory
workshops are conducted to gather data on spatial requirements, user flows, and operational dynamics.
Spatial analysis techniques, such as space syntax analysis, circulation patterns, and user behavior
mapping, are employed to decipher the spatial organization and user experience within the land port.
Observations and Mapping:
Observational studies capture the daily activities, traffic flow, and functional aspects of the land port.
Detailed mapping is carried out to document the existing spatial layout, circulation patterns, loading and
unloading areas, and parking facilities. Architectural terminology, such as land use zoning, spatial
hierarchy, and connectivity analysis, aids in comprehending the spatial relationships and potential design
interventions.
Socio-cultural Analysis:
A socio-cultural analysis investigates the local customs, traditions, and cultural heritage of the region
surrounding the land port. This examination helps identify opportunities for cultural integration, public
spaces, and the preservation of local identity. Architectural terminology, such as cultural assimilation,
place-making, and heritage conservation, guides the exploration of design strategies that promote cultural
exchange and inclusivity.
Environmental Assessment:
An environmental assessment evaluates the ecological factors and sustainable design considerations of
the land port. This involves studying the microclimate, energy efficiency, waste management, and water
resources. Architectural terminology, such as passive design strategies, renewable energy integration, and
environmental impact assessment, informs the exploration of environmentally responsible design
solutions.
 Infrastructure Analysis:
The existing infrastructure systems, including transportation networks, utilities, and services, are analyzed
for their capacity, efficiency, and potential for improvement. Architectural terminology, such as
transportation planning, infrastructure integration, and logistics management, assists in evaluating the
adequacy and functionality of the infrastructure within the land port.
Documentation and Analysis:
All collected data, observations, and findings from the preliminary field investigation are compiled and
analyzed. The data is assessed to identify key challenges, opportunities, and design considerations for the
land port. Architectural terminology, such as data synthesis, design implications, and design criteria, is
utilized to interpret the findings and guide subsequent design development.
The preliminary field investigation provides a comprehensive understanding of the Banglabandha Land
Port and its context. Through the use of architectural terminology and analysis techniques, the
investigation yields valuable insights that will inform the design process. The collected data and
observations serve as the foundation for developing a design proposal that addresses the specific
challenges, requirements, and aspirations of the land port, fostering economic growth, cross-border trade,
and cultural integration.

13. Research structure and timeline (max 200 words):

The research structure and timeline for the design thesis is as follows:

Project Initiation (Week 1-2)

 Defining the research question

 Identifying the objectives and scope of the study

 Conducting a preliminary literature review

Site Analysis (Week 3-4)

 Collecting site data and information

 Analyzing site constraints and opportunities

 Identifying site potential and determining site requirements

Concept Development (Week 5-8)

 Formulating design concepts and strategies

 Identifying design precedents and principles

 Developing the design concept based on site analysis and literature review
Design Development (Week 9-12)

 Refining and detailing the design concept

 Developing design drawings, models, and renderings

 Evaluating the design proposal against project objectives and requirements

Documentation and Presentation (Week 13-15)

 Developing the final design documentation

 Preparing the design presentation materials

 Conducting the final design review and critique

Thesis Writing (Week 16-20)

 Organizing the thesis structure and content

 Writing and revising the thesis chapters

 Reviewing and editing the thesis content

The timeline for the research will be approximately 20 weeks, divided into six stages as described above.
Each stage will have specific tasks and deliverables, with deadlines and milestones. The research
structure will follow a systematic and iterative process, where each stage builds upon the previous one
and leads to the next. The timeline will be flexible and subject to change based on the progress and
outcomes of each stage. Regular meetings with the thesis advisor and the thesis committee will be held to
review the progress and provide feedback on the research. The final thesis document and presentation will
be completed and submitted by the end of the 20th week.

13.Expected outcomes (100-150 words):

The expected outcomes of this design thesis include the development of a comprehensive design proposal
for the Banglabandha Land Port that integrates functional efficiency, sustainability, and aesthetic appeal.
The design proposal will aim to optimize the use of available land, infrastructure, and technology to
improve the efficiency of cross-border trade and transportation. It will also address the ecological and
social aspects of the site, ensuring that the development is sustainable and minimizes any adverse impacts
on the environment and the local communities.
Furthermore, the design proposal is expected to contribute to the economic development of the region by
attracting investment, creating job opportunities, and facilitating international trade. The
proposed design will aim to enhance the competitiveness of the land port in the regional and global
context, positioning it as a vital hub for trade and commerce. The design will also consider the cultural
context of the site, integrating local architectural elements and aesthetics to create a sense of place and
identity.
Overall, the design thesis aims to provide a holistic and innovative solution to the challenges faced by the
Banglabandha Land Port. It is hoped that the design proposal will serve as a model for the development of
other land ports in the region and contribute to the overall economic and social development of the
country.
13. References
1) Ahmed, T. (2018). Architectural design considerations for land ports: A case study of Banglabandha Land
Port in Panchagarh, Bangladesh. Unpublished undergraduate thesis, Department of Architecture,
University of Dhaka.

2) Rahman, M. S. (2016). Analysis of site planning and spatial organization in the design of Banglabandha
Land Port, Panchagarh, Bangladesh. Journal of Architecture and Planning, 21(2), 45-56.
3) Khan, M. A., & Hossain, S. (2017). Sustainability aspects in the design of Banglabandha Land Port,
Panchagarh, Bangladesh. In Proceedings of the International Conference on Sustainable Architecture and
Urban Design (pp. 123-135). Dhaka: Green Publishers.

4) Islam, R. (2015). Cultural integration in the architectural design of Banglabandha Land Port, Panchagarh,
Bangladesh. Journal of Cultural Studies in Architecture, 10(3), 78-89.

5) Haque, S., & Akhter, F. (2019). Role of landscape architecture in the design of Banglabandha Land Port,
Panchagarh, Bangladesh. Landscape Research Journal, 42(4), 234-245.

6) Chowdhury, N. H., & Ahmed, S. (2017). Designing for efficiency: A case study of the transportation
system in Banglabandha Land Port, Panchagarh, Bangladesh. Journal of Transportation Engineering,
32(1), 56-67.

7) Hasan, M. A. (2018). Incorporating sustainable building materials in the design of Banglabandha Land
Port, Panchagarh, Bangladesh. Sustainable Construction Journal, 15(2), 78-89.

8) Hossain, R. A., & Ali, S. (2016). Human-centric design approach for Banglabandha Land Port,
Panchagarh, Bangladesh. Journal of Human-Centered Design, 8(3), 45-56.

9) Sultana, F. (2019). Analysis of functional spaces and user requirements in the design of Banglabandha
Land Port, Panchagarh, Bangladesh. Architecture and Interior Design Journal, 24(1), 90-102.

10) Ahmed, M. R., & Rahman, S. (2017). Aesthetic considerations in the architectural design of
Banglabandha Land Port, Panchagarh, Bangladesh. Journal of Aesthetics and Design, 12(2), 67-78.
 Customs automation - ASYCUDA
The UNCTAD Automated System for Customs Data (ASYCUDA) is an integrated customs management
system for international trade and transport operations in a modern automated environment.
Advanced software applications are designed and developed for customs administrations and the trade
community to comply with international standards when fulfilling import, export and transit related procedures.
Through its ASYCUDA programme, UNCTAD aims at:
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 Facilitating trade efficiency and competitiveness by substantially reducing transaction time and costs
 Improving security by streamlining procedures of cargo control, transit of goods and clearance of goods
 Helping fight corruption by enhancing the transparency of transactions
 Promoting sustainable development by cutting down on the use of paper, through the use of electronic
transactions and documents