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

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

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 SENER Ingeniería y Sistemas S.A. - India 2013

The information contained in this document is confidential and restricted, and is to be used only for the purposes established in the document. No modification, exploitation, reproduction, communication to any third party, dissemination or distribution of the whole or any part of the document is permitted without the prior written consent of SENER Ingeniería y Sistemas, S.A.. Failure to respond to any request for such consent shall in no way be construed as authorization for use. SENER Doc. P210G04-01-KD4-SR-RP-0002 Rev. 3 2017/02/10 Page 2 of 162

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

Changes Record Signature Control

Rev Date Author Affected section Changes Written Reviewed Approved

0 13/09/2013 Juan Francisco Paz Modified submission Juan Francisco Paz Juan Fernández Aller Juan Francisco Paz 1 15/07/2016 Juan Francisco Paz Modified submission

María Ugarte José Manuel Almoguera 2 11/11/2016 Juan Francisco Paz Modified submission

Addition of New Chapters and Section

José Manuel Almoguera María Ugarte  Chapter 11 - Environmental Impact Assessment

 Chapter 13 - Risk Analysis and Mitigation. Osvaldo Gandini  Section 8.8 - Block working of Railways

Addition of New Drawings Patricia Díaz  Master Plan Zoning (BWSN-MP-KD4-ARC-PLN-103) 3 10/02/2017 Juan Francisco Paz Modified submission  Master Plan Phase-1 Station Area (BWSN-MP-KD4-ARC- PLN-104) Ernesto Sánchez Larios  Master Plan Phase-1 Rag picking Zone (BWSN-MP-KD4- ARC-PLN-105)

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

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

Krishna Choudhary

K. Vineela

Gaurav Wahi

February 2017 February 2017 February 2017

Date and Signature Date and Signature Date and Signature

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TABLE OF CONTENTS 3.2.2 Conclusion ...... 37 1 EXECUTIVE SUMMARY ...... 13 4 OPERATIONAL STUDIES ...... 38

2 INTRODUCTION ...... 16 4.1 Existing scenario ...... 38 4.1.1 Current Mainline Capacity of the Section and its utilization ...... 38 2.1 Background ...... 16 4.1.2 Present passenger traffic at Bijwasan station ...... 38 2.2 Purpose of this Report ...... 18 4.1.3 Analysis and Limitations of Current Yard ...... 38 2.3 Structure of this Report ...... 18 4.1.4 Existing Operational Regime ...... 38 2.4 Master Plan Main Objectives ...... 19 4.1.5 Berthing of existing number of trains in the existing yard ...... 38 2.5 Developed Planning & Studies ...... 19 4.1.6 Status of existing stations after commissioning of new Bijwasan Station ...... 38 2.5.1 Development Control Norms ...... 19 4.2 Future scenario ...... 38 2.5.2 Proposed Master Plan from Northern Railways in 2014 ...... 23 4.2.1 Traffic Projections –No of trains ...... 38 2.5.3 Financial Feasibility Study of Bijwasan ...... 24 4.2.2 Traffic Projections- No of Passengers ...... 39 2.6 Clearances ...... 27 4.2.3 Future Mainline Capacity of the Section ...... 39 3 STATION USERS STUDY ...... 30 4.2.4 Operational Facilities Planned at this Station ...... 39 3.1 Rail station complex design ...... 30 4.3 Berthing of Trains ...... 40 3.1.1 Rail Passenger count at entry exit ...... 30 4.3.1 The proposed berthing chart for the station is as under Figure 10 ...... 40 3.1.2 Entry and exit surveys at landing of the FOB ...... 30 4.3.2 Stabling of trains ...... 42 3.1.3 Entry and Exit surveys at the Reservation Counter ...... 30 4.4 Trains stabling and maintenance complex including sick lines ...... 42 3.1.4 Analysis of interviews at ticket counters ...... 30 4.4.1 RPC- 4 Lines ...... 42 3.1.5 Willingness to Pay ...... 30 4.4.2 Adequacy of maintenance facilities ...... 42 3.1.6 Parking Demand Survey ...... 31 4.4.3 C&W Facilities – external washing of rakes and coaches...... 42 3.1.7 Influence area of railway station ...... 32 4.4.4 Running room facility for pilots/ guards at Bijwasan ...... 43 3.1.8 Travel and socio economic characteristics ...... 32 4.4.5 C&W Maintenance office complex ...... 43 3.1.9 Rail passengers characteristics ...... 32 4.5 Sick lines ...... 43 3.1.10 Type of ticket used ...... 33 4.6 Sidings ...... 43 3.1.11 Trip frequency to Bijwasan station ...... 33 4.6.1 Saloon siding / VIP Siding ...... 43 3.1.12 Travel characteristics of main trip ...... 33 4.6.2 Track Machine Siding ...... 43 3.1.13 Travel characteristics of access/dispersal of trip ...... 33 4.6.3 Parcel Handling Siding ...... 43 3.1.14 O-D pattern of Rail Passenger Traffic ...... 34 4.7 Signalling infrastructure ...... 43 3.1.15 Distribution of passengers ...... 34 4.7.1 Advantages of electronic interlocking/ solid state interlocking ...... 44 3.1.16 Bus Stop Boarding / Alighting ...... 34 4.8 Overhead line and traction power infrastructure ...... 44 3.1.17 Major observations ...... 34 4.9 Communication Infrastructure ...... 44 3.2 Station Performance Assessment ...... 35 4.9.1 Communication Control System (M & E SCADA-Supervisory Console and Data 3.2.1 Employee Strength Analysis ...... 35 Acquisition) ...... 45

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4.9.2 Passenger Information Display System (PIDS) and Signages ...... 45 5.8.5 Inclusive Mobility Design ...... 63 4.9.3 ISDN Telephone Exchange ...... 45 5.9 Passenger Amenities ...... 64 4.9.4 Public Address System ...... 45 5.10 Logistic Area ...... 68 4.9.5 Wi Fi (Wireless Fidelity) ...... 45 5.10.1 Logistic Area Planning Objective ...... 68 4.9.6 Access Control System (ACS) ...... 45 5.10.2 Logistic Area Sizing and Location ...... 68 4.9.7 Optical Fibre Networking ...... 45 5.10.3 Connections to Traffic Pattern ...... 68 4.9.8 Electronic Weighing Scale ...... 45 6 MASTER PLANNING ...... 69 4.9.9 Security System ...... 45 4.9.10 GPRS Clock ...... 46 6.1 General Considerations ...... 69 6.2 Urban Context ...... 69 5 STATION PLANNING ...... 47 6.3 Station Master Plan ...... 73 5.1 Introduction ...... 47 6.3.1 Station as a Link ...... 73 5.2 Existing Station Summary ...... 47 6.3.2 Intermodal transportation Hub ...... 73 5.3 Vision of the New Station ...... 47 6.3.3 Public spaces development ...... 73 5.4 Station Planning Objective ...... 48 6.4 Master Plan ...... 73 5.5 Selection of the Station Prototype ...... 49 6.5 Phase 1 for the Master Plan ...... 75 5.6 Circulation Principles ...... 49 6.5.1 Phase 1 ...... 76 5.6.1 Departing Passengers’ Circulation ...... 50 6.5.2 Final Phase ...... 77 5.6.2 Arriving Passenger’s Circulation ...... 52 7 STRUCTURAL AND GEOTECHNICAL CONCEPTS ...... 78 5.6.3 Suburban /Commuter Passengers’ Circulation ...... 53 5.6.4 Planning of Station Accesses ...... 53 7.1 Introduction ...... 78 5.6.5 Overall Planning of Station Areas ...... 53 7.2 Structural Considerations ...... 78 5.6.6 Planning of Ticketing Areas ...... 53 7.3 Design Codes and Standards ...... 78 5.6.7 Planning of Departure Lounge and Arrival Hall ...... 54 7.4 Materials ...... 79 5.6.8 Planning of Commercial Areas ...... 54 7.5 Loading Standards ...... 80 5.6.9 Planning of Parcel, Linen and Catering Supplies Handling Areas ...... 55 7.6 Structural Analysis and Design ...... 81 5.6.10 Planning of Baggage Handling Areas ...... 55 7.7 Geo – technical engineering analysis and foundation concept ...... 82 5.6.11 Connections to Other Transport Buildings ...... 55 7.7.1 Design Approach ...... 82 5.6.12 Provisional Scheduled of Accommodation ...... 55 7.7.2 Conditions for Shallow Foundations ...... 83 5.7 Sizing & Planning of Station Elements ...... 56 7.7.3 Conditions for Mat Foundations ...... 83 5.8 Station Building Design Principles ...... 57 7.7.4 Open Excavations for Underground Structures ...... 83 5.8.1 Architecture. Building Shapes and Detail Considerations ...... 59 7.8 Site soil conditions ...... 84 5.8.2 Station Building Area Program ...... 60 7.8.1 Soil Profile ...... 84 5.8.3 Station building. Sustainable Design Strategies ...... 61 7.9 Bearing Capacity of Foundations ...... 85 5.8.4 Station Interior Architecture...... 62 7.9.1 Design criteria ...... 85

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7.9.2 Design Methodology ...... 85 9.4 Sewerage Facilities ...... 106 7.9.3 Open Foundation ...... 85 9.4.1 Assessment of Future Sewage loads for the World Class Station and related 7.9.4 Analysis based on SPT values and Soil Parameters ...... 86 Commercial Development ...... 106 7.9.5 Footing foundation ...... 86 9.4.2 Proposed Sewage Disposal of the Remodelled Station and Related 7.10 Brief Description for End Support Structure ...... 87 Development ...... 107 9.4.3 Required Infrastructure ...... 107 8 CONSTRUCTION METHODOLOGY AND PLAN ...... 89 9.5 Fire Fighting ...... 108 8.1 Description of Structures ...... 89 9.5.1 Codes and Standards ...... 109 8.1.1 Concourse Structure ...... 91 9.5.2 Railway Station ...... 109 8.1.2 Roof Structure ...... 91 9.5.3 Mix and Other Uses ...... 112 8.2 Site Restrictions ...... 92 9.6 Power supply ...... 112 8.3 Overall Construction Phasing ...... 93 9.6.1 Basis of Design ...... 112 8.3.1 PHASE I ...... 93 9.6.2 Estimated Electrical loads ...... 113 8.3.2 FINAL PHASE ...... 93 9.6.3 Proposed Power Network ...... 114 8.4 Construction Methodology of Station Building ...... 93 9.6.4 Supply Alternatives ...... 118 8.5 Sequence of Work for Spanning over Existing Tracks ...... 94 9.7 HVAC ...... 119 8.6 Sequence of Work for Underpasses ...... 97 9.7.1 Basis of Design & Parameters ...... 119 8.7 Station Construction Programme ...... 97 9.7.2 Air Conditioning System ...... 120 8.8 Block Working in Railways- ...... 97 9.7.3 Ventilation System ...... 120 9 UTILITY INFRASTRUCTURE ...... 99 9.8 Gas supply ...... 121 9.9 Utility summary ...... 121 9.1 Review of Existing Infrastructure ...... 99 9.1.1 Introduction ...... 99 10 TRAFFIC STUDY ...... 122

9.1.2 Water Supply Facility ...... 99 10.1 Objectives ...... 122 9.1.3 Drainage Facility ...... 99 10.2 Approach involved in the Study ...... 122 9.1.4 Sewerage System ...... 99 10.3 Scope of Works ...... 122 9.2 Proposed Water Supply ...... 99 10.4 Site Location Analysis ...... 122 9.2.1 Assessment of future requirement of water for the World Class Station and 10.4.1 Current Situation ...... 123 related Commercial Development ...... 99 10.4.2 Future Situation ...... 124 9.2.2 Integrated Water Resource Management ...... 102 10.4.3 The Bijwasan Railway Station Demand ...... 125 9.2.3 Proposed Sources of Water Supply ...... 103 10.4.4 Road Traffic in the Area ...... 126 9.2.4 Required infrastructure ...... 103 10.5 Demand Estimation ...... 128 9.3 Drainage Facilities ...... 105 10.5.1 Demand due to the Proposed Bijwasan Railway Station ...... 128 9.3.1 Storm Water Drainage Planning ...... 105 10.5.2 Road Traffic in the Area ...... 128 9.3.2 Drainage Network in Bijwasan Station Area ...... 105 10.5.3 Volume/Capacity Ratio Analysis ...... 130

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10.5.4 Parking Demand Estimation at Bijwasan Railway Station ...... 131 11.24 Cost Of Environmental Monitoring ...... 156 10.6 Conceptual Network Improvement Plans ...... 133 11.25 Environmental Management System ...... 157 10.6.1 Concept Plan ...... 133 11.26 Cost Estimates ...... 157 10.6.2 Proposed Actions...... 133 12 CAPEX ...... 158 10.6.3 Impact of Network Improvement Plans (VISSIM Analysis) ...... 135 12.1 Station Structural and Architectural Building Works and Finishes Costing ...... 158 11 ENVIRONMENTAL IMPACT ASSESSMENT ...... 136 12.2 Station MEP Services Costing ...... 159 11.1 Purpose of EIA Report ...... 136 13 RISK ANALYSIS AND MITIGATION ...... 160 11.2 Brief Description of the Project ...... 136 11.3 Environmental setting of the project ...... 137 13.1 Introduction ...... 160 11.4 Relevant Extract of the Schedule of EIA notification ...... 137 13.2 Risk Analysis and Mitigation on this Project...... 160 11.5 Review of Applicable Environmental Regulations ...... 138 13.3 Proposals for the Mitigation of the Above Risks ...... 161 11.6 Approaches to EIA ...... 140

11.6.1 Development Control Norms ...... 140 TABLE OF FIGURES 11.7 Area Statement ...... 140 11.8 Water Source and Supply ...... 141 Figure 1: Directional Terminal in MPD-2021 ...... 17 11.9 Sewage Treatment Plant ...... 143 Figure 2: Railway Map of Delhi ...... 17 11.10 Fire Fighting ...... 144 Figure 3: Planning Zone K-II ...... 20 11.11 Solid Waste ...... 144 Figure 4: Bijwasan Existing Conditions ...... 21 11.12 Power requirement ...... 144 11.13 Green Belt ...... 145 Figure 5: New Developments Planned in the Area including New Dwarka-Gurgaon Highway ...... 21 11.14 Baseline environment ...... 145 Figure 6: Track Yard Proposed by Northern Railways in Inception Report from 2014 ...... 24 11.14.1 General Environment ...... 145 Figure 7: Indicative Location of the Site ...... 25 11.14.2 Water and Soil ...... 146 Figure 8: Stay Cars considered ...... 32 11.14.3 Noise ...... 146 11.14.4 Air Quality ...... 147 Figure 9: Stay Two Wheelers Considered ...... 32

11.15 Flora of the Project area ...... 147 Figure 10: Berthing Chart ...... 41 11.16 Seismicity (State Disaster management plan) ...... 147 Figure 11: Site View ...... 47 11.17 Flood Hazard (State Disaster management plan) ...... 148 Figure 12: Cross-Section Scheme ...... 49 11.18 Socio-Economic Analysis ...... 148 11.19 Impact Identification, Analysis And Mitigation Measures ...... 148 Figure 13: General Cross-section ...... 49

11.20 Analysis of Impacts ...... 149 Figure 14: Segregated Flow ...... 49 11.21 Mitigation Measures ...... 149 Figure 15: Circulation at Ground Level ...... 50 11.22 Environmental Management Plan ...... 155 Figure 16: Phase-1 : Passenger Circulation (Departure) ...... 50 11.23 Environmental Monitoring plan: ...... 156

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Figure 17: Passenger Circulation (Departure/ Arrival) in Section ...... 50 Figure 44: Phase-1 Development ...... 76

Figure 18: Phase-2 : Passenger Circulation (Departure) ...... 51 Figure 45: Phase-1 Development Aerial View ...... 76

Figure 19: Passenger Circulation in Departure Hall and Proposed Parking ...... 51 Figure 46: Final Phase Development ...... 76

Figure 20: Passenger Circulation around Platform ...... 51 Figure 47: Influence Areas according to UTTIPEC Policy ...... 77

Figure 21: Phase-1 : Passenger Circulation (Arrival) ...... 52 Figure 48: Final Phase Aerial View ...... 77

Figure 22: Phase-2 : Passenger Circulation (Arrival) ...... 52 Figure 49: View of the Final Phase Completed ...... 77

Figure 23: Basic Zones in the Station ...... 53 Figure 50: SPT Blows ...... 84

Figure 24: Areas at Ground Floor for Future Enlargement ...... 55 Figure 51: General Site Plan ...... 89

Figure 25: Areas at the Basement for Future Enlargement of the Parking ...... 56 Figure 52: Longitudinal Section of Phase-1 Station Building ...... 89

Figure 26: Areas at the First Floor for Future Enlargement of the Waiting and Passengers Supporting Figure 53: Longitudinal Section (1 of 2) of Phase-2 Station Building ...... 89 Areas ...... 56 Figure 54: Longitudinal Section (2 of 2) of Phase-2 Station Building ...... 89 Figure 27: Side View of the New Station ...... 57 Figure 55: Longitudinal Perspectives from North and South of Phase-2 Station Building ...... 89 Figure 28: Thermic Behaviour of the Station - Detail ...... 57 Figure 56: Structural Solution for Main Deck and Roof Envelope ...... 90 Figure 29: Aerial View of the Phase-1 Development ...... 58 Figure 57: Structural and Skin Sketch for 2 Dowels, Envelope and Deck ...... 90 Figure 30: Aerial View of the Phase-1 Station Building ...... 58 Figure 58: Structural Solution for Longitudinal Maximum Span is Structural Deck ...... 91 Figure 31: Aerial View of Final Phase Development ...... 58 Figure 59: Transversal Section for the case of Envelope Landing to the Ground. Double Height in the Figure 32: Aerial View of the Station Building Final Phase ...... 58 Station ...... 91

Figure 33: Roof Construction Scheme ...... 59 Figure 60: Transversal Section for the case of Envelope not landing to the Ground. No Double Height in the Station ...... 92 Figure 34: Chimneys ...... 62 Figure 61: Transverse Expansion of Roof from the sides for Phase-2 (Part 1 of 2) ...... 92 Figure 35: View of the Roof Appearance ...... 62 Figure 62: Transverse Expansion of Roof from the sides for Phase-2 (Part 2 of 2) ...... 92 Figure 36: Standards for Illumination in Railway Stations ...... 63 Figure 63: Airport Traffic Influence Plan ...... 92 Figure 37: Land Area Available ...... 69 Figure 64: Floors Constructions over Existing Tracks ...... 94 Figure 38: Other Planned Infrastructures ...... 70 Figure 65: Launching Device Situation and Box Girders Movement ...... 94 Figure 39: Master Plan of Delhi 2021 Zone K-II (Dwarka) ...... 71 Figure 66: Command Tank in Ter-Llobregat Network, Barcelona (Spain) ...... 104 Figure 40: General Plot ...... 72 Figure 67: Proposed Bijwasan Station Area Drainage Network ...... 105 Figure 41: Aerial View of the Station and the Master Plan ...... 73 Figure 68: Proposed Bijwasan Station Area Sewage Network ...... 107 Figure 42: General Layout ...... 74 Figure 69: Typical MBR Unit ...... 108 Figure 43: Phase-1 Development Landuse ...... 75

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Figure 70: Site Plan ...... 123 Table 9: Distribution of Traffic Dwarka ...... 32

Figure 71: Dwarka Sector 21 and Metro Lines ...... 123 Table 10: Charted Capacity and Utilization ...... 38

Figure 72: Airport Express ...... 124 Table 11: Lines provided by Northern Railway in the Yard Plan ...... 39

Figure 73: Additional New Transport Infrastructures ...... 125 Table 12: Platforms Configuration ...... 40

Figure 74: Proposed Northern Peripheral Road ...... 125 Table 13: Planned Trains ...... 40

Figure 75: Location of MB Survey and TM Volume Count Survey Spots in the Study Area ...... 126 Table 14: Station Room Areas for Phase-1 ...... 60

Figure 76: Buses Traffic towards Dwarka on NH8 (Source: DIMTS - 2008) ...... 129 Table 15: Station Built-up Areas ...... 60

Figure 77: Conflict Points ...... 131 Table 16: Station Room Areas for Phase-2 ...... 61

Figure 78: Demand for Cars and Two Wheelers ...... 131 Table 17: Proposed Facilities / Amenities in Station ...... 67

Figure 79: Drop-off Lanes for Phase-1 ...... 132 Table 18: Area Statement Table ...... 69

Figure 80: Pick-up Lanes for Phase-1 ...... 132 Table 19: Summary of Plot Areas ...... 74

Figure 81: Drop-off Lanes for Phase-2 ...... 132 Table 20: FAR as per MPD 2021 ...... 75

Figure 82: Pick-up Lanes for Phase-2 ...... 132 Table 21: Phase - 1 Area Statement ...... 75

Figure 83: Conceptual Network Improvement Plan for Final Phase ...... 133 Table 22: Phase-1 Development Built-up Area ...... 76

Figure 84: Proposed Round-about on UER II ...... 134 Table 23: IS Codes ...... 79

Figure 85: Suggested Underpass at Janki Junction ...... 134 Table 24: Parameters related to Building and Soil ...... 82

Figure 86: Dwarka Sector 9 Underpass ...... 134 Table 25: Limits of Use of 'r ' ...... 83

Figure 87: Proposed Basement Level (Arrivals) & Ground Level (Departures) Parking Bays ...... 135 Table 26: Summary of Classification Properties ...... 84

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

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

Table 1: Other examples of FSI in Stations...... 21 Table 29: Settlement Criteria ...... 87

Table 2: FAR in various Cities of the World ...... 22 Table 30: Settlement Criteria (Refer Fig: 9 of IS 8009 Part I) ...... 87

Table 3: FSI and Built-up Area on Site ...... 22 Table 31: Settlement Criteria (Refer Fig: 9 of IS 8009 Part I) ...... 87

Table 4: Master Plan of Delhi 2021 - Parking Standards ...... 22 Table 32: Rate of People Occupancy and Water Demand on Area Basis ...... 100

Table 5: Master Plan of Delhi 2021 - FAR on Site ...... 25 Table 33: Water Demand for Phase-1 ...... 101

Table 6: Modal Split in Delhi 2011 - 2022 (Source: DDA Delhi Master Plan -2021 (2010) ...... 31 Table 34: Water Demand for Phase-2 ...... 101

Table 7: (a) Distribution of Trips - Phase 1 ...... 31 Table 35: Potable & Non-potable Water Demand for Phase-1 ...... 102

Table 8: (b) Distribution of Trips - Phase 2 ...... 31 Table 36: Potable & Non-potable Water Demand for Phase-2 ...... 102

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Table 37: Water Treatment Flow Rate ...... 103 Table 65: Summary details of Water requirement for Phase - 2 ...... 143

Table 38: Bijwasan Station Run-off Flow Calculation ...... 106 Table 66: Showing Sewage generation in Phase - 1 ...... 144

Table 39: Sewage Water Discharge in Bijwasan Station Estimation Phase-1 ...... 106 Table 67: Showing Sewage generation in Phase - 2 ...... 144

Table 40: Sewage Water Discharge in Bijwasan Station Estimation Phase-2 ...... 107 Table 68: Summary of the electric power required ...... 145

Table 41: Power Rates per Area ...... 113 Table 69: General ranges of various chemical constituents in ground water ...... 146

Table 42: Lighting Load Demand Factors ...... 113 Table 70: Surface Water Quality ...... 146

Table 43: Total Electrical Load Estimation for Phase-I ...... 114 Table 71: Noise levels at Dwaraka ...... 147

Table 44: Total Electric Load Estimation for Phase-2...... 114 Table 72: AAQ data ...... 147

Table 45: Electricity Demand and Supply for Entire Development ...... 115 Table 73: Observations on land details ...... 148

Table 46: Illimination Levels ...... 118 Table 74: Checklist of Project's Likely Impacts ...... 149

Table 47: Outside Conditions ...... 119 Table 75: Positive and Negative Impacts of Proposed Project ...... 149

Table 48: Filter for Fresh Air Ventilation ...... 120 Table 76: Likely/Residual impacts and Mitigation ...... 149

Table 49: Utilities Summary Phasewise ...... 121 Table 77: Environmental Management Plan ...... 156

Table 50: Utilities Summary for Station and Commercial Area ...... 121 Table 78: Environmental Monitoring Programme for Implementation during Project Operational Phase ...... 156 Table 51: Current Road Traffic ...... 127 Table 79: Environmental Monitoring Programme for Implementation during Project Construction Phase Table 52: Distribution of Traffic ...... 128 ...... 156 Table 53: Source: DDA Delhi Master Plan - 2021 (2010) ...... 129 Table 80: The Cost Required for Implementation of Environmental Monitoring Programme during Project Table 54: Traffic Demand due to the Sector-21 Delhi Metro Station ...... 129 Construction Phase ...... 157 Table 55: Distribution of Traffic ...... 129 Table 81: The Cost Required for Implementation of Environmental Monitoring Programme during Project Table 56: Volume / Capacity Ration Analysis ...... 131 Operation Phase ...... 157

Table 57: The Environmental setting of the activity area is presented ...... 137 Table 82: Capital Cost allocation for Environmental Management Plan (EMP) ...... 157

Table 58: Relevant Extract of the Schedule of EIA notification ...... 137 Table 83: Station Areas and Other Areas used for Cost Estimation ...... 158

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

Table 60: Policy guidelines, Acts and Regulations for protection of Environment ...... 140 Annexure 1. Photographic report

Table 61: Development Control Guidelines for Railway Station ...... 140 Annexure 2. Examples of world class stations

Table 62:Details of Plot and BUA in Phase-1...... 141 Annexure 3. Classification of passengers

Table 63: Summary of area statement for phase to buildings ...... 141 Annexure 4. Evacuation in case of fire. Criteria and calculation

Table 64: Summary details of Water requirement for Phase - 1 ...... 142 Annexure 5. Airport constraints

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Annexure 6. Sustainability S.NO. DRAWING TITLE DRAWING NUMBER 27. PASSENGER CIRCULATION PLAN PHASE 1- FIRST FLOOR PLAN BWSN-CP-KD4-ARC-PLN-032 Annexure 7. Boundary constraints MASTER PLAN - PHASE-II : ARRIVALS CIRCULATION PLAN DETAIL AT 28. BWSN-CP-KD4-ARC-PLN-101 Annexure 8. Communication with Delhi development authority BASEMENT LEVEL MASTER PLAN - PHASE-II : DEPARTURES CIRCULATION PLAN DETAIL 29. BWSN-CP-KD4-ARC-PLN-102 Annexure 9. Response on letter from Northern Railways AT GROUND LEVEL 30. MASTER PLAN- PHASE-II : ARRIVALS TSR AND TAXI CIRCULATION BWSN-CP-KD4-ARC-PLN-103

TABLE OF DRAWINGS MASTER PLAN- PHASE-II : DEPARTURES 31. BWSN-CP-KD4-ARC-PLN-104 TAXI AND TSR CIRCULATION S.NO. DRAWING TITLE DRAWING NUMBER MASTER PLAN -PHASE-II : DEPARTURES A MASTER PLANS 32. BWSN-CP-KD4-ARC-PLN-105 BUS CIRCULATION MASTER PLAN – PHASE 1 AND FINAL PHASE (APPROVAL FROM 1. BWSN-F-07 MASTER PLAN - PHASE-II : ARRIVALS NORTHERN RAILWAYS) 33. BWSN-CP-KD4-ARC-PLN-106 BUS CIRCULATION MASTER PLAN – PHASE 1 AND FINAL PHASE (APPROVAL FROM 2. BWSN-F-07 UTTIPEC) MASTER PLAN - PHASE-II : ARRIVALS 34. BWSN-CP-KD4-ARC-PLN-107 3. LOCATION PLAN - AVAILABLE LAND BWSN-MP-KD4-ARC-PLN-001 PRIVATE CIRCULATION 4. SURVEY PLAN - EXISTING CONDITION BWSN-MP-KD4-ARC-PLN-002 35. MASTER PLAN - PHASE-II : DEPARTURE PRIVATE CIRCULATION BWSN-CP-KD4-ARC-PLN-108 MASTER PLAN - PHASE-II : ARRIVALS COMMERCIAL OR SUPPORT 5. MASTER PLAN - GENERAL LAYOUT BWSN-MP-KD4-ARC-PLN-100 36. BWSN-CP-KD4-ARC-PLN-109 CIRCULATION 6. MASTER PLAN - PHASE-1 DEVELOPMENT PLAN BWSN-MP-KD4-ARC-PLN-101 MASTER PLAN - PHASE-II : DEPARTURE COMMERCIAL OR SUPPORT 37. BWSN-CP-KD4-ARC-PLN-110 7. MASTER PLAN - PHASE-2 DEVELOPMENT PLAN BWSN-MP-KD4-ARC-PLN-102 CIRCULATION 8. MASTER PLAN – ZONING BWSN-MP-KD4-ARC-PLN-103 38. MASTER PLAN PHASE-II : DEPARTURE NMT CIRCULATION BWSN-CP-KD4-ARC-PLN-111 9. MASTER PLAN PHASE 1 – STATION AREA BWSN-MP-KD4-ARC-PLN-104 C RAILWAY STATION 10. MASTER PLAN PHASE 1 – RAGPICK ZONE BWSN-MP-KD4-ARC-PLN-105 PHASE – 1 11. MASTER PLAN - SITE FACILITIES BWSN-MP-KD4-ARC-PLN-120 39. STATION LAYOUT - UNDER GROUND FLOOR PLAN BWSN-RS-KD4-ARC-PLN-100 12. MASTER PLAN - PART PLAN SITE FACILITIES BWSN-MP-KD4-ARC-PLN-121 40. STATION LAYOUT - GROUND FLOOR PLAN BWSN-RS-KD4-ARC-PLN-101 B CIRCULATION PLANS 41. STATION LAYOUT - FIRST FLOOR PLAN BWSN-RS-KD4-ARC-PLN-102 13. CIRCULATION PLAN PHASE 1- GENERAL (VEHICLES) BWSN-CP-KD4-ARC-PLN-001 42. SECTIONS (PHASE-1) - SECTION -A , SECTION-B AND SECTION-C BWSN-RS-KD4-ARC-SEC-200 14. CIRCULATION PLAN PHASE 2- GENERAL (VEHICLES) BWSN-CP-KD4-ARC-PLN-002 ELEVATIONS (PHASE-1) - FRONT (NORTH-WEST SIDE) , REAR 43. 15. CIRCULATION PLAN PHASE 1- ARRIVAL (VEHICLES) BWSN-CP-KD4-ARC-PLN-010 (SOUTH-EAST), SIDE (NORTH-EAST) AND SIDE (SOUTH-WEST) BWSN-RS-KD4-ARC-ELE-300 16. CIRCULATION PLAN PHASE 1- DEPARTURE (VEHICLES) BWSN-CP-KD4-ARC-PLN-020 PHASE – 2 17. CIRCULATION PLAN PHASE 1- ARRIVAL (TSR AND TAXI) BWSN-CP-KD4-ARC-PLN-011 44. STATION LAYOUT PHASE - II : UNDERGROUND PLAN BWSN-RS-KD4-ARC-PLN-201 18. CIRCULATION PLAN PHASE 1- DEPARTURE (TSR AND TAXI) BWSN-CP-KD4-ARC-PLN-021 45. STATION LAYOUT PHASE - II : GROUND FLOOR PLAN BWSN-RS-KD4-ARC-PLN-202 19. CIRCULATION PLAN PHASE 1- ARRIVAL (BUS) BWSN-CP-KD4-ARC-PLN-012 46. STATION LAYOUT PHASE- II : FIRST FLOOR PLAN BWSN-RS-KD4-ARC-PLN-203 20. CIRCULATION PLAN PHASE 1- DEPARTURE (BUS) BWSN-CP-KD4-ARC-PLN-022 47. PHASE -II : STATION LAYOUT - SECTIONS BWSN-RS-KD4-ARC-SEC-300 ELEVATIONS - (PHASE-II) FRONT (NORTH-WEST SIDE) , REAR 21. CIRCULATION PLAN PHASE 1- ARRIVAL (PRIVATE VEHICLES) BWSN-CP-KD4-ARC-PLN-013 48. BWSN-RS-KD4-ARC-ELE-400 (SOUTH-EAST), SIDE (NORTH-EAST) AND SIDE (SOUTH-WEST) 22. CIRCULATION PLAN PHASE 1- DEPARTURE (PRIVATE VEHICLES) BWSN-CP-KD4-ARC-PLN-023 DETAILS 23. CIRCULATION PLAN PHASE 1- ARRIVAL (COMMERCIAL/ SUPPORT) BWSN-CP-KD4-ARC-PLN-014 49. DETAILS - ARRIVAL PICK-UP AREA BWSN-RS-KD4-ARC-DET-400 24. CIRCULATION PLAN PHASE 1-NMT BWSN-CP-KD4-ARC-PLN-024 50. DETAILS - DEPARTURE DROP-OFF AND PLAZA BWSN-RS-KD4-ARC-DET-401 25. PASSENGER CIRCULATION PLAN PHASE 1- BASEMENT PLAN BWSN-CP-KD4-ARC-PLN-030 51. DETAILS - PEDESTRIAN FOB (DEPARTURE TERMINAL BRIDGES) BWSN-RS-KD4-ARC-DET-402 26. PASSENGER CIRCULATION PLAN PHASE 1- GROUND FLOOR PLAN BWSN-CP-KD4-ARC-PLN-031

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S.NO. DRAWING TITLE DRAWING NUMBER S.NO. DRAWING TITLE DRAWING NUMBER 52. DETAILS - CARGO LOADING AND UNLOADING BWSN-RS-KD4-ARC-DET-403 I EXISTING UTILITIES 53. DETAILS - TAXI AND RICKSHAW PARKING AREA BWSN-RS-KD4-ARC-DET-404 82. EXISTING INFRASTRUCTURES - ELECTRIC LINE BWSN-06-01 54. DETAILS - BUS PARKING BWSN-RS-KD4-ARC-DET-405 83. EXISTING INFRASTRUCTURES - IGL LINE BWSN-06-02 55. DETAILS - SURFACE PARKING BWSN-RS-KD4-ARC-DET-406 84. EXISTING INFRASTRUCTURES - WELL AND NALLA BWSN-06-03 56. PLATFORM LAYOUT (PART PLAN-1) BWSN-RS-KD4-ARC-DET-410 85. EXISTING CONDITIONS – INFLUENCE ZONES BWSN-03-0 57. PLATFORM LAYOUT (PART PLAN-2) BWSN-RS-KD4-ARC-DET-411 J STRUCTURE 58. PLATFORM FLOORING LAYOUT (PART PLAN-1) BWSN-RS-KD4-ARC-DET-412 86. COLUMN LAYOUT – UNDERGROUND FLOOR PLAN BWSN-RS-KD4-STR-PLN-100 59. PLATFORM FLOORING LAYOUT (PART PLAN-2) BWSN-RS-KD4-ARC-DET-413 87. COLUMN LAYOUT - GROUND FLOOR PLAN BWSN-RS-KD4-STR-PLN-101 60. PLATFORM SHELTER DETAIL BWSN-RS-KD4-ARC-DET-414 88. COLUMN LAYOUT - FIRST FLOOR PLAN BWSN-RS-KD4-STR-PLN-102 D COMMERCIAL DEVELOPMENT 89. FOUNDATION PLAN BWSN-RS-KD4-STR-PLN-150 COMMERCIAL DEVELOPMENT - BLOCK-1 TYPICAL FLOOR PLANS, 90. STRUCTURAL FRAMING PLAN – GROUND FLOOR BWSN-RS-KD4-STR-PLN-200 61. BWSN-CD-KD4-ARC-PLN-100 ELEVATIONS & SECTIONS 91. STRUCTURAL FRAMING PLAN – FIRST FLOOR BWSN-RS-KD4-STR-PLN-201 COMMERCIAL DEVELOPMENT - BLOCK-2 TYPICAL FLOOR PLANS, 62. BWSN-CD-KD4-ARC-PLN-110 92. ROOF DETAIL BWSN-RS-KD4-STR-DET-300 ELEVATIONS & SECTIONS 93. F.O.B DETAIL BWSN-RS-KD4-STR-DET-301 E HOSPITALITY DEVELOPMENT K WATER SUPPLY 63. HOSPITALITY DEVELOPMENT (BLOCK-1) - FLOOR PLANS BWSN-HD-KD4-ARC-PLN-100 94. WATER BALANCE DIAGRAM BWSN-RS-KD4-PHE-PLN-001 64. HOSPITALITY DEVELOPMENT (BLOCK-1) - ELEVATIONS BWSN-HD-KD4-ARC-ELE-200 95. WATER SUPPLY LAYOUT FOR BASEMENT PLAN BWSN-RS-KD4-PHE-PLN-100 65. HOSPITALITY DEVELOPMENT (BLOCK-1) - SECTIONS BWSN-HD-KD4-ARC-SEC-300 96. WATER SUPPLY LAYOUT FOR GROUND FLOOR BWSN-RS-KD4-PHE-PLN-101 66. HOSPITALITY DEVELOPMENT (BLOCK-2) - FLOOR PLANS BWSN-HD-KD4-ARC-PLN-110 97. WATER SUPPLY LAYOUT FOR FIRST FLOOR BWSN-RS-KD4-PHE-PLN-102 67. HOSPITALITY DEVELOPMENT (BLOCK-2) - ELEVATIONS BWSN-HD-KD4-ARC-ELE-210 98. WATER SUPPLY LAYOUT FOR BASEMENT PLAN – DETAIL A BWSN-RS-KD4-PHE-PLN-110 68. HOSPITALITY DEVELOPMENT (BLOCK-2) - SECTIONS BWSN-HD-KD4-ARC-SEC-310 99. WATER SUPPLY LAYOUT FOR BASEMENT PLAN – DETAIL B BWSN-RS-KD4-PHE-PLN-111 69. HOSPITALITY DEVELOPMENT (BLOCK-3) - FLOOR PLANS BWSN-HD-KD4-ARC-PLN-120 100. WATER SUPPLY LAYOUT FOR GROUND FLOOR – DETAIL A & B BWSN-RS-KD4-PHE-PLN-121 70. HOSPITALITY DEVELOPMENT (BLOCK-3) - ELEVATIONS BWSN-HD-KD4-ARC-ELE-220 101. WATER SUPPLY LAYOUT FOR GROUND FLOOR – DETAIL C BWSN-RS-KD4-PHE-PLN-122 71. HOSPITALITY DEVELOPMENT (BLOCK-3) - SECTIONS BWSN-HD-KD4-ARC-SEC-320 102. WATER SUPPLY LAYOUT FOR GROUND FLOOR – DETAIL D BWSN-RS-KD4-PHE-PLN-123 F RAILWAY HOUSING 103. WATER SUPPLY LAYOUT FOR GROUND FLOOR – DETAIL E BWSN-RS-KD4-PHE-PLN-124 72. RAILWAY HOUSING : FLOOR PLAN BWSN-RH-KD4-ARC-PLN-100 104. WATER SUPPLY LAYOUT FOR FIRST FLOOR – DETAIL A BWSN-RS-KD4-PHE-PLN-131 BWSN-RH-KD4-ARC-ELE/SEC- 73. RAILWAY HOUSING : ELEVATIONS & SECTIONS 200 105. WATER SUPPLY LAYOUT FOR FIRST FLOOR – DETAIL B BWSN-RS-KD4-PHE-PLN-132 G LANDSCAPE L DRAINAGE 74. LANDSCAPE PLAN BWSN-LA-KD4-ARC-PLN-100 106. DRAINAGE LAYOUT FOR BASEMENT PLAN BWSN-RS-KD4-DR-PLN-100 75. SITE SECTIONS AND ROAD DETAILS BWSN-LA-KD4-ARC-SEC-200 107. DRAINAGE LAYOUT FOR BASEMENT PLAN – ENLARGE VIEW BWSN-RS-KD4-DR-PLN-101 H TRACK 108. TOILET ENLARGE VIEW FOR BASEMENT PLAN BWSN-RS-KD4-DR-PLN-102 76. TRACK LAYOUT – GENERAL VIEW BWSN-TL-KD4-ARC-PLN-100 109. DRAINAGE LAYOUT FOR GROUND FLOOR BWSN-RS-KD4-DR-PLN-103 77. TRACK LAYOUT – SHEET 1 BWSN-TL-KD4-ARC-PLN-101 110. DRAINAGE LAYOUT FOR GROUND FLOOR – ENLARGE VIEW BWSN-RS-KD4-DR-PLN-104 78. TRACK LAYOUT – SHEET 2 BWSN-TL-KD4-ARC-PLN-102 111. TOILET ENLARGE VIEW FOR GROUND PLAN BWSN-RS-KD4-DR-PLN-105 79. TRACK LAYOUT – SHEET 3 BWSN-TL-KD4-ARC-PLN-103 112. DRAINAGE LAYOUT FOR FIRST FLOOR BWSN-RS-KD4-DR-PLN-106 80. TRACK LAYOUT – SHEET 4 BWSN-TL-KD4-ARC-PLN-104 113. TOILET ENLARGE VIEW FOR FIRST FLOOR BWSN-RS-KD4-DR-PLN-107 81. TRACK LAYOUT – SHEET 5 BWSN-TL-KD4-ARC-PLN-105

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S.NO. DRAWING TITLE DRAWING NUMBER M STORM WATER DRAINAGE 114. MASTER PLAN PHASE-1- STORM WATER DRAINAGE DETAIL -1 BWSN-MP-KD4-SWD-PLN-101 115. MASTER PLAN PHASE-1- STORM WATER DRAINAGE DETAIL - 2 BWSN-MP-KD4-SWD-PLN-102 116. MASTER PLAN PHASE-1- STORM WATER DRAINAGE DETAIL - 3 BWSN-MP-KD4-SWD-PLN-103 117. MASTER PLAN PHASE-1- STORM WATER DRAINAGE DETAIL - 4 BWSN-MP-KD4-SWD-PLN-104 118. MASTER PLAN PHASE-1- STORM WATER DRAINAGE DETAIL - 5 BWSN-MP-KD4-SWD-PLN-105 119. MASTER PLAN PHASE-1- STORM WATER DRAINAGE DETAIL - 6 BWSN-MP-KD4-SWD-PLN-106 N FIREFIGHTING 120. FIRE FIGHTING LAYOUT FOR BASEMENT PLAN BWSN-RS-KD4-FP-PLN-100 121. FIRE FIGHTING LAYOUT FOR BASEMENT PLAN – ENLARGE VIEW BWSN-RS-KD4-FP-PLN-101 122. FIRE FIGHTING LAYOUT FOR GROUND FLOOR BWSN-RS-KD4-FP-PLN-102 123. FIRE FIGHTING LAYOUT FOR GROUND FLOOR – ENLARGE VIEW BWSN-RS-KD4-FP-PLN-103 124. FIRE FIGHTING LAYOUT FOR FIRST FLOOR BWSN-RS-KD4-FP-PLN-104 125. FIRE FIGHTING LAYOUT FOR FIRST FLOOR – ENLARGE VIEW BWSN-RS-KD4-FP-PLN-105 O POWER SUPPLY 126. ELECTRICAL DISTRIBUTION SCHEMATIC BWSN-RS-KD4-PWR-PLN-001 127. STATION LAYOUT – UNDERGROUND FLOOR POWER LAYOUT BWSN-RS-KD4-PWR-PLN-100 128. STATION LAYOUT – GROUND FLOOR POWER LAYOUT BWSN-RS-KD4-PWR-PLN-101 129. STATION LAYOUT – FIRST FLOOR POWER LAYOUT BWSN-RS-KD4-PWR-PLN-102 P LIGHTING 130. STATION LAYOUT – UNDERGROUND FLOOR LIGHTING LAYOUT BWSN-RS-KD4-LTG-PLN-100 131. STATION LAYOUT – GROUND FLOOR LIGHTING LAYOUT BWSN-RS-KD4-LTG-PLN-101 132. STATION LAYOUT – FIRST FLOOR LIGHTING LAYOUT BWSN-RS-KD4-LTG-PLN-102 Q HVAC 133. STATION HVAC LAYOUT FOR GROUND FLOOR PLAN BWSN-RS-KD4-HVAC-PLN-101 134. STATION HVAC LAYOUT FOR FIRST FLOOR PLAN BWSN-RS-KD4-HVAC-PLN-102 R COMMUNICATION 135. CENTRAL DATA CONTROLLER SCHEME BWSN-RS-KD4-COM-SKM-001

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Integrated freight complex was provided in the MPD 2021 but this is under review 1 EXECUTIVE SUMMARY considering the objections to congesting the roads by trucks. i. Bijwasan (BWSN) Station has been chosen by MOR to be one of the stations around India to be redeveloped to world class station. The station is proposed to be executed as v. Although the site is a greenfield, the boundary constraints has been taken into account, Developer model leveraging the real estate development potential in the airspace above specially the station and on the railway land around the station.  The Airport land and Air Funnel. Specially the restriction on the high of the

ii. This study deals with the design of the new station facility at Bijwasan as well as buildings. developing a Master Plan for the strategic development of the railway land surrounding.  The existing Mainline alignment BWSN, is located in the south Western side of Delhi, on Delhi-Rewari section of Delhi, NR.  Railway land boundary towards airport and the existing road parallel to Railway Lying within the proposed development of Dwarka subcity, in the Area called Dwarka Main Line sector 21. It is flanked by residential area/built up area on its north, west and north-  UER II west, the Delhi-Rewari railway line on its east, Bijwasan road on its south and a 6 lane  Drain from Airport along and across UER II road running through the proposed site connecting to the National Highway-8(NH8).  The Metro Station building with two underground metro lines and their proposed Villages like Bagdola on the north and Bhartal on the south west side are also surrounding extensions. the station area.  The new Yard Plan designed by Northern Railways,  Some of the land is under litigation (villages, farms, schools, crematory) iii. The railway land available at Bijwasan for the construction of the new terminal is 145.39  Existing water bodies on the plot ha. Land measuring 110.07 ha has been earmarked by DDA (Delhi Development Authority)  HPCL depot on Rewari end. for Northern Railways; remaining of approximated 12.91 ha is under litigation between  Nallah (Drain) across the end of the plot in the North-East. DDA and current occupants (village, farmhouses, school, cremation yard, grace yard…).

However, during the land survey demarcation 109.57 ha of plot area can only be established at the ground. In addition to this, approximately 22.90 ha of land abutting vi. Currently 21 trains halt at Bijwasan old Station every day. According to the Northern this plot under existing main line will also be available for development. The total site Railway operation plans for the new Station and the growths of the last years, we can area for the final phase station building is 75,260 sq. m including first floor and airspace expect for the next 40 years an important increase of the demand, approximating to area of 65,590 sq. m. Due to the present demand, station building is to be constructed in 1,35,000 passengers/day*two directions. This figure is a bit lower than the maximum two phases. The site area for phase I-building is truncated to 27,330 sq. m including capacity that the station and the line will achieve (1, 38,000 passengers/day*2 directions) airspace area of 11,520 sq. m as per the initial demand. in the future taking into account reasonable measures aimed to increase the current capacity. The Phase I station building is designed to handle approximately 88,000 pax / iv. The site is crossed longitudinally by the current railway line from Delhi-Jaipur, close to day as per the initial demand till 2030. the Indira Gandhi International and also crossed transversally by the UER II road. There is a metro station, called Dwarka-21, recently finished served by 2 lines: Airport Express vii. BWSN is designed under principals of a world class station with superior service for Line and Blue Line. Several Metro extensions are planned in the area. The Government of passengers, superior train operation and efficient mobility through connectivity with Delhi is planning to develop an Inter State Bus Terminal (ISBT) adjoining the railway land public transport, and modern office and retail space. on the west. Second diplomatic enclave, is also planned to come up in sector 26-29. An International Convention and Exhibition Center has been planned by DDA in sector 24.

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Important aspects for planning of world class stations are envisaged as high comfort, ix. The Master Plan is proposed to be developed in two phases. The first phase as per the modern facilities and passenger amenities, convenient access and friendly design with existing laws based on Master Plan Delhi 2021 (MPD 2021) and the second one for the pleasant environment, suitable for Indian conditions, adequate capacity, segregation of future if it is possible when all the land litigations are solved. arrival and departure, conflict free flow of passengers, adequate vertical x. Traffic studies have been done. At this moment, there aren’t capacity problems on the communications, good signage, barrier free movement for disability persons, integrated junctions more directly connected to the new Bijwasan Station. However, an analysis of security systems with modern technology, emergency evacuation in case of fire/ the infrastructures and new facilities planned in Dwarka sub-city and the estimated accidents, shops food stalls and other facilities for quality waiting time and modern train increase of traffic due to them, the future capacity problems can be foreseen. The streets operation and maintenance infrastructure. Integration with Transport network and Iconic that will get most congested will be the Dwarka internal road network. building is required. Building shall be conceptualized to give a pleasing look from aircrafts

as the area falls under the air funnel of the airport. In order to solve future traffic problems, improvements in 4 junctions are suggested (mostly grade separators), to ensure smooth movement of traffic and with fewer delays Seamless movement and ease of interchange with Metro Station and in the future with in order to reduce the expected travel time. The junctions where improvements are to the planned ISBT are paramount and have been fundamental in driving the Master plan be implemented are following: Organization as a true transportation hub. Keeping this into consideration an F.O.B. is planned to connect the ISBT with the main station building in the Phase 2 Master Plan.  Sector 21 Road with UER II, The Station is situated across the yard plan with access from one side. The total built up  Sector 25 Junction on the UER II area for the Station is 1, 31,397 sq. m including 15,850 sq. m. on Basement and 14,405  Janki Chowk on Parking. The total built up area for the phase I station building is 48, 282 sq. m (Forty  Dwarka Sector 9 Metro station junction on eight thousand two hundred and two sq. m), including 18,350 sq. m (Eighteen thousand three hundred and fifty sq. m) in the basement. A part of the land allocated for the phase xi. Infrastructural issues such as the provision and up gradation of all the utilities, including II of the station Building is used for surface parking for phase 1. water, sewage, power and refuse collection are all addressed within the Report. As a result of our surveys and detailed discussion with various local authorities, it is apparent viii. The new Station generates an important and interesting urban core where commercial that not major improvements and upgrades are necessary. and office activities that can be developed in an attractive way. The search for an attractive building design takes importance. The station incorporates various mixed uses xii. The water requirement for the Bijwasan station is delivered by the Municipal Corporation within its volume, especially in connection area with Metro. The overall urban core of Delhi/Bore well /lakes. The Water from the above resource is treated and used for the includes provisions for hotels & commercial towers which would include commercial potable use and non-potable water as per our needs. The total water requirement for offices & retail areas. Total Built-up area dedicated for commercial development on site Bijwasan station is calculated as 11700 m3/day, In that the potable water requirement is is 11, 03,194.45 sq. m (Eleven lacs three thousand one hundred and ninety four sq. m. calculated as 6312 m3/day and the non-potable water requirement is calculated as 5388 3,99,579 sq. m (Three lacs ninety nine thousand five hundred and seventy nine sq. m) has m3/day. From the total water requirement, 80% of Water is considered as sewage water. been earmarked for the phase 1 master plan development and 7, 03,615 sq. m (Seven So the total sewage generation for both the phases is calculated as 9360 m3/day. The lacs three thousand six hundred and fifteen sq. m) has been earmarked for the phase 2 sewage treatment plant for 10000 m3/day is proposed. From that treatment 90% of master plan development. sewage water is converted into recycled water. The recycled water from the treatment plant is calculated as 8424 m3/day. The treated water from the sewage treatment plant is used for Horticulture, Carriage washing, Platform& Apron washing, Residential

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(Flushing), Commercial (Flushing).The total power supply requirement for the entire will take care of the passenger till 2053. The phasing of the station building is introduced development at Bijwasan Station is calculated as 89MVA.The power supply requirement in order to determine the actual cost of construction of the phase-1 construction with the for the station is calculated as 9.5MVA and 79.5MVA for Commercial Space. It is proposed revenue generation from phase-1 commercial developments and based on this outcome that 50% of the demand shall be feed from backup DG power supply. Variable Refrigent the second phase construction shall be taken forward and also to bring down the huge flow type Air-conditioning system proposed for Railway station. District cooling and capital cost required for the construction of the entire building. heating system shall be proposed for the hotels, office and commercial areas in order to Some of the key financial indicators for real estate development at the Subject Site for reduce the energy consumption. the entire operational period of 45 years are as below: xiii. Geotechnical Studies have been done for information about the soil bearing strength and based on the existing norms and the state of arts. The proposed buildings has been Particulars Phase-1 Phase-2 designed in Reinforced Cement Concrete framed structures. Concrete structures are Land Lease Premium(Land Cost) INR (Mn 8,834 8,489 preferred because they need less maintenance than steel structures, which accounts to Total Development Cost INR Mn 19,734 35,128 more economic and sustainable buildings, and will be used for underground elements Total Operating Cost INR Mn 132,414 246,046 Revenue from Hotel / Serviced Suits INR Mn 243,824 455,376 (walls, foundations, underpasses…) and for the vertical resisting elements, including Revenues from Retail and Commercial Development INR Mn 729,170 1,232,239 lateral stiffening structures. For the Station Building both concrete and steel structures Net Cash Flows from the Project INR Mn 808,217 1,394,303 will be used: steel and composite structures are required for easy mounting and for long span elements like roofs and floors to be built over non interruptible railway tracks. Since The details on Financial Feasibility of the project can be referred from the report ‘Real Bijwasan is a Greenfield Project, the construction can be taken up with concrete Estate Market Scan and Potential Development Typology Determination for Site Located structures in the major part of the station. at Bijwasan, New Delhi’ xiv. The report also examines various aspects of the environmental impact associated with xvii. The station building is proposed to be developed in two phases. The first phase of the the new development. Environmental concerns of the project is proposed to be addressed building will be constructed to serve the passenger demand for the year 2030 and the as per the guidelines of Indian Green Building Council. next phase will take care of the passenger till 2053. The phasing of the station building is introduced in order to determine the actual cost of construction of the phase-1 xv. The socio-economic impact of the development is also considered. The Environmental construction with the revenue generation from phase-1 commercial developments and and Social Impact Assessment will be carried out and submitted as Key Deliverable KD05. based on this outcome the second phase construction shall be taken forward and also to xvi. In order to generate sufficient revenue to fund the project, the viability for station bring down the huge capital cost required for the construction of the entire building. The development at subject site may be achieved as per the present land use plan. The real phase I station building would cost INR 384, 75, 00,875 (Rs. Three hundred and eighty estate component shall comprise of the FAR of 100 that can be used under permissible four crore seventy five lacs and eight hundred and seventy five). A preliminary cost activities which are related to Railway passengers, operations, goods handling, passengers estimate for the project has been prepared to determine the capital expenditure required change over facilities, including watch & ward and Hotel. The developments proposed at for the station development. This includes the cost of the station building bulk services the site are hotel development, retail space and commercial office space. If this line of as well as site development. The architectural finishes work for the tunnels & platform action is pursued then the project may fetch an internal rate of return of 22.5%. The has been considered for cost calculations including platform shelters. Details can be station building is proposed to be developed in two phases. The first phase of the building referred in ‘Preliminary Estimate for Bijwasan Station report (Revision 12)’. will be constructed to serve the passenger demand for the year 2030 and the next phase

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Space planning at World Class Station is envisioned to follow logical order of passenger 2 INTRODUCTION requirements, facilitate conflict free flow of passengers, adequate vertical circulation elements, 2.1 Background and integration with public transport, adequate waiting space and commercial retail for quality

Presenting the Railway Budget 2009-10, Minister of Railways (MR) said that about 50 stations are experience. to be developed into World Class stations with international level facilities. MR said that these World over, both in the west and east, a large number of such station development projects have stations would be developed through innovative financing and in Public Private Partnership been successfully undertaken with high density real estate development. Railway stations have mode. Some of these stations are: CST Mumbai, Shivaji Nagar, Nagpur, Howrah, Sealdah, developed vertically as major commercial hubs and townships. These Railway stations become a Bhubaneswar, New Delhi, Lucknow, Varanasi, Amritsar, Kanpur, Guwahati, Jaipur, Chennai part of the urban environment and totally revitalise the urban character of the area. Such a Central, Tiruvananthapuram Central, Secunderabad, Tirupati, Bangalore City, Baiyapanahali station serves as a grand retail and hospitality destination with facilities to diner, shop, enjoy (Bangalore), Ahmedabad, Bhopal, Habibganj, Gaya Jn., Agra Cantt., Mathura Jn., Chandigarh, and relax and not just as a transport destination of a Railhead. Kolkata, New Jalpaiguri, Majerhat, Mangalore, Porbandar, Anand Vihar, Bijwasan, Ajmer and Puri. New Delhi is the capital of the Republic of India, and the seat of executive, legislative, and judiciary branches of the Government of India. It also serves as the centre of the Government of the National Capital Territory of Delhi. New Delhi is situated within the metropolis of Delhi and is one of the eleven districts of Delhi National Capital Territory. The metropolis of Delhi is the 2nd most populous in India with a total population nearing 17 million residents, the capital city being the 10th most populous city in the world by city proper and has the 7th biggest urban agglomeration in the world with a population of 23 million people. The metropolis has the highest urban spread in the country with a total area of the city being 1482 km2.

Delhi is a major junction in the rail network of India and is the headquarters of the Northern Railways (NR). The four main railway stations are:

The World Class Station projects envisage provision of international level facilities for the  New Delhi Railway Station passengers and real estate development on surrounding land as well as air space above the  Delhi Railway Station, station as integrated complexes. In terms of urban planning, these projects are envisioned to  Hazrat Nizamuddin Railway Station transform the urban landscape of the stations and their surroundings as graceful City Gateways  Delhi Sarai Rohilla. and iconic centres and add to the beauty and vibrancy of the area through an appropriate mix of Current stations are close to saturation. Consequently there is need to increase terminal capacity the development as envisaged in the Urban Design principles laid down in the Master Plan for in Delhi. Master Plan of Delhi 2021 (MPD) included five new directional passenger terminals in Delhi 2021. They are proposed to become part of the urban environment with intensive transit order to decongest the central area. One of them is Bijwasan (Dwarka), located in the South- oriented development, as compared to the currently dominant presence of railway yard & Western side of Delhi, on Delhi-Jaipur line. In the following image can be seen a map of Delhi operational facilities, as well as unplanned growth of surroundings and rather rudimentary Metropolitan Area indicating the five new terminals previewed. Infrastructure.

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Figure 2: Railway Map of Delhi

Figure 1: Directional Terminal in MPD-2021 Delhi development Authority (DDA) has earmarked land near this station for development of

Bijwasan is presently a suburban station and is located located on Delhi-Rewari section of Delhi directional terminal which has been acquired by the railway. NR has been planning to develop a Division, NR. It lies at Km 24.365 from Delhi. Adjoining stations are Palam, towards Delhi 6.52 coaching terminal at Bijwasan to deal with the trains coming from South West direction. Km away and Gurgaon, 6.89 Km towards Rewari. There is also a passenger halt between Bijwasan Ministry of Railways (MOR) has decided to develop/redevelop certain identified railway stations and Palam at Shahabad Mohammadpur, 3 Km away. Figure n° across India through a Special Purpose Vehicle named as ‘Indian Railway Stations Development

Bijwasan is lying within the proposed development of Dwarka subcity, it is flanked by residential Corporation Limited’ (IRSDC). One of them is Bijwasan. area/built up area on its north, west and north-west, the Delhi-Rewari line is on its east, Bijwasan IRSDC has awarded the joint venture formed by SENER and BARSYL with the contract “Architect road on its south and a 6-lane road running through the proposed site connecting to the National and Technical Consultant for development/redevelopment of Bijwasan-New Delhi Railway Highway 8 (NH8), which is about 5 km east of the site. Villages like Bagdola on the north and station on Indian Railway network”. Bhartal on the south west side are also surrounding the station area. A railway map of Delhi area is shown below. SENER and BARSYL are multinational companies and leaders in Railways and other Civil Projects around the world. While SENER has been associated with large number of Railway/Metro and

High Speed Railway Projects in Spain and Latin America, BARSYL sums the ability, the territory and local characteristics knowledge, since they are an Indian company and have carried out a number of Metro and railway related consultancies in India and abroad.

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The contract was signed on 4th March 2013.  Chapter 3 of the report summarizes the outputs of the station user surveys and the passenger simulation. This chapter analyses how the station is being used by the 2.2 Purpose of this Report passengers and explains the constraints in the usage of the existing station and provide This report forms the first part of deliverable for Key Date 04, as outlined in the Terms of recommendation for improvements.

Reference of the contract. It summarizes all the previously submitted deliverables under the  Chapter 4 of the report reviews the capacity of the yard and the railway systems contract. In summary these are: infrastructure such as track work, signaling & telecom, overhead line (OHE) and other railway systems infrastructure that are fundamental for continue and safe operation  KD1: Inception Report and Quality Assurance Plan of the railway. The condition of existing railway assets are discussed and  KD2: Traffic Planning Report (TPR), Infrastructure Development Report (IDR), Land recommendations outlined to enable redevelopment of the station to World class Redevelopment Report (LRR), and Geotechnical Investigation Report (GIR) Station taking in consideration the increase in train traffic throughput at Bijwasan  KD3: Draft Concept Plan and Feasibility Report Station.

 KD4 : Final Concept, Master Plan and Feasibility Report  In Chapter 5 of the report the functional performance of the proposed station is The purpose of this document is to present the final Concept Plan, Master Plan and Feasibility analyzed, and recommendations for improvements in mobility in the area are Study to develop the new Bijwasan station as a World Class one, together with the whole discussed. surrounding area, implementing new uses that can help from the financial point of view to make  Chapter 6 of the report summarizes the overall master planning of the station the proposal feasible. development area, focusing on commercial development.

This document, called Final Concept, Master Plan & Feasibility Report, develops the called  Chapter 7 of the report summarizes the Structural & Geotechnical concepts used to Option 1, which was selected in the previous stage of this Consultancy for developing the area design the proposed station building. and the Railway Station building. The inputs received have been considered for this submission.  Chapter 8 of the report summaries the construction methodology and plan envisaged for the construction of the proposed station building, taking in consideration the KD4 (Part 1 of 2) was submitted for statutory approval. Consequently, the various comments relocation of structures, road diversion and passenger movement during the received from IRSDC and Northern Railways, the impact from revised yard plan from Northern construction period. Railways and changes during design development have been incorporated in the present KD4  Chapter 9 of the report includes the approach to the utilities and infrastructure around (Complete), which includes Preliminary Drawings, Output Specifications, Design Calculations, the railway land and outlines improvements necessary to serve the new station and its Costs & Revenue for the project. surrounding.

2.3 Structure of this Report  In Chapter 10 of the report the existing road network around the station area is

This report has been structured to present the feasibility of all the aspects of related to the reviewed, the impact of the proposed new development on the surrounding road traffic development of a world class station. The structure of this report is as follows: is analyzed.  In Chapter 11 of the report, the capital expenditure or the fund/ investment required  Chapter 2 of the report provides an introduction about the project background, by the company/ developer to develop the station and its infrastructure including site provides an insight into the purpose and structure of the report and project objectives. development has been discussed. Also, provides developed planning and studies including development control norms

and project financial feasibility.

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2.4 Master Plan Main Objectives m) The Project to be executed as a Green Building Project and therefore environment factors to be given very high priority. The objective of this consultancy is to undertake Technical Feasibility Study and Prepare a Master

& Concept Plan of new Bijwasan Railway Station for the development and construction of the

Project Railway Station and Project Facilities, and enabling the prospective developers to assess As a summary, the main objective of this Master Plan is to create an area that will be a reference IRSDC’s requirements in a clear and predictable manner through the management of Request of for the new development of Delhi. Technical proposal with a view to ensuring: 2.5 Developed Planning & Studies a) Segregation of arrival/departure passenger movement and circulation at the Railway Station The two main documents that have been considered for designing new Bijwasan World Class b) Safe and comfortable world class passenger services, with maximum possible modern Station and its surrounding Area are: amenities in a clean and pleasing ambiance;  Master Plan for Delhi 2021(Delhi Development Authority, 2009) c) Superior road connectivity with the city for quick and easy access to the Project Railway Station and adequate parking within the station premises, efficient multi-modal  “Inception Report. Development of Bijwasan as a World Class Station” (Northern interface, providing flexibility for integration facilities with future transport Railways, 2010). infrastructure; These documents establish most of the requirements to be considered in this report and Master d) Superior train operation (including allied services e.g. parcel, posts etc.) and plan studies. maintenance facilities affording greater flexibility and enhanced operational efficiency 2.5.1 Development Control Norms for Indian Railways; e) Smooth arrival/departure and movement of pedestrians, passenger vehicles, parcel, 2.5.1.1 General luggage, linen & catering material etc. within and around station premises, state of the Floor Area Ratio (FAR), Floor Space Ratio (FSR), Floor Space Index (FSI), site ratio and plot ratio art passenger information and display systems, security systems and fire safety systems are all terms for the ratio of a building´s total floor area to the size of the piece of land upon etc. which it is built. The terms can also refer to limits imposed on such a ratio. As a formula: Floor f) Providing user-friendly facilities and passenger services and passenger services for the area ratio=total covered area on all floors of all buildings on a certain plot/area of the plot. convenience of common/unfamiliar passengers; g) Special amenities and services for the old, infirm and physically challenged passengers; The permissible FAR on Site is 100. However we have achieved 84 FAR on the complete master h) Employing leading edge technologies and design innovative services and solutions; plan development. However the phase 1 master plan utilizes only 30 FAR. The height restrictions i) Integrated development with the surrounding city and creation of an iconic urban are regulated as per AAI norms as the station building falls under the air funnel. This was also infrastructure and architecturally distinctive gateway to the city; the prime factor, for designing the station building eccentric to the platform. The master plan j) Least possible inconvenience to passengers, road commuters and residents during approval for transportation and circulation as received from UTTIPEC and the subsequent construction approval from DUAC (vide letter no. 27 (01) 2016-DUAC Code 10051627001) is based on an FAR k) Adequate and coherent commercial development at and around the station for an of 100. optimal financing model and attainment of the above public policy goals based on life- The development of Delhi is governed by the Master Plan of Delhi-2021 (MPD 2021). It was notified cycle cost minimization approach by the Central Government under the Delhi Development Act 1957 on 1/8/90, shows that the l) Harmonious and complementary co-existence of the railway terminal and the real estate National Capital Territory of Delhi is divided into 15 zones, out of which 8 zones (A-H) are in proposed to be developed.

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urban Delhi, 6 zones (J to N&P) are in urban extension /rural area. Zone-O is for River Yamuna (River Front Area). A zone could be divided into sub-zones.

Future Bijwasan Railway Station falls under Dwarka sub-city, which belongs to zone-K and forms part of the urban extension plan approved by the Authority vide Agenda no.79 dt. 30.06.1987 as part of Master Plan of Delhi 2001.

The existing Land use of the surrounding area is primarily Residential (villages like Bagdola, Bhartal, Bijwasan and Dwarka subcity), Industrial (proposed integrated freight complexes) and Transportation (proposed ISBT Dwarka).

The urban extension plan was prepared to accommodate the projected population and was conceived to be developed in four phases. Dwarka sub-city forms part of Phase 1A of the urban extension plan. The Area where this Master Plan is developed is in the zone called K-II, as shown in the next page. Railway Station is clearly been demarcated as a MPT.

Under Chapter 12.0 Transportation, (12.01.1 Rail), 5 directional Metropolitan Passenger Terminals (MPT) has been proposed to clear the central area. Bhartal in Dwarka, South-West Delhi, is the second in this list and is the same as is called Bijwasan in this document.

Figure 3: Planning Zone K-II

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2.5.1.2 Development Controls

The development control guidelines as per MPD 2021 for a railway station are described in the table below:

Development controls Area Area Floor area that S. no Use premises Activities permitted under under can be utilised FAR* operation building for passenger (%) (%) accomodation All facilities related to railway passengers, Rail operations, goods terminal/integra 1. handling, passengers 70 30 100 15% ted passenger change over facilities, terminal including watch and Figure 4: Bijwasan Existing Conditions ward, hotel.

Though the MPT talks about TOD along MRTS corridor, with enhanced FAR in case of integrated Note: the FAR is to be calculated on the building plot schemes, it is largely silent on the development controls for MPT´s

The Master Plan of Delhi is currently under revision. Meanwhile some other studies are being developed: Other examples of FSIs in other stations developments in India and all over the world are:

Station name Site area (Ha) Built-up area (m2) FSI

Seawood Darave, Navi Mumbai 16.5 2,32,257 1.5

New Delhi Railway station 84.7 11,00,000 1.3 (proposed)

New Guangzhou station (China) 25.4 495,900 1.95

Kowloon station (Hong-Kong) 13.5 220,000 1.62

King Cross station (London, UK) 6 80,000 1.33

Table 1: Other examples of FSI in Stations

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

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2.5.1.3 FSI in various cities Note that the total built up area for Railways include not only the station and platform, but the Some examples of FAR in various cities of the world are: Railways facilities and Railways housing.

City FSI Notes The Multilevel Parking for the station is being developed in phase-2 has an area of 14,405 m2, as Mumbai Ranges from 1 to 4 Higher in some zones in order to spur slum redevelopment per the chapter 12.13.7 from the MPD 2021 permit to increase the built up area based on 25% of Seoul 8 in general, up to 10 in Central Business District (CBD) Higher FSI are permitted in the its gross floor area. The total built up area that is considerate for mixed uses is 11,03,194 m2. In residential areas it ranges from 0.5 to 4 vicinity of metro stations New York - In Manhattan 10 along main avenues, up to 15 in Central Manhattan is the main borough of 2.5.1.6 Parking standards Manhattan Business District (CBD) the 5 in which NYC is divided In residential areas it ranges from 0.6 in the suburbs to 10 in Manhattan, next to CBDs 4 MPD-2021 describes the parking standards depending on use premises: Singapore In CBD it ranges from 8 to 25. Probably the highest in the world, From 1.5 to 4 in majority of residential areas, up to 6 in together with Hong Kong, prob the proximity of CBD Use premises Permissible Equivalent Car Spaces (ECS) per 100m2 of Floor Area Residential 2.0 Table 2: FAR in various Cities of the World Commercial 3.0 2.5.1.4 FAR in Delhi Manufacturing 2.0 FAR in Delhi depends on land use, not on location. As per MPD-2021, the FAR according to the Government 1.8 various uses is tabulated. Public and Semi Public facilities 2.0

2.5.1.5 Consumed FSI at Site Table 4: Master Plan of Delhi 2021 - Parking Standards The consumed FSI has been calculated based on the Built-up area, which is 14,53,920 m2 2.5.1.7 Permissible development based on the Development Control Guidelines for Railway TOTAL GROSS PLOT AREA 15,40,929 TOTAL NET PLOT AREA 14,53,920 stations FAR SCENARIO 1 (1) For the purpose of calculating FAR, a global FAR is considered for the total Site of 14,53,920 m2 TOTAL PLOT AREA 14,53,920 10,17,744 FLOOR AREA UNDER OPERATION 2.5.1.8 Transit Oriented Development (TOD) policy (70% ) 4,36,176 FLOOR AREA UNDER BUILDING The MPD‐2021 targeted 80‐20 modal shift in favour of public transportation. To help achieve this (30%) 2,18,088 target the UNIFIED TRAFFIC AND TRANSPORTATION INFRASTRUCTURE (PLANNING & FLOOR AREA PASSENGER ACCOMMODATION (15%) ENGINEERING) CENTRE (UTTIPEC) was set up by Delhi Development Authority. Its view is to TOTAL BUILT UP AREA 14,53,920 enhance mobility, reduce congestion and to promote traffic safety by adopting standard TOTAL BUILT UP AREA (RAILWAYS) 2,31,576 transport planning practices, capacity building, enforcement measures, road safety audits, BUILT UP AREA MIXED USES (PHASE-1) 3,99,579 Built Up Area from Multilevel Parking (25%*14405) 3,601 traffic engineering practices and better organizational co-ordination for improved traffic BUILT UP AREA MIXED USES (PHASE-2) 7,03,615 management by efficient lane capacity and work zone management, utilities coordination, developing traffic culture and avoiding transport planning pitfalls in the National Capital Table 3: FSI and Built-up Area on Site Territory of Delhi,

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As per the notification, all transportation projects/transport engineering solutions in Delhi by EWS FAR of 15% over and above the maximum permissible FAR shall be applicable. any agency having road engineering/infrastructure implication would require clearance of the Additional FAR may be availed through TDR only, for schemes larger than 1 Ha. centre (UTTIPEC). This would ensure the latest technology and research finding support is d. All residents residing in that scheme area shall have to be accommodated within the available to all new roads and projects same scheme only, with no induced displacement of existing residential population.

Transit Oriented Development (TOD) has been set up by UTTIPEC. It is essentially any development – macro or micro – that induces people to prefer the use of public transportation. Mix of Uses

The Primary Goals of TOD are to: In all integrated schemes, a minimum of 30% of overall FAR shall be mandatory for Residential use, a minimum 10% of FAR for commercial use and minimum 10% of FAR for community facilities.  Reduce private vehicle dependency and induce public transport use – through design, Mix of uses and FAR utilization for the remaining 50% FAR shall be as per the land use category policy & enforcement measures. designated in the Zonal Plan.  Provide PT access to the maximum number of people through densification and enhanced connectivity. Indicative FAR utilization and mix of uses for Transportation falling within TOD Zone

Transit‐Oriented Development (TOD) is generally characterized by compact, mixed use Indicative Mix of Uses within FAR Utilization development near new or existing public transportation infrastructure that provides housing, Landuse as per ZDP (At Least 50% of total Minimum Minimum Minimum employment, entertainment and civic functions within walking distance of transit. Pedestrian‐ FAR to be as per ZDP Use) Residential* Commercial** Facilities** Indicative Mix of Uses within remaining 50% FAR, as per ZDP landuse oriented design features of TODs are essential to encourage residents and workers to drive their TRANSPORTATION 30% 10% 10% Remaining 50% of FAR may be for any cars less and ride public transit more. use after meeting all operational requirements for transportation facilities. TOD can also be a significant source of non‐farebox revenue for the participating transport Notes: agency. *1. The mandatory residential component shall comprise of 50% units of size ranging between 32-40 sq.m. and the balance 50% comprising of homes ≤a65 sq.m. EWS FAR of 15% over and above the permissible FAR will be applicable. Under the Gazette of India notification dated 14 July, 2015 broad development controls norms **2. The mandatory facilities and commercial component shall include the requirements of the residential population in that land parcel. have been framed for TOD. The following development control norms shall apply FAR and Density 3. DMRC/RRTS/Railways (MRTS) to be exempted from providing the minimum 30% Residential component which is part of the TOD norms applicable to all other DE. In case residential is provided in MRTS a. TOD norms of FAR and density may be availed through the preparation and approval of projects, the mix of dwelling unit sizes (for middle income group) may not be made applicable to DMRC/RRTS/Railways. Minimum scheme area for development to be relaxed to 3000 sq.m. for comprehensive integrated scheme of minimum size 1 Ha, with maximum ground DMRC/RRTS/Railways (MRTS) agencies.

coverage of 40%. In case of MRTS/Government Agencies, the minimum plot size for Note: These are draft regulations of the TOD policy which are under Gazette of India notification development shall be 3000 sq.m, but all other development norms apply as per this for public objection/ suggestion. These are not entirely considered in the project till the time Chapter. being it gets fully functional and implemented by GOI. b. Cluster Block approval may be given to DE for a minimum area of 3000 sq. m only if an

approved influence zone plan or integrated scheme for the area exists. 2.5.2 Proposed Master Plan from Northern Railways in 2014 c. For any integrated scheme, a max. FAR of 400 and a maximum density of 2000 persons Works planned initially by Northern Railways at Bijwasan are explained in the following per hectare (PPH) is permissible. The entire amalgamated plot will be considered for paragraphs. calculating the FAR and density. FAR utilization shall not be less than 400. Mandatory

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The work of land acquisition for development of Bijwasan terminal at BWSN was sanctioned in Works Programme item no.2016-17. The estimated cost for this work was for Rs.216.87 crores. Land measuring 122.98 ha was earmarked by DDA for Northern Railway, out of this 110.07 ha was acquired from DDA under this work. However, according to the land survey demarcation 109.57 ha of plot is only established at ground for development as Taj Vivanta Hotel and DMRC depot may have occupied some part of the plot. Remaining 12.91ha is under litigation between DDA & Figure 6: Track Yard Proposed by Northern Railways in Inception Report from 2014 occupants and will take time for acquisition. In addition to this approximately 22.90 ha of land abutting this plot under existing main line will also be available for development. Contract for Drawing no. BWSN-TL-KD4-ARC-PLN-100 of this report contains this track layout. providing boundary wall for protection of land has been awarded and the work is under progress.

Approximately 12.91 ha of land is currently inhabited by village, farmhouses, school, cremation i. The terminal is proposed to be planned for horizon year 2053 only for handling passenger. ground, grave yard etc., which is yet to be handed over by DDA to NR. The location of these plots is critical and will affect optimum planning of station and yard if not handed over. ii. Area is to be earmarked for commercial development to enable financing of proposed terminal. The work of “Provision of coaching/freight handling terminal at Bijwasan was sanctioned in the year 2016-17 with an abstract cost of 91.97 crores. A tentative concept plan prepared by iii. The development is planned in two phases. DyCE(C), Tilak Bridge for development at Bijwasan provided for: A Road over bridge in lieu of level crossing No.21, in south of the existing BWSN station on the a) Proposed facility in phase 1 Delhi –Rewari main is currently under construction, amounting to Rs.59.3 crores. Expenditure up to march is 20.43 Cr and allotment for 2016-17 is 1.0 Cr. 3 no. island platform (620 m each)

4 no. washing cum stabling lines (3 nos. 660 m & one 700m) The existing provision of MPD 2021 would require modifications with respect to permitted use premise, ground coverage, floor area ratio (FAR) and parking norms. Northern Railways Report 2 no. Loco stabling line (106m &178m each) already proposed some modifications to MPD 2021 determinations, in terms of land uses, ground Over run lines (120 m each) coverage, floor area ratio (FAR) and parking standards. This proposal was submitted to DDA, duly 2 shunting neck (620 m) approved by GM/NR. The letter sent in this regard is enclosed at Annexure 8 of this document, called “Communication with DDA”. 4 sick lines spur (2 nos 628m, 620m & 636meach)

Station Building and Circulating area Northern Railways (NR) has addressed a letter to Delhi Development Authority regarding the development of the area. The letter sent can also be found in Annexure 8. 7 passenger lines & common center lines (724 m, 715m,704m, 702m, 736m, 877m &

750m each) 2.5.3 Financial Feasibility Study of Bijwasan b) Proposed facility in phase 2 Subject Site lies in Bijwasan along the Delhi – Rewari Railway line. It is located in South-West 3 passenger lines & common center lines (720 m, 806m, 660m each) Delhi. The figure below provides an indicative location of the subject site within Delhi-NCR: 1 no. island platform (620 m each)

The proposed yard plan made by Northern Railways in 2014 is shown in Fig. no. 6:

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and requirements of a World Class Station for IPT & MPT, are however, not fully met in the Development Control Norms provided for them in Master Plan of Delhi 2021.

It is assumed that the real estate component within the subject site is developed under the applicable development norms under the current land use assigned for the subject site. The following table, as per the provisions on development controls norms mentioned in Chapter 12 of the Delhi Master Plan 2021 highlights the development norms applicable under the scenario. The real estate component shall comprise of the FAR that can be used for passenger accommodation and commercial use.

Land Use Activities Permitted Development Controls

 Area Under Operation - 70% All facilities related to Railway Rail Terminal/ Integrated  Area Under Building - 30% passengers, operations, goods Passenger  FAR – 100 handling, passengers change over Terminal Metropolitan.  FAR that can be used for Figure 7: Indicative Location of the Site facilities, including watch & ward, Passenger Terminal Passenger Accommodation – Hotel The details of the site and location aspects have already been covered in detail in the initial 15% write-ups.

Table 5: Master Plan of Delhi 2021 - FAR on Site 2.5.3.1 Land Use Implications Further, it is assumed that the land shall be provided on a 45 year lease period to private The World Class stations also envision a transit-oriented development (TOD) which is a mixed- developers for development. use residential or commercial area designed to maximize access to public transport and incorporates features to encourage transit ridership. A TOD neighbourhood typically has a center Cost of Station building development is approximately INR 384.75 Crores (Refer Preliminary with a train station, metro station, tram stop, or bus stop, surrounded by relatively high-density Estimate for Bijwasan Railway Station, New Delhi, Revision 12). development with progressively lower-density developments spreading outwards from the center. TODs generally are located within a radius of one-quarter to one-half mile (400 to 800 As per the current land use plan, interpretation of the area under buildings precedents of other m) from a transit stop, as this is considered to be an appropriate scale for pedestrians. transport projects in the contiguous area may be referred. The area under buildings is interpreted as any development which is not needed for “operations”. For example in ISBT of The Master Plan of Delhi 2021, also has a clear thrust for Transit oriented Development and (Anand Vihar) New Delhi this 30% has been earmarked for hotels. However under Railway stations provides for the higher FAR in influence zone of MRTS corridors. Para 12.0 of MPD2021, lays a only 15% is allowed for passenger accommodations, i.e. hotels and the remaining 15% is for any clear emphasis on providing a significant increase in efficient rapid public transport system and other development other than hotels or operational use. This 15% could be commercial facilities with a corresponding reduction in individual private transport usage. development which will support the development of a railway station.

At present Master Plan of Delhi (MPD) 2021 has common Development Control Norms for Railway 2.5.3.2 Key Financial Indicators Terminals, Integrated Passenger Terminals or Metropolitan Passenger Terminals. The concept It is anticipated that with the current market trends and the present land use, the land premium can be availed with a FSI value of INR 2,054 per sq. ft approximately for Phase-1 commercial

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development and for Phase-2 with a the FSI value of INR 1,121 approximately (for details refer Construction Cost Report - Real Estate Market Scan and Potential Development Typology Determination for Site Construction Cost Per unit cost (per sq. ft) Area Cost (in INR) Located at Bijwasan, New Delhi). Therefore to meet the objectives of the station development Base construction cost 3,000 215,054 645,160,560 change in land use is not warranted. Hotel construction and interiors 4,500 215,054 967,740,840 Total Construction Cost 1,612,901,400 However Railways can further enhance their revenue from this piece of real estate by changing Total Cost per room 4,500,000 the land use to commercial.

Proposed real estate development components Summation of Cashflows  Retail Mall Development The table below lists the summary of cashflows that the subject development will generate

 Commercial Development – Office space over a 45 year period.

 Hospitality Development - Hotels Particulars Total Cash Outflows (INR Mn) Area Statement – Phase I and II Land Cost 12,629 The table below lists the details of development at the Subject Property under Phase 1 and Development Costs, Other Exps 19,734 Phase 2: Operating Exps 132,414 Total Cash outflows 164,777 Particulars Unit Area Cash Inflows (INR Mn) Property Development for Phase 1 Sq. ft. 4,301,070 Revenues from Hotel / Serviced Suites 243,824 Property Development for Phase 2 Sq. ft. 7,573,715 Large Format Retail and Commercial Development 729,170 Total Area Sq. ft. 11,874,785 Total Cash inflows 972,994

Net Cashflows 808,217 Product Mix for Phase I Project IRR 22.5% FSI value (INR / sq.ft) 2,054 Table below lists the proposed product mix at the subject development under Phase I The net cashflows generated from the subject property during a 45 year period is INR 808,217 Proposed Product Mix Distribution Built up Area (sq ft) Mn. IRR generated by the project is 22.5%. Hotel 215,054 Retail Development 408,602 Product Mix for Phase II Commercial Development – office space 3,677,415 Table below lists the proposed product mix at the subject development under Phase II Total Development under Phase I 4,301,070 Proposed Product Mix Distribution Built up Area (sq ft)

Hotel 378,686 Retail Development 719,503 Development Assumptions – Hospitality Commercial Development – office space 6,475,526 Total Development under Phase II 7,573,715 Table below lists the key development assumptions for hotel development at the subject property:

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Development Assumptions – Hospitality 2.6 Clearances Table below lists the key development assumptions for hotel development at the subject All the proposals for public works must be prepared as per specific requirements of Client property: Ministries / Departments and the residential and office space norms prescribed by the Construction Cost Government. The proposals must comply with the local master plan, zoning regulations and Construction Cost Per unit cost (per sq. ft) Area Cost (in INR) building byelaws and environment regulations. All the proposals must include provisions for Base construction cost 3,000 378,686 1,136,057,215 barrier free movement for physically challenged people i.e. providing non-handicapping built Hotel construction and interiors 4,500 378,686 1,704,085,822 environment for differently-abled people. The proposal must also conform to the regulations Total Construction Cost 2,840,143,037 pertaining to fire-protections, fire detection and fire-fighting as per National Building Code and Total Cost per room 4,500,000 local fire office. All the public buildings must include provisions for green building environment

(complying with requirements of at least three star rating). Apart from obtaining conceptual Summation of Cashflows and administrative approval from the clients, financial approval/ expenditure sanction from the The table below lists the summary of cashflows that the subject development will generate competent authority in Government, the proposal should have all the requisite local approvals, over a 45 year period. clearances, NOCs etc. before start of construction. Particulars Total Cash Outflows (INR Mn) As per Delhi Master Plan (MPD) 2021, the list of various local approvals and clearances required

Land Cost 12,136 for construction of a large scale project in Delhi -such as Bijwasan station- as compiled by CPWD Development Costs, Other Exps 35,128 is given below: Operating Exps 246,046 (A) PROJECT FEASILIBILITY/ PRE-SANCTION STAGE: Total Cash outflows 293,311

Cash Inflows (INR Mn) (A.1) APPROVALS FROM DDA Revenues from Hotel / Serviced Suites 455,376 Large Format Retail and Commercial Development 1,232,239 (A.1.1)* Land use plan approval for the plot is required from Delhi Development Authority (DDA) Total Cash inflows 1,687,614 and the Ministry of UD, when the land use is shown as Government land in the Master Plan of Net Cashflows 1,394,303 Delhi (MPD-2021). The land use plan for land area is to be notified by the Ministry of UD after Project IRR 22.5% the same is approved by DDA. FSI value (INR / sq.ft) 1,121 (A.1.2)* Approval for change in land use of the plot is required from DDA and the Ministry of UD The net cashflows generated from the subject property during a 45 year period is INR 1,394,303 when the land use shown in MPD-2021/Zonal Plan (where the plot is located)/land allotment Mn. IRR generated by the project is 22.5%. letter is to be changed (as the same is not permitted / not compatible with MPD-2021/Zonal Detailed Cost Calculations and Financial Feasibility Analysis are provided in separate reports Plan). The land use plan for land area is to be notified by the Ministry of UD after the same is ‘Preliminary Estimate for Bijwasan Railway Station and Real Estate Market Scan and Potential approved by DDA. Development Typology Determination for Site Located at Bijwasan, New Delhi’. The Preliminary (A.1.3)* Relaxation in respect of density/ground coverage / FAR / setbacks / height prescribed Drawings are included in this report and Specifications is provides in a separate report. in MPD=2021 is required from DDA and the Ministry of UD for public works / projects of National Importance.

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(A.2) APPROVAL FROM AIRPORT AUTHORITYY OF INDIA (B.5.1)* NOC is required from the Road Owning Agency (MCD, Delhi PWD, NDMC, DDA) when cutting of footpath or road or service lane or right of way (ROW) is involved. (A.2.1)* No Objection Certificate (legal document) is required for height clearance of buildings / structures Masts from the Directorate of Air Traffic Management, Airport Authority of India (B.6) APPROVAL FROM TRAFFIC POLICE (AAI), when the project lies within 20 km radius of the air strips / funnel. (B.6.1)* NOC is required from the Delhi Traffic Police when the proposal involves disruption of (A.3) APPROVAL FROM L&DO general traffic movement / circulation pattern temporarily or permanently during and after the construction of the project. (A.3.1)* No Objection Certificate is required from L&DO when the land is leasehold, owned by L&DO and no construction was undertaken within the time limit stipulated in the allotment (B.7) APPROVAL FROM UTTIPEC letter. (B.7.1)* Clearance is required from the Unified Traffic & Transportation Infrastructure (Planning (B) SANCTION STAGE – LAYOUT PLAN / LOCAL AREA PLAN /URBAN DESIGN PLAN (for large & Engineering) Centre of DDA for all transportation projects, transport engineering solutions in scale / multi-building proposals) Delhi by any agency having road engineering /infrastructure implication.

(B.1) APPROVAL FROM NATIONAL MONUMENT AUTHORITY (B.8) APPROVAL FROM CHIEF FIRE OFFICER

(B.1.1)* No Objection Certificate is required from the National Monument Authority (MNA)/ (B.8.1) Approval / Fire Safety Certificate is required from Chief Fire Officer (CFO) / Director, Archaeological Survey of India (ASI) when the entire project site or part/s of it is within 300 mtr. Delhi Fire Service for the proposals at layout plan stage as stipulated in the Delhi building byelaws radius from the declared boundary of any monument project under Ancient Monument Act and and National Building Code (NBC) is under the control of ASI. (B.9) APPROVAL IS REQUIRED FROM DELHI URBAN ART COMMISSION (DUAC) for the proposals as (B.2) APPROVAL FROM FOREST DEPARTMENT layout plan stage as stipulated in the DUAC Act.

(B.2.1)*Approval is required from the Forest Department, GNCTD when there is a proposal for (B.10)* ENVIRONMENT CLERANCE IS REQUIRED FROM MINISTRY OF ENVIRONMENT & FORESTS (MEF) tree cutting / felling and transplantation at the site. / State level expert committee for all buildings / construction projects having built up area more than 20,000 sq. m and area development projects / townships covering an area more than 50 (B.3) APPROVAL FROM DELHI METRO RAIL CORPORATION hectare or built up area more than 1,50,000 sq. m

(B.3.1)* NOC is required from the Delhi Metro Rail Corporation (DMRC) when the project site is (C) SANCTION / BUILDING PERMIT STAGE along or on the metro alignment or lies within 20 mtr. on either side of the metro alignment / MRTS corridor (outer line of a metro line / structure) (C.1) APPROVAL FROM LOCAL BODY

(B.4) APPROVAL FROM GNCTD (C.1.1) Approval is required from the local body / authority (DDA/ MCD/ NDMC) for sanction of building plans / building permit under the provisions of Delhi Building byelaws, Master Plan of (B.4.1)* NOC is required from the Government of National Capital Territory of Delhi (GNCTD) Delhi and Local Body Acts. The local body forwards the proposals to the various other concerned when the project site is 500 m on either sides of Major Surface Transport Corridor like BRTS. authorities (as mentioned above at S. No. B.2.1) in the city as required for issue of case specific

(B.5) APPROVAL FROM ROAD OWNING AGENCY proposal / NOC before granting building permit.

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(C.2) APPROVAL IS REQUIRED FROM THE POWER DISTRIBUTING SUPPLY AGENCY (NDMC / BSES / Development & Poverty Alleviation, Government of India vide Notification No. 01154 (E) dated NDPL) 21.11.2001 abolished C and D certificates and introduced intimation of completion of work up to plinth level. (C.2.1) Approval is required from the Power distributing / supply agency (NDMC / BSES / NDPL) for sanction of electrical load and requirement for the electrical substation and provision of (E) COMPLETION CUM OCCUPANCY CERTIFICATE STAGE transformers. The temporary construction of power supply needs to be obtained from the (E.1) COMPLETION CUM OCCUPANCY CERTIFICATE from local body (DDA / NDMC / MCD). concerned authority before start of construction.

(E.1.1) Completion cum occupancy certificate is required from local body /authority (DDA / (C.3) APPROVAL / NOC / ASSURANCE IS REQUIRED FROM THE WATER SUPPLY AGENCY (NDMC for NDMC / MCD) before occupation of a building or part of a building for any purpose. The local NDMC area / DJB for rest of Delhi) body forwards the proposals to the various other concerned authorities (as mentioned above at (C.5.1) Approval /NOC / Assurance is required from the water supply agency for NDMC area/ DJB B.2.1 and 2.3 and 2.4) in the city as required for issue of case specific approvals / NOC before for rest of Delhi) for uninterrupted water supply, drainage and sewerage connections. The granting permission cum occupancy certificate. temporary connection for water supply needs to be obtained from the concerned authority (E.2) APPROVAL FROM LIFT INSPECTOR before start of the construction.

(E.2.1) NOC is required from Lift Inspector, GNCTD before granting completion cum occupancy (D) CONSTRUCTION STAGE certificate when lifts are installed in a building. (D.1) PERMISSION IS REQUIRED FROM THE CENTRAL GROUND WATER AUTHORITY (CGWA) Note: (*) These approvals are project specific. (D.1.1) Permission is required from the Central Ground Water Authority (CGWA) to obstruct ground water permission to obstruct ground water through any energize means i.e. for digging / installation of a bore well water connection in the site for taking water in a notified /non-notified area for household / industrial / infrastructure projects as per guide lines dated 15.11.12 under Environmental Protection Act (EPA) (1986).

(D.2) INTIMATION TO THE LOCAL AUTHORITY (DDA / NDMC / MCD)

(D.2.1) The owner / applicant who has been granted a building permit shall intimate the local authority (DDA/ NDMC / MCD) in writing before seven days of starting of construction work at site in the prescribed form (Form-III, Appendix B, Byelaw No.7.2.1). An acknowledgement needs to be obtained from the Authority of this notice.

(D.3) PLINTH LEVEL NOTICE

(D.3.1) Plinth Level Notice (information of completion of work up to plinth level in the prescribed forms along with requisite documents, fee and charges mentioned therein is required to be submitted by every owner lessee to the authority (DDA / NDMC / MCD). Ministry of Urban

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3 STATION USERS STUDY providers as well as platform ticket holding visitors who have come to receive and see off passengers, a figure of 1, 38,000, footfalls are forecast which is also the number assessed in the 3.1 Rail station complex design traffic report based on the line capacity has been adopted as station capacity for design of 3.1.1 Rail Passenger count at entry exit facilities at this station.

The present Bijwasan station deals with a total of 4000 passengers per day – about 2000 inward While the Financial Consultant has given a projection of 1, 79,000 passengers per day, for reasons and 2000 outward. These passengers use the 10 pair of passenger train and one mail/express explained above, we are sticking to 1, 38,000 passengers per day. which currently stop at Bijwasan. 600 passengers are dealt every day at Shahbad Mohammadpur Halt. 3.1.2 Entry and exit surveys at landing of the FOB

However since both these stations – Bijwasan and Shahbad Mohammadpur Halt are proposed to Since the existing station will be closed, the traffic on the FOB of this station is not relevant. be closed after the new World Class Station at Sector 21 Dwarka is commissioned, these The new station has yet to come up and no FOB exists as such no survey was possible in this passengers will no doubt be transferred partly to the new station and those with destinations regard. closer to Gurgaon station will shift to Gurgaon station since the new station will be about 2 Kms There is no FOB proposed at this station. All passenger flows will be through sub-ways of which further away towards Delhi. adequate number and size have been planned and these have been discussed in the station

Since no station exists at the site where the new Terminal is proposed to be constructed, it is planning section of this report. not possible to carry out any rail passenger count at this station. In view of this the projected 3.1.3 Entry and Exit surveys at the Reservation Counter number of passengers at this new station has been assessed based on secondary survey data and projections on the basis of planning of trains to be handled at this station. There are no Reservations counters at existing station and at the site of the proposed station. A computerized Passenger Reservation Office, having state of the art facilities, is being planned These trains will approximately carry 26000 passengers each way that are supposed to be close to the Station. This has been included in the Master Plan and is discussed in the relevant transferred to Bijwasan. This assumes that trains which originate at present from New Delhi/Old section of this report. Delhi and Sarai Rohilla going towards West and South West of the Country will, in future, originate from Bijwasan station and as such, the passengers from all over Delhi area bound for Western 3.1.4 Analysis of interviews at ticket counters and South Western India will necessarily come to Bijwasan to board the train. All trains in the Since this is a new station no interview for ticket counters could be conducted, however the time horizon of 2030, the first year of commencement of operations, will have a composition of ticket counters are being designed as per MSSRS and international best practices. Details of these 26 coaches/train. Based on this train consist, a forecast of 26000 passengers per day is are in the station planning section of this report considered reasonable as the train composition will be mostly of second class sleeper and general second class coaches (70%) which will carry 75 passengers per coach. In addition, 32 trains 3.1.5 Willingness to Pay

(against 21 pairs of trains at present) originate from elsewhere each way, are expected to stop An assessment based on similar developments generally indicates that the people are willing to at Bijwasan station and by which about 10000 passengers will entrain/detrain at Bijwasan per pay a small fee in return for improved amenities and services at the all new railway stations. It day. Thus, a total of 72000 passengers per day are likely to be dealt with at Bijwasan from the is felt that the users will be willing to pay a nominal fee provided improved facilities are provided first year of commencement of operation. Assuming a modest growth rate of 2% per annum, this to them. figure is likely to be increased to 129000 per day by the terminal year 2053. Considering the effect of local development in the coming years and the number of railway staff and service

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3.1.6 Parking Demand Survey Phase -2

As the station has yet to come up, it has been not possible to carry out any study on parking For the year 2053, the traffic demand for the same is projected to be 1, 38,000 passengers per demand based on actual utilization. According to Delhi Development Authority’s Master day. This translates to 69,000 trips each way every day. Development Plan (DDA 2010), the modal split from the year 2011 to 2022 is projected as given below. Accordingly, the distribution of trips according to the mode of travel is represented below: (MoUD, 2008).

Mode Modal Split % Serial No Mode Modal Share % Peak Hour Flow Public transport (including Rail/Light-rail/MRTS/IRBT/Bus/Tram) 80.0 1 Train – walk 5 % 690 Personal modes (including personal fast modes/ Hired fast modes/ Hired slow 20.0 2 Train – bus 30% 4140 modes/ Bicycle) 3 Train-metro 30% 4140 4 Train - airport 0% 0 Table 6: Modal Split in Delhi 2011 - 2022 (Source: DDA Delhi Master Plan -2021 (2010) 5 Train – car 15% 2070 6 Train-cycle 2% 276 Though the above modal split shows that public mode will constitute 80% of the commuters, and 7 Train-Tw 18% 2484 20% using private modes like Cars and Two Wheelers, this report has taken into account, the tremendous increase witnessed in the recent years in private transport due to increase Table 8: (b) Distribution of Trips - Phase 2 purchasing power and pegged the public transport mode into Bijwasan at 60% and private transport mode at 40%. This is also corroborated by the Parking Demand Projection by 2053, calculated based on modal share sourced from “The study on transportation policies and The above assessment of distribution of passengers by various modes, into and out of Bijwasan, strategies in Urban areas” prepared by Ministry of Urban Development. during morning and evening peak hours, works out to around 10% of the total traffic of 138000 passengers to be dealt per day at Bijwasan. Phase –1

Hence, based on the above modal share, and for the 69,000 trips made per day (one direction), The passenger demand for the proposed Bijwasan railway station (post commission) is about the PCU value is generated, taking into account the following considerations: 88,000 passengers per day. This projects to around 88,000 foot falls per day. Accordingly, the distribution of trips according to the mode of travel is represented below: (MoUD, 2008).  600 workers will get the Station by car or two wheels; these workers would park for 8 to 10 hours Serial No Mode Modal Share % Peak Hour Flow 1 Train – walk 5 % 385  Only 5% of the demand will be long term parkers using the parking facility for more 2 Train – bus 30% 2310 than one day.

3 Train-metro 30% 2310  The majority of the car users and two wheels users will use kiss & ride methods 4 Train - airport 0% 0 (including taxis) and won’t need the parking facilities (more than 20%, depending on 5 Train – car 15% 1155 the arrival hour) 6 Train-cycle 2% 154 7 Train-Tw 18% 1386

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

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The proposed station would be located in Dwarka Sector 21 on the South west of New Delhi bearing the co-ordinates 28.5370751 N and 77.0513138. Dwarka sector-21 is a zone which has well planned residential and commercial areas and houses the Dwarka Sector 21 metro station and is also close to Indira Gandhi International airport. Also the area is poised for development as the ISBT, the convention centre and the NPR and other major developments are in the pipeline. Therefore, this zone shows promising travel and socio economic characteristics.

The UER II is the major road which will convey the traffic from the new station to other parts of Dwarka. Based on our traffic study, the distribution of traffic on the UER II road is shown below:

Distribution of Traffic Figure 8: Stay Cars considered Figure 9: Stay Two Wheelers Considered From To Bijwasan Station (Peak Hour)

UER Road II 273 Based on this, we anticipate a peak parking demand of 765 PCE in the year 2030 and 1200 PCE Towards Dwarka 136 in the forecasts for 2053. Towards Gurgaon 136

3.1.7 Influence area of railway station Table 9: Distribution of Traffic Dwarka The direct influence area of Bijwasan railway station can be taken as covering Dwarka sub-city,

West and South West and Gurgaon. However since the proposed station is a directional terminal and a number of important trains going from Delhi area to Western and South Western India will Further, various modes of transport are available for the public in the Dwarka sector 21 area and originate and terminate at this terminus, people with origin in entire Delhi and surrounding NCR the travel characteristics of the zone is in favour of public transport comprising mostly of public towns of Noida, Faridabad and Gurgaon travelling by trains originating and terminating at New buses and the Delhi Metro. Bijwasan Terminal (Dwarka) will be travelling to and from the proposed station, as such the Since the area shows a well-planned and mixed land use, the socio economic characteristics of extended influence area of this railway station would be the entire Delhi city, Noida, Faridabad the region indicate lower to upper middle class residential layouts which have rely both on and Gurgaon for long distance traffic and Dwarka sub-city and nearby area of Gurgaon for local private and public transport. Also, there are various commercial establishments and a few are commuters. also proposed like the proposed convention Centre which will enable business trips. 3.1.8 Travel and socio economic characteristics 3.1.9 Rail passengers characteristics Since the existing station will be closed, and the new station has yet to come up no survey was As no station exists at the new site at present, no such survey was possible. Accordingly sex, age, possible in this regard. monthly income and the distribution of passengers in male, female, Children and Sr. Citizen is However, an assessment based on the details collected from secondary sources and its analyses not available.. Details regarding type of ticket used, accompanying luggage, purpose of travel to understand the travel characteristics of the access and dispersal trips of the rail users has and frequency of travel therefore cannot be ascertained as well as the scope for the same is non- been done. existent.

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3.1.10 Type of ticket used accessing the Bijwasan railway station travel for 15 to 30 minutes in their first leg of their journey followed by 37% travelling to 30 to 60 minutes for the first leg of their journey to reach the For the long distance trains, tickets for First AC, Second AC, Third AC , sleeper class and second Bijwasan station. About 63% of the passengers travel for 10 to 30 minutes from the first halt to class sitting compartments will mostly be reserved tickets booked through computer on IRCTC Bijwasan station followed by 31% of passengers travelling 30 to 60 minutes to reach the railway sites and travel agents as well as at computer reservation centers throughout the country. For station from the first leg of their journey. unreserved second class general coaches, Unreserved Ticketing System (UTS) tickets will be available at the ticket windows at the station. Tickets can also be purchased directly from For passengers dispersing from the station, maximum percentage of passengers (65%) travel for Automatic Ticket Vending Machines (ATVM) for journeys upto approximately 200 kms. 10 to 30 minutes for their first leg of their journey from the Bijwasan station and 21% of passengers travel for 30 to 60 minutes for their first leg of the journey. For the second leg of For local trains, monthly season tickets (MST) and Quarterly Season tickets (QST) are used by their journey i.e from the first halt to their final destination 47 % of the passengers travel for 10 daily passengers. However UTS and ATVM tickets are also available for casual passengers. to 30 minutes and 28% of the passengers travel for 30 to 60 minutes. Frequent/daily passengers prefer MST tickets which are very economical and there is saving of time as they do not have to stand in queue. However there is a distance restriction of Further, the maximum numbers of passengers have a travel cost of between Rs.15 to Rs.50 for approximately 200kms for such tickets. both arriving and departing passengers and their percentage share being 41% and 46% respectively. Also, the highest share is of passengers having a travel cost between Rs.250 and 3.1.11 Trip frequency to Bijwasan station Rs.350 was 14% and 16% for the arriving and departing passengers respectively. Currently, 16 Mail/Express and 9 passenger trains pass through Bijwasan though the number of trains halting at this station is only 21. Most of these trains are inter-city and suburban trains 3.1.13 Travel characteristics of access/dispersal of trip which ply mainly to Dwarka, Gurgaon (commuter) and also to Jaipur and Ahmadabad (Inter-city). The passengers accessing the Bijwasan railway station for their onward journey is based on the The trip frequency distribution of these rail passengers indicates that daily and weekly trips at modal split of the type of transport mode used to make the trip to the station. The public the existing Bijwasan station are 55 % to 60% for departure and arrival respectively. Most of the transport, namely bus, was found to have a miniscule share of 9 % as there is no suitable access people from Gurgaon and Dwarka (39%) were found to travel frequently on a daily and weekly by bus in the vicinity of Bijwasan station. Auto and cars were the next most preferred modes of basis. This indicates mostly an outward movement to the main city of Delhi for work and business transport at 33% and 18% respectively. Also, walking was preferred by 29% of the passengers. trips. Also, long distance trips to states such as Rajasthan and Gujarat constituted 19% on weekly Also, the distribution of passengers using various modes of travel for their journey once they and fortnightly basis. reach their destination using the train has been found, which again indicates that the passengers prefer car, auto and walking for this leg of journey. In case of arrival trips by passenger in which 3.1.12 Travel characteristics of main trip there is dispersal from the station, maximum number of passengers use auto for their first leg of Since Bijwasan railway station is proposed to be a new terminal, the survey of passengers at the their journey which is 41% followed by car and bus which has a share of 19% & 11% respectively. existing Bijwasan station is not relevant. However, the OD passenger survey was conducted to understand the travel characteristics of the passengers as a study to gauge the travel pattern of Also, it is seen that the maximum number of passengers (33%) departing from the Bijwasan the region as a whole. The characteristics of main trips and access/dispersal trips were analysed station have a waiting time of 10 to 20 minutes for their first halt and 42% of the passengers have separately for each leg of the travel and are presented in this section: 0-5 minutes as a waiting time for their second halt and 25% of the passengers have 5-10 minutes as the waiting time for their end mile connectivity which is their last leg of their journey after The travel time for the passengers was also found from the data collected from passenger OD arriving by train. survey. The travel time for various legs of the journey for passengers accessing and dispersing from the railway station was found. It is observed that the maximum number of commuters (61%)

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Passengers were also enquired about the cost of their travel in the OD also for their various legs 3.1.16 Bus Stop Boarding / Alighting of the access and dispersal journeys to and from the station. It can be seen that 41% of passengers At the moment there is no station and as such no bus stop serving the station and hence the Bus spend INR20 to INR 50 for their first leg of the journey for accessing the railway station. This was stop boarding/alighting survey could not be conducted. However, an Inter-State Bus Terminal followed by 34% of passengers spending between INR10 to INR20 for this leg of their journey. (ISBT) of area about 10 ha in sector 22 has been proposed on 100 m road connecting Dwarka with Also, 21% of passengers were found to have spent more than INR100 for undertaking this leg of NH8 & NH10. There is also a link proposed from this ISBT to the proposed Bijwasan station in the their journey. form of a skywalk and thus there is a tremendous scope to promote multi-modal transport

3.1.14 O-D pattern of Rail Passenger Traffic between the ISBT, the metro station and the proposed Bijwasan station.

The results of the Origin-Destination pattern depict the major origin and destination points based Based on our traffic forecasts for the ISBT, the total traffic demand per day is found to be 37500 in the influence area of the Bijwasan railway station. As it has been mentioned in the earlier passengers currently. However, with a 24 % [figure of 24 % obtained thus: current- 37500/ section of the report that about 66% comprise of non-reserved Sub-urban, Inter-city, and regional (192000(projected)-37500) = 24%] the traffic demand for 2030 for the ISBT is projected to be nature mostly generated by the business district centres in Dwarka and the outward traffic from 190500 passengers. Thereafter, with an anticipated growth of 10%, the traffic demand for the Janak Puri, Dwarka, Gurgaon etc and other places from the Delhi area. year 2053 is forecasted to be 208820 passengers.

Under the Destination pattern or departures, the maximum number of trips was local travel We can estimate that at least 10% of the passengers, i.e, 20880 will also be diverted to the based and intended for the commuter travel and the suburb trips. Maximum numbers of trips proposed Bijwasan terminal to provide a multi-modal connectivity or even as a feeder service. departing from the Bijwasan railway station were made to the Dwarka (1459 trips), Gurgaon 3.1.17 Major observations followed next with 875 trips. The rest of the trips include other suburban areas like Manesar and Rohini. The current Bijwasan station is presently a sub-urban station and is located on the Delhi-Rewari line. It is served by 21 passenger trains which halt at this station comprising of express/mail & 3.1.15 Distribution of passengers passenger trains though the number of through trains is 68. Based on the Passenger count survey The OD data collected was analysed and the trip matrix for the entire area was developed. The at the station entry/exit, a total of approximately 4000 passengers per day comprising of 2000 distribution of trips into suburban trips and long distance trips was found from the data collected inward and outward passengers respectively were found at the existing Bijwasan station. from users of the passenger trains plying at this station every day and they include long distance However, since no station exists at the site where the new terminal is proposed to be built, it is trains as well as the local commuter trains. It was observed that 60 % of the traffic movement not possible to carry out any rail passenger survey/count. was by suburban commuter trains. Most of these trips were generated by the Delhi-Rewari passenger, Rewari-Delhi-Nizamuddin, Delhi-Sarai-Rohilla, Rewari Meerut cantonment etc. Trip The proposed Bijwasan station will have more trains plying and also some of the trains from Delhi time from these suburban trains was of 15 min to 45 min duration. Mode wise distribution of will be diverted here. Thus the new station will have more long distance trains and more traffic was found to be mainly from Gurgaon, Manesar, Bhiwadi, and Rewari in Haryana etc. commuter trains. This will extend the influence area of this railway station to the entire Delhi city, Noida, Faridabad and Gurgaon for long distance traffic and Dwarka sub-city and nearby area As per this analysis, long distance passenger’s volume stood second at 40% as this was the number of Gurgaon for local commuter travel. of passengers at the Bijwasan terminal who travelled in long distance trains. This is also due to the fact that most of the long distance passenger trains do not halt at this station. However, The existing Bijwasan railway station has limited passenger carrying capacity and has poor some of the prominent long distance passenger trains like the Rajasthan Sampark Kranti Express, connectivity with other modes of transport. However, the proposed station at Dwarka sector 21 Howrah-Bikaner link etc. will be located in a hub which has a significant scope for intermodal transport given that the

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Dwarka metro station and the IGI airport are located in the vicinity. Also, the ISBT is proposed Approx staff ( 3 shifts ) Approx staff ( 3 shifts ) Department which will improve connectivity by buses both for intercity travel and as a feeder service for the Phase-1 Phase-2 Delhi metro station at Dwarka. Misc staff (Medical, Administration of complex etc. 32 8 3.2 Station Performance Assessment accounts and auditing) 3.2.1 Employee Strength Analysis Operations 88 22

At this juncture, it is not possible to work out the department wise future strength of railway Commercial 192 48 staff that will get posted at New Bijwasan Terminal. However, considering the existing staff C&W 200 50 strength at working stations of similar size and capacity in Delhi area, like Hazrat Nizammuddin Traction 104 26 and Delhi Sarai Rohilla, we can make an approximate assessment of the staff that will be required Signalling 100 25 at this station. Works 40 10 Electrical train lighting, and 272 68 While doing so, we have also considered that railways are now out-sourcing certain activities and Electrical General except for supervisory or monitoring staff for these activities, no railway staff will be there. Telecommunication 72 18 However, even for this contract staff, suitable accommodation for their sitting, tools and P.Way 96 24 equipment will have to be planned. RPF 103 27

The activities for which outsourcing has so far been privatized and accordingly the following categories of staff are no longer being recruited by the Railway- 1. Train Operation Staff: Total strength- 110. Includes Senior Station Manager (Day Shift ), Station Managers, Goods and Passenger train Guards, Traffic Assistants (Pointsmen 1. Watermen ),Shunting Master and trains clerks- working in shifts around the clock. 2. Box Porters The proposed strength of 110 shall be in all categories in the year 2053 in the interest of 3. Khalasies smooth functioning and efficiency in train operations. 4. Running Room Cook /Bearers 2. Commercial staff: Total strength of 240. It will include functional supervisors and 5. Safaiwalas commercial clerks, enquiry clerks, licensed Porter Supervisor, Travelling Ticket Examiners 6. Waiting Room attendents and Supervisors, Ticket Collectors and Goods Markers, totaling 151. In addition, the 7. P.Way maintenance- selected items following additional commercial staff will also be required:- 8. Works- zonal contract maintenance 9. Coach Maintenance- safaiwalas  Commercial Staff PRS-There will be 3 Reservation Supervisors and 35 reservation 10. Coach Servicing- Housekeeping Services clerks—they will work in the separate PRS Office,  Commercial Staff Booking- For sale of unreserved tickets, the staff will comprise 3

Chief booking Supervisors and 25 booking clerks  Commercial Parcel Office Staff : One Chief Parcel Supervisor 10 Parcel Clerks and 12 Group D staff

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3. RPF (Railway Protection force): Total strength 135. The basic job of this force is to 9. Permanent Way: Total strength – 120. The maintenance of track in the yard, including protect the railway properties, the luggage of passengers, the traveling public and the all running lines, washing lines, stabling lines, will increase the total track kilometer age. staff. The RPF staff has to ensure safety of the passengers of all the important The maintenance is proposed to be carried out by contracting several activities and having mail/express Trains specially covering the journey during nights. For this purpose the RPF a Core Group of Supervisors Technicians and Trackmen to attend to all exigencies personnel accompany such trains. The RPF personnel is also assigned the job of preventing 10. Works: Total strength 50. The Civil Maintenance of the station complex and service the carriage of un-booked inflammable goods as passenger luggage. The number of staff buildings is proposed to be carried out through a zonal contractor. However, a Core Group has been proposed, proportionately to cater to the workload and to deal with the cases in consisting of SSE, Supervisors and technicians of different trades to attend to emergencies the courts of law. is proposed to be provided. Although the work load is likely to increase by double, yet the 4. Signalling Department: Total strength 125. Consisting of Senior Section Engineers and increase of staff has been proposed strictly, where there is actual requirement. Technicians with support staff has to carry out regular maintenance of all signalling gear 11. C&W Maintenance: Total strength 250. It will consist of SSEs, Technicians, welders, in the interest of safety and efficiency round the clock. Some of the staff shall have to be painters, riveters and trimmers and their support staff. This staff will be directly attending posted in the yard areas round the clock to regularly maintain the gears; spread all across to coach maintenance – primary and secondary maintenance of rakes, repairs on RPC lines the yard area. and manning the sick line complex. Safaiwalas engaged on cleaning of coaches is proposed 5. Telecommunication: Total strength: -90. It has to man the locations, where to be out sourced. telecommunication equipment is provided as well as maintain equipment of fast 12. Medical Department: Based upon the proposed strength of total staff including, their communication, like Walkie-Talkie, VHF sets as also the field telephones, P.A. and PIDS family members a health unit with a doctor, pharmacist and para-medical support staff Systems, the control channels and other safety equipment .The work load of will also be provided at the station. The cleaning of the station complex and staff required telecommunication staff is to ensure availability of all means of communications at all for the same will be out sourced and supervised by the Medical Deptt. as per practice on times. Indian Railways. 6. Traction: Total strength 130. It will include Section Engineers, Technicians, Wiremen, 13. Officers /Subordinates rest room: These locations do not require any other staff except Linemen, Pump Drivers, and support staff-to maintain the OHE system and its equipment. care takers which are also proposed to be out sourced. However, this staff will be required only after the electrification of the section is 14. Horticulture Staff. To maintain the trees and plants in the station complex, the gardeners commissioned. are proposed to be out sourced and supervised by the Works Deptt. 7. Electrical train lighting: Total strength -250. Consisting of Section Engineers, 15. The new main station building shall contain the following office areas: Technicians, wiremen and A.C. Staff will check repair and service the batteries, fans and i. Station Management Office lights and other electrical fittings and air conditioning in all passenger coaches maintained ii. Office of the Station superintendent at this station and also man the electrical repair activities in the coach maintenance depot iii. Office of Chief Ticketing Inspector at the station. iv. Office of Station Master 8. Electrical General: Total strength – 90. The work load on the power department will v. Movement Control Officer (MCO) Office increase as the number of staff quarters will increase manifold, when the staff in various vi. RPF Office categories shall increase. The service buildings and the station building will also have a vii. GRP Office heavy demand of power supply. The power distribution and maintenance of electrical viii. Accounts and Auditing Office equipment and maintenance of Electrical Services in the Station Complex and Staff Colony 16. An officer and staff rest house and health unit (dispensary / Medical room) also be a part will be dealt by the Staff of the main station building.

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17. The other main Railway operational functions shall be located as separate independent  Other Area

structures. These include; Sizing of other areas like platforms and VCE’s has been covered in length in Annexure-3 of the i. PRS & Unreserved booking office areas Parcel Office Building report. ii. Office areas for E&M Workshop, iii. Power cabin, 3.2.2 Conclusion

iv. Signaling Store and Workshop For the above volumetric analysis and floor area estimates, it is being concluded that the main v. Telecom Building station areas for Phase-1 and Phase-2 are as below: vi. Office and Workshop of SSE Works vii. P.Way Store and Workshop S. No. Particulars Area Phase-1 Area Phase-2 (Sq.m) (Sq.m) viii. Power House 1 Station in Air Space equivalent to 20,470 65,590 ix. TRD Building and Office approximate x. Guard and Loco Running room 2 Station Annexe/ side blocks equivalent 11,050 24,035 xi. RRI Building to approximate 18. Sizing of Office spaces the below mentioned areas have been taken for cabin sizing (25 3 Other additional operational areas - 5,470 equivalent to approximate sq. m /15 sq. m) based on designation and for open office seating (8 sq. m per person).

A detailed area calculation per person per department is attached as Annexure. The gist of the same is provided below:

18.1. Station sizing and area programme

Sizing of Station Management office, the main station complex, major passenger related

areas like departure/arrival halls, ticketing areas, concourse areas including amenities and waiting etc. is elaborated in Annexure-3.

18.2. Sizing and planning of Station Elements

The Manual of Standard and Specifications for Indian Railway Station 2009 (MoSSR), lays

down guidelines for the planning and sizing of station and its station elements. Every

Railway station has a characteristic passenger profile and daily passenger traffic. In order to efficiency size each station element for the estimated passenger traffic, there is a

targeted LOS i..e. Level of service, for which it needs to be designed. This has been explained in Annexure-3 of this report.

 Concourse and Waiting Areas

 Departure/Arrival Hall with Passenger Amenities  Ticketing Areas

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4 OPERATIONAL STUDIES UP main line CSR 780m

4.1 Existing scenario Common loop CSR 759m

4.1.1 Current Mainline Capacity of the Section and its utilization A hot axle line is also provided at Delhi end. As per the statement of Line Capacity of Delhi Division of Northern Railway the charted Line 4.1.4 Existing Operational Regime Capacity of Delhi Sarai Rohilla –Rewari Section on which Bijwasan Station is located is 65 trains each way without maintenance block and 60 trains each way with maintenance block. This Movement on the main lines is uni-directional i.e. UP traffic moves on the UP main line and DN section is 78 Kms long, double line with MACL signaling and is at present on diesel traction. The traffic on the DN main line, the stopping trains moving on to the respective loop lines and electrification of this line is sanctioned. stopping there. Both loop lines are platform lines. Loop on DN main line side is common loop. Both up and down direction trains are dealt here. Details of charted capacity and utilization as at present have been obtained from Northern Railway and are as under: 4.1.5 Berthing of existing number of trains in the existing yard

There is no berthing of trains at Bijwasan at present as there is no terminating or originating long Charted Capacity No of trains actually running % age Utilization of distance trains handled at Bijwasan at present. (each way) Capacity (each way) Without With P FW & OTHERS Total Without With 4.1.6 Status of existing stations after commissioning of new Bijwasan Station Maint. Maint. BOX Maint. Maint. Block Block Block Block Two existing stations – Bijwasan and Shahbad Mohammadpur Halt are proposed to be closed after 2015-16 (Actual) 65 60 37.8 7.93 6.1 51.85 79.77 87.02 the new World Class Station at Sector 21 Dwarka is commissioned, the passengers presently using 2016-17 (Actual) 65 60 39.7 8.32 6.4 54.4 83.69 91.30 these stations will be transferred partly to the new station and those with destinations closer to 2017-18(projection) 65 60 41.0 8.32 6.4 56.4 84.69 92.01 Gurgaon station will shift to Gurgaon station since the new station will be about 2 Kms further

away towards Delhi. Table 10: Charted Capacity and Utilization

4.1.2 Present passenger traffic at Bijwasan station 4.2 Future scenario

At present, 10 pairs trains passenger and 1 mail express stops at Bijwasan and about 4000 4.2.1 Traffic Projections –No of trains passengers are using Bijwasan Station and 600 are using Shahbad Mohammadpur halt As advised by Northern Railway vide Letter No.DRM/Misc./2013 Dt.14/05/2013, 14 pairs of trains every day. originate/terminate in Delhi are which are bound towards Rewari direction, are proposed to be originate/terminated at Bijwasan, 32 pairs of trains are passing through Bijwasan Station towards 4.1.3 Analysis and Limitations of Current Yard Delhi/Rewari direction. Charting schedule, platform occupation and washing requirement for 14 The station currently has 4 lines – Up and Dn main line and Up loop and Dn loop with platforms pair trains to be originated/terminated at Bijwasan Station has been prepared as per approved on both the loop lines. The CSRs of these lines are as under: ESP. In addition to above 14 trains there is room available in washing lines for maintenance of approximately 5 trains in the first phase and maintenance of 12 more trains can be done after DN loop CSR 789m execution of work of second phase. DN main line CSR 780m

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In addition, platforms along up and down main lines will enable handling of run through and stopping run through trains in respective directions. Sr. No. Description of Lines Line No. CSR 1 UP Main Line 2 750 m 4.2.2 Traffic Projections- No of Passengers 2 DN main Line 3 898 m Vide the same letter, referred to in item 3.2.1 above, the Railway projected that approximately 3 UP Loop Line 1 750 m 26,000 outward passenger are to be carried by the above 14 trains from originating/terminating 4 Common Passenger Loop 4 877 m station of Delhi area which are supposed to be transferred at Bijwasan. Further approximately 5 Common Center line 5 736 m 10,000 passengers per direction are expected to be handled by the passing trains (32 each way). 6 Common center line 6 702 m This translates to 36,000 passengers per day each way. Thus, the total number of passengers 7 Common Passenger line 7 704 m projected by the railway on commissioning of the new station will be 72,000 in both directions. 8 Common Passenger line 8 715 m Assuming 2% growth per year upto 2053, this number increase to 1, 29,600. Considering the effect 9 Common center line 9 724 m 10 Common passenger line 10 720 m of local development in the coming years and the number of railway staff and service providers (future line) as well as platform ticket holding visitors who come to receive and see off passengers, a figure 11 Common passenger line (future line) 11 806 m of 1, 38,000 persons per day is assumed (which is also the number assessed in the traffic report 12 Common center line (future line) 11A 660 m based on the line capacity) has been adopted as station capacity for design of facilities at this 13 Washing cum stabling line 12 660 m station. 14 Washing cum stabling line 13 660 m 15 Washing cum stabling line 14 660 m 4.2.3 Future Mainline Capacity of the Section 16 Washing cum stabling line with Dead End 15 700 m The main line charted capacity and utilization for 2016-17 has been assessed by Northern Railway 17 Shunting Neck at Delhi end 620 m as 65 trains without maintenance block and 60 trains with maintenance block with corresponding 18 Shunting Neck at Rewari end 620 m utilization of 83.69 and 91.30% respectively. This line capacity assuming that electrification, 19 Parcel siding 385 m which is already sanctioned is completed and signalling would be upgraded to Automatic 20 Loco stabling line 1 & 2 106m and 178m signalling, in the coming years will go up by 40% to 100 trains per day with maintenance block of 21 Sick line 1 628m 2 hours, and taking the same %age of passenger utilization as per N.R. Line capacity chart for 22 Sick line 2 628m 2016-17 to continue, the total number of passenger train capacity would be 67 from the present 23 Sick line 3 620m level of 38. 24 Sick line 4 636m 25 Over run lines 120 m 4.2.4 Operational Facilities Planned at this Station 26 Shunting Neck Line 620 m

4.2.4.1 Lines Table 11: Lines provided by Northern Railway in the Yard Plan The yard plan provided by Northern Railway DY CE/C/NDWCS Plan No. –Y-602/2012 (N.R.H.Q.E

(P) Plan No-P-1003-Y/98 which was provided by Delhi Division / Dy. CE/NDWCS after the meeting  Provision for Diesel Loco shed and Electric Loco shed with required connecting lines held on 2nd May 2013 provides for the following lines. Northern Railway confirmed that this yard for approach is included in plan. plan may be taken as frozen and final.  One existing line was made to RPC line no. 4(1A) and will have CSR 620m.

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4.2.4.2 Other Future Provisions shown in the plan include  Platform numbers 5 and 8 should be reserved for long distance journey passengers. Mail/ express either terminating/ originating at this station should be dealt within  3 numbers RPC-4 lines – Lines 2-A, 3-A will each have 620m and 4-A will have CSR of these PF’s . 630m.  Platforms 3 and 4 should be earmarked for handling local trains/DMU/EMU/MEMU trains 4.2.4.3 Passenger Platforms as per yard plan of Northern Railway for commuters. When future platforms 1 and 2 are constructed in the next phase, the The following platforms configuration has been decided in this plan. operation of local trains can be shifted to these platforms, and platforms 3 and 4 above can at that stage, also be utilized for handling originating/terminating trains

Platform Length Width No. of Coaches  Though all platform lines will be signaled for receipt and dispatch of trains in both 1 (Future) 620-m 15 m 26 directions to provide operational flexibility, services on platforms 6 and 7 along the 2 (Future) 620-m 15 m 26 main lines should preferably be planned to be uni-directional. 3 620-m 15 m 26 4.2.4.5 Passage of freight trains through Bijwasan station 4 620-m 15 m 26 5 620-m 15 m 26 Through Freight trains can pass through any of the vacant lines as operationally convenient. 6 620-m 15 m 26 At present, Bijwasan is handling only POL Freight Traffic. The POL sidings of BPCL are proposed 7 620-m 12 m 26 to be dismantled as the oil depots will be fed by pipeline, after which there will be no terminating 8 620-m 12 m 26 or originating freight train from Bijwasan. Table 12: Platforms Configuration 4.3 Berthing of Trains  All platforms will be Island platforms with two faces each The planned trains to be introduced immediately on completion of the project are as under Table  All platforms will have washable apron track, each line will have a pipe line with nº 13 hydrants at regular intervals which are used for cleaning of the washable apron as well as side filling of coaches. 4.3.1 The proposed berthing chart for the station is as under Figure 10

 All the passenger platforms are recommended to be constructed with high level Sr. Train Present arrival Name of Train From To Maintenance platform with a height of 840mm from rail level as per Schedule of Dimensions of Indian No No at BWSN 1. 12216 Garib Rath EXP BDTS DEE 11/35 Primary Railway. 2. 12016 Shatabdi EXP All NDLS 21/50 Primary 3. 19263 Porbander Delhi EXP PBR DEE 18/50 Secondary 4.2.4.4 Proposed utilisation of passenger Platforms 4. 12982 Chetak EXP UDZ DEE 4/30 Secondary 5. 12462 Rajasthan Sampark Kranti EXP BKN DLI 4/35 Primary  It is proposed that PF no 6 and 7 i.e. abutting the up and down on both sides of the 6. 12985 Jaipur Delhi Double Decker EXP JP DEE 9/45 Secondary 7. 12915 Ashram EXP ADLI DLI 9/15 Secondary main lines should be earmarked for handling important through-trains passing through 8. 14660 Barmer/DLI EXP BME DLI 10/10 Primary Bijwasan, which will stop for a short duration to drop and pick up passengers and then 9. 12957 Rajdhani EXP ADL NDLS 6/34 Secondary 10. 12464 Mandor EXP JU DLI 5/30 Primary proceed further ,in order to minimize the loss of time in negotiating turnouts in 11. 14706 Delhi-Sadulpur EXP Sadulpur DEE 21/32 Primary

movement to and from other platforms. Table 13: Planned Trains

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Figure 10: Berthing Chart

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4.3.2 Stabling of trains 4.4.1 RPC- 4 Lines

4.3.2.1 Use of platforms for stabling and berthing of trains in addition to receipt and dispatch One RPC 4 -1A is used in Phase I. 3 (Four) RPC lines (RPC Lines) which will be utilized for stabling Six platforms are being provided at present and 2 are planned in future. Of these, 2 platforms cum maintenance of rakes are proposed in phase II and, after this, these lines will also be on main line will be used for run through / through trains stopping briefly at this station. The available for stabling. remaining 4 platforms are for originating / terminating trains. The scheduled occupancy based RPC No. 1-A to RPC No 3-A of 620 meters length except line No 4-A provided with 630 meters on time table of the 12 trains which are proposed to operate from Bijwasan terminal in the first where the rakes of 24/25 coaches can be dealt with in the proposed berthing chart occupation instance is shown in the above berthing plan. In the remaining time, the lines can be used for and availability slots given below : stabling of local trains, as necessary.  RPC-1 from 8.30 to 10.30 for 2Hrs from 17.15 to 19.15 for 2 hours for stabling as

4.3.2.2 Stabling lines such cannot be utilized for maintenance as already explained.

There are two stabling lines – will be used for stabling rakes.  RPC .2 22.00Hrs to 6.00Hrs for 8Hrs  RPC .3 19.30Hrs to 10.00 Hrs for 14.30 Hrs 4.3.2.3 Washing lines / RPC lines  RPC .4 16.00Hrs to 12.00Hrs for 20.00 Hrs Washing lines / RPC lines can be used for stabling rakes in slots shown in the berthing chart, when maintenance work is not scheduled. 4.4.2 Adequacy of maintenance facilities

As per charting schedule platform occupation and washing requirement, the above facilities will 4.3.2.4 Common centre lines be adequate for the 14 trains planned to be originated/terminated on completion of this project. Common centre lines can also be used for stabling rakes. In addition to the above 14 trains, there is room available in the washing lines for maintenance of approximately 5 more trains in the 1st phase and 12 more trains after execution of works in 4.4 Trains stabling and maintenance complex including sick lines the second phase. The stabling of trains has already been covered in para 3.3 above. However, for maintenance the facilities provided include washing lines and RPC lines. The RPC lines are to be constructed 4.4.3 C&W Facilities – external washing of rakes and coaches in phase II. There proposed utilization has been covered in para 3.3.4. The system of external washing of the coaches is planned with automatic washing plant. 70 m x 9 m. The plant is planned to be installed on the lead line to the washing cum stabling lines and Washing lines Line Holding Capacity (No. of Coaches) all rakes proceeding to these lines will move at a slow speed with the train engine through this plant. The outward cleaning of rake will take 30 minutes. However interior cleaning, charging The following washing lines have been Washing Line 1 26 planned in phase I. Washing Line 2 26 and filling of water tanks in the coaches shall take time as at present, after stabling the rake Washing Line 3 26 and loco being sent back to traffic yard. This arrangement shall curtail time in washing the

Washing Line 4 26 coaches and in turn the requirement of staff shall be considerably reduced. Once the work of Total 104 cleaning of the coaches, charging and their side filling is completed the rake shall be removed

to make room for another rake. The rake thus removed shall have to be stabled somewhere till such time this is placed on PF for boarding by the passengers.

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4.4.4 Running room facility for pilots/ guards at Bijwasan 4.6 Sidings

A suitable running room properly furnished and with facility of cooking meals will need to be 4.6.1 Saloon siding / VIP Siding provided at a suitable location. The following staff shall be required for its maintenance and From the yard plan of the railway there is no provision for any saloon siding / VIP siding. operation: 1 care taker, 3 cooks cum helpers and 3 bearers with LR/RG provisions Since long distance trains are proposed to terminate / originate at this station, provision of 4.4.5 C&W Maintenance office complex Saloon siding / VIP Siding of adequate length, at a suitable location, will have to be planned at Basing upon the modern equipment and system of work, it is anticipated that about 50 employees this station. Till this is planned, the parcel siding which has separate road access can be used for of various categories will be required. Double storey C&W Office, Store Complex and Electric this purpose. Coaching complex 4.6.2 Track Machine Siding 4.5 Sick lines There is no proposal in the NR yard plan for track machine siding at this station, the need for In the coach maintenance depot, two sick lines under shed 210m long have been provided with such facility has to be examined considering the work load, location of existing and proposed a pit wheel lathe shed 100m long. track machines, and their base stations. If required, provision of the required siding with water, power, and charging facilities will have to be planned and provided. If required, this facility can Other facilities planned are double storey carriage and wagon complex, store complex and be created on the released hot axle siding at the existing Bijwasan station. electrical charging, air compressor room and power cabin and a washing plant on the lead line to the 4 washing cum stabling lines. 4.6.3 Parcel Handling Siding

All other tools and plant, welding equipment, and all related spares and consumables will be There is a provision for parcel handling siding with CSR 385m in the NR Yard Plan at Bijwasan provided in the C&W complex close to the coach maintenance depot wherein the sick lines are with a platform of 300 m x 12 m length with circulating and truck parking area adjacent to it. located. The parcel siding has an engine escape line and shunting neck.

Arrangement for charging and watering of coaches will also be provided in the complex so that 4.7 Signalling infrastructure these operations can be done simultaneously with the repairs to reduce the down time of The type of signalling which is existing is MACLS with Standard III interlocking and RRI (Route coaching stock. Relay Inter-Locking)

Electric loco pit line is planned in phase I and will be used after the section is electrified. Since the existing station and its signalling and interlocking will be dismantled on commissioning of the new station, new state of the art signalling and interlocking system has to be designed Diesel loco pit line to be provided in phase I. However, this may not be required if the line is and provided at the proposed Bijwasan Terminal. electrified and traction changed. After completion of the new yard and all planned facilities, we are of the view and would A repair and lathe machine line with covered shed will be provided for carriage and wagon and recommend solid state interlocking system wherein entire desired route can be selected and all electrical repair staff. associated points and signals along the route can be set at once by a switch for receiving, holding, blocking or dispatching trains. Provision of SSI will improve functioning of S&T system and train movement. The searching of any failure/ fault shall be quick and easier and its rectification efficiently.

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4.7.1 Advantages of electronic interlocking/ solid state interlocking Conventional OHE is proposed to be provided on all the lines at Bijwasan station. The OHE structures and foundations will be as per RDSO design and minimum height of contact wire will The advantages of electronic interlocking/ solid state interlocking are: be provided according to Indian Railways standard schedule of dimension.  Control through domino type panels or VDU terminals. As per planning of Northern Railway, ascertained from Delhi Division, in the proposed  Concentrated as well as distributed type configuration electrification scheme, traction sub-stations are planned at Shahbad Mohammadpur and Gurgaon  High reliability & efficiency and SSP at Garhi Harsaru. Suitable space would be kept for the traction sub-station at Shahbad  High processing capacity Mohammadpur in the master plan.

 The space requirement is minimal. 4.9 Communication Infrastructure  Capable of Easier repairing & restructuring The system will cater to under mentioned requirements.  Capability of User friendly application programming

 Easily adaptable to large installations  Train traffic control traction and auxiliary power control, emergency control and maintenance control and maintenance control.  More effective Interfacing with other signaling equipment  Dedicated inter station communication.  Fail safe transmission through optical fiber cabling

 Telephone exchanges and their connectivity.  Passenger announcement system. Since the new terminal will be a Greenfield Project, suitable accommodation for the system and  Centralized chronometry system. its ancillary equipment such as relay room, battery room, standby power arrangements,  Passenger information and display system equipment store and accommodation for signalling staff will have to be provided.  Mobile communication between moving train, maintenance personnel, yard personnel All signals, with cabling will have to erected and installed afresh, since there are no old signals and various controls. which would need alteration, except at existing Bijwasan station which would be dismantled and  Data channel for ATS and associated signaling functions, SCADA and automatic fare new shunting signals for the proposed stabling lines at the old station would be provided which collections. would be controlled by the station master of the new station from RRI  Fiber Optic Transmission system. (FOTS)

A suitable power cabin building consisting of panel room and associated S&T assets shall be  Telephone System capable of accommodating the requirement of assets and various offices, including the  Radio system. operation of SSI is proposed to be provided .The most suitable location of this building is being  PA system and PIDS determined and will be shown in the master plan.  SCADA 4.8 Overhead line and traction power infrastructure

The system of traction at present is Diesel. However, electrification with 25 KVA overhead electric traction is sanctioned and is expected to be taken up and completed in the coming years.

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4.9.1 Communication Control System (M & E SCADA-Supervisory Console and Data 4.9.4 Public Address System Acquisition) A public address system is available at the station and train running announcements are made Optic fibre cables have been provided by RAILTEL from Delhi to Rewari. It will be possible to by the Railway staff. After remodelling of the station, the system will be upgraded to have facility connect the proposed new station at Bijwasan station to provide reliable control and for all data communication via the network cable with user friendly audio processor and routing communication links on the section and to the control offices. of audio from any input to any output. The system will be programmable and capable of being monitored from the central location in the control room. The system will also be provided with After the station is upgraded, it is proposed that M&E SCADA inter facing system will be provided stand by amplifier which shall automatically come into operation in case of failure of any working with industrial computers with HMI (Human Machine Interface) and suitable touch screen monitor amplifier for data input and display will be provided which will enable interface with censors and actuators to control electrical system, plumbing system, firefighting system, AC system with a links to 4.9.5 Wi Fi (Wireless Fidelity) permit data exchange between devices controlling fire alarm fire fighting lifts and escalators, It is proposed to provide High Speed Wi Fi accessibility to internet in select areas of the station lighting system UPS etc. such as waiting rooms, VIP and Ladies Lounges through wireless location area networks. Wi Fi

4.9.2 Passenger Information Display System (PIDS) and Signages connectivity is also proposed in the station offices.

4.9.2.1 Passenger Information Display System (PIDS) 4.9.6 Access Control System (ACS)

PIDS with LED passenger information display board and colour intelligent monitors are proposed Access control system is an integrated solution consisting of computer controlled hardware and to be installed to provide state of the art user friendly real time display. The display would be software which controls entry into selected areas and manages movement of passengers. The controlled and operated from the station master computer system. system increase security by defining access based on area and time for each user and adjusts all parameter of the system displays events related to movement of users, alarms and entry and 4.9.2.2 Signages exit gates, and generate reports based on requirement. Signages shall be user-friendly in line with world class station amenities and shall provide 4.9.7 Optical Fibre Networking information essential to passenger use, engendering a sense of reassurance, security and orientation when entering, exiting or transferring. It shall guide passengers to various station To provide reliable communication, state of the art fail safe, optic fibre technology shall be used areas. These should provide information of the station and its services, provide information on for connection between switches, servers, and routers. OFC has been recently laid by RAILTEL train services. from Delhi to Rewari.

All signages shall have alternate pictorial images of same size as the letters. Passenger 4.9.8 Electronic Weighing Scale information displays should be so located that passengers seeking information have ready access In electronic weighing machine with embedded type metal platform, with LED/LCD display unit without obstructing free flow of passengers. will be provided for weighing of heavy luggage of passengers.

4.9.3 ISDN Telephone Exchange 4.9.9 Security System An ISDN Telephone Exchange of suitable capacity will be provided. It is proposed to provide a suitable system to screen passengers and their baggage to ensure that

weapons and explosive which may be used to endanger safety of rail users and railway property. This will consist of the measures in the following para. from 4.9.9.1 to 4.9.9.5

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4.9.9.1 Passenger Baggage Screening System (PBSS)

This will be an x-ray screening machine with a conveyor system for moving baggage into the system with manual monitoring by an authorized official.

4.9.9.2 Multi-zone Door Frame Metal Detector (DFMD)

Door Frame Metal Detector to detect both ferrous and non-ferrous metals carried by any individual passing through the frame. Such detectors are normally positioned close to the x-ray machine so that the luggage and individual are screened simultaneously

4.9.9.3 Hand Held Metal Detector (HHMD)

Hand held metal detectors, compatible with health safety regulations, will be provided to the security personnel at the entry gates to enable detection of any unwanted or dangerous metal objects on the body of the passenger without direct physical contact with the body. The detector will produce an audio and visual alarm on locating such an object.

4.9.9.4 Surveillance CCTV (Closed Circuit Tele Vision) System

Surveillance CCTV system will be provided with effective coverage of the station area where the system will provide an on line real time display of video images on TFT Monitors / video wall located in central as well as local control rooms. It shall also create tamper proof record for post event analysis. The video can be viewed using a hardware decoder (MPEG4) / compatible receiver and shall be recorded on NVR / NAS with RAID

4.9.9.5 Explosive Trace Detector (ETD)

ETD is special security equipment which can detect explosives and narcotics being carried in small quantities. The hand held ETD can be used by a trained personnel at the platform to determine whether a bag contains explosives material or not.

4.9.10 GPRS Clock

GPS based clock will be installed. GPS based master clock will be installed in the control room and slave units will be installed all platforms and station area at suitable locations. The system will automatically synchronize with global timing.

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5 STATION PLANNING 5.3 Vision of the New Station

5.1 Introduction

Transportation structures have traditionally been iconic buildings of urban societies. In the major cities of the world, oldest cultures with some of the greatest classical architecture are part of its architecture heritage. There should be a clear awareness of the importance and value of this along with a clear vision of the future. Railway station is a major gateway and entrance to a city and can serve the economic engine for degraded areas.

The station should reflect the character, life style or background of the city or community in which is located. Hence, a station building should in its design reflect the culture, historical background and lifestyle of the people of that area.

The development of a station such as Bijwasan should effectively play a key role in providing the first impression of the city to the visitors arriving by train from other parts of the country or the world (the airport is not far). The key elements of this vision must integrate a harmonious and elegant architectural statement with a comfortable and efficient passenger experience, ease of movement, security, safety, accessibility and efficient connectivity to other transport lines such as metro line or main peripheral road system of Delhi. Figure 11: Site View

5.2 Existing Station Summary The purpose of this project is to develop the new Bijwasan railway station and its surrounding Existing Bijwasan and Shabbad Mohammadpur stations will be replaced by new Bijwasan areas into a world class station. Bijwasan railway station will be entirely new. This aspect terminal. Consequently the project can be considered as a green field one, so analysing existing facilitates the dimensioning of each space, the efficient passenger flow and permits the stations is not relevant. development of the station as a singular building. Therefore, important aspects for planning of world class stations are envisaged as under:

 High comfort, modern facilities and passenger amenities at moderate cost.

 Convenient access and user friendly design with pleasant environment.

 Suitable for Indian conditions.

 Environment friendly design.

 Adequate capacity for future growth.

 Comfortable and adequate waiting space.

 Segregation of arrival and departure.

 Conflict free flow of passengers.

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 Space planning in logical order of passenger requirements. 5.4 Station Planning Objective

 Adequate escalators and stairs for vertical circulation. The Manual for Standards and Specifications for Railway Stations determines the principal  Signage, maps and train information systems for guidance of passengers. objectives of the Station Project:

 Barrier free movement for physically challenged and elderly persons.  Superior services for the estimated passenger volume  Tactile and Braille guidance for visually impaired.  Superior train operations (including allied services such as parcel, posts) and maintenance  Integration with public transport. facilities affording greater flexibility and enhanced operational efficiency for Indian  Integrated security systems with modern technology. Railways.

 Emergency evacuation in case of fire/ accidents.  Smoother and safer road traffic flow to and from the station, superior road connectivity

 Shops food stalls and other facilities for quality waiting time. with the city and adequate parking within the station premises

 Modern train operation and maintenance infrastructure.  Modern and improved offices, residential quarters and other facilities for railway staff on railways land surrounding the station.

 Overall improvements in the urban standards of the area for residents and road Another goal of the new project is to generate open spaces surrounding the station area such as commuters. squares and green zones, oxygenating the area and providing commercial development.  Creation of an urban icon and standard-bearer of a modern vibrant city.

As it has been mentioned before, an efficient integration with other transport systems must be  Least possible inconvenience to passengers, road commuters and residents during guaranteed. The new station will be an Intermodal station and will ensure the interface with the construction. metro network, the future bus terminal with a park & ride and the peripheral road system of  Harmonious and complementary co-existence of the railway terminal and the real estate Delhi. proposed to be developed.

The station building is to be developed in two phases in order to cater to the passenger demands of 2030 and 2053 respectively. The phase 1 building shall be developed in such a manner that According to that, in the designing process of the new station, the following areas and the future expansion for the phase 2 building shall be seamless and will not affect the original requirements have been considered: architectural concept of the building form. In the phase 1, the station building envelope has been restricted till the main arrival hall building. The departure is proposed at ground level from  Entrance, understanding this zone as the area which hosts the main entrance and exit the same building and shall ±connect to main departure plaza with foot-over bridges. The doors. vehicular circulation for the initial phase of the building shall be different from the final phase  Control area, including areas such as Shops (food and retail), travel information centres, vehicular circulation. Open surface parking is proposed for phase 1 station parking beneath the toilets, automatic teller machines, foreign exchange centres, fare vending, phase 2 building. A pedestrian covered walkway is proposed from departure plaza as connection ticketing/information, ticket vending machines, interactive inquiring centres, control to the metro station. gates and tourist information booth.

At this stage, a preliminary approach to the station design has been done, just to estimate the  Concourses, including areas such as distribution and access to platforms, unreserved and different areas needed for the operation of the new station and passenger flows. Refer reserved waiting areas, lounges, toilets, cloak room, concessions (food shops, architectural drawings for details of Phase-1 and Phase-2 of station development. convenience retail shops), food shops, retail shops, station information centre, ticket

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vending machine and interactive inquiry centres, automatic teller machine, public security stations.

 Vertical Circulation Elements VCE), understanding them as the elements which link storeys, such as escalators, elevators, and stairs.

 Platform area

 Public support areas, including areas as men´s and women´s restroom. Figure 13: General Cross-section

 Parcel storage and parcel movement  Support service areas, including areas such as staff areas (lockers, eating/lounge area 5.6 Circulation Principles and toilets), station management areas (station control, station security, administration offices, train passenger services), and maintenance and operation areas (train operations, station operations, cleaning supplies, utility and infrastructure) One of the most important aspects to take into 5.5 Selection of the Station Prototype account is the segregation of the arrivals/departures movements. The less The analysis of the operation proposed in the rail complex helps to determine the typology of interference there is between flows, the better the station. This typology will be determined by facts such as the existing conditions of the zone, the performance of the station will be. the capacity of the future station and the possible social and environmental impacts. Under the existing constraints, the following are particularly relevant: the impossibility of placing an access It is also important to keep the internal station at the east side of the platforms, near to the airport, and the connection to the metro station. service flows away from the passengers’ movements, once again, trying not to get the The station building will be built perpendicular to the platforms, aiming, as explained before, to circulations mixed up. connect with the existing metro station. Figure 14: Segregated Flow

Another characteristic aspect of the station is that the arrivals paths cross the tracks and platforms through underpasses in basement level, as shown in the figures below: Figure nº 14, taken from the “Manual for standards and specifications for railway stations”, shows an example of segregated flows where arrivals and departures never interact. However, due to the adjacent airport constraints it is impossible to develop that scheme. Consequently the arrivals and departures accesses will be placed at the same side of the track layout, but at different levels.

Knowing that the station capacity can increase in future even more than expected, the whole concept of the station has been thought to be able to grow if required. Figure 12: Cross-Section Scheme

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5.6.1 Departing Passengers’ Circulation

The departure for Phase-1 is at the ground level. The passengers have to get down at the departure plaza and take the foot-over bridges to reach to the main departure hall. The departure hall is planned in the same building above the arrival hall for Phase-1. The passenger entering the departure hall will have amenities like ticketing counters, tourist information centre, enquiry desk and foreign exchange counters. The passengers from there can take escalators, staircases and lifts to reach to the concourse at first floor and can either wait at waiting lounges for their respective trains to arrive or reach the particular platforms to board the trains. A separate walkway has been proposed for the passengers coming from the metro station connecting the drop-off area with the metro station at the ground level in the Phase 1. The following figure nos. 15 & 16 explains the passenger circulation for departure passengers for Phase-1.

Circulation at First Floor (Concourse)

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

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

Figure 15: Circulation at Ground Level

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The departures entrance is located in the ground floor (red arrows), with the ticketing area and Phase – 2: Passenger Circulation (Departure/Arrival) in section the information points at first sight. After purchasing the tickets, the passenger heads upstairs to find the control gates and the concourse area, where the waiting areas, lounges and accesses to the platforms are located. The concourse can also be accessed directly from the Dwarka sector 21 metro station at the concourse level. The following figure nos. 17, 18 & 19 explains the passenger circulation for departure passengers for Phase-2.

Figure 19: Passenger Circulation in Departure Hall and Proposed Parking

Figure 20: Passenger Circulation around Platform

Ground Level First Floor (Concourse)

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

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5.6.2 Arriving Passenger’s Circulation departure hall to the platforms to take an EMU train; these passengers are the suburban/commuter passengers. See fig. no. 20. The arrivals circulation takes place in the basement floor as the arrival hall is also located in the basement, having this floor façade to the street.

Basement Level (Underground) Basement Level (Underground)

Ground Level (Connection to Metro)

Figure 21: Phase-1 : Passenger Circulation (Arrival) Ground Level (Platform) The arrivals passenger´s most likely circulation will be to access to the exit located in the basement floor where taxis will be waiting. There is also a part of the amount of passengers Figure 22: Phase-2 : Passenger Circulation (Arrival) which will go upstairs to go to the metro station, to the bus station (ISBT) or, again, through the

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The Phase-2 arrival passenger circulation does not change from final phase as the arrival hall remains at the same place as planned for phase-1. Besides, the underground parking which is going to come up as part of new departure building is also located in the basement floor; so it is easily accessible from the arrivals hall. See fig. no. 21

5.6.3 Suburban /Commuter Passengers’ Circulation

The station design shall provide sufficient circulation elements to allow the free and safe flow of passengers. Space has been provided for queuing at all circulation and passenger service elements.

In any case the new world class station of Bijwasan has been thought to assure that arriving Figure 23: Basic Zones in the Station passengers, departure passengers and commuter passengers are never going to suffer 5.6.6 Planning of Ticketing Areas interferences between them. The ticketing area at the station shall be conveniently defined. Located out of the main stream 5.6.4 Planning of Station Accesses traffic flow, ticket counters shall be easily accessible to passengers either purchasing tickets or requiring purchase related information. Booths are to be grouped together in continuous arrays Station entrances provide the link between the railway station and the surrounding streets, in the proximity to the entry gates to the paid area and near the main train information display. structures and buildings; the entrance must reflect the distinct requirements of both. Station Provision of queuing area at least 7.5 m deep with ample space for queuing will be verified by entrances will provide safe and convenient access to the station for customers while enhancing passenger modelling. Ticketing area shall include: the surrounding urban environment. Circulation drawings are included in the report.

 At least one window in each array shall be handicap accessible. 5.6.5 Overall Planning of Station Areas  The windows shall be located centrally for travelers’ convenience and in accordance with As per this figure extracted from the ¨Manual for Standards and Specifications for the Railway the approved functions flow of the station. Stations¨, there are four basic zones to be developed:  The windows should be so located in such a way that the circulation at the entrance or  The entrance and exit, which is a non-controlled zone, exit from the station or the waiting hall is not affected by the queues in front of the  The unpaid zone, where the users can buy the tickets booking windows.

 The paid zone, which is the zone that hosts the concourse and the accesses to the  A standardized layout for the windows shall be made.

platforms. Obviously it is a controlled zone  Partitions between passenger booking clerks shall be of safety glass with an opening for  The platforms, where the passengers can board/alight the trains. intercommunication at heights as per the code requirements for both regular and handicap accessible height.

 The enquiry and booking offices shall be lit according to the requirements of the lighting section.

 At least one booth will be equipped with provisions for hearing impaired passengers.

 Booth shall be air conditioned.

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Ticket vending machines will, in addition to dispensing tickets, provide reservation information. connection between them. Departure areas should be in the direct flow of passenger traffic They will be all handicaps accessible. They should provide a queuing area of at least 3.658m entering the station and platforms. Concourse area is drawn contiguous with all main entry gates. deep outside the zone of normal passenger circulation. Arrival areas are remote from departure areas and facilitate exiting through different station access point from the main departure areas. Ticketing vending area shall include: 5.6.8 Planning of Commercial Areas  Preferred location against a wall or recessed, allowing easy access without interrupting Knowing that the concourse will be the main congregation space for the station, its design the flow of traffic. If they are recessed, flexibility has to be provided for a future upgrade. reflects the highest quality public space aesthetic for public open space.  They will have to have an inclined top surface if they are freestanding to prevent debris build up. The integration of joint commercial development into railway stations enriches the station  They should be located at a minimum of 0.457 m away from a perpendicular wall to allow environment, providing convenience as well as substantial revenue generation. Incorporation of the front of the machine to swing open for servicing. concessions into overall station design involves the seamlessly coordinated efforts between the

 They shouldn´t be located against control gates or other access areas. Indian railways and the concessionaire and must be well integrated into the surrounding community.  Shouldn´t be located where they obstruct a clear line of view.

 Should be located at a minimum of 1.829m from public telephones (to preserve privacy The Bijwasan world class station will host two basic commercial areas: when conducting electronic transaction).  Retail concessions catering to non-travelers and travelers.  Should have concealed conduit/cabling;  Concessions with optional amenities catering to travelers only.  Should provide a maintenance space/chase for conduits. The commercial areas shall meet the following goals:  Ticket vending machines should be able to generate reserved and unreserved tickets, accept paper currency and coins, give refund of balance of fare amount, and accept  Concessions shall be integrated into the station design to eliminate any potential conflicts credit/ debit cards. with passenger circulation.

 Concealed power and data infrastructure shall be provided at each ticket vending  Control of the collection and disposition of the concession generated trash. machine location.  Concessions should be incorporated into station design as an integral part of the 5.6.7 Planning of Departure Lounge and Arrival Hall architecture of the station and shall be consistent with each station design.

The overall design of Bijwasan world class station traces the circulation of the passengers from  Clearly differentiate signage for concessions from informational and directional signage. arrival to departure, ensuring that each juncture required in the movement of the passenger is  Investigate use of unmanned concessions, such as automated teller machines (ATM) or as seamless as possible. The design of the spatial organization of the station considers the other vending machine-type operations, as security requirements permit. sequence of the passenger´s activity in a clear, logical and sequential manner that promotes  Coordinate space availability and constraints. efficient passenger circulation.  Coordinate safety requirements.

Therefore, the design of the concourse and station control areas channels and segregates  Integrate the concession design with the finishes and design of the station. incoming and outgoing passengers, in order to minimize cross flows and conflicts. Arrival and departure areas are distinct and separate and located on different levels with no direct passenger

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 Concessionaire as per requirements of the CA and the technical schedules shall provide 5.6.10 Planning of Baggage Handling Areas food shops in unreserved waiting areas for the use of MOR to provide services to As stated at the Manual for Standards and Specifications for Railway Stations, the station shall economically limited passengers. consider the creation of an effective and efficient baggage handling and movement system to Concessions are a vital element in the activity of the stations, contributing to a feeling of safety ensure a high level performance. and are considered as an amenity by the majority of customers. 5.6.11 Connections to Other Transport Buildings Commercial areas contained are arranged to facilitate the movement of the passengers, The station is thought to be merging with the other existing transportation systems. Bijwasan interacting with them in an orderly and visually pleasing manner. railway station design facilitates convenient transfers to other mass transit system lines and 5.6.9 Planning of Parcel, Linen and Catering Supplies Handling Areas modes of public transportation toward a goal of achieving a seamless local and regional inter- modal public transportation network. As stated at the Manual for Standards and Specifications for Railway Stations, for the creation of an effective and efficient parcel storage and movement system, the station shall consider the The surrounding areas have been planned and designed with the purpose of maximizing free flow following: traffic movement, thus avoiding traffic jams inside and outside the station. Customer must be provided with enough options to leave the station campus after completing the journey: regional  Designated station areas including platforms to accommodate vehicular transport of buses, taxis, auto rickshaws, metro and, by metro, to the IGI airport. parcels from trains to storage areas and vice versa.

 Assessment of all plausible alternatives for the handling of parcel storage and movement- 5.6.12 Provisional Scheduled of Accommodation related functions, e-g, provision of over or subway access from one platform to the other The station is designed to permit future enlargements of most of the station areas. The structure to permit concentration of parcel area in one location lifts for parcels and adoption of modulation foresees, for example, the future expansion of the areas when needed and the urban the best alternative. pattern where the stations are located is thought to provide open spaces in order to ensure  Consolidation of all parcels area from the rest of the station to permit complete isolation feasible extension of Bijwasan stations. of any potential risk to the passengers in the event of a safety or security incident in the parcel area. Compliance with all applicable fire and safety codes. Regarding to the master plan layout, the figure below shows the areas where the growth of the station can take place in the ground level. Access to the station for parcels and within the station is separated from all other circulation and the following should be the general requirements:

 Vehicular access, although can be common, loading ports for parcels should be separate and configured with adequate space so as not to interfere with other vehicular traffic.

 Parcel area will be accessible only to parcel staff.

 Circulation between platforms for parcel handling shall be planned to minimize potential conflict with train operation, for example using over-ways or sub-ways.

 Mechanized loading and unloading of parcels to and from the train.

Figure 24: Areas at Ground Floor for Future Enlargement

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These areas can be used for support and service areas in case that the surfaces required became The layout of the station permits an easy and feasible link between the initial building and the insufficient, as it is shown in the Table nos. 14 & 16. However, in the future, a capacity analysis possible new enlargements in order to ensure that the concept of the station is future proof. shall clarify which areas will need to be enlarged. During the first steps of the project, a secondary exit on the airport boundary side was studied. Underground Parking may also be enlarged by occupying the basement of the open spaces at one However, due to the impossibility of occupying the existing road and moving it some meters to and the other side of the station building. the east, towards the airport runway, the idea has been reconsidered and the exit module was finally removed. This fact illustrates how flexible this modular construction can be.

5.7 Sizing & Planning of Station Elements

Bijwasan world class station is thought and designed integrating the local planned development, considering adaptive reuse and incorporating existing urban resources wherever possible.

In the adopted solution, the sizing of the station and its location gives response to two main goals:

 The intention of segregating efficiently different passenger flows through different pedestrian interior paths (accesses to platforms are also separated)

Figure 25: Areas at the Basement for Future Enlargement of the Parking  The intention of creating a fast connection with other transport modes’ stations and buildings. When looking at the first floor, the level which holds the departures movement, an unexpected growth of the number of passengers might make an enlargement of the surface unavoidable. How these goals have been achieved is shown in the drawings of this Master Plan.

The zone which hosts the concourses and the waiting areas can always grow by reducing the The extension of the first floor towards the Metro Station and, through it, towards the Bus commercial area in the unpaid area of the first floor, The scheme below shows how, if more area Terminal, formalizes an over-bridged shaped Railway Station Building. needed, the building could be enlarged even more by growing over the rear square and even over The station building is slightly offset from the axis (centre) of the platforms in order to permit tracks and platforms. its extension till the principal access road to Dwarka-Sector 21, west from the Metro Station. The height restrictions imposed by to the AAI (Airport authority of India), as the site is falling in the air-funnel of the airport, is also one of the main reasons for the eccentricity of the station building.

Main characteristics:

 Segregated flows: arrival/departure passenger movement and circulation at different

level, never interfering between them, with departures at ground floor and first floor and arrivals at the basement, having the basement street frontage. However, in the first Figure 26: Areas at the First Floor for Future Enlargement of the Waiting and Passengers Supporting phase of the station building, the passengers going to the metro station via the covered Areas walkway will have to use the entrance of the station building on the ground floor. In the

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second phase, the passengers going to the metro station from the arrival hall will have to use the concourse floor as well.

 Under passes for passengers exiting the platforms to the arrivals hall, while the access from the departure hall to the platforms is done through the over-bridged shaped building.

 Provision of a basement located parking, again with frontage to the arrivals street; hence with direct access from and to the street, natural lighting and ventilation possibility. The parking in the first phase is a surface parking on the ground floor across the F.O.B. above the arrival area.

 Cross disposition of the station providing this way a connection to the existing Metro

station;

 Possibility to create a green axis in order to integrate the station within the surrounding Figure 27: Side View of the New Station areas. The station will have its principal façade to the new Park.

 Maintenance buildings will be kept in the rear, not visible from the main entrance to the station.

 Vast Commercial zone highly accommodated into the station that can also partially be promoted by a third party, as it is a saleable area.

 Independent Service entrance to support areas (Parcel, Linen, Baggage, Catering) at Ground Floor, linked to platforms through underpasses. In the first phase the parcel area is at the basement floor. Although it is facing the main circulation road, the access to the parcel area has been kept separate from the regular traffic the detail of which has been shown in the circulation plans.

5.8 Station Building Design Principles

The architectural expression for the world class station of Bijwasan is thought to be iconic as it has to represent the Northern Railways and the sub city of Dwarka.

The aim of the solution adopted for the Master Plan is to give space to the station to be seen when approaching to it and, in order to fulfil that purpose, the accesses to the complex are liberated of everything that could suppose an obstacle for the sight.

The goal of the design is to propose an organic shaped building that works as an over-bridge Figure 28: Thermic Behaviour of the Station - Detail linking the platforms with the metro station.

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Figure 31: Aerial View of Final Phase Development Figure 29: Aerial View of the Phase-1 Development

Figure 30: Aerial View of the Phase-1 Station Building Figure 32: Aerial View of the Station Building Final Phase

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5.8.1 Architecture. Building Shapes and Detail Considerations

In the design of the Bijwasan world class station, architecture occupies a prominent position in the definition of the Bijwasan Master plan. All buildings, regardless of their use, must respond to the needs of contemporary architecture.

A logical, objective and global strategy has been developed to define the geometric and the constructive features of each building. This idea should serve as a stimulus for this strategic part of the city as well as create a uniform and an attractive view that can give a good respond to 1 2 both current and future needs. 3

Roof envelopment will be supported by the structural sheet metal deck, a highly insulated roof is finished with metal trays and flexible solar panels.

Figure 33: Roof Construction Scheme

The description of the roof is as follows:

(1) Flexible mineral wool insulation protects thermal comfort, prevents condensation spots by protecting the whole structure and improves acoustic comfort against 1 exterior and impact noise. 2 3 (2) Raised fin joins secure connection between structural deck and trays and provide an inexpensive and durable solution against water. These fin joins are settled upon galvanized steel trays which conform the outside cladding. Dry joints prevent the use of chemical solutions for waterproofing in the most part of the roof.

(3) Flexible PV panels accompanying each try.

The proposed industrial-grade roofing solution provides a reliable cladding system that performs also as PV panels support and interior finishing, an inexpensive, durable and fine-looking solution that combines geometry and strong materials to provide a maintenance-free roof.

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5.8.2 Station Building Area Program 26. Medical centre 0 66 0 27. Mechanized cleaning room service 0 24 0 Summary of areas in Station: 28. On Duty male staff 0 77 0 29. On Duty female staff 0 88 0 The total built-up area for the phase 1 building is 45,782 sqm (Forty five thousand seven hundred 30. Linen Room 0 25 0 eighty two). The ground floor which serves as the departure hall has the entrance and station 31. Prayer Room 0 26 0 operational areas. The total area of the ground floor is 9100 sqm (Nine thousand one hundred). 32. Station Master room 0 257 0 The First floor which primarily serves as the concourse with retail and access to the platforms 33. Staff toilet 0 64 0 34. Surveillance Room has a total area of 17,010 sq.m (Seventeen thousand ten). The basement has the arrival hall and 0 71 0 35. CCTV Surveillance room 0 98 0 has a total area of 15,850 sq.m (Fifteen thousand eight fifty). 36. GRP 0 58 0 37. Tourist information centre 0 25 0 The following table describes the room area accommodation for Phase-1 station development in 38. Enquiry / Platform ticket desk 0 58 0 detail 39. Ticket collectors lounge 0 72 0 40. Unreserved waiting areas 0 0 1795 STATION PHASE-1 BASEMENT GROUND FLOOR FIRST FLOOR 41. Reserved waiting areas 0 0 1089 1. Under ground Parking 0 0 0 42. VIP Lounge 0 0 388 2. Entrance 4215 2014 0 43. Business Lounge 0 0 388 3. Retail and commercial 754 0 1993 44. Cloak room 0 0 231 4. Toilets 260 161 238 45. Vertical Circulation Elements 3522 5183 1708 5. Janitor Room 49 8.24 0 46. Platform Area 0 35100 0

6. Machine Room 49 16 0 7. Electrical Room/ Electrical panel room 55 270 52 Total 14698 45186 8160

8. Parcel storage and movement 2175 0 0 9. Railway facilities 3619 998 0 Table 14: Station Room Areas for Phase-1 10. F&B kiosks 0 54 278

11. Accounts office 0 140 0 STOREY BUILT UP AREA (PHASE-1) BUILT UP AREA (PHASE-2)* 12. Booking office 0 53 0 BASEMENT 15850 15850 13. Foreign Exchange Centers 0 25 0 PARKING AT BASEMENT 14405 14. Dispensary 0 311 0 GROUND FLOOR 9100 23465 15. Station Superintendent 0 257 0 FIRST FLOOR (CONCOURSE) 17010 65590 16. Duty officer 0 35 0 TUNNELS (SUBWAY) 3822 12087 17. Armory 0 20 0 TOTAL 45782 131397 18. HCM 0 19 0 19. Stolen Material room 0 21 0 * The area mentioned is inclusive of Phase-1 station area 20. Interrogation room 0 27 0 21. SI/IO 0 28 0 Table 15: Station Built-up Areas 22. Women cell 0 15 0

23. Men cell 0 15 0 24. Maalkhana 0 16 0

25. Wireless room 0 21 0

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Phase-2 Station Area 29. On Duty female staff 0 73 0 30. Linen Room 0 70 0 The total built-up area for the phase 2 building is 1,31,397 sq. m (One lakh thirty one thousand 31. Prayer Room 0 70 0 three hundred ninety seven). The ground floor which serves as the departure hall has the 32. Station Master room 0 256 0 entrance and station operational areas. The total area of the ground floor is 23,465 sq. m (Twenty 33. Staff toilet 0 95 0 34. Surveillance Room 0 109 0 three thousand four hundred and sixty five only). The First floor which primarily serves as the 35. CCTV Surveillance room 0 111 0 concourse with retail and access to the platforms has a total area of 65,590 sq. m (Sixty five 36. GRP 0 289 0 thousand five hundred and ninety only). The basement has the arrival hall and parking with a 37. Tourist information centre 0 171 0 total area of 30,255 sq. m (Thirty thousand two fifty five only). The following table describes the 38. Enquiry / Platform ticket desk 0 170 0 39. Ticket collectors lounge 0 289 0 room area accommodation for Phase-2 station development in detail 40. Unreserved waiting areas 0 0 1808 41. Reserved waiting areas 0 0 9016 STATION PHASE-2 BASEMENT GROUND FLOOR FIRST FLOOR 42. VIP Lounge 0 0 795 1. Under ground Parking 13189 0 0 43. Business Lounge 0 0 795 2. Entrance 4215 4571 0 44. Cloak room 0 0 198 3. Retail and commercial 754 1191 8982 45. Vertical Circulation Elements 6087 8135 3388 4. Toilets 260 112 222 46. Platform Area 0 35100 0 5. Janitor Room 49 10 0 47. Automatic teller machine 0 0 96 6. Machine Room 49 13 0 48. Travel information centre 0 0 76 7. Electrical Room/ Electrical panel room 55 270 0 49. Support services area 0 2990 0 8. Parcel storage and movement 3400 3253 814 50. Interactive enquiry centre 0 0 96 9. Railway facilities 3619 1310 0 51. Security 0 0 197 10. F&B kiosks 0 96 0 11. Accounts office 0 247 0 Total 31677 60531 26483 12. Booking office 0 88 0 13. Foreign Exchange Centers 0 212 0 Table 16: Station Room Areas for Phase-2 14. Dispensary 0 289 0 15. Station Superintendent 0 255 0 5.8.3 Station building. Sustainable Design Strategies 16. Duty officer 0 34 0 In terms of sustainability, the criteria applied on the project are the Indian Green Building 17. Armory 0 29 0 18. HCM 0 29 0 Council (IGBC) ones. According to IGBC, “A green building is one which uses less water, optimizes 19. Stolen Material room 0 29 0 energy efficiency, conserves natural resources, generates less waste and provides healthier 20. Interrogation room 0 29 0 spaces for occupants, as compared to a conventional building”. This will be the key principle on 21. SI/IO 0 29 0 the whole proposal. 22. Women cell 0 29 0 23. Men cell 0 29 0 One of the elements that has studied in detail at this moment is a way of improving interior 24. Maalkhana 0 29 0 ventilation and overall conditions, proposing the extensive use of solar chimneys around the 25. Wireless room 0 35 0 26. Medical centre 0 30 0 horizontal part of the roof. 27. Mechanized cleaning room service 0 270 0 28. On Duty male staff 0 85 0

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Figure 34: Chimneys

Solar chimneys work by increasing the temperature along a major part of the chimney by direct Figure 35: View of the Roof Appearance sun irradiation, creating a convection flow inside the tube, forcing and enhancing stack ventilation inside the building. Air gets replaced by newer, cleaner air from the outside without any mechanical aid. 5.8.4 Station Interior Architecture

Besides, proposed chimneys also work as wind-catchers, using dominant winds to force air flow The selection of materials and finishes for floors, ceilings and walls contribute to the comfort, outside the station. safety and aesthetics of the station. The finishing material´s patterns, textures and colours, together with the station geometry, will help to define the architectural quality and identity of The exterior chimney is made of black-painted aluminium, which ensures durability and high the station. Bijwasan station must be operable and maintainable, vandal resistant, thermal transmittance towards the air shaft. Top fixture shape makes the system water proof. environmentally friendly, fire resistant, cost effective, and visually pleasing. In the interior it will have a galvanized steel interior shaft, in order to force a convection air flow and to favour lower layers renovation. The shaft hangs directly from the cover structure. The recommendation tables from Manual for Standards and specifications for Railway Stations We plan to use ventilation shafts as supports for direct and indirect interior lighting, removing for finishing and illumination are below. any need for extra support structures in the interior.

Solar chimneys are an ancient solution for environmental control inside buildings. They provide an inexpensive and maintenance-free way of improving cross-ventilation.

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Figure 36: Standards for Illumination in Railway Stations

5.8.5 Inclusive Mobility Design

According to the Manual of standards and specifications of railway stations, Handicap Accessibility at Indian Railway Stations is essential, thus facilitating access for elderly and physically challenged transit customers and employees. Consequently, providing a barrier free environment which provides a high level of customer service especially to the elderly, mobility impaired, and disabled is a commitment which needs to be fulfilled.

All Railway Stations must be fully accessible as per the requirements of the Indian Disability Act 1995 and guidelines for CPWD. ADAAG (Americans with Disabilities Act Accessibility Guidelines) is a prescriptive standard that details specific measures for compliance with handicap accessibility needs and will serve as a minimum requirement.

Apart from the aforementioned Manual, the latest editions of the following reference standards,

regulations and codes related to inclusive mobility design will be utilized:

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 Indian Disability Act 1995 In all the cases, the surfaces have been calculated from the rates of level of service

 Guidelines and space standards for Barrier free built Environment or Disabled and (m2/passenger) established in the Manual, the previsions of the future demand from the Traffic Elderly persons – 1998, C.P.W.D. Ministry of Urban Affairs and Employment, India. Study and some hypothesis of passenger’s distribution, according with the train’s share in each temporal period.  ADA Accessibility Guidelines for Buildings and Facilities (ADAAG), 1998

 National Building Code The general requirements and the areas to consider in the new world class station of Bijwasan,

 International Building Code (IBC). are following:

The relevant sections related to disability in the Manual of Standards and Specifications for Entrance Railway Stations are the following: Control Area  Planning and Design Principles  Shops (Food and Retail)  Safety and Security  Travel information Centres  Station Layout and Circulation  Toilets  Materials and Finishes  Automatic Teller Machine  Lighting  Foreign Exchange Centres  Signage and Graphics  Fare Vending  Furniture Fixtures, and Equipment

The major areas related to ensuring mobility for all and with varied disability are:  Ticketing/ Information  Ticket Vending Machines  Transport & Parking  Interactive Inquiry Centres  External access & entrance  Station Information Centres including wheelchair facilities  Information, Display & signage system  Control Gates  Internal circulation & VCE’s  Tourist Information Booth  Toilets & other amenities Concourses 5.9 Passenger Amenities Access to all platforms According to the Manual for Standards and Specifications for Railway Stations, the passengers of the future Station of Bijwasan will have a conjunct of areas that allow them a comfortable stay  Unreserved waiting areas while they are waiting for the trains and doing all the actions previously to get on them, since  Reserved waiting areas buying the tickets (in case they had arrive to the station without the ticket), to relaxing calmly  Lounges in a comfortable space until the depart of the trains  Toilets

We have considered three types of areas: Ticketing areas; Circulation areas and Waiting and  Cloak room Lounge areas; and four kinds of passengers: Unreserved, reserved, 1ª Class and Executive Class.

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 Concessions( food shops, convenience retail shops)  Staff

 Managed food shops ( Unreserved waiting areas)  Lockers

 Station Information Centre  Eating /Lounge Area

 Ticket Vending Machine  Toilets

 Interactive Inquiry Centres  Station Management

 Automatic Teller Machine  Station Control

 Public security stations  Station Security

Vertical Circulation Elements  Administration offices

 Train Passenger services Platform Area  Catering Waiting Area +Lounges  Bedroll services

 Seating  Luggage Storage

 Toilets  Maintenance and Operation spaces

 Food courts  Operations

 Retail shops  Train operations

Public Support Areas  Station operations  Cleaning and Supplies  Men´s restroom  Station cleaning  One accessible toilet  Supply storage  One urinal  Fixture Supply storage  Two lavatories with mirror (s)  Janitors closet  One infant changing table  Utility and Infrastructure  Women´s restroom  Electrical Service Rooms  One accessible toilet  Electrical Equipment Rooms  One standard toilet  Mechanical Equipment Rooms  Two lavatories with mirror (s)  Plumbing Service Rooms  One infant changing table  Sewage/Fire Suppression Service Rooms Parcel Storage and Parcel Movement  Train control Rooms

Support Service Areas  Equipment Storage

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Proposed Facilities / Amenities

Proposed Amenities Phase- 2

S. No. Type Proposed Amenities Phase 1 (with existing platform configuration but passenger estimated for design year 2053)

1. Ticketing Block Ticketing blocks will be located at ground floor hosted into the Control Area. Ticketing blocks will be located at both ground and first floor hosted into the Control Area, with an approximated surface of more than 80 sq. m per block.

2. Booking Windows Booking windows located in the Control area, hosting travel information centers, Booking windows located as well in the Control area, hosting travel information foreign exchange centers, Fare vending and ticketing/information. centers, foreign exchange centers, Fare vending and ticketing/information with a total surface of approximated of 250 sq. m per floor.

3. Enquiry Office Enquiry offices are provided at the entrance at ground floor. No enquiry office is planned; instead, Information centers are thought to be located at every floor, with an approximated surface of 20 sq. m per block.

4. Parking Facilities Surface parking is proposed in the ground floor as per immediate traffic Provisions are made in the Master Plan for the traffic projection for the year projections. 2053.Parking Area proposed is 42,000 sq. m

5. Entry points: Security check + Ticket check Security check and ticket check located in the Control Gates as stated by Manual Security check and ticket check located in the Control Gates as stated by Manual of of Standards at ground floor as well as first floor before the concourse Standards with an approximated surface of 300 sq. m

6. Concourse Concourses are developed at first floor level, hosting reserved waiting areas, Concourses are developed in underground (13000 sq. m) and first level (18000 sq. unreserved waiting areas and lounge zones and retail areas. m), this last one hosting reserved waiting areas ( more than 2012 sq. m) ,unreserved waiting areas(more than 1074 sq. m) and lounge zones (more than 326 sq. m for the first class lounge and more than 378 sq. m for the executive lounge)

7. Waiting Rooms The waiting areas are primarily located at the first floor and platforms. These Each level is catered with waiting cores and lounges spread all over the walking areas are serviced with seating, and retails including food and beverage kiosks, zones. These cores, host seating, food shops, toilet blocks and retail shops. and toilet block

8. Toilets/Lavatories Each area is provided with toilet blocks as per NBCC standards and norms. Each zone stated by the Manual for Standards and Specifications will be provided of Toilet blocks of an approximated surface of 50 sq. m per block.

9. FOB There is an FOB connecting the drop off area and the main station building. No fly over bridges are thought to be located in this station, as the access to the However there are no FOB’s planned for access to the platforms, as we have platforms will be done by the main building and the arrivals hall will be located in provided a concourse for that purpose. The passengers alighting from arriving the underground.. trains will have to use the tunnels connecting each platform to the main building as per the overall scheme of segregation.

10. Platform Based in studies of demand in the worst case (Passengers) /Centre Platform with Based in studies of demand in the worst case (Passengers) /Centre Platform with a a width result of 11.25 for each Platform center(m) width result of 11.25 for each Platform center(m)

11. Platform height and finishing Will be provided as per MSSRS. Will be provided as per MSSRS.

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Proposed Facilities / Amenities

Proposed Amenities Phase- 2

S. No. Type Proposed Amenities Phase 1 (with existing platform configuration but passenger estimated for design year 2053)

12. Snacks bar Provision as stated by manual for standards Provision as stated by manual for standards

13. Parcel Movement A separate tunnel has been provided for the parcel movement from the platform A central parcel path way is provided in the underground floor with full access from to the station building. However in the first phase the parcel handling area and its the exterior, besides, the side passengers´ underpass can be used in case that is dispersal and loading/unloading bays has been kept the basement level with a needed. separate traffic movement so that there is a segregation from the arrival passenger traffic.

14. Information screen Available per each floor ,provision as stated by manual for standard Available per each floor ,provision as stated by manual for standard

15. Clocks Digital clocks are available per each floor, provision as stated by manual for Digital clocks are available per each floor, provision as stated by manual for standards standards

16. Coaching information Board Available at each floor, provision as stated by manual for standard Available per each floor ,provision as stated by manual for standard

Table 17: Proposed Facilities / Amenities in Station

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However, it has to be taken into account that the areas and surfaces presented above are based The rest of the area will be developed with Mixed Uses, mainly related to logistics and stores in the studies done during the KD3 stage, according to that, these areas represents the basis to due to the closeness to the Railways parcel area and to the logistic area proposed by DDA in the adjust and develop the definitive surfaces for this report. neighbour sector. The height restrictions imposed by the airport lead to recommend logistic and commercial uses like wholesalers, furniture stores, etc. 5.10 Logistic Area 5.10.3 Connections to Traffic Pattern The Landuse Zonal Plan K-II for the Dwarka Project determines an exclusive Railway Passenger Area for the Sector 21. The ring road system proposed in the Logistic area is connected directly to the UER II road which is sufficiently broad to assimilate heavy traffic. Some roundabouts of the interior road system In addition to this use, a Logistic area is proposed to be developed on the other side of the UER are designed to connect with future urban pattern developments. II road.

5.10.1 Logistic Area Planning Objective

Bijwasan World Class Station shall been designed following the principles detailed in the ¨Manual for Specification for standards and specifications for railway stations¨.

The development of the Master Plan shall include a Logistic Area. This space has been designed under the next key elements:

 Accessibility

 Safety and Security

 Fast and Efficient handling zone

 Flexible open spaces for tracks

 Adequate storage areas

 Controlled areas

5.10.2 Logistic Area Sizing and Location

The Logistic area is designed integrating the local planned development and shall incorporate exiting urban resources wherever possible.

The road system proposed for this area is a ring road system that surrounds a central storage core. One line of storage buildings is directly linked to the loading/unloading parcel platform. In addition to this development, some facility buildings (such as railway administration and Hotel for truckers or Railway personnel) are proposed to be located in this area to give service to handling processes.

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6 MASTER PLANNING The future Bijwasan Station will be developed on Dwarka Sector 21. Dwarka area is one of the zones of Delhi with more development in the last years. 6.1 General Considerations The railway land available at Bijwasan for the construction of the new terminal is 145.39 ha. One of the objectives of the project is to transform Dwarka Sector 21 into a modern centre of Land measuring 110.07 ha has been earmarked by DDA (Delhi Development Authority) for attraction for Delhi citizens. Northern Railways; remaining of approximated 12.91 ha is under litigation between DDA and The adopted design takes advantage of the strategic location to generate an inviting urban centre current occupants (village, farmhouses, school, cremation yard, grace yard…). However, where different uses can evolve respectfully and can permit Delhi´s citizens enjoy a new modern according to the land survey demarcation 109.57 ha of plot is only established at ground for and healthy public space. development as Taj Vivanta Hotel and DMRC depot may have occupied some part of the plot. In

The main criteria and elements to be considered in the development of the Master Plan for addition to this, 22.90 ha of land abutting this plot under existing main line will also be available Bijwasan are following: for development.  Efficient connectivity between different transportation systems

 Improve the integration with the current urban pattern

 Inviting urban design

 Promote the internal functionality of the station also its permeability, with new accesses from the urban space

 Modern and attractive architecture (Specially the Railway Station)

 Pleasant Green zones

 Effective road system Figure 37: Land Area Available

 Isolation from acoustic contamination (airport, railway) AREA STATEMENT Sq.m Hect.  Environment improvement A Area under road /main line 229000 22.90  Efficient parcel area B Land acquired from DDA by NR 1095795 109.58  Propose a successive and phased implementation that gradually relocate some uses Land under litigation and remove others. Relocations will only be possible at a long term. Govt .girls sr sec school 24267 2.43 Grave yard 4806 0.48 6.2 Urban Context Cremation ground-1 5299 0.53 Anup narang farm 17014 1.70 With a population of 23 Million inhabitants and covering an area of 1482 square kilometres, Delhi C Chawla&jain narang farm 21218 2.12 is the capital of India. As one of the fastest growing cities in the world, Delhi is incorporating Govt. Boys sr. Sec school 21510 2.15 several remarkable infrastructure projects. Pond 8901 0.89 Among the multitude transport infrastructure in development, railways have been given special Mohmad shahbadpur village 25605 2.56 Cremation ground-2 505 0.05 attention. The existing Bijwasan Station, which lies on the south west of New Delhi, shall be Total land to be acquired 129125 12.91 replaced by a modern railway station, offering world class facilities to the passengers. TOTAL LAND (A+B+C) =145.39 Ha ****** Table 18: Area Statement Table

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This site is crossed longitudinally by the current railway line from Delhi-Jaipur and is located This state of the art bus terminus is being planned to have separate bus bays for local and close to the Indira Gandhi International Airport. The Site is also crossed transversally by the UER intercity buses with waiting area, book stalls, restaurant, internet cafes and a hotel for transiting II road. There is a metro station, called Dwarka-21, which was recently finished. It is served by passengers. It is being visualized to connect diverse transportation modes like interstate buses, 2 lines: Airport Express Line and Blue Line. Several Metro extensions are planned in the area: commercial passengers’ shuttle, intercity metro rail, airport shuttle, taxis and auto rickshaws. Skywalks or subway is envisaged between the metro station and the ISBT.  Blue Line is to be extended within Dwarka Second diplomatic enclave, housing embassies of about 40 nations, is planned to come up in  Airport Express Line will connect Dwarka-21 with Gurgaon through Bijwasan sector 26 – 29 of Dwarka. Sec 26 is adjoining the site on its south.

 A new Light Rail Transit (LRT) line following the Northern Peripheral Road [NPR] is planned An International Convention and Exhibition Centre has been planned by DDA in sector 24, which is about 2.5 km west of the site. It will have an auditorium with capacity for 12000 persons in an

area 86,400 sq. m, a hotel complex of 60,000 sq. m and a commercial complex of 36,600 sq. m.

Integrated freight complex was provided in the MPD 2021 but this is under review considering the objections to congesting the roads by trucks. In any case the proposal for railway freight terminal which had been planned here has since been dropped, as advised by Northern Railway in the meeting held on 02.05.2013.

At this moment, the area is basically empty and unlinked to the current urban pattern. At the moment some farm fields, a government school and a crowded village can be found in the site. As previously explained, all these elements are inside Sector 21, but do not belong to the Northern Railways property. Railway has some temporary facilities not to be considered in the future development.

Figure 38: Other Planned Infrastructures

The Government of Delhi is also planning to develop an Inter State Bus Terminal (ISBT) adjoining the railway land on the west. This ISBT is expected to cater about 1.5 Lakhs commuters daily and the plan is to have all interstate buses from Haryana and Rajasthan to terminate here itself to reduce congestion in the city and provide an organized system of intercity bus movement.

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The Landuse Zonal Plan K-II for the Dwarka Project determines an exclusive Railway Passenger Area for the Sector 21.

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

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Figure 40: General Plot

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Besides, the Delhi Metro provides connectivity to this site through a new Metro Station recently 6.3 Station Master Plan finished inside the Sector 21. 6.3.1 Station as a Link In addition to this, an Inter State Bus Terminal and a Park & Ride area are proposed to be The development of the station must not see the new building only just an isolated iconic item, developed near the site. All these features make the area especially interesting from the point but understand that a world class station has to be also a fully integrated part of the Master of view of transportation. Plan, thus to become a key piece to link the surroundings. 6.3.3 Public spaces development

The development of the public open spaces has a relevant importance, because these spaces have the objective of linking uses and protecting the urban areas from acoustic and visual contamination. They also grant an overall view of the whole development and serve as a symbolic link to the local culture, to the series of Delhi´s famous landscaped gardens and parks.

The aim of this Master Plan is to provide a new urban space in which several uses can be developed and dialogue efficiently.

In addition to this and due to the specific location of the Sector 21 (close to a railway line, airport, UER II and metro line), the urban equipment tries to define friendly urban spaces protecting citizens and buildings from the possible impact of these urban facilities.

The main public space is located in a “core” square that serves as the urban hall. All transport lines are linked to this space. A green pedestrian path starts and ends in this square and runs along the area facing the north and south crossing a modern office area. This green axis must be

treated with a special project of landscaping in order to grant a friendly urban response to the citizens. Figure 41: Aerial View of the Station and the Master Plan

6.3.2 Intermodal transportation Hub Less aggressive native plant species and artificial lakes will be promoted along this path.

The location of the new world class station is strategic due to the transport systems that are The landscaping around the development prevents the different uses from the acoustic impact settled around it. Therefore, when designing the new Bijwasan world class station, the that comes from airport and the railway yard. connections between them, have to be taken into account accurately. 6.4 Master Plan As stated before in this document, the future Bijwasan Station is proposed to be developed on The proposed solution is based on the development of a clear and efficient urban pattern that Dwarka Sector 21, over approximated 145.39 ha flat field owned by Northern Railway. This site can be divided into three different parts: is crossed longitudinally by the current railway line from Gurgaon to Delhi and located close to  Mixed Uses Area in the north the Indira Gandhi International Airport. The site is also crossed transversally by the UER II road.  Commercial and Transport zone in the center

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 Mixed Uses in the south Native tree species will be planted around the whole area seeking to reduce the acoustic impact

Mixed Uses have been broadly categorized into hospitality, commercial offices and retail areas. of both the Airport and UER-II highway. Refer attached drawings in the report for details. The characteristics of the adopted solution are:

The Master Plan follows TOD suggestion of dividing the plot into blocks of no more than 300m  Cross disposition of the station connected with the existing metro station on its side length, in order to provide appropriate connectivity between the different areas. Wide green façade. spaces are proposed to serve also as pedestrian connection. A green route passes through the  Parcel and logistic placed at the west side of the plot combined with commercial uses. core space where all transport systems (metro, railway station, road main access, future bus station, park & ride) have a station.  Green axis along the plot.  Commercial mall located near the station. The basic principles are:

 Efficient connectivity through the UER II road (both South and North Area of the plot) and with other road systems

 Optimal sized interior road system

 Interior “ring” road system, finer street network

 Transport central square (Urban core)

 Green pedestrian path, wide green areas.

 Mixed uses around the Station

 Good connection between transport buildings

 World class railway station with clear flow separation Figure 42: General Layout

Plot areas are as follows: The main access to the south area is made through a new large roundabout on the UER II. An interior ring road system is proposed in both sides (south and north areas of the plot) divided by MASTER PLAN FINAL PHASE GROUND COVERAGE PERCENTAGE OF BUILT-UP AREA this express way. This type of urban pattern permits to leave the interior spaces free. A green USE (SQ.M) TOTAL SITE AREA (SQ.M) pedestrian path is proposed to be placed on these interior spaces, seeking to create friendly WORLD CLASS RAILWAY STATION 65,590.00 4.51 1,31,397.00 urban spaces within walking distances. RAILWAY FACILITIES 23,079.00 1.59 23,079.00 MIXED USES 5,97,371.00 41.09 11,03,194.45 The spaces distribution and the building heights are adapted to the constraints originated by the YARD PLAN 4,22,888.00 29.09 0.00 airport runway and its air funnel (the routes of the planes landing and taking off). These OPEN SPACES 1,15,719.00 7.96 0.00 limitations are located basically in the central-south part of Sector 21. The less height buildings ROADS 1,87,638.00 12.91 0.00 are proposed to be placed in this part. The height of buildings grows as distance from the runway LAKES 41,635.00 2.86 0.00 TOTAL PLOT 14,53,920.00 100.00 increases. Table 19: Summary of Plot Areas

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6.5 Phase 1 for the Master Plan Based on Development Controls Norms, the following table show the Areas on site:

As it is said in the chapter before, the first phase considers the assumption of Far 1, as established TOTAL GROSS PLOT AREA 15,40,929 by DDA, distributing the land use as follows; 70% of the land under railway operations, 30% under TOTAL NET PLOT AREA 14,53,920 building operations and only 15% related to hospitality. FAR SCENARIO TOTAL PLOT AREA 14,53,920 Development controls Area Area Floor area that FLOOR AREA UNDER OPERATION 10,17,744 (70% ) S.no Use premises Activities permitted under under can be utilised Far* FLOOR AREA UNDER BUILDING 4,36,176 (30%) operatio building for passenger n (%) (%) accomodation FLOOR AREA PASSENGER ACCOMMODATION 2,18,088 (15%) All facilities related to TOTAL BUILT UP AREA 14,53,920 railway passengers, Rail TOTAL BUILT UP AREA (RAILWAYS) 2,31,576 operations, goods terminal/integra BUILT UP AREA MIXED USES (PHASE-1) 3,99,579 1. handling, passengers 70 30 100 15% ted passenger Built Up Area from Multilevel Parking (25%*14405) 3,601 change over facilities, terminal BUILT UP AREA MIXED USES (PHASE-2) 7,03,615 including watch and ward, hotel. Table 21: Phase - 1 Area Statement

Table 20: FAR as per MPD 2021 In 2010, Northern Railways proposed the layout for tracks. After deliberations, this proposal suffered several changes: According to this policy, there are some areas that must be constructed in the initial phase, so the areas taken into account to be developed in the first phase are the following: i. The terminal has to be planned for horizon year 2053 only for handling passenger. There will be no freight traffic in future Bijwasan terminal, since space for loading/unloading of freight in the tentative plan was considered inadequate.

ii. Area is to be earmarked for commercial development to enable financing of proposed terminal.

iii. Washing line and sick line complex is to be provided on both ends due to land constraints.

iv. The handing over of remaining land i.e. 12.91ha will take time hence; development could be planned in two phases: before vacation & after vacation of remaining area.

A Road over bridge in lieu of level crossing No.21, in south of the existing BWSN station on the Delhi –Rewari main is currently under construction, amounting to Rs.59.3 crores.

Due to the aforementioned changes, the track layout for Bijwasan station has been changed and

refined. Current yard plan, recently redesigned by Northern Railways, can be found in drawing Figure 43: Phase-1 Development Landuse nos. BWSN-TL-KD4-ARC-PLN-100 to 105 of this document.

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The built up Area is calculated based on the current norms with a FAR under 100. The proposed multi storey parking, as per the chapter 12 in MPD norms:

12.1.3.7 MULTILEVEL PARKING Multilevel Parking facility should preferably be developed in the designated parking spaces or in the residential public-semi-public facilities, commercial, transport node, DTC depot, etc., with the following Development Controls: Minimum Plot size – 1000sqm. Figure 44: Phase-1 Development In order to compensate the cost of Multi-level parking and also to fulfil the growing need of parking space within urban area, a maximum of 25%of gross floor area may be utilized as commercial / office

space. The built up area can increase taking into account the gross area from the Parking (14405 m2). The area of parking is given in the table below

TOTAL BUILT UP AREA 14,53,920

TOTAL BUILT UP AREA (RAILWAYS) 2,31,576

BUILT UP AREA MIXED USES (PHASE 1) 3,99,579

BUILT UP AREA FROM MULTILEVEL PARKING (25%*14405) 3,601

BUILT UP AREA MIXED USES (PHASE 2) 7,03,615

Table 22: Phase-1 Development Built-up Area

Figure 45: Phase-1 Development Aerial View This Master Plan decides to spend the these built up area on Phase 1 i.e. 2,31,576 m2 for Railways 6.5.1 Phase 1 elements and 3,99,579.19 m2 for mixed uses under limitations from the MPD 2012. The works that will be done during the initial phase of the Master Plan will be the following: The report in its subsequent chapters contains the details of this area called now as mixed uses  Construction of the station trying to show the different way for managing it in order to improve the revenues coming from  Construction of the ring Road that cater the station and the surroundings the investment in this plot.  Construction of all the facilities related with the operation of the station

 Construction of housing blocks for the station operation staff

 Maintenance of farms

 Maintenance of the village

 Maintenance of school

 Maintenance of the lakes

 Construction of the computer passenger reservation office

Figure 46: Final Phase Development

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6.5.2 Final Phase

Relocation of the village

 Relocation of school

 Urban equipment development

 Master plan final development

There are 12.91 Ha of the land under litigation. Finale Phase or the Phase-2 will come when that land was given to Railways and probably when the land available at this moment can develop under UTTIPEC Guideline, who, probably, will increase the FAR of the Total Plot.

The proposal will change the actual view into a new Hub of Transportation. The area under influence of UTTIPEC is, right now, 300m from the metro station and also from the railways Station, That´s means the whole plot is under the shape of that influence and show this area for the future as a real gold mine.

Figure 48: Final Phase Aerial View

Figure 47: Influence Areas according to UTTIPEC Policy Figure 49: View of the Final Phase Completed

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7 STRUCTURAL AND GEOTECHNICAL CONCEPTS These wind tunnels tests have long proved to be of economical and structural relevance. They

7.1 Introduction help to quickly point out potential local suction/pressure peak sources and also to produce subtle changes in roof geometry and materials that greatly benefits the general output. The structural design methodology explained in this chapter applies to the proposed station Wind tunnels structure tests generally let Designer use smaller global forces on the main buildings structure and all associated structures that are part of the development. The structural structure, due to the fact that Code formulae are envelopes of multiple possible (and generally concept design also contains brief references to all the facilities included on the Master Plan. most adverse) situations, while a wind tunnel test is focused in the real structure to be built and

Bijwasan Railway Station Building will be a one-story building high over ground level structure, the actual or future conditions at its surroundings. and it will have a basement level and parking under this basement level at the west side (metro station side). 7.3 Design Codes and Standards

The Station consists of a “bridge building” over the ground floor, leaving free room under their The designs of the structures shall comply with the following Codes will be used in various stages spans for railway lines, roads and different vehicle or passenger access or exits. of works.

7.2 Structural Considerations IRC Codes:

The Design Concepts of the Structures is based on Limit State method of design as envisaged in  IRC -5 – 1985 : Standard Specification and Code of practice for Road

IS 456 – 2000, and all the structures will be designed for Dead loads, Imposed loads, Live loads,  Bridges General feature of designs Seismic loads and Wind loads taking into consideration the relevant Codes and load combination  IRC -6 – 2010 : Standard Specification and Code of practice for Road specified in them. So, the objective of this chapter is to provide the concepts being adopted in  Bridges – Loads and Stress design of structures and facilities as per Relevant BIS, IRS and IRC codes while integrating requirements of the project.  IRC -21 – 2000 : Standard Specification and Code of practice for Road  Bridges – Cement Concrete (Plain and Reinforcement) The proposed buildings will be designed in Reinforced Cement Concrete framed structures; steel  IRC -37 – 2001 : Guidelines for the Design Flexible Pavements structures will be used for roofs and long span elements over the tracks. Concrete structures are preferred because they need less maintenance than steel structures, which accounts to more  IRC -15 – 2002 : Standard Specification and Code of practice for economic and sustainable buildings. Steel structures, on the other side, are required for easy  Construction of Concrete Roads mounting and construction over non interruptible railway tracks, or where structural depth must be keep to a minimum. IRS Codes:

All underground structures, tanks, retaining walls, box culverts, etc. shall be designed as RCC  IRS Substructure and Foundation code - 1985 construction as per considered soil data. Waterproofing for water retaining structures shall be  IRS Bridge Rules – 1986 carried out with injection type chemical grouting.  IRS Concrete Bridge Code – 1997

Given the huge dimensions of the Roof and its special variable shape, it will be worthy to conduct, at a well-known Laboratory, a wind tunnel test to assess the real wind pressures on the structure.

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IS Codes: Where the design is not covered by Indian Standards, reference shall be made to international standards for guidance. IS 456- 2000 : Plain and Reinforced Concrete – Code of Practice. IS 800- 1998 : Code of Practice for General Construction in Steel Standard Software: IS 2950(Part–1) : Code of Practice for Design and Construction of Raft Foundations. IS 2911 : Code of Practice for Design and Construction of Pile. Foundations for Driven Cast  STAAD Pro – for Analysis and Design (Part1/sec.1) In – Situ Concrete Piles. IS 2911 : Code of Practice for Design and Construction of Pile. Foundations for Bored Cast  In-house developed Excel Spread Sheets for Designs (Part 1/sec.2) In – Situ Concrete Piles.  Auto Cad - for Drawings. IS 2911 : Code of Practice for Design and Construction of Pile. Foundations for Driven (Part 1/sec.3) Precast Concrete Piles. 7.4 Materials IS 2911 : Code of Practice for Design and Construction of Pile. (Part 1/sec.4) Foundations for Bored Precast Concrete Piles. Concrete IS 2911(Part III) : Code of Practice for Design and Construction of Pile. Foundations for Under – Reamed Piles. Keeping the durability and structural requirement, the proposed strength of various elements of IS 2911(Part IV) : Code of Practice for Design and Construction of Pile. Foundations for Load Test structure will be as follows: on Piles. IS 6403 : Code of practice for determination of bearing capacity of shallow foundations.  fck = 40 MPa (precast elements, if necessary) IS 9556 : Code of Practice for Design and Construction of Diaphragm Walls.  fck = 30 MPa (all in situ structures, except foundations) IS 1904 : Code of Practice for Design and Construction of Foundations in Soils –General Requirements.  fck = 25 MPa (foundations) IS 14593 : Design and Construction of Bored Cast – in – situ Piles founded on Rock – General  fck = 10 MPa (levelling concrete) Requirements. IS 806 : Code of Practice for use of Steel Tubes in General Building Construction. IS 1893 – 2002 : Criteria of Earthquake Resistant Design of Structures: Part – 1 – Buildings. IS 875 : Code of Practice for Design Loads (Other than Earthquake) Parts 1 to 5. Concrete characteristics as detailed above might need to be improved if the structure IS 4326 : Earthquake Resistant Design and Construction of Buildings. environment is found to be particularly aggressive (soil or water). This shall be assessed on case- IS 13920 : Ductile Detailing of Reinforced Concrete Structures Subjected to Seismic Forces. by-case basis, determining the cement characteristics, water/cement ratio, additives, etc, as IS 8009 : Code of Practice for Calculation of Settlement of foundations (Part 1 and 2) required by the applicable Codes. IS 1343 : Code of Practice for Prestressed Concrete. IS 3370 : Code of Practice for concrete Structures for the Storage of Liquids (Parts 1 to 4) Reinforcement Steel IS 2974 : Code of Practice for Design and Construction of Machine Foundations (Parts 1 to 5) Thermo–Mechanically treated reinforcement bars of grade Fe500 conforming to IS – 1786 will be IS 4923 : Hollow Steel Sections for Structural use. IS 10270 : Guidelines for Design and Construction of Prestressing Rock Anchors. adopted. Yield Stress: Fy – 500 MPa for Fe500. IS 12070 : Code of Practice for Design and Construction of Shallow Foundations on Rock. Structural steel SP 16: 1980 : Design aids for reinforced concrete to IS 456: 1978 SP34: 1987 : Handbook on concrete reinforcement and detailing. Mild steel (MS) with a yield stress of 250 N/mm² shall be used for structural steel work. High -- National Building Code of India grade (H6) steel with a yield stress of 350 N/mm2.

Table 23: IS Codes

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7.5 Loading Standards Live loads

Dead load The following Live loads are the estimated for the structural designing of the commercial & residential buildings: All self-weight of structural members shall be considered as per IS 875 Part – I. Unit weights of various buildings materials used are as follows: Live Load of 500 kg. / Sq. m. for commercial & public areas

3 25 kN/m For prestressed concrete Live Load of 200 kg. / Sq. m. for residential areas on buildings.

3 25 kN/m For reinforced cement concrete Live Load of 150 kg. / Sq. m. for terrace floor

3 24 kN/m For plain cement concrete Water tanks, cooling towers etc. shall be taken as per the manufacturer’s specs.

3 20 kN / m For Brick masonry Wind Load

3 14 kN / m For Ordinary Portland cements The Design Wind Load on Buildings shall be in accordance with IS 875 (Part 3): 1987

3 15.5 kN / m For Earth dry The Wind load on Building shall be calculated for:

19.0 kN / m3 For Earth moist  The Building as a whole

27 kN / m3 For Natural stone / Granite  Individual Structural elements as roofs and Walls  Individual Cladding units and including glazing and their fixings. 20 kN / m3 For Cement Mortar

18 kN / m3 For Fine river sand The design wind parameters are: 23.5 kN / m3 For Stone Masonry  Basic design wind speed = 39 m/s (10m height in open terrain)

3 78.5 kN / m For Steel  Buildings’ design life of 100 years

10 kN / m3 For Water  Terrain category 1  Class C structure Imposed Loads  Topography plain

All the Imposed Loads shall be considered as per IS 875 Part-II. Seismic loads The imposed loads recommended herein are for UDL (Uniformly Distributed Load) over the Floor.

Loading for floor finishes / Utilities / Piping / Cables / Ducts / False Ceiling etc. hanging from  Seismic load calculations shall be considered as per IS 1893 slabs / beams shall be taken separately, in addition to the live loads mentioned below.  The proposed site is in seismic zone IV as per seismic zone map of India. Zone IV is a

High Damage Risk Zone.

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 Since the geometry of structure is irregular and higher seismic zone, dynamic analysis  1.5 (Dead Load ± 2.5Live Load) shall be carried out. 7.6 Structural Analysis and Design  The IS code establishes a maximum ground acceleration of 0.24 g for Zone 4, so Seismic All structural analysis and design work shall be carried out in conformance with IS-456, IS 800, IS Loads are therefore very important and will play an important role on structure design. 1893, IS 4326 and IS 13920, IS 3370 etc.  Various design parameters for seismic analysis are as follows:

1. Zone factor (Z) = 0.24 A 3-D Analysis and Design shall be carried out using standard software like STAAD. Soil 2. Importance factor for the structure (I) = 1.0 / 1.5 Investigations as performed shall be diligently followed while designing the foundations and the 3. Response reduction factor (R) = 5.0 same shall be checked for all the Load Cases including the Earthquake Load Combinations. As 4. Soil Type = Hard Soil per the soil test report, the Isolated/ combined / raft foundations shall be placed at a level 1.5m 5. The horizontal earthquake force shall be calculated for the full dead load and 50% to 4.5m below the rail level/ NGL whichever is lower. Minimum bearing pressure shall be taken of live loads. as per the soil report ranging 15 to 30t/m2 or as per the geotechnical survey report for various 6. The permissible stresses for concrete and steel shall be increased by 25% while types or locations. considering the seismic load. The SBC value shall be enhanced for all EQ The buildings shall be checked for short term and long term deflections. combinations as per Table – I of IS – 1893. 7. Base shear for the building shall be calculated as V ~ AhW considering the Load Assumptions coefficient defining the flexibility of the structure. Units 8. The horizontal and vertical load resisting elements of the stilt storey are to be designed for 2.5 times storey shear and moments calculated under seismic load. All units are specified in MKS system for solving equations. Forces are in KGs and moments are in KG-M. Load Combinations

Sign Convention All load combination shall be considered as per IS 1893.

Positive sign indicates compression and negative sign indicate Tension. Following Load Combinations shall be adopted for Analysis and Design of various Buildings:

Dead Weight  1.5 (Dead Load + Live Load)

 1.2 (Dead Load + Live Load + Earth Quake Wind Loads) The dead weight is assumed including all fittings.

 1.5 (Dead Load + Earth Quake / Wind Loads) Wind Loads  0.9 (Dead Load) +1.5 (Earth Quake / Wind Loads)

Load combination for Analysis and Design of stilt storey elements. Basis wind speed, Vb is 47 m/s. (As per IS 875 Part 3)

Basic wind speed is modified according to following factors:  1.5 (Dead Load + Live Load)

 1.2 (Dead Load + Live Load ± 2.5 Seismic) Vz = Vb x k1 x k2 x k3  1.5 (Dead Load ± 2.5* Earth Quake) K1 = 1.06 Risk factor considering communication buildings with mean probable life of 100 years.

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K2 = Factor considering terrain height and structure size. Terrain category as 3 & class C,  Either footing or mat foundations are suitable. structure height is 40m from ground; k2 = 1.09 (Main Station Building)  Allowable bearing capacities for footings are in the range of 11 to 20 T/m2. Calculations were made for widths 2 to 4 m and depths between 2 and 3 m. K3 = Topography factor. The site is surrounded by flat land, k3 = 1.  Allowable bearing capacity for mat foundations is between 19 and 25 T/m2. Vz = 47 x 1.06 x 1.09 x 1 = 54.3 m/s  Seismicity: The project site lies in Zone IV with a/g = 0.24

Design wind pressure, Pz = 0.6 x Vz2 = 0.6 x 54.32 = 1769 N/m2 = 177 kg/m2  The soils are not susceptible to liquefaction

Seismic loading 7.7.1 Design Approach Referring to IS 1893: 2002, the design horizontal seismic coefficient Ah for the structure shall be calculated by the following expression. To assess the (preliminary) suitable type of foundation, calculations can be made based on the number of floors above and below ground. In this way, the approach that does not require too Ah = (Z I Sa) / (2 R g) many assumptions about load magnitudes and distributions, and it can cover all cases included in the three Options, on building basis. Z = Zone factor = 0.24

The approach followed is as follows: in general terms, foundations occupy an area of the building I = Importance factor = 1.5 plan in an amount that depends on the building loads, the building geometry and the soil Sa/g = Average response acceleration coefficient = 2 characteristics. The following parameters are related to the building and the soil:

R = Response reduction factor is taken as 5. 풒풄 Unconfined Compression Stress of the soil. This value can be obtained directly from the related laboratory test for clays, or from correlations from field tests (SPT blows, Ah = 0.072 dynamic tests (e.g. DPSH) or static tests (e.g. cone penetration tests).

흈푴 Maximum stress transmitted by the building. Calculated as the summation of all the Calculating base shear, VB = Ah x W vertical column loads and dividing it by the influence area. Depth of basement excavation. W = Seismic weight of the floor 풁풙 휸풙 Specific weight of excavated soil.

7.7 Geo – technical engineering analysis and foundation concept 흈풔 Soil stress, defined as 휎푠 = 푞푐 + 훾푥 ∙ 푍푥

The Geotechnical Investigative Report gives a series of recommendations as follows: Table 24: Parameters related to Building and Soil Encountered soils are dense enough so buildings can be founded on shallow foundations at A discrimination criterion is defined as r, Stress Compensation Ratio: minimum depth of 1.5m, always making sure that the Filling material is eliminated or passed σ σ r = M = M through. Thickness of Filling Material is up to 2 m thick in boreholes S-6 and S-8. σs qc + γx ∙ Zx The limits of use of r are established with some overlapping, so in certain zones, at least two Foundations can consist of footings at allowable bearing pressures of 150 kPa on residual soils options are examined before taking a decision, as it is understood that the values of r are and highly weathered rock, and 300 kPa on the underlying moderately weathered rock. Due to provisional, and a detailed assessment (with more building and soil data) will verify the proposed seismic conditions, foundations may need to be tied in two directions.

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foundation. The only advantage of this approach is that it gives the more probable foundation 3. Settlement limitation: solution. These limits are as follows: Total settlement: s< s_max=5 cm Angular distortion: ∆s⁄l<1⁄500 Where: ퟎ ≤ 풓 ≤ ퟎ. ퟔ Shallow foundation: Footings, combined footings and strip foundation s: Settlement under footing ퟎ. ퟒ ≤ 풓 ≤ ퟏ Shallow foundation: Mat l: Span (length separation) between adjacent columns ퟎ. ퟖ ≤ 풓 Deep foundation: Piles ∆s: Differential settlement between adjacent columns or footings

Table 25: Limits of Use of 'r ' 7.7.3 Conditions for Mat Foundations Applying this method, it was found that most of the buildings can be founded on footings, and only those with big difference between weight of the building and weight of excavated soil (for If the above three conditions are not met, then a mat foundation should be designed. basements) would need mat foundation. Piled foundations were not needed. A mat foundation is also recommended when the building is heavy (high number of floors) with 7.7.2 Conditions for Shallow Foundations basements, so the weight of the buildings is totally or partially compensated with the weight of the excavated soil. It is not recommended for buildings where the foundation base is located less From the preliminary evaluation, it was found that either footings or mat foundations were than 2 m below ground level. suitable foundation types. The next step would be to analyze, on building basis, firstly the suitability of a footing foundation, and, if conditions are no met, go for a mat foundation type. For buildings with a significant variation of loads (i.e. zones with different number of floors) mat foundations has to be carefully analysed, as a significant variation in transmitted pressures to A footing-based foundation should comply simultaneously with the following conditions: the soil may cause differential settlements; additionally, the mat foundation has to be checked 1. Allowable bearing capacity against excessive eccentricity of the loads with respect to the soil reaction, as this can produce σ_ave< σ_allowable an overturning moment. The following values can be taken at different depths: 7.7.4 Open Excavations for Underground Structures 15-20 T/m2 near surface (as indicated by the Geotechnical Investigations report) 30 T/m2 for one or two basements In order to execute open excavations, the following is recommended:

Excavation for one basement: Can be done either with no earth support system but slope 2. Geometric limitation of footing plan dimensions: inclination of at least 45º, if there is enough space around the site. Alternatively for vertical B, L > 0.8 m excavation, sheet piles or soldier piles can be used. B, L < 4 m (assumed for columns span in the order of 7 m)

Where B and L are the plan dimensions Excavation for two basements: A suitable system can be sheet piles, with at least two levels of support (either anchors or struts, depending on width of excavation).

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7.8 Site soil conditions with depth, density increasing from loose to very dense. A general trend can be defined as NSPT=7.5+3*Z, Z being depth in m. 7.8.1 Soil Profile

According to the Geotechnical Investigations report, a total of 15 boreholes up to 30 m depth were carried out. Sampling frequency was carried out every 1.50 m, and mostly consisted on SPT and “undisturbed” sampling. The laboratory program consisted on the usual identification tests; no consistency tests were included, indicating that samples were non plastic. Additional Direct Shear tests and chemical tests were included in the testing program. The water table was recorded at about 26 m depth.

The encountered soil profile is quite uniform both in extension and depth in the whole investigated area. Basically, the soil consists of an 80% of fines (Silt, since the soils are defined “non-plastic”), 12% Sand, and 8% Gravel. It classifies as ML (Silt) and can be described as Silt with some sand and traces of gravel, medium to very dense.

Table 26 shows a summary of the averaged classification properties derived for the main soil units, which can be taken as indicative of the predominant properties.

Table 2A: Summary of classification properties

Soil classification USCS ML, Silt Depth z (m) 1 – 30 Figure 50: SPT Blows Grain size distribution % Gravel 8 % Sand 12 % Silt 80 Table 27 shows the results of Chemical analyses performed on soil and water samples taken from % Clay 0 Borehole 5: Atterberg limits and water content LL (%) . PL (%) . Table 2B: Chemical analyses in Soil samples (Borehole 5) PI (%) . pH 7.5 w (%) 13 3 Organic matter (% by mass) 0.075 Bulk density 훾푎푝 (g/cm ) 1.85 to 2.10 Sulphate (%SO42-) 0.01 (Insignificant) Increasing with depth Sulphate (mg SO42- /kg) 100 Results of shear tests Type of test DST Chlorite (% Cl) 0.0109 (Drained cohesion and friction angle) c’ (kp/cm2) 0.12 Electrical conductivity (μMho/cm) 218 (deg) 31.6 (30 to 33) 휑′

Table 27: Chemical Analyses in Soil samples (Borehole 5) Table 26: Summary of Classification Properties

Figure 2A shows the SPT blows versus depth for all tests performed on the boreholes. The SPT values are the raw, uncorrected values, so they can be used to assess the soil stiffness. The figure shows that blows increase with depth, indicative of strength and stiffness also increasing

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The soils content in sulphate is considered insignificant, according to EN 206-1:2008: An elastic modulus for these units can be derived based on soil type and SPT values. For

example, Stroud (1989) derived a correlation between the E'⁄N60 and q ⁄ qult values. Knowing Chemical analyses in Water samples (Borehole 5) EN 206-1:2008 CLASSIFICATION (Water table encountered at 26 m depth) FOR WATER CORROSIVENESS the design load (q) and estimating the ultimate bearing capacity (qult), it is possible to use his AGAINST CONCRETE correlation graph to estimate the average ground stiffness at working load on the basis of SPT pH 7.6 > 6.5 (XA1) blow counts. Sulphate as S03 158 < 200 (XA1) 2- Sulphate as SO4 (mg/l) 190 7.9 Bearing Capacity of Foundations Chlorite (Cl Mg/l) 2027 Organic solid contents (Mg/l) 15 The Geo – Technical analysis of the substratum was performed to determine net safe bearing Inorganic Solid contents (Mg/l) 3896 capacity. Parameters obtained are based on various field and laboratory tests. Suspended solids 224 Amount of 0.02 N NaOH required to 1.18 and 22.43 7.9.1 Design criteria neutralize 100 ml sample of water using Any foundation is to be safe against possible failure against phenolphthalein as indicator (ml)  Excessive Shear failure (the bearing pressure should be within permissible limits) and Table 28: Chemical Analyses in Water Samples (Borehole 5)  Excessive Settlement. ' Effective Strength parameters ( c' , ) The latter depends upon not only on the type of soil in the foundation but also on the type of foundation, material used for construction and functionality of the structure. In drained conditions, the DSTs (Direct Shear Tests) performed on samples give values of drained cohesion of 0.12 kp /cm2, and friction angle of 31º on average. These values 7.9.2 Design Methodology agree well with soil composed of silt with small contents of sand. Footing Foundation has been analysed at a depth of 2.0m and 3.0m below the ground level.

E' E' Foundation in the present case rests on non-plastic soil. An allowable settlement for the footing Deformation parameters ( 50, ur ) foundation is considered as 50mm. The values of the stiffness parameter (elastic modulus) adopted in a calculation require special Alternatively Raft Foundation has been analysed at a depth of 2.0m and 3.0m below the ground attention, as many soils show a non-linear behaviour from the very beginning of loading. In soil level. Foundation in the present case rests on non-plastic soil. An allowable settlement for the mechanics the initial slope is usually indicated as E0 and the secant modulus at 50% strength footing foundation is considered as 75mm. is denoted E'50. For loading of soils (i.e. settlement under shallow foundation) one generally uses 7.9.3 Open Foundation E'50 . Considering unloading problems (i.e. open excavations and earth retaining systems), one 7.9.3.1 Bearing Capacity for Open Foundation needs instead an unloading-reloading modulus E'ur . The subsoil profile indicates the reasonably good soil/ SDR / HDR at shallow depths ranging from

For soils, both the unloading modulus, E'ur , and the first loading modulus, E'50 , tend to increase 3m to 4.5 m at borehole locations. The bearing capacity for Shallow Foundations in soil has been with the confining pressure. Hence, deep soil layers tend to have greater stiffness than shallow analysed in accordance with IS: 6403 – 1981. Foundations should not fail in shear, Factor of safety layers. of 2.5 is provided against bearing capacity failure. Standard Penetration Test (SPT) results are also used to determine the safe bearing capacity of shallow foundation in accordance with IS: 6403 – 1981 for non – cohesive soils, hard clay. While using this approach the N value are

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corrected, wherever applicable below the footing base to at least 1.5m below the base to Case I account for the effect of energy ratio adopted boring procedure, dilation of submerged silty fine Df = 2.00 m; B = 2.0 m sands / fine sands as well as that due to the overburden pressure. ’ F.O.S = 2.5  = 30,  = 20, avg = 25 7.9.4 Analysis based on SPT values and Soil Parameters Nq = 10.66, Nr = 10.88 Sq = 1.20 Sr = 0.80, W’ = 0.60 7.9.4.1 Shear Failure Criteria Using the equation Qu = q ( Nq - 1 ) Sq Dq Iq + 0.5 B  N SD I W' The safe bearing pressure from Shear failure criteria can be obtained, using the equation given Substituting the data in the equation given, we get below Q ult = 28.40 t/m2 2 Qu = cNc Sc Dc Ic + q (Nq - 1) Sq Dq Iq + 0.5 B  N SD I W' Qsafe = 11.36 t/m

Where, Case II c = Average cohesion below the foundation in t/m2 Df = 2.00 m; B = 4.0 m B = Width of the footing in m ’ F.O.S = 2.5  = 30, = 20, avg = 25 Dc, Dq, D = Depth factors Nq = 10.66, Nr = 10.88 Sq = 1.20 Sr = 0.80 , W’ = 0.60 Sc, Sq, S = Shape factors Using the equation Ic Iq, I = Inclination factors Qu = q ( Nq - 1 ) Sq Dq Iq + 0.5 B  N SD I W' Nc, Nq, N = Bearing capacity factor Substituting the data in the equation given, we get q = Effective overburden pressure at foundation, in t/m2 Qult = 33.624 t/m2 2 W' = Water table correction factor Qsafe = 13.45 t/m

3  = Bulk unit wt. of foundation soil, in t/m Case III

7.9.4.2 Settlements: Df = 3.00 m; B = 2.0 m

’ When the strata consists of Non Plastic strata F.O.S = 2.5  = 30, = 20, avg = 25

Soil profiles are given for each borehole. The soil profile, which is likely to cause greater Nq = 10.66, Nr = 10.88 Sq = 1.20 Sr = 0.80, W’ = 0.60 settlements, is to be considered for calculations. Using the equation Qu = q ( Nq - 1 ) Sq Dq Iq + 0.5 B  N SD I W' The imposed load at the foundation level is likely to compress the soil up to a depth of Substituting the data in the equation given, we get approximately equal to 1.5B below the foundations. Q ult = 39.936 t/m2 Q safe = 15.95 t/m2

The settlements can be calculated using IS: 8009 Part 1 & 2, 1976. Case IV

7.9.5 Footing foundation Df = 3.00 m; B = 4.0 m

’ Shear Failure Criteria F.O.S = 2.5  = 30, = 20, avg = 25

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Nq = 10.66, Nr = 10.88 Sq = 1.20 Sr = 0.80, W’ = 0.60 Df = 2.0 m Settlement under footing with load intensity of 10 t/m2 in dry condition. 20mm Using the equation Settlement under footing with a load intensity of 10 t/m2 after water 34mm Qu = q (Nq - 1) Sq Dq Iq + 0.5 B  N SD I W' table correction Substituting the data in the equation given, we get 2 Qult = 45.156 t/m2 Qsafe = 18.06 t/m2 Settlement under footing with load intensity of 10 t/m after rigidity 28mm correction. Settlement Criteria Net safe bearing pressure for 75mm settlements (t/m2 ) 26.78

Df=2.00 m Df=3.00 m Table 30: Settlement Criteria (Refer Fig: 9 of IS 8009 Part I) B=2.0m B=4.0m B=2.0m B=4.0m Settlement under footing with a load intensity of 10 Case II 22 22 20 22 t/m2 in dry condition. Df =3.00 B = 10.0 m Settlement under footing with a load intensity of 10 37 37 34 37 2 ’ t/m after water table correction F.O.S = 2.5  = 30, = 20, avg = 25 Settlement under footing with a load intensity of 10 28 32 23 26 Nq = 10.66, Nr = 10.88 Sq = 1.20 Sr = 0.80 , W’ = 0.60 t/m2 after water table and depth correction 3 Net safe bearing pressure for 50mm settlements (t/m2 ) 17.85 15.63 21.74 19.23 IQ = ir = 1.0 dq = dr = 1.0,  = 1.0t/m Using the equation Table 29: Settlement Criteria Qu = q ( Nq - 1 ) Sq Dq Iq + 0.5 B  N SD I W' Alternatively Raft Foundation Substituting the data in the equation given, we get 2 2 Case I Qult = 60.87 t/m Qsafe = 24.35 t/m

Df =2.00 B = 10.0 m Settlement Criteria (Refer Fig: 9 of IS 8009 Part I)

’ F.O.S = 2.5  = 30, = 20, avg = 25 Df = 3.0 m Nq = 10.66, Nr = 10.88 Sq = 1.20 Sr = 0.80, W’ = 0.60 Settlement under footing with load intensity of 10 t/m2 in dry condition. 20mm 3 iq = ir = 1.0 dq = dr = 1.0 ,  = 1.0t/m Settlement under footing with a load intensity of 10 t/m2 after water table correction 34 mm

Using the equation Settlement under footing with load intensity of 10 t/m2 after rigidity correction. 28 mm

Qu = q (Nq - 1) Sq Dq Iq + 0.5 B  N SD I W' Net safe bearing pressure for 75mm settlements (t/m2 ) 26.78 Substituting the data in the equation given, we get Qult = 49.284t/m2 Qsafe = 19.71 t/m2 Table 31: Settlement Criteria (Refer Fig: 9 of IS 8009 Part I) Settlement Criteria (Refer Fig: 9 of IS 8009 Part I) 7.10 Brief Description for End Support Structure

Proposed building is being constructed over the Railway track to facilitate the passengers / staff

activity.

Structure consists of the following structural elements:

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 Spread Foundation, either footings or foundation slab,

 Reinforced concrete vertical elements

 Structures over existing tracks: material to be used shall be conforming to relevant IS standards and having yield capacity not less than 250 MPA.

 Composite slab: material for decking shall be galvanized as per the specification and minimum thickness of the decking material shall be 1.0 mm thick. Decking sheet shall be able to take construction load as well.

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8 CONSTRUCTION METHODOLOGY AND PLAN

8.1 Description of Structures

Bijwasan Railway Station Building will be a one–story building high over ground level structure, along with a basement level parking

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

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

The main structural element of the Station consists of a floor deck (first floor) set over a grid of Figure 51: General Site Plan columns. Over this floor deck, a modular curve envelope is disposed. Each dowel or vertebra of

the envelope is supported by half of the columns coming from the ground floor, that it, with The main body of the Station consists of a “Bridge Building” over the ground floor with more double span length as shown in Figure 55. than 500 meters length and varying width from about 95 to 160 m width as shown above. It provides free circulation under their spans for railway lines, roads and different vehicle or passenger access or exits as shown in Figures 52 & 53. However, in the Phase-1 of the station building, the length and the width of the building has been truncated to 193 m and 114 m (approx.) respectively. Apart from that the loading-unloading area of the parcel area for the Final Phase has been reduced to two F.O.B’s connecting the drop-off area to the departure hall of the station building in the first phase as shown in Figure 51. These will be further expanded and modified to the final phase design as and when needed.

Figure 52: Longitudinal Section of Phase-1 Station Building

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

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The column distribution is set by the need of free room on the ground floor and it consists of rows of 8 to 10 columns per each extreme of the dowels, under the floor deck. And over the floor deck the column distribution is reduced to 4 to 5 columns per each extreme of the dowels as in Figure 56.

Figure 56: Structural Solution for Main Deck and Roof Envelope

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

For the standard floors of the Station Building a column distribution on the vertexes of a 12x12 m (transversal length x longitudinal length) grid is generally used, but in some cases it raises to 12x26 m max. to allow free circulation for railways on ground floor and a high flow of passengers on first floor of the station.

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8.1.1 Concourse Structure If feasible and to reduce the structural weight of these important elements, castellated beams can be used, refer Figure 57. These are beams with circular or hexagonal openings that allow for This column distribution allows the use of a Waffle Slab/ Coffer Slab/ Slab-Beam system less weight without reducing stiffness. supported on rectangular RCC columns on the station. Alternatively, use of a precast ribbed slab supported on cast-in-situ / precast/prefabricated beams with the same column size and spacing, 8.1.2 Roof Structure may also be feasible. The roof of the station building has been designed as a light weight system consisting of Mild The structural solution must be different on where the Station Building covers the tracks and Steel space frame system and insulated Galvalume sheets covering. The roofing system is also platforms. For this zone, precast / prefabricated beams are proposed, with a column to column required to be expanded on three sides during the Phase-2 expansion of the station building. spacing to be 1/2 of the distance between columns. These beams will have a maximum length The structure necessary to support the roof-envelope consists of series of space frame trusses, of 26 meters over the existing tracks. over each row of columns. That is, each dowel of the curve envelope is supported by 2 ribs- trusses at both ends, and those trusses are supported by 4 or 5 columns depending on the dowel. The precast / prefabricated beam will be supported on columns. Between these beams a steel deck / RCC slab may be used, allowing the composite work of the concrete slab fixed with At the end of each dowel, the next one starts with lower height to allow ventilation and light. connectors to the beams, which may be more cost effective. The difference of height is specifically the depth of the truss.

Alternative models of structural solution for the station building in the portion where it spans The envelope has two situations for its landing to the ground depending on the part of the station. the railway tracks (26M span approx.) may be explored. One situation is those parts of double height and the other those parts of one height, bridge parts as shown in the figures below.

Figure 59: Transversal Section for the case of Envelope Landing to the Ground. Double Height in the Station Figure 58: Structural Solution for Longitudinal Maximum Span is Structural Deck

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The roof envelope is supported on secondary longitudinal trusses, and these are supported on the main transversal trusses. The longitudinal trusses have over 1.20 meters depth and they are separated about 4.50 meters each other; the main trusses (or “ribs”) will be 2.00 m deep.

The longitudinal trusses may be incorporated on roof border of the envelope, lateral areas, to allow any opening and also to provide resistance to lateral wind forces.

Figures 60 & 61, explains through a sketch the scheme for the roof expansion during Phase-2 extension of the station building.

8.2 Site Restrictions

 Train traffic must be maintained Figure 60: Transversal Section for the case of Envelope not landing to the Ground. No Double Height in the Station  Airport traffic influence, which determine the height of the station building and the height of the resources needed to build it up.

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

Figure 62: Transverse Expansion of Roof from the sides for Phase-2 (Part 2 of 2) Figure 63: Airport Traffic Influence Plan

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8.3 Overall Construction Phasing In order to reduce overall construction time as much as possible but not to cause excessive disruption to railway operations, the study shows it is feasible to build the station in one stretch.

The area of existing track will have special procedures so as not to interrupt the train traffic. 8.3.1 PHASE I There are two situations: Greenfield situation (situation 1) and new yard plan constructed before  Preservation of the existing tracks (main lines at airport side) the station building (situation 2). In any of these situations the scheduling or construction scheme  New underground floor of Station Building (one storey basement) at East Side is similar in form because there are existing lines in both cases. But the special procedures used  New station building ground level at East Side for existing tracks will be extended for the new ones.  New Station Building Concourse (one-story) at East Side The first steps will be dedicated to the construction of the underground levels and foundations  New Station Building Envelope at East Side necessary to build the Station building. The next point 8.5 refers to the method to build  Surface Parking at West Side underpasses.  Railways Facilities The underground levels are: tracks underpasses, parking and station building basement. The  Road Access Infrastructure underpasses are independent of the building, except for the one under the building. This  Landscape underpass under the station building and its ground level corridor platforms will be constructed before the station.

8.3.2 FINAL PHASE The basement of the station building will be constructed before the station building as well, but

 Infrastructure for Future Development without any restriction.

 Underground parking at West Side Once the columns footings and the column up to the concourse level are finished, the slab will  New Station Building Ground Level at West Side be build. In Greenfield situation, this will be a straight work, using the actual free ground space.  New Station Building Concourse Level at West Side Only over the existing tracks and situation 2 if any, special procedures will be necessary, as the  New Station Building Envelope at West Side track must remain operational. For constructing the concourse level over the existing 2 tracks,  New building for mixed uses precast or steel beams to be put on place with normal cranes will suffice; in this case, existing  Landscape track operation will have to be interrupted only for short periods, during beam positioning, for

security reasons. On the other hand, special procedures have to be developed when 4 tracks with traffic need to be overpassed. 8.4 Construction Methodology of Station Building Once concourse level is finished, the roof envelope construction will proceed with the cranes Broadly the construction can proceed in a linear manner from both ends of the future station. working on the concourse levels. These loads will be accounted on the design of the floor. It is The project work is spread over a big area thus there is ample scope for several activities to be foreseen that roof structure can be split into reduced pieces, to be handled by normal equipment concurrent. and shoring towers, avoiding cranes outside the Building that may penetrate on the airport reserved spaces.

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As a repetitive task, it is envisaged that roof construction will go at a steady pace on several stating points, allowing for a short construction time for the whole Station.

8.5 Sequence of Work for Spanning over Existing Tracks

Below it is described the special procedure that may be used to span over 4 tracks with railway traffic.

In first place, the columns up to the Concourse level and the slab structure around the existing tracks has to be built and then a launching device will be put over the structure already built, on one side of the Station Building. The launching device will rest on the columns or (depending of the final device design) on the adjacent structure; if necessary, additional provisional structures may be added to support the launching device.

The launching device will pick one by one a girder box, previously put in the built floor of the adjacent area. After picking the beam, the launching device will move the beam over the tracks Figure 65: Launching Device Situation and Box Girders Movement and position it over the spandrel beam. After that, the girder will be rolled to its final position, rolling over the spandrel beam, and secured in its place as shown in figures below. With this method, total interruption of railway traffic will only be needed for positioning the launching device, a fast operation that can be done using rail mounted cranes on just a night.

As this procedure is applied only at concourse level, there is enough free space between cranes, etc, to the airport reserve.

After positioning of the prefabricated beams, a protecting screen will be built below and supported by them, in order to allow the construction of the steel deck concrete floor. The screen will allow the works to proceed without the risk of affecting the railway traffic or passengers below.

At this point, box girder positioning and floor construction can have a steady pace.

Construction of the roof can then proceed in a fluid way; its elements can be split in pieces of Figure 64: Floors Constructions over Existing Tracks smaller length and weight, and its positioning can be done by cranes or lifting devices from the

inside with temporary tower for easy positioning; the weighs of the lifting devices and corresponding loads must be taken into account during design.

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CONSTRUCTION SCHEDULE FOR “SITUATION 1”

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CONSTRUCTION SCHEDULE FOR “SITUATION 2”

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8.6 Sequence of Work for Underpasses 8.8 Block Working in Railways

To provide passenger access to all platforms, several underpasses are foreseen in the Station. To ensure the safety of the commuters and train during the Renewal and critical maintenance of Even though underpasses construction is not in scope of the developer, however, in order to the Track, Electric, Signalling & Telecommunication Systems. Block Systems are adopted in facilitate a smooth interface between both the constructions a probable methodology is Railway when the traffic are diverted to the different routes either allowed to pass signal at suggested here. Danger or with the caution authority. 1. Complete structures and new tracks in the area beyond the existing tracks towards The underpasses of the station building consist of 4 underpasses orthogonal to tracks (2 on the proposed main station building. south, one under the station and another one on the north) and an underpass parallel to tracks 2. Temporarily divert the UP and UN main lines utilizing the newly laid tracks for line that link the two underpasses on south. no.4 and line no.7 between km23.179 and 21.720.and allow traffic at restricted speed of 50 kmph The underpasses go from east to west in order to evacuate all passengers from trains towards 3. Complete the balance of structures covering the area of the original UP and DN main the station building. All underpasses lead to the main circulation area of passenger, placed out lines. of tracks plan projection. 4. Restore the UP and DN main lines towards original position. 5. complete the yard arrangements of connections as per the final plan and commissioned Greenfield is foreseen and the construction method will be the open air excavation of 3 meters under the ground elevation and the execution of the "cast in place" RCC slab and walls. Other 3 i. Time allowances and blocks required for the above works meters of material will be filled in order to get the elevation of future tracks. Item-1: Nil In the area of the existing railway lines, and in the case that new tracks are built before the Item-2: Cut and connections of main lines at point A and A' and B and B' One hour for one station, it will necessary to go to the Box Pushing method day. This can be arranged as a shadow block in the maintenance blocks provided in the regular time table. For commencement of this method (box pushing), temporary arrangements of provision of service girders underneath the existing running lines/ tracks shall be put in to support the tracks, Item-3: Time loss due to imposition of 50kmph for a distance of 1.50 kms will be 1 minute for run through trains. This loss of time for the period construction will have to build in followed with excavation in the earth for making provision for pushing of the reinforced concrete the working time table during time of execution. Boxes. During construction phase till crossing the track area, proper instrumentation shall be Item 4: Cut and connections of main lines at point A and A' and B and B' -One hour for one carried out to check the probable settlement in track formation, if any. day. This can be arranged as a shadow block in the maintenance blocks provided in the regular time table. 8.7 Station Construction Programme

The station construction is intended to be lasting for an overall period of around two years. The train block details for construction of floors above existing tracks is foreseen as follows:

Number of Two construction scheduling are proposed in the following programmes. The first one Block Duration 2 Activities Line -3 hours Blocks Remarks corresponds to “Situation 1”, the second to “Situation 2”. They are very similar, the difference Traffic Power Traffic Power Placement of Steel Beam for between the first and the second is that in the latter the construction of the concourse level Line No.2-3 Air Space 2 16 requires more time than for “Situation 1”, because the structure must be built over up to 4 tracks Construction of Concourse Line No.2-3 3 18 with railway traffic using special procedures. Also more resources will be needed in “Situation Miscellaneous Line No.2-3 1 120 Crossing the Tracks and pertaining to Track Works 2” for achieving the foreseen rates of advance.

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BWSN Coaching Terminal – Block Work Drawing

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9 UTILITY INFRASTRUCTURE 9.1.3 Drainage Facility

9.1 Review of Existing Infrastructure Storm water drainage at the existing Bijwasan station does not exist. However, the storm water uses the normal slope of the land and flows over the surface into the local Nallah which ultimately 9.1.1 Introduction connect to Najafgarh drain about 3.5 Kms away. The following paragraphs provide the utilities requirement for the redeveloped Bijwasan Station and surrounding infrastructure. 9.1.4 Sewerage System

At present there is no sewage system at the existing Bijwasan station, where small individual The Railway station is located in Delhi State, close to the border with Haryana and Gurgaon city. septic tanks are provided at the station and in the staff quarters. At present, the Railway Station comprises of the station building, two passenger platforms connected with a foot over bridge and other related buildings located in the railway land. These 9.2 Proposed Water Supply existing buildings are listed: 9.2.1 Assessment of future requirement of water for the World Class Station and related  Station building: booking office, station manager office, panel and SM room, relay room, Commercial Development battery and S&T equipment room, RPF staff, data logger and machine equipment, booking Water supply shall fulfil the requirements of water demand for persons, washing and irrigation and enquiry counters, booking counter queuing hall and covered sheds for waiting purposes and also for firefighting purposes. passengers.

 East Cabin at Delhi end with relay and battery room The daily water demand for the redevelopment of Bijwasan station has been estimated based  West Cabin at Rewari end with relay and battery room on Indian Railways Works Manual (IRWM), National Building Code 2005 (NBC 2005) and  6 residential Unified Building Bye Laws – 2013 (UBBL 2013) and Development Control Regulation of

 16 new staff quarters are under construction near the ROB of Bijwasan Master Plan for Delhi – 2021 (MPD 2021), Delhi Urban Art Commission (DUAC).

 2 platforms (375m x 11m and 375m x 9m) The water demand for Railway station will depend on the number of passengers entraining at  Foot over bridge station and the number of passenger detraining. F ro m t he Traffic Study Report it is estimated a total 1,38,000 passengers using the Railway station in the year 2053. 9.1.2 Water Supply Facility

The present supply of Water at existing Bijwasan station for the entire Railway complex In that for Phase -1, around 85,708 passengers and for Phase-2 52,292 passengers consisting of station and staff quarters is provided through pipe line by the Municipal for the year 2053. From this data, the calculation of potable water supply needed in the Corporation of Delhi. The existing supply is intermittent. However, since this station will be station for Phase -1 has taken into account that 42,854 passengers will entrain and 42,854 closed after opening of the new station, the supply to the station can continue to be used by passengers will detrain every day. As per IRWM, for calculation purpose 100% entraining railway staff working on maintenance and other activities for which the railway will use the passenger (42,854) & 50% detraining passengers (21,427) are considered. released infrastructure. The supply to the staff quarters will continue.

For Phase -2, has taken into account that 26,146 passengers will entrain and 26,146 passengers will detrain every day. As per IRWM, for calculation purpose 100% entraining passenger (26,146) & 50% detraining passengers (13,073) are considered.

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In the Bijwasan station area it is proposed that the following types of buildings, all of them will TYPICAL RATE TYPICAL FLOW RATES (l/unit/day) USE BUILDING / AREA need a water supply m2/person Passenger/Guest/Employee Surface Railway station 0 25(4) 0 • Railway station Platform Washing - - 5(4) • Railway facilities Apron Washing 0 - 10(4) Railway facilities • Railway housing Offices 0 45(4) 0 Double storage 0 30(5) 0 • Mixed Uses. It is considered to be allocated for the following uses according to the Power cabin 0 30(4) 0 following percentages Maintenance 0 30(4) 0 Electric loco shed 0 30(4) 0  9.5% Commercial use Electric loco office 0 45(4) 0  5% Hotel use Diesel loco office 0 45(4) 0 Diesel loco shed 0 30(4) 0  85.5% Office use Power car shed 0 30(4) 0 Washing plant 0 30(4) 0 • Open Space Computer passenger reservation 0 45(4) 0 0 45(4) 0 • Yard Plan Saloon siding Railway Housing 0 200(4) 0 Mixed uses Commercial (Hotel - 5%) 10 180(5) 0 In these cases, the water demand will depend on the number of people lodged in the hotel and Commercial (Retail - 9.5%) 3(6) 38 0 residential areas, it also will depend on the people employed in the offices and logistic areas Commercial (Offices - 85.5%) 10(6) 45(4) 0 and it will depend on the people using commercial areas, the exhibition center, schools, sport Railway operations/Washing yard centers and libraries. In the case of Yard Plan and Railway facilities, an important percentage Carriage Watering 364 1200 - Automatic Carriage Washing 364 300 - of total water demand will be for cleaning. In these cases, the volume of cleaning water Cleaning of Carriage 364 500(4) - has been estimated from the surface foreseen for the use. Open Space (green space or - 0 2.25(4) landscaping) Other consumptions of water will be the garden irrigation and firefighting network.

With the aim to assess the expected water consumption, it has been estimated the maximum Table 32: Rate of People Occupancy and Water Demand on Area Basis

people occupancy in each building from the surface defined for each type of use. This estimation has taken based on International Standards. These values are taken from the international standards which are given below,

 (4) Indian Railways Works Manual The following table summarizes the rates of the people occupancy per m2 and the rates of water demand per m2 that has been taken into account for the water demand calculation:  (5) Unified Building Bye Laws – 2013 and Development Control Regulation of Master Plan for Delhi – 2021, Delhi Urban Art Commission

 (6) National Building Code of India 2005 (NBC)/Delhi Urban Art Commission

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The total water demand m3/day is calculated for each phase with respect to the total number of PHASE-2 passengers and typical flow rates according to the international standards. The total number of trains passing through Phase -1 are 14 trains and the total number of trains passing through Phase- 2 are 8 trains. Each trains consist of 26 coaches. The railway operations/Washing yard is taken with respect to the total number of coaches in each phase .The total number of coaches at Phase 1 & 2 are 364 & 208 respectively.

In the following tables the total water demand m3/day is estimated for both the phases separately:

PHASE-1

Table 34: Water Demand for Phase-2

The total water demand for Phase-1 and Phase-2 is calculated as 5858 m3/day and 5842 m3/day respectively.

The daily water supply requirement can be optimized by means of recycling policies. Water for irrigation and cleaning uses, residential flushing may be uses the recycled water from the waste water treatment plant. The recycled water is the effluent of the waste water treatment plant after passing by an advanced treatment. The level of treatment depends on the final use of the recycled water.

The following table shows the flows that could come from non-potable w a t e r network and the flows that should come from potable water network.

Table 33: Water Demand for Phase-1

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

The total water requirement for Phase-2 is 5842 m3/day. In that the potable and non-potable water demand in Bijwasan station for Phase-2 are 3346 & 2496 m3/day respectively. Refer Table no. 36.

The per capita rate of water supply indicates only the average consumption of water per day. The design of the water supply network should take into account fluctuation in consumption due to season, month, day and hour. So, the distribution system should be designed for an hourly flow rate that should include this fluctuation. The ‘Manual for Standards and Specifications for Railway Stations in India’ recommend to multiply the average hourly flow by a peak factor of 2.5. The hourly flow rate should also include the firefighting water demand in a Table 35: Potable & Non-potable Water Demand for Phase-1 fire scenario.

9.2.2 Integrated Water Resource Management

The total water requirement for Phase-1 is 5858 m3/day. In that the potable and non-potable With the overall water scarcity, it is essential to manage water resources judiciously and water demand in Bijwasan station for Phase-1 are 2966 & 2892 m3/day respectively. Refer in this context, the water supply planning on most large projects follow the Integrated Water Table no. 35. Resources Management (IWRM) concept, which in effect makes use of a combination of all efficiency, to make water resources go as far as possible. Equity, in the allocation of water across different social and economic groups. Environmental sustainability, to protect the water resources base and associated eco-systems.

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9.2.3 Proposed Sources of Water Supply Phase - 2 From the above calculation in Table 36, the demand of potable water & non-potable water The Bijwasan terminal is located in Zone K-II of DDA MPD 2021. As per Zonal Development would be to the tune of 5842 m3/day for Phase 2. Out of this, potable water demand would Plan published by DDA, based on the projected population, water supply demand for Zone be 3346 m3/day and balance 2496 m3/day for non-potable. K II is estimated to be 60 MGD. This would be supplied by the proposed water Treatment Plant at Masoodabad village adjacent to Zone K-II. The water supply system will consist of Treatment methodology underground reservoirs / common tanks (one common tank to serve 1.5 to 2.0 lakhs In both Phase I & Phase 2, the non-potable water can be just clarified using traditional population) are inter- connected. Each common tank has its own common area. mechanism to trap/separate the suspended particles and turbidity, then filtering through Suitable letter has already been addressed to the Chief Engineer Delhi Development media filtration after mild chlorination. The media filters can be used as Multi-grade sand Authority, Dwarka on 7th July 2013 requesting confirmation of their availability to provide filter followed by an activated carbon filter the required potable water through municipal supply. In case they are unable to meet the B. Reverse Osmosis full requirement, the following additional sources of water can be tapped:  Rain water harvesting from the roofs with ground tanks for storage will be In the case of potable water, the raw water / filtered water having TDS above 1000 mg/l an additional source. can be treated thro membrane technology to reduce the salinity to < 30 mg/l for drinking  Ground water extraction through suitable bore wells. However, extracting and other consumption usage. ground water through tube well requires prior Govt. permission. This should not The table below depicts the exact flow rate that treatment would be considered for having be very difficult as the requirement is for a public purpose. potable & non-potable water  There are two large lakes in the project area. The detailed location and sizes can Usage Phase 1 Phase 2 Potable Non-potable Potable Non-potable be seen in the survey plan. The water stored in these water bodies could be Total water require/demand, 2966 2892 3346 2496 pumped and used for firefighting and other uses with the consent and m3/day 3 permission of the competent authority. This should not be very difficult as the Flow rate, m /hr 124 121 140 104

requirement is for a public purpose. Table 37: Water Treatment Flow Rate

A Waste Water Recycling Plant is proposed to be installed, which will recycle waste Treatment methodology water, from washing of apron and platforms and from the colony – this water can be used Non-potable: Usage – Bathing, washing, floor cleaning, dish washing & other utility washing for irrigation and washing. like cars, vehicle washing etc.

9.2.4 Required infrastructure Treatment involved: 9.2.4.1 Water Treatment Plant As the tested raw water would contain mainly:

A. Conventional Treatment a) Turbidity

Phase - 1 b) TSS c) Iron (rarely in river water, but in bore well water as dissolved iron) From the above calculation in Table 35, the demand of potable water & non-potable water d) Salinity – TDS – Total dissolved salts would be to the tune of 5858 m3/day for phase I. Out of this, potable water demand would

3 3 be 2966 m /day and balance 2892 m /day for non-potable. Since the water usage meant for non-potable, following treatment can be adopted:

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a) Pumping to traditional clarification

b) Coagulation & Flocculation – on-line using diaphragm type dosing pump of 10% diluted chemicals c) Storage of clarified water – disinfectant dosing to eliminate bacteria d) Pumping to multigrade sand filter followed by carbon filter e) If iron found, strong hypo-chlorite dosing followed by aeration would be required Initially before clarification.

Potable water requirement:

Usage – Mainly for drinking, cooking and other food related water requirement for canteen/ resort Figure 66: Command Tank in Ter-Llobregat Network, Barcelona (Spain)

/ hotels / railways free drinking water distribution network. Apart from the above treatment, the filtered water will be pumped to membrane separation 9.2.4.3 Water Distribution Network technology called Reverse Osmosis to reduce the salinity to potable of < 30 mg/l TDS. This requires maintenance of cleaning the RO membranes periodically to enhance life of membranes, From the reservoirs the potable water will be distributed to the consumers. The distribution may be by gravity or by pressure. According to the topography of the area, it will be required to use which are normally 3 to 5 years, subjected to proper & effective operation. Simply, an anti- the pumping stations and pressure groups to supply the potable water with enough pressure in scalant would be used/dosed regularly to avoid scaling over the membranes, as otherwise the consumption point. membranes are subjected to get choked and if not maintained will lose its ability to separate salts. The piping in the water supply network shall consist of ductile iron or high density polyethylene 9.2.4.2 Storage Reservoirs pipelines and fittings, for the main pipelines connecting the reservoirs with the buildings. In the network inside the buildings, the piping shall consist of galvanized iron pipes and fittings. As far In order to maintain the regular water supply and meet the water demand for daily consumption as possible all piping inside the building shall run in shaft or ducts provided for this purpose. for the development, three numbers of storage tanks has been proposed at the site. Outside the buildings, the piping shall be installed as far as possible 60 cm below finished grade.

The proposed water tank capacities for the development are as follows Each zone shall contain independent variable speed booster pumping system for domestic water 1. Underground RCC Tank for Firefighting - 200 KLD supply. Further independent variable speed booster pumping system shall be provide for flushing 2. Underground RCC Tank for Domestic Water – 816 KLD water supply. The booster system shall be fully equipped with pre-charged, non- toxic food grade 3. Overhead RCC Tank for Domestic Water – 200 KLD bladder.

Refer drawing no. BWSN-MP-KD4-ARC-PLN-120 in which the locations of these tanks have been All inlets, outlets, washouts, vents, ball cocks, overflows control valves and all such other piping indicated. connections including level indicator shall be provided for water storage tanks.

Full way gate valves of approved make shall be provided as close to the underground tank as practicable on every outlet pipe from the storage tank, except the overflow pipe. Overflow and

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vent pipes shall terminate with mosquito proof grating. the surrounding area and could be used for water sports etc. The capacity of drain is about 3000 to 8000 cusecs in different segments with very gentle gradient of 1 in 25000. This drainage The overflow pipe shall be so placed as to allow the discharge of water being readily seen. The system should take care of the requirements of the Railway Terminal Area. overflow pipe shall be sized accordingly. A check valve shall also be provided in the inlet water A nallah is crossing the station site area near the northern boundary of the site which connection to the tank. The outlet pipes shall be fixed approximately 75mm above the bottom of connects to the Najafgarh drain. This would be adequate for taking care of the storm the tank towards which the floor of the tank is sloping to enable the tank to be nearly emptied water requirements. for cleaning.

9.3.2 Drainage Network in Bijwasan Station Area The pipe sizing shall be based on fixture unit calculation as per Plumbing engineering and Design development (ASPE) standard. The pipe size of riser shall be restricted to nearest 100 mm The drainage network has been proposed as a gravity drainage system, if possible. diameter size to optimize on capital cost, and for ease of installation and maintenance. However, The rainfall flow shall be collected by surface elements such as gullies or longitudinal gutters the maximum velocity in the water supply piping shall not exceed 2.4 m/s. and shall be conducted by a network of secondary collectors to the main collector. The main

collector will carry the water to the discharge point connected to the city’s existing Water meters shall be provided in identified areas for water consumption recording for network. efficient monitoring and assessment. Head losses through water meter shall be accounted for in water distributions calculations. The following picture shows the proposed drainage network.

Colour coding for non-potable domestic and potable water supply piping shall be ensured for clear identification of the piping.

The horticulture water supply system comprising of pumping, piping, water supply nozzles and control equipment shall be designed and built by the appointed irrigation water supply vendor. Water for irrigation of lawns shall be sourced from recycled treated water from STP.

9.3 Drainage Facilities

9.3.1 Storm Water Drainage Planning Figure 67: Proposed Bijwasan Station Area Drainage Network

The drainage system for Dwarka has been designed by DDA for the total catchment area of entire

Dwarka Project on the basis of storm intensities and 70% average run off. The existing natural The drainage system shall be designed to discharge the maximum rainfall. It occurs on the gradient towards Najafgarh drain side makes it vastly economical and eminently sensible wettest months (June-September) and subject to Monsoon rainfall, with moderate rainfall to use the natural slope to its advantage for working out a proper drainage system. It is proposed and temperatures ranging from 22 to 28 °C (72 to 82 °F). Most of the 722mm (28.4inches) to construct six major out fall drains which shall carry the discharge of Zone K II. These drains of annual rainfall in the city fall between June and September, and July is the wettest month will pass through the connected green areas so as to merge with the landscaping of adjoining of the year. Hailstorms are also common in this region. green. Few retention ponds have been proposed along with the Najafgarh drain which should receive the discharge from the outfall drain. These should also help to raise the water table of

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Following the design criteria of the Development Plan of the zone KII (Dwarka), the drainage 9.4 Sewerage Facilities system has been designed for a total catchment area on the basis of storm intensities and 9.4.1 Assessment of Future Sewage loads for the World Class Station and related 70% average run off. Commercial Development According to Indian Meteorological Department, for the calculation of the rainfall flow, it has been assumed a rainfall intensity of 100 mm/hr for a 1:50 year return period. The sewerage network will collect the sewage water from buildings separately from storm water drainage. Taking in account this initial data, the maximum run off flow has been calculated using the The total flow of sewage water that will generate the Bijwasan Station area is directly Rational Equation. related to the water supply flow. The daily flow of sewage water will be the 80% of the daily Q=C.I.A flow of supplied water subtracting the irrigation flow that will be infiltrated to the terrain. The Rational equation requires the following units: Entire sewage load generated by the Bijwasan Station area would be treated at their Q = Peak discharge, m3/h proposed STP C = Rational method runoff coefficient PHASE-1 I = Rainfall intensity, mm/hour A = Drainage area, m2 The Rational method runoff coefficient (c) is a function of the soil type and drainage basin slope.

The Rainfall intensity (i) is typically found from Intensity/Duration/Frequency curves for rainfall events in the geographical region of interest.

N T I C S Flow Flow

years hours mm/h m2 m3/h l/s

50 1.00 100 0.7 17,00,000 1,19,000 33,055.6

Table 38: Bijwasan Station Run-off Flow Calculation

With this flow value, it is expected that the diameter of the main collector (blue) should be between 2.4 and 3.2 m, depending on the slope and other installation conditionings.

To avoid the erosion of the collector due to the sand transportation on the flow, the water velocity shall be less than 2 m/s as is indicated in India Railway Works Manual 2000.

A suitable letter has already been addressed to the Chief Engineer Delhi Development Authority Dwarka on 7th July 2013 requesting confirmation of their ability to discharge this runoff through municipal drains. Table 39: Sewage Water Discharge in Bijwasan Station Estimation Phase-1

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As a conclusion, the Bijwasan Station will generate approximately 4686 m3/day of Sewage 9.4.2 Proposed Sewage Disposal of the Remodelled Station and Related Development discharge and 4217 m3/day of Recycled water. As per DDA Development Plan, Zone K II will generate about 48 MGD and sewerage discharge. PHASE-2 A Sewage Treatment Plant has been constructed in Dwarka. The location of Sewage Treatment Plant is guided by gradient and site conditions. The sewerage system consists of gravity main, sewage pumping station (SPS) and rising. The STP is located adjoining Najafgarh drain which will carry treated discharge for disposal and some of treated sewage shall be used for maintaining proposed green areas.

The proposed sewer lines in Bijwasan Station area will be connected to the trunk sewer system of Delhi Municipal Corporation, to lead the sewage for treatment in the MCD’s STP.

Chief Engineer DDA Dwarka has already been addressed on 7 July, 2013 to confirm that their trunk sewers and STP would be able to handle the load of sewage water foreseen in Bijwasan Station area.

9.4.3 Required Infrastructure

9.4.3.1 Sewage Treatment System

A. CONVENTIONAL – ATTACHED GROWTH FOLLOWED BY ULTRA-FILTRATION Table 40: Sewage Water Discharge in Bijwasan Station Estimation Phase-2

Phase - 1 As a conclusion, the Bijwasan Station will generate approximately 4674 m3/day of Sewage From the data obtained, the demand of sewerage wastewater generated would be to the discharge and 4207 m3/day of Recycled water. tune of 4686 m3/day for phase I. Out of this, recyclable wastewater after treatment

would be 4217 m3/day. Operational flow rate 176 m3/hr through 24 hours. The daily flow of sewage water is calculated as 80% of the daily flow of supplied water. After Phase 2 sewage treatment, 90% of the sewage water is calculated as recycled water. From the data obtained, the demand of sewerage wastewater generated would be to the tune of 4674 m3/day for phase II. Out of this, recyclable wastewater after treatment would be 4207 m3/day. Operational flow rate 175 m3/hr through 24 hours.

Treatment methodology The raw sewerage would be subjected to the following stage-wise treatment

(a) Screening – coarse & fine (b) De-gritting 1. Homogenization 2. Anoxic treatment Figure 68: Proposed Bijwasan Station Area Sewage Network 3. Aeration thro blowers

4. Secondary clarification

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5. Disinfection 9.4.3.2 Recycling of Wastewater 6. Sludge recirculation (This is to maintain required MLSS in the AT) (c) Sludge collection, treatment thro decanter Recycling of wastewater has been proposed as it proves to be the most essential and reliable (d) Caking thro sludge drying beds option in view of sustainability and judicious use of available water resources, it is desirable (e) Tertiary treatment – through sand & carbon filtration to consider the option of re-using the treated waste water for non-potable uses such as for (f) Ultra-filtration using medium pore-treatment (for recycling water) horticulture and gardening and residential flushing after achieving required degree of quality Under the above technology, say about 10% would go waste, which may be disposed-off for the desired purpose of usage. to nearest sea / storm water drain. 9.4.3.3 Sewage Network B. MBR – Advanced Technology The sewerage system usually consists of a collection system of sewers and connections to Under this technology, we need to depend on overseas manufacturers only, however, they building network, main sewers and pumping stations, water treatment plants and disposal are freely available in India through either their own office or through their distributors/ system. agents. Now widely recognized advanced technology which are being adopted many public Sewer pipe material will be selected considering the provisions of the NBC-2005. Considering / private industries to treat their effluent / sewage. its use in public buildings, heavy duty long life pipes are recommended. The alternative An advanced technology available with different kind of modules, typically having pore size materials are usually Stone Ware Glazed, Reinforced Concrete, Polyethylene, and UPVC. of 0.4 – 0.5 micron, unlike Ultra filtration, which has pore size of 0.1 micron. The treatment methodology up to aeration system is one and the same as conventional Suitable manholes of prescribed sizes as per the relevant BIS Specifications/ National treatment system, after which an MBR tank is deployed where membrane modules are kept Building code will be provided in the sewage system, at all junctions and at all points of inside the tank. A sucking pump will be used to suck the permeate through the membranes change of sewer size, gradient and direction. pores, which permeate will have the recycling water quality. Manholes should be cement concrete and masonry works. Manhole covers and frames shall Typical MBR skid, which can handle up to 600 KLD, we can install in multiple nos. to treat conform to the requirements of IS: 1726-1960. Gully traps at the feet of all waste pipes shall sewage. be salt glazed. Grease traps shall be provided on kitchen waste line before it is connected with main sewer lines. Catch basins shall be provided with cast iron gratings with frame for effective collection and disposal of surface storm water.

Sewer manholes can be built of Reinforced concrete, Brick or Pre-cast concrete rings as per relevant BIS standards and specifications.

9.5 Fire Fighting

The main objective of the fire protection systems is the detection and suppression the fire at early stage. Also, it will alert the building personnel to orderly evacuate to point of safety.

The provided fire systems will be the following:

 Fire Detection and Alarm Systems

 Fire Protection Systems.

Figure 69: Typical MBR Unit

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The chapter is focused in Railway Station and furthermore it is included the main lines to  Mechanical Rooms, be applied in the other buildings and surroundings areas  Workshops, trash room.

Automatic suppression systems shall be provided in: 9.5.1 Codes and Standards

The basic code being followed for the Railway Station is NFPA-130. (It is understood from  Nonpublic areas with combustible loads (concessions areas, storage and trash the Manual on World Class Stations that this is the standard, for fire and life safety, for the rooms) development of all world class stations by IR). The provisions of this code will be  Public areas (Escalators structures and enclosed public waiting areas) supplemented for the design of the various sub systems as per related detailed codes for  Standpipe Systems: throughout the station different individual items, issued by NFPA. The important ones are listed below  Portable firefighting equipment

 Means of Egress/Evacuation Time Calculations NFPA-130/ NFPA-101 9.5.2.1 Fire Detection and Alarm Systems  Fire Hydrants and Hose Reels NFPA-14  Automatic Sprinklers Systems NFPA-13/ IS:15105 The fire alarm system shall be installed in the Railway Station. Related with its own activity,  Fire Pump, Fire Water Tanks NFPA-13/NFPA14; NBC–Pt.4 each building area has its own hazard characteristic which will demand its own specific  Wet Risers, Hydrants System NFPA-130; IS: 3844, IS: 13039 alarm system, for instance public spaces shall be equipped with optical smoke sensors,  Automatic Gas Flooding System NFPA-2001 technical rooms shall be equipped with smoke sensors, mechanical rooms shall be equipped with multi criteria sensors, etc. Critical rooms, such as main Communications room, shall be  Portable Fire Extinguishers NFPA-10/ IS: 2190 equipped by aspirated sensors system to offer the most early and reliable fire detection.  Fire Detection & Alarm System NFPA -72/IS: 2189/IS: 15908

 Smoke Extraction System NFPA-92/ NFPA-130 The Fire Alarm System must be capable of interfacing with others systems such as, voice  Emergency Lighting NFPA-130/ NFPA-70 evacuation system, fire extinguishing system, smoke extraction/ventilation system, train  Fire Stops/ Compartmentation NFPA-101/130;NBC–Pt.4 SCADA/signaling system, etc. In emergency situation, the communication system, connected

to Fire Alarm Control Panels and to the Operating Control Center (OCC of IDR), shall provide All fire protection systems in the Commercial/Retail/Residential areas would also be the safest procedure to follow. designed to comply with the National Building Code Part-4 and the requirements of the Local Fire Authority. The fire alarm system will have a -centralized in the local control room in the station system The BMS (Building Management System) will interface with Fire Alarm System and allow 9.5.2 Railway Station monitoring of the complete system. The monitoring features of the BMS of the fire alarm As specified in Manual for Standards and specifications for Railway Stations, Bijwasan railway system will include: Station will be provided with automatic and manual suppression systems. Fire Detection and  System status (Healthy, fault, alarm) Alarm Systems  Loop status  All Common personnel areas and public areas  Detector status  Offices  Planned Maintenance.  Critical Rooms

 Electrical Rooms

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The fire alarm system for the project Buildings will harness the latest fire alarm technology 2. System Circuit Supervision and be an advanced, expandable and scalable system. The fire alarm control panels will supervise all circuits to intelligent devices,

transponders, annunciators and peripheral equipment and annunciate loss of The system will be an analogue addressable system and will be electrically supervised, communication with these devices. Interface unit will also be provided to monitor monitor the integrity of all conductors and will have proper approval from nationally the firefighting system components such as sprinkler system valves, standpipe control recognized agencies. valves, PRV, and main gate valves.

The system will be capable of providing the user with clear comprehensive information in 3. Interfacing with other systems the event of a fire and also provide an entire historic log of the system’s management The FACP must have the ability to interface with other security, BMS, supervision of information. Faults within the system will provide a detailed explanation allowing the user sprinkler systems, smoke management systems, mechanical systems, etc. Following to navigate through the faults history. are some of the 3rd party systems to be interfaced with the fire alarm system.

Fire Alarm Control Panel (FACP) located at Local Control room inside of the building to 4. Systems/Devices to be monitored: control & monitor the fire devices.  Clean Agent Gas - Control Panel  Pre-Action System The devices included in the fire detection and alarm systems are composed by  Smoke Extract Fan

1. Initiating Devices  Pressurization Fan  Damper associated with Smoke Extract Fan A combination of Photoelectric Smoke Detectors, Heat Detectors, Aspirating  Zone Control Valve for Sprinkler Pressure Switch & Supervisory Switch Detector etc. will be used in the following areas:  Fire Pump Monitoring

 All Common personnel areas,  Generator  Offices 5. Systems/Devices to be controlled  Critical Rooms  Electrical Rooms  Sounder Circuit / Strobe Circuit  Plant Rooms  Access Control System  Workshops  Smoke Extract Fan  Damper associated with Smoke Extract Fan

In all areas with high background noise levels, xenon beacons will also be provided  Pressurization Fan in line with NFPA – 72. As per NFPA-72 addressable manual call point units will be  AHU Shut Down mounted in corridors within 1.5 meters of the entrances or exits or fire escape  Fire Door route with a maximum travel distance of 60 meters to the nearest manual call point  BMS System unit.  Lighting Control

Furthermore the NFPA – 72 international standard, in the design shall be applied the

Indian Standards: IS: 2189/IS: 15908

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The fire alarm system will be developed in coordination with the firefighting strategy Number of hose points per floor / level shall be based on 60 m coverage per hose point. and fire engineering design and all other relevant disciplines in the following stages

of design to ensure the system meets with all requirements and codes. Fire water storage required shall be calculated for minimum 60 minutes of total water demand of the standpipe and hose system. 9.5.2.2 Fire Protection Systems 2. Automatic Sprinkler System, and its main characteristics are The following fire protection systems shall be provided for the Station as applicable:- The automatic sprinkler system consists of galvanized steel pipes, alarm check valves, In the Station, the fire protection system shall assure the safety in all escape routes and in zone control valves, flow switches, pressure gauges, drain valves, test valves, all critical equipment. Different types of fire protection systems such as automatic sprinkler sprinkler heads, etc. system, standpipe and hose system, portable fire extinguishers and automatic gas The sprinkler system main lines shall be tapped from the combined system risers and suppression system shall be combined. serve the corresponding floor areas via the zone control valve. Zone control valves The following systems will be provided inside the building: shall be monitored and interfaced with BMS and flow switches shall be interfaced with

fire alarm system. 1. Standpipe and Hose System

The standpipe and hose system consists of galvanized steel pipes, hose valves, hose All the sprinkler heads shall be either pendent or upright of standard response and standard pipes, branch pipe with nozzles, first-aid hose reels. All these equipment shall be coverage type and temperature rating shall be 68º C or 79º C. placed inside the fire hose cabinet. All Zone Control Valve (ZCV) shall be of monitored butterfly valve type and drain & test

Each hose point shall be tapped off from the combined system risers and serve the valve shall be of ball valve type. corresponding floors. Minimum size required to hose point tapping shall be 65mm. Common breeching inlet for sprinkler and standpipe and hose system shall be provided.

Each internal hose point shall consist of hose valve, associated piping, 2 nos. of hose Automatic sprinkler system design shall be in accordance with NFPA 130 and NFPA 13. pipes, 1 no. of nozzle and fire aid hose reel of 36 m long x 19 mm dia with an isolation valve. Fire water storage computation for sprinkler system shall be based on minimum 60

Minutes of sprinkler operation. The first aid hose reel shall be tapped of from the riser and minimum size required

for the tapping shall be 25mm. Sprinklers shall be provided for all the floor / grade levels such as mezzanine, and for areas such as MEP rooms, building office rooms, building service rooms, etc. Common breeching inlet for sprinkler and standpipe system shall be provided. Sprinklers shall not be required for electrical risk areas which shall be protected by clean

Standpipe and hose system design shall be in accordance with NFPA 14 and in agent gas flooding system. accordance with IS:3844 and IS:884.

3. Portable Fire Extinguishers Fire water demand for standpipe and hose system shall be computed based on In general, all the different spaces shall be protected by means of portable cumulative water demand of 2 hose points for a single riser and maximum of 3 hose extinguishers and it shall be selected based on the class of fire. The standard for selection points for more than one riser. and installation is NFPA 10.

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The following type of fire extinguishers shall be provided corresponding to the class of fire. the firefighting tank shall have a capacity of about 200 m3.  Class A fire - ABC type  Class B fire - ABC type The Station shall be fitted out with a Fire Water Tank of 200 m3 and a Main Fire Pump,  Class C fire - CO2 type a diesel engine operated Standby Fire Pump and a Jockey Pump. The Fire Pumps would be in automatic operation mode. The Fire Pumps would be common to the Hydrant All the fire extinguishers shall be placed inside the extinguisher cabinet or mounted in wall and Sprinkler Systems. However, for Sprinklers there would be a dedicated mains right by using the wall hooks. from the fire pump delivery manifold. 4. Automatic Gas Suppression System

The automatic gas suppression system consists of Clean Agent gas inside the The fire pump shall be designed and installed based on NFPA 20 standard. The fire gas cylinders, solenoid valves, manifolds, carbon steel pipes (seamless sch.40), and tanks shall be fitted with alarm detection, which shall be monitored by the Station gas discharge nozzles, etc., as part of mechanical items. Fire Alarm Panel and Repeater Panel.

The electrical part of the system consists of gas release panels, wirings, abort 9.5.3 Mix and Other Uses switches, manual releases, sounders and fire detectors. Regarding the surrounding buildings, each building will have its own automatic and manual

Additionally, warning signage shall be provided at the entrance of the rooms to be suppression systems. According to NFPA 14, standpipe systems shall be provided with protected. The fire detectors shall be smoke or heat detector type. Fire detectors an approved water supply capable of supplying the system demand for a minimum of half an shall wired based on cross zoning principle in order to avoid false discharge of gas. hour (30 min). Taking into account that the maximum flow rate expected for each building will be about 2918 l/min ((according NFPA 14 – two fire hose of 947l/min (250gpm) and The fire condition signal shall be interfaced to the main fire alarm panel through the 200m2 of sprinklers simultaneous), each building will have a firefighting tank of about 100 gas discharge panel. m3.

In general, all the electrical risk rooms and areas shall be provided with total flooding 9.6 Power supply automatic gas suppression system. The gas agent shall be FM-200. In the following chapter, load estimation for Bijwasan station and surrounding buildings will  Electronics and telecommunication room be done taking into account the surface of each building and the expected use.  Electrical rooms

 Generator rooms 9.6.1 Basis of Design  Power supply rooms To determine the electric power considering the following design parameters:  Control rooms

1. Design surfaces

5. Fire water storage and fire pumps  Railway station and Railway Station Parking

According to NFPA 13, standpipe systems shall be provided with an approved water  Railway facilities supply capable of supplying the system demand for a minimum of 1 hour. Taking into  Mixed Uses account that the maximum flow rate expected will be about 3430 l/min (according It is considered to be allocated for the following uses according to the following NFPA 14 – two fire hose of 947 l/min (250gpm) and 300m2 of sprinklers simultaneous), percentages:

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• 9.5% retail The area of Railway Station is the total area included basement, ground floor and first • 5% Hotel use floor. The platform area is not included • 85.5% Office use 9.6.2 Estimated Electrical loads

 Open Space The estimated load requirements parameters are in accordance with the following standards  Yard Plan  [1] IEEE Recommended Practice for Electric Power Systems in Commercial

2. Power supply is required for the following subsystems Buildings.

 Lighting  IEEE Std 241-1990  Receptacle loads  [2] National Building Code of India  Air conditioning and / or ventilation  [3] Manual for standards and specifications for railway stations. Ministry of  Hot water (gas can be used instead) Railways 3. Rates of the electric load estimation, taking into account the possible uses to be  (Railway Board). Government of India included:  [4] NFPA 70. American National Electrical Code. 2008 Edition

ELECTRICAL LO ADS REQUIRED [VA/m2] air The Electrical Power Load Calculation in Bijwasan Station Development for Phase-1 & Phase USE BUILDING/AREA Rec eptac le lighting c onditioning hot water loads 2 are given in the table: Table nº 43 & 44. Once the electric load estimation has been / ventilation Railway station 5 [3] 15.0 21,6 2.0 calculated, in order to know the simultaneous required power, the following demand factors Railway fac ilities 5 [3] 15.0 44.0 2.0 have been considered: Parc el logistic 3 [4] 3.0 33 [1] 0.0

Hotel 22 [4] 11.0 65 [1] 25 [1] 3 [1] 44 [1] Commerc ial 33 [4] 0.0 Lighting load demand factors O ffic e 39 [4] 11 [1] 65 [1] 6 [1] Type of occupancy Portion of Lighting Load to which Demand factor [%] Residential 33 [4] 11,0 44.0 25 [1] demand factors applies (VA)

Underground parking 6 [4] 0.0 20.0 0.0 Hotels ≤ 20,000 VA 50 %

From 20,001 to 100,000 VA 40 %

Table 41: Power Rates per Area Remainder over 100,000 VA 30 %

Dwelling units ≤ 3,000 VA 100 %

From 3,001 to 12,0000 VA 35 % The electrical rate of air conditioning and ventilation in Railway Station is an average Remainder over 120000 25 % where is considered: Warehouses (storage) ≤ 12,500 VA 100 %

Remainder over 12,500 50 %  3.6% of total area: 65 VA/m2 to feed air conditioning/ventilation All others 100 %

• Business lounge (621.18 m2) • VIP lounge (621.18 m2) Table 42: Lighting Load Demand Factors • Reserved areas (4588.82 m2) Fixed electric space heating loads shall be computed at 100 % of the total connected load,  96.4% of total area: 20 VA/m2 to feed ventilation

as specified in NFPA 70, American National Electrical Code. 2008 Edition

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As a conclusion, the required installed power for the phase-1 & phase-2 will be 35MVA & 54 Regarding the air conditioning and ventilation, 70% of the total connected loads have been MVA. Approximately the power supply for both the phases will be 89 MVA. considered. Furthermore, taking into account the different uses of the planned facilities, a Once the required power for the forecast buildings has been calculated, consumption global demand factor of 0.7 has been considered. related with sidewalks, roadways, lakes and open areas has to be taken into account.

The following results of the electric load estimation are shown, once the demand factors 9.6.3 Proposed Power Network have been applied: 9.6.3.1 Introduction The power required for BIJWASAN station for phase-1 & phase 2 are given in the tabular column: The Zone Development Plan – Planning Zone K-II (Dwarka), a grid station has been set up PHASE-1 which will receive 400 KV power supply from overhead feeder and transforming to Total Connected Demand 220/132/66 KV grid of power sub-stations. Sl. Use of Electrical Area Load in Demand Load in Load in No Buildings Load(VA/ in m2 Lakhs factor In the case of the area included in the master plan, the electrical feeders shall be provides MVA MVA m2) by Electrical Company at 33/11 kV. At least, two (2) feeders will be provided. Railway Station(with 1 platform) 44.8 80882 3.624 36.24 0.7 2.54 The required power supply for Bijwasan station and surrounding commercial area shall be Parking of Railway 2 station 26 16552 0.430 4.30 0.7 0.30 provided by local electric company (currently Delhi Transco Ltd. Operates in the area). Railway facilities 3 66 23079 1.523 15.23 0.7 1.07 According with estimated electrical loads, the area included in the master plan requires the 4 Railway Housing 113 24104 2.724 27.24 0.7 1.91 installation an electrical network capable to supply 89 MVA. 5 Mixed uses 103 399579 41.157 411.57 0.7 28.81 Open Space 6 2.2 95000 0.209 2.09 0.7 0.15  Railway Station, Railway Facilities, Railway Housing 8.5 MVA 7 FOB 2.2 2500 0.006 0.06 0.7 0.00  Commercial Uses Other Buildings and areas 79.5 MVA 8 Yard Plan 2.2 422888 0.930 9.30 0.7 0.65  Open space, FOB, Yard Plan 1.0 MVA Total load for Phase 1 50.602 505.97 35.42 In order to fulfil the necessity of power, it is proposed the following network.

Table 43: Total Electrical Load Estimation for Phase-I 9.6.3.2 Surrounding Areas and Buildings

PHASE-2 Power supply for surrounding areas, buildings (offices, commercial buildings, hotel Total and residential) will be fed through of a grid of 33/11kV. Connected Demand Sl. Use of Electrical Area Load in Demand Load in Load in Therefore, power stations with transformers 33/11/0.4 kV will be considered. Where No Buildings Load(VA/ in m2 Lakhs factor MVA MVA m2) possible, the power stations will be located inside the buildings, to improve architectural 1 Railway Station 44.8 85615 3.84 38.36 0.7 2.68 integration. They will be installed on the floor above ground with direct access to 2 Mixed uses 103 703615 72.47 724.72 0.7 50.73 public roads and ventilation. 3 Open Space 2.2 115000 0.25 2.53 0.7 0.18 Considering the required installation power estimated of this document, the below table Total load for Phase 2 76.56 765.61 53.59 indicates the proposed Electrical Demand and supply for the entire development.

Table 44: Total Electric Load Estimation for Phase-2

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Sl Deman Gen.Fro Proposed Proposed Supply Incomin N Description d Load m Solar Transformer DG From g Supply As follows it is indicated the operational scenarios that will govern power supply availability o in MVA MVA Rating Rating Railway Station(with 2 x 1500 and the occurrence of fire within the Railway Station: 1 MEB 33 kV 5.36 3 x 2000 kVA platform) kVA MEB 2 Railway facilities 33 kV 1000kVA 1. Normal Operation 1.07 MEB All loads at each building will be supplied from mains supply derived from MV local 3 Railway Housing 33 kV 2*1000kVA 1.91 LV Switchboards. Open Space , FOB , 4 MEB 33 kV 0.98 - 2 x 500 kVA Yard Plan 5 Mixed uses MEB 33 kV 79.50 - 32 x 2500 kVA 2. Mains Failure

In the event of mains failure, essential loads in the buildings affected by the power Table 45: Electricity Demand and Supply for Entire Development failure will be backed up by a standby emergency generator. The approximate location and sizes of Sub-station, Switching Posts, and SSPs has been The main switchboards will be provided with an integral PLC to facilitate automatic indicated in drawing no. BWSN-MP-KD4-ARC-PLN-120 & 121 and in the master plan. changeover to generator supply after mains failure; and to restore the electrical system to normal after restoration of mains supplies. 9.6.3.3 Railway Station 3. Local Supply Failure

The existing Railway substation has 33 kV substations. As per the Redevelopment plan for In the event of a local building supply failure; the essential loads in that building will Railway utilities and commercial developments we should apply for one connection at 33 kV be backed up by a standby emergency generator(s). or independent connections at 33 kV for commercial developments. 50% DG backup has been When the generator(s) start to supply the essential load under these (local failure) assumed for railway station and Commercial development area. Conditions, the other buildings will remain connected to the healthy supply. Bijwasan has a good intensity of solar light and we will have considerable spread of roof 4. Fire Scenario areas from the considerable spread of roof areas from the complete construction program.

Now in the first phases of construction plan, we have planned to put 3 nos. 2000 kVA In case of fire, the power will be still available from mains supply transformers and transformers for normal power supply and 2no. 1500 kVA DG set DG sets for emergency hence all buildings will continue in normal operation except the building supply. Later on once the complete construction in place we can have the substation upgrade /system affected by the fire. as detailed above. Emergency equipment associated with fire and life safety systems will be fed from a diesel generator, UPS and single point system (self-contained) batteries.

9.6.3.4 Normal System 9.6.3.5 Back-up electrical power supply First Step of the normal system shall be the medium Voltage (33/11kV) substation which will As measurement of security, the Railway Station shall be back-up supply. In that case, it is receive the 33kV feeders from Bulk Substation. To increase the redundancy of the system, considered a diesel generator and UPS. there shall be at least two (2) rings of 11 kV that will be distributed thought the Railway 1. Standby emergency generator system (50% DG backup has been assumed for station. railway station)-2 No 1500kVA DG set proposed for the railway station. Inside of the building will be fitted out power stations (11/0.4 kV) which shall be The standby emergency generator system and its associated Control Panel will fed alternatively since the two MV rings. Power Stations shall provide the low voltage to be provided for providing emergency back-up power to essential feed the loads.

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The generator will include (but not limited), the following systems: UPS batteries will be sealed maintenance-free Lead-acid type with suspended  Fuel system comprising day tank 8 hours at 100% load) and two underground electrolyte (leak-proof). bulk tanks (total 24 hours capacity at 100% load). The two tank scenario allows one tank to be maintained whilst allowing the generator system to remain 9.6.3.6 Low Voltage ready for operation with day tank and one bulk tank. Low Voltage system in the Railway Station shall be fulfil with the following requirements:  Air intake and air exhaust systems

 Fuel exhaust system and muffler and catalytic converter to minimize air 1. Electrical Supply System voltage pollutants The following supply voltages shall apply to the MEP electrical services: 230/400 V,  Electrical ACB/MCCB control and protection including over current and earth three phase AC, four wire, 50 Hz (LV distribution generally)

fault protection 2. Electrical Protection and Grading  Diesel Fuel fill-system comprising fill point at easily accessible (truck) location

 Provide lockable steel cabinet to fill point complete with gauges for tank Protection systems to protect and grade the electrical distribution system shall be capacity and alarms to prevent over-filling designed so that faults will be cleared by the protective device immediately  Control and monitoring interfaced to SCADA upstream of the circuit fault. Coordination with all upstream protection devices shall  Power and control cabling to local main Switchboard with changeover ACB’s be required. The protection grading shall be applied from the point of supply  Local fire protection systems to comply with the applicable section of to the terminal equipment of the building or facility. this specification and Civil Defence requirements The detailed design shall comply with local supply authority requirements.  Fuel storage tanks and fuel systems that comply fully with the RSB “Fuel 3. Balancing of Electrical Loads Storage

 Tank Regulations” The detailed design shall balance the electrical loads evenly over three phases to a

tolerance within 10%. An automatic power transfer from mains to standby and vice versa will be guaranteed. The 4. Voltage drop generators will not be operated in parallel with grid supply.

The maximum volt drop shall not exceed 5% of the 400V 3-phase and 230V 1-phase 2. Uninterruptible Power Systems (UPS) 50Hz nominal voltage. The final cable sizes shall be designed in order to ensure this requirement. The UPS systems shall be provided for back-up system that they do not require pass

by 0. It shall applied for data services and other communications equipment within 5. Power Factor Correction Equipment the station buildings and other facilities throughout the project will be provided. The Station shall be provided by a power factor correction equipment to maintain

The UPS battery autonomy will be 1 hour minimum. lagging PF at 0.95. The UPS unit will be located in the same room as the data services equipment and will be provided with air-conditioning and ventilation as specified before. 6. Earth Leakage Safety Devices The UPS system will be provided with an external maintenance bypass switch (EMBS) The detailed design of the earthing and bonding of equipment and the earth leakage and dedicated UPS distribution Board. devices shall comply with the requirements of the current supply authority

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regulations to ensure there will be no danger to persons under fault conditions. Highlight of 2 times the general illumination level shall be provided by down lighting for

main entrance, lift front doors, tops and bottoms of stairs. 7. Future Load growth / Spare Capacity All offices, plant rooms, workshop, stabling yard and stores shall have local switches to All electrical rooms shall be provided with spare space for future expansion as control the lighting in that area. Where six or more luminaries are provided in a single room, indicated below. These spare spaces shall be in addition to space occupied by any circuits shall be split and the multi-gang switches shall be provided. spare modules or circuit breakers identified for future use.  Electrical LV switch rooms – 10% spare circuit breakers and 20% spare 9.6.3.8 Illumination Levels breaker module spaces on each main switchboard and sub-main The general lighting of various spaces shall be planned by the Interior Designer / Lighting distribution board and final distribution boards. (These spare breaker Consultant. The recommended illumination levels as per manual for Standards and requirements will not apply to ACB’s in MSB’s). specification for Railway Station Part – 1 are given below.  In addition to spare spaces on the switchboards, shall be provided a

minimum of 1200mm extensible spare space on each LV main switchboard Sl Space Illumination Recommended Type of No Lux Level Lamps bus-section without infringing on clearance spaces to walls and other 1 Interactive Areas(task location) 200 CFL / Fluorescent equipment. 2 Interactive Areas(background) 150 CFL / Fluorescent 3 Signs, maps, displays 200 CFL / Fluorescent / LED 8. Sizing of Electrical Equipment PLATFORM 4 Outdoor Platforms with canopy 100 CFL / Fluorescent 5 Outdoor Platforms without canopy 50 CFL / Fluorescent A minimum of 25% future load growth shall be provided in all main and sub-main 6 Indoor platforms 150 CFL / Fluorescent 7 Interior passageways 100 CFL / Fluorescent / LED cables and electrical equipment including generators, UPS units, main switchboards, 8 Service Corridor on Tracks (Under Station) 50 CFL / Fluorescent SITE sub-main distribution boards and final distribution boards. 9 Open Parking Areas 50 CFL / Fluorescent 10 Station Entrance Areas 150 CFL / Fluorescent Equipment rating shall comply with the following: 11 Station Perimeter 30 CFL / Fluorescent

 Take into consideration the installation conditions and external influences, BUILDINGS 12 Concourse 200 CFL / Fluorescent / LED short circuit fault levels and ratings of protection equipment. 13 Circulating Area 50 CFL / Fluorescent 14 Enquiry cum reservation office 150 CFL / Fluorescent  Design all LV switchgear to maximum 85% load current utilization including 15 Ticket Counter At counter 300 CFL / Fluorescent 16 TVMs At counter 200 CFL / Fluorescent spare capacity 17 Waiting Area 200 CFL / Fluorescent 18 Offices 100 CFL / Fluorescent 9.6.3.7 Light Fixture 19 Toilets 100 CFL / Fluorescent 20 Lifts Interior 100 CFL / Fluorescent / LED Lighting fixture will be of LED, CFL, T-5 or T-8 lamps which will help in saving energy and 21 Lifts Landing 200 CFL / Fluorescent 22 Parcel / Luggage Area 150 CFL / Fluorescent reducing heating load emitted by the light fixture. 23 Corridors 100 CFL / Fluorescent 24 Stairs 100 CFL / Fluorescent 25 Cloak Room 250 CFL / Fluorescent All large areas in the railway station areas shall be sub-divided so that alternative luminaries RESTAURANT 26 Kitchen 300 CFL / Fluorescent are fed and switched on separate circuits to allow reducing lighting level and cater for local 27 Stores 100 CFL / Fluorescent system failure. 28 Dining Hall 100 CFL / Fluorescent / LED 29 Conference and Ball Rooms ( As per Interior CFL / Fluorescent / LED Lighting levels shall be uniformly distributed throughout the whole station, and shall be Lighting Design) 30 Restaurant / All – Day Dining ( As per Interior CFL / Fluorescent / LED / Metal designed such that glare, dark recesses and areas of poor lighting levels are avoided. Lighting Design) halide / energy efficient low

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wattage halogen bonding the equipment. 31 Guest Rooms ( As per Interior CFL / LED / energy efficient low Lighting Design) wattage halogen Earthing for light and power shall be carried out with insulated copper earth wire running 32 Lobby ( As per Interior CFL / LED / Metal halide throughout the length of circuit and shall be terminated at equipment, fixtures, etc. with Lighting Design) 33 Retail 400 Incandescent / Halogen effective bonding to main earthing grid. 34 Entertainment Centre 300 35 Loading Platforms 200 36 Mechanical rooms 200 CFL / Fluorescent Separate and distinct earth stations shall be provided for the following system: 37 Workshops 400 CFL / Fluorescent 38 Walks, Paths, Roadway 15-50 CFL / Fluorescent  Main LV panels  Signal Equipment’s  MV panels Table 46: Illimination Levels  UPS  Server

 EPABX 9.6.3.9 Lighting Control System  CCTV  Elevators, Escalators  Neutral of transformer The lighting control system (LCP) system shall be used for controlling of light in public area.  Neutral of DG sets Service area shall be provided with lighting control either by locally switching, occupancy sensor and LCP system. The LCP system shall be provided in Station Control Room (SCR). 9.6.4 Supply Alternatives Non-public area or BOH shall be controlled by occupancy sensors with local switch override. In order to reduce the electric power required from the electric company and to improve

energy efficiency, the following is proposed: The lighting control system (LCP) shall consist of the enclosure with separate power section and control section, relay unit, Power supply unit, interconnected wirings and accessories.  Variable Refrigerant flow type Air-conditioning system proposed for Railway The system will allow added switching configurations. Any number of switches shall be able station to program for a common load or loads and all switches shall indicate the load status on  District cooling and heating system shall be proposed for the hotels, office SCADA. Each LCP will be provided manual override switch of any of its zone for maintenance and commercial areas. purpose. The replay unit and accessories shall be housed inside as enclosure of LCP and  Photovoltaic panels might be installed in the roof of the railway station. install adjacent to the MCB board (or Load centers) from which power will be obtained. The use of district cooling and heating (DH & C) reduces at around 40-50% (based on Supply source for control circuit will be derived from the MCB board (or Load centers) where Barcelona FORUM DH&C) of electricity demand intended for residential buildings and the the power for the lighting circuits shall be obtained. railway station. However the solution requires alternative sources of energy, an energy plant with the following systems is proposed:

 Heating Production system. A heat source is proposed to create a Waste-to-Energy Plant 9.6.3.10 Earthing System (PVE); a facility that carries out the process of minimizing the volume of waste via an incineration process. Energy produced from this incineration is used to generate steam Earthing system shall be designed in accordance with IS: 3043/BS 7430 for earthing system. and electricity which could be used to auto consume or to sell. Dedicated earthing pits shall be provided for neutral earthing of major substation equipment  Steam is used to heat the heating lines and to feed absorption chiller. like Transformers and DG sets. Interconnected Earthing pits shall be provided for body earthing of major substation equipment like HT Panel, Transformers, DG sets, MV panel etc.  Cooling production system which comprises of an absorption chiller and an electric chiller. Distribution earthing shall be carried all among the MV distribution system and effectively  Cool water is produced and distributed through the pipes to the buildings.

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 Refrigeration system. This could be composed by a refrigeration tower and a manifold of DELH Temperature I freatic water. Outside summer dry bulb temperature 43.3°C

For this proposal is required the implantation in the station and an exact identification of every Outside summer wet bulb temperature 23.9°C heating and cooling load for each type building. For this reason, there will be studied in future

studies where it will be determinate the definition of type and areas for every building (Mix Outside winter dry bulb temperature 7.2°C uses). Table 47: Outside Conditions

In the particular case of the railway station, it is proposed the use of photovoltaic panels 2. Indoor Design Conditions (Photovoltaic Laminate-type PVL). This type of technology (PVL) can be adapted to all types of roofs without affecting the aesthetics of the building. The requirements for internal temperatures and humidity levels are specified for each room in detail project.

Whereas it has a floor space of 35,000 m2, we could get a peak power of 1108.8 kWp. This 3. Indoor noise criteria value corresponds to 10-15% of the electricity requirements of the railway station. Noise levels shall be in accordance with ASHRAE ‘Applications’ Chapter 47 or CIBSE Guide A ‘Environmental Design’ Chapter 1. 9.7 HVAC

The HVAC system will be designed to meet the specifications based on National Building Room noise levels are shown on buildings data sheet table in following chapters. Code of India 2005, supplemented by the following standards and codes 4. VRV SYSTEM  ASHRAE Standards VRV system provided for all air conditioning area there is no diversity considered.  ISHRAE Handbooks

 SMACNA Standards 5. Fresh Air Rate

 Bureau of Indian Standards Codes Fresh air ventilation shall be provided in accordance with ASHRAE 62.1.

 Energy conservation Building code (ECBC) 6. Exhaust Ventilation

 IEC Relevant Sections Exhaust air ventilation shall be provided in accordance with NBC, Part-8, Section-3

9.7.1 Basis of Design & Parameters 7. Kitchen Ventilation

Any commercial kitchen shall have a dedicated ventilation system to meet ASHRAE As follows it is listed the design criteria that shall apply in the detailed design of the HVAC: ‘Applications’ Chapter 33 ‘Kitchen Ventilation’ or HVCA DW144 ‘Specification for

Kitchen Ventilation Systems’. 1. Outdoor Design Conditions 8. Ductwork Ventilation, air-conditioning and equipment shall be selected and designed using outside

conditions as per ISHRAE; the outside conditions to be considered are shown in the following Ducts shall be sized in accordance with ASHRAE ‘Fundamentals’ Chapter 21 ‘Duct Sizing’ Table. or CIBSE Guide B3 ‘Ductwork’ within the following parameters:

 Maximum velocity –Fume/Kitchen: 10m/s  Maximum velocity –Main: 7.5m/s

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 Maximum velocity – Branch: 5.0m/s  PW-R2: Exterior water Monitoring  Maximum velocity – To grille: 3.0m/s  RE-R1: Minimum Energy Performance  Maximum pressure drop: 1Pa/m  RE-R2: Energy Monitoring and Reporting  Diffuser terminal velocity: 0.15-0.25m/s  Ozone Impacts of Refrigerants and Fire Suppression Systems. Ducts shall be designed and constructed in accordance with SMACNA or HVAC 144. Smoke detectors shall be installed inside ducts. 9.7.2 Air Conditioning System

9. Air Filtration It is proposed to provide air conditioning in assigned areas to ensure peoples comfort, clean

indoor environment & maximize workers efficiency, longer equipment life etc. Filter for fresh air ventilation systems shall be selected as follows: VRF type Air conditioning system proposed for the following Area. Area Pre Filter Final Filter Offices, Public areas and Stations MERV 7 MERV 13  Business lounge Warehouses, workshops, etc. MERV 5 MERV 7  VIP lounge  Reserved areas Table 48: Filter for Fresh Air Ventilation  Office rooms (accounts, booking)

10. Cold Smoke Removal  Staff room (station master room) All rooms with clean agent fire suppression shall be provided with a cold smoke removal  Technical rooms (surveillance) system to clear smoke in 15 minutes. The air conditioning system shall automatically operate under the dictates of a temperature sensor which shall be connected to the BMS system. 11. Staircase Pressurization IT, Comms. and signaling rooms, air conditioning shall be provided by close control AC units

Escape staircases shall be mechanically pressurized in accordance with NFPA 92A (CRAC). Standard for Smoke control Systems Utilizing Pressure Differences. Operational control, Comms. and signaling rooms shall be provided with combined two VRV outdoor units. 12. Legionella Prevention Standby air conditioning shall be provided in critical rooms to meet the requirements of the The air condition system shall be designed to control legionella bacteria within the water RAMs target. systems as set out in HSE L8:‘Legionnaires Disease’. Fans within air handling and air conditioning units shall shut down during a fire condition.

13. Sustainability In locations where local regulations do not cover the aspects of green buildings, the detailed 9.7.3 Ventilation System design shall comply with requirements to take into account are listed below: Fresh air to the rooms/areas shall be provided by fresh air handling units. The supply air shall  IDP-R3: Basic Commissioning exceed the extract to provide a positive pressure within the building to reduce unconditioned  LBi-R1: Healthy Ventilation Delivery outside air infiltration.  LBi-R3: Legionella Prevention Below are listed all those areas which need exhaust ventilation system:  PW –R1: Minimum Interior water Use Reduction  Toilet  Kitchen

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And following areas shall be designed to have mechanical ventilation system. Ventilation 9.9 Utility summary standards considered for each of these areas shall be as follows:

 A/C Plant Room As a summary, the utilities included in this chapter are:  Pump Room  Car parking The utility summary for the Fresh water supply, Non potable water supply, Sewage, Recycled  Public toilets water & Power supply for Phase-1 & Phase-2 are given below,  Technical areas  Arrivals hall, entrance hall, subway  Janitor room, machine room, parcel storage & movement, electrical room,  G.R.P room, linen room, cloak room, railway facilities The following are the salient features of the proposed ventilation system in special areas.  Engineering service areas shall be provided evaporative cooling over main station with forced air ventilation for general removal of heat & foul odour. Same arrangement shall apply in kitchens

 Ceiling spaces below polycarbonate roof shall be provided forced ventilation during Table 49: Utilities Summary Phasewise

hot season to minimize high heat sink, generated due translucent surface  Utility gallery shall be provided forced ventilation to ensure clean environment & The utility summary for the Fresh water supply, Non potable water supply, Sewage, Recycled removal of heat. Stale air shall exhaust naturally thru large openings at platforms water & Power supply for Station Area & Commercial Area are given below

9.8 Gas supply

An underground propane tank will be designed in the railway station to provide gas for kitchen to restaurants in railway station.

Table 50: Utilities Summary for Station and Commercial Area

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10 TRAFFIC STUDY depict that the existing traffic conditions are good. The analysis of the traffic survey results of the key roads and junctions plus the current travel patterns stemming from the OD studies have 10.1 Objectives been used for the demand forecasts for the year 2053. These essentially determine the capacity The main objectives of the Traffic Plan study are: of proposed terminal and the impact this demand will have in the roads in the immediate vicinity of the terminal. Accordingly, appropriate improvements are proposed at junctions where the  The Estimation and characterization of the demand of the new railway station, in order bottlenecks are found to be severe. to provide the necessary inputs for the best and more functional design of the station and the complementary facilities. This analysis is backed by a VISSIM simulation which depicts the traffic conditions of the base and  The assessment of the impact (road traffic) of the demand generated by the new projected years and our proposed improvements. This analysis undertaken to determine the infrastructures in the site (Master Plan of the Station) and in its immediate surroundings traffic impact at vital intersections in Bijwasan area for the year 2053 under the following (5 Km of study area: other planned projects) and the definition of the measures to scenarios: avoid future problems. 1. Do Nothing Scenario 10.2 Approach involved in the Study 2. Do Something Scenario

The study approach involves an in-depth assessment of the prevailing and the forecasted traffic conditions in the study area. The objective is primarily to forecast the number of commuters 10.3 Scope of Works based on the number of trains operating from the station (present and future, i.e. 2053) and also The scope of works in order to attain the aforementioned objectives includes the following: assess the impact of the demand generated by this project on the population and traffic in its immediate vicinity. Further, we envisage that to restrain any possible ill-effects of this future 1. Identification of documental information sources and data collection demand might have on the local transport network; an Integrated Transport System is a necessity. 2. Preparing a base map of the area A well-integrated transport network in the local area comprising the Bijwasan Railway terminal 3. Establish Traffic Demand linked with Delhi Metro Station, Delhi Airport and the proposed Inter State Bus Terminal will 4. Studies, Surveys and Investigations (Reconnaissance, Traffic surveys & Speed surveys) encourage connectivity amongst the local commuters. This wide range of viable transport option 5. Anticipated redevelopment on the influence zones of the station for the Bijwasan residents will facilitate them with alternative modes of transport and thus the 6. Conceptual network improvement options (including parking requirements and dependency on cars and private transport will gradually decrease in the region. Thereby, the modifications to the access of the station) objective of this study is to assess the future traffic in the vicinity of the Bijwasan and identify 7. Evaluation and selection of the most suitable access option measures to mitigate the same will be met. 8. Preparation of the TRAFFIC PLAN REPORT.

Accordingly, the traffic surveys and its subsequent analysis contribute primarily to this assessment. Though the study area for the surveys is a 5 Km radius zone from the Bijwasan 10.4 Site Location Analysis Railway terminal, our prime motive is also to focus on the core radius zone of the Terminal. This This section describes the current traffic environment in the study area, i.e. Bijwasan. This is because this core zone encompasses the main Transit modes (currently and in the future), review is based on observations from site visits, previous study reports of a similar nature, Bijwasan Rail Station, Delhi Metro Station, and the proposed Inter State Bus Terminal. geographical sources such as Google earth, review of third party data and analysis.

The initial works involved were to conduct traffic surveys like Mid-Block traffic count, Turning Movement volume counts, speed and delay studies, etc. The results from the traffic surveys

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The site, as per the redevelopment plan of the Bijwasan Station lies on the South west of New Metro Terminal at Dwarka Sector-21 Delhi bearing the co-ordinates 28.5370751 N and 77.0513138 S. A Metro terminal which is adjacent to the proposed International Terminal already includes the 10.4.1 Current Situation Metro Line 3 and the Airport Metro Link (Under Ground). It is also proposed to link this station to Gurgaon at IFFCO Chowk for which DMRC has prepared a DPR and submitted to Haryana Govt. 10.4.1.1 Transport Infrastructures: Features and Accessibility No decision regarding construction of this line or its scheduling / funding has yet been taken. Bijwasan Railway Station This Sector 21 Metro station is located on the blue line of the Delhi Metro. The Blue Line connects The existing Bijwasan railway station (Northern Railways) is located on main Bharthal road in Dwarka to Noida/Anand Vihar, passing through the Central Business District (CBD) of Delhi i.e. Dwarka’s Sector-21. The Bijwasan railway station currently is a suburban halt with two platforms Connaught Place and as well the residential and other commercial hubs in that route. The Delhi and 89 trains along the Delhi-Rewari- Jaipur junction passing through it of which 21 trains Airport Metro Express (DAMEL) runs from New Delhi Railway station to this Dwarka Sector 21 currently stop at this station. Metro station linking the Indira Gandhi International airport a part of which is underground. This is also known as the Orange line of the Delhi Metro. Since, the Blue line and the Orange line meet The location of these stations and important roads and salient features in this area are shown in at this station, the Dwarka Sector 21 Metro terminal is also an Interchange for commuters the map below. changing routes on the Orange and the Blue lines. The other railway stations in proximity to Bijwasan station are Shahabad Mohamedpur and The Urban Extension Road II (UER II) is a 100 m ROW road in Dwarka sector. The UER II road was Gurgaon stations. The Proposed Bijwasan railway station site is located close to the Indira Gandhi built to improve connectivity between Dwarka and the rest of Delhi and also to take the load off International Airport. Delhi’s arterial loads. It is a very prominent road and connects Dwarka to NH-8 and NH-10. The UER II road is also the primary access road to the Dwarka Sector 21 Metro Station and the Indira Gandhi International Airport as illustrated in the following map.

Figure 70: Site Plan

Figure 71: Dwarka Sector 21 and Metro Lines

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Indira Gandhi International Airport 10.4.2 Future Situation

The Indira Gandhi International Airport or the IGI is the premier airport in India and is one of the 10.4.2.1 Land Use Pattern busiest airports in Asia. IGI is located in Palam, an area in the south-west of New Delhi and is The Land use pattern around the Bijwasan station and in our base map study area of 5 Km around spread over 5,220 acres of land. The current handling capacity of IGI airport is 46 million has been carried out in accordance with the Land Use Plan- 2021 as promulgated by the Delhi passengers and it has a potential to handle 100 million passengers in 2030. Development Authority (2008) and is based on the following:

The Terminal-3 of the IGI airport which handles both International and domestic flights is located I. The policies enunciated for different urban activities in the vicinity of the study area. The airport has an excellent connectivity to Delhi both by road II. Requirement of additional and social and physical infrastructure. and the Airport Express Metro line. The airport will be linked to the new Bijwasan Terminal III. Transportation and work centres through NH-8 and UER II road. At the southern side, the UER II is linked to the 8 lane Delhi- IV. Restructuring of the land uses along the MRTS corridors based on the studies and Gurgaon expressway from where dedicated access roads to the IGI airport direct passengers to considering the inter-relationship between the urban activities, environment and the the terminal. image of the city. V. Already approved Zonal Development Plans and land use modifications.

The National Capital Territory Delhi (NCTD) has been divided into 15 Zones or divisions for efficient urban planning and land use. The proposed Bijwasan Railway station lies in the “K-II” Zone in proximity to Dwarka sector and is administered by the Delhi Development Authority, the DDA.

The land use pattern in Bijwasan like the rest of New Delhi has a mixed land pattern use. The base map area shows a blend of industrial, housing and transport terminals to name a few which are still in a state of planning as this region is poised for development on a huge scale.

The land use plan for Zone-K2, where the proposed station will be built, is indicated as Railway Terminal.

Additional new Transport Infrastructures

Figure nº 72 shows some of the developments proposed in the study area which will have an Figure 72: Airport Express impact on the traffic network in the region: There is also a proposed extension of a Delhi Metro line from Dwarka Sector-21 to Gurgaon (IFFCO

Chowk) a distance of about 12 Km with two stops at Sector 18 and Sec 23. DMRC has prepared a Proposed Inter-State Bus Terminal (ISBT) in Sector 22 DPR and submitted to Haryana Govt. No decision regarding construction of this line or its scheduling / funding has yet been taken. At a site close to this proposed new station a new Inter State Bus Terminal has been proposed in Sector 22 on the 100 m wide UER 2 Road, connecting Dwarka with NH 8 and NH 10. This bus terminus is being developed on a sprawling 10.9 hectare space in Dwarka Sector-22. The Dwarka ISBT will be built for buses coming in from Rajasthan and Haryana.

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This would be a major traffic attractor and hence can serve to densify roads that then can lead to access issues to the Railway Station.

The Proposed Northern Peripheral Road (NPR)

The Northern Peripheral Road (Dwarka Expressway) is also under development under a Public Private Partnership (PPP) model and this stretch will link Dwarka with NH-8 at Kherki Daula and will cross Pataudi Road enroute. The work on NPR is already in progress and it should be complete in next 3-4 years. This NPR stretch has been planned as an alternate link between Delhi and Gurgaon and is expected to de-congest the traffic on the Delhi- Gurgaon expressway.

Figure 73: Additional New Transport Infrastructures

The Dwarka ISBT and four other ISBT’s in New Delhi have the potential to serve as major transportation hubs for the residents of Delhi and the neighbouring states. The aim is to provide easy transfer from one mode of commute to another. For example, if you have landed in Delhi on a Volvo from Jaipur, you can take a coach to the airport, or a Metro to CP from the same complex.

The proposed Dwarka ISBT and the other existing ones at Kashmiri gate, Anand Vihar and Sarai

Kale Khan potentially can help to decongest Delhi city of the bus movement within the city by dividing the bus traffic in these terminals. The three existing ISBTs in New Delhi currently cater Figure 74: Proposed Northern Peripheral Road to an average 1.54-lakh passenger and 3300 buses/trips per day (According to Delhi Integrated Multi Modal Transit System Ltd, 2008). Present Traffic Situation Proposed Convention Centre 10.4.3 The Bijwasan Railway Station Demand

A Convention centre is planned to be built in a 14 Hectare site in Dwarka Sector-24. This Currently, 89 trains pass through Bijwasan Station everyday though the number of trains that halt exhibition cum community centre will have an auditorium of capacity of 12,000 persons in an at this station is 21. area of 86,400 sq. m, hotel complex 60,000 sq. m and a commercial complex of 36,600 sq. m (According to the Master Plan prepared by the DDA, 2007)

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10.4.4 Road Traffic in the Area

10.4.4.1 Methodology of Estimation

This survey is an extensive study of an area of 5 Km radius around the proposed station and covers the characteristics of the road network such as the number of lanes, whether divided or undivided, one way or two ways, the free flow speed, the capacity etc. Further, the road links, junctions, terminals, the sidewalks, adjacent land use details were also recorded by an inventory survey. In order to analyse the present traffic situation, a series of traffic surveys were carried out by the survey team. These are elaborated as follows:

Mid-Block Volume Count Survey

The Mid-block volume count survey was carried out to ascertain the major traffic movement and study the traffic flow characteristics for duration of 16 hours. This survey captures various vehicle classes categorized under Fast Moving Traffic (FMT) and the Slow Moving Traffic (SMT). The Mid- block volume count survey was conducted at relevant locations within the survey area over a time of 16 hours. See fig. 74.

Turning Movement Count Surveys Figure 75: Location of MB Survey and TM Volume Count Survey Spots in the Study Area

The traffic volume count was conducted at the intersections shown. 12 hours of count data factored to a 24-hour volume and providing a count on all approaches and numbers of vehicles turning for all movements made during the time collected at a given intersection will be required The TM volume counts were conducted at the following locations. for this study. 1. Samalka Junction 2. Janki chowk 3. Sector 9 metro station junction 4. DDA water supply junction 5. Sector 19 & 20 junction 6. Sector 6 & 10 junction 7. Sector 1 & 6 junction (JM international school) 8. Sector 21 junction 9. Sector 25 junction.

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Travel Time & Delay Studies

The Speed and delay studies were carried out by using the “Floating Car Method” which is used to evaluate the quality of the traffic movement along the route like an arterial road, and in the process determine the locations, type and extent of the traffic delays by using a moving car.

The Speed and delay studies were conducted at some of the prominent roads in the study area such as the UER II road which is anticipated to bear most of the traffic moving towards the proposed Bijwasan railway terminal. The studies were conducted at peak hours, both in the morning and the evenings. The following are the results obtained from the speed and delay studies:

These studies reveal that the section of the UER II road near the Samalka Junction experienced a delay time of 5:50 min primarily. Hence, the operational conditions on this section indicate that the traffic volumes are significantly high and would need improvements to reduce the delays and improve the travel times.

Current Road Traffic

The results obtained show that, in this moment, there aren’t capacity problems on the junctions (the V/C ratio is always lower than 1):

Table 51: Current Road Traffic

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10.5 Demand Estimation The line capacity assuming that signalling would be upgraded to ABS, in the coming years is 70 trains per day with maintenance block of 2 hours taking the same percentage of passenger Traffic demand estimation, based details collected from various organizations and planning utilisation as per NR Line capacity chart having projection for 2016-17 to continue, the total agencies like Northern Railways, the DMRCL, with an objective to understand the present traffic number of passenger trains would be 47. Out of this 22 slots will be taken by originating services, situation and as well as the growth of the sub areas within the study area along with their traffic and the residual 25 paths would be taken by through trains, including EMUs which carry more and travel characteristics, has been done and it is found that the traffic demand is generated commuter traffic. Assuming about 1000 passengers per EMU train, this will total to 25,000. from the following: However, with intensive urbanization and expected dense loads of EMU traffic this figure is  Traffic demand due to the proposed Bijwasan railway station expected to double during the coming years.

 Traffic demand due to the Sector -21 DMRCL line As such the station capacity will be at least 1,38,000, by 2053,which is similar to the projection  Traffic demand due to the ISBT of 1,35,000 given in N.R's inception report.  Traffic demand due to property development at the station 10.5.2 Road Traffic in the Area 10.5.1 Demand due to the Proposed Bijwasan Railway Station Traffic demand due to the Proposed Property Development in Bijwasan (2053). As we mentioned before, currently 89 trains pass through Bijwasan old Station everyday though the number of trains that halt at this station is 21. According to the Master plan for Bijwasan the area available for proposed property development in Bijwasan due to the development of the proposed Bijwasan railway station is 2,17,470 sq. On the commissioning of the proposed Bijwasan railway station, the Northern Railway plans to metres. This in turn would generate a PCU of approximately 1000 per day (as per NPR Planning operate 14 pairs of trains to be originated/terminated at Bijwasan Station (Both Directions). Report, 2011). Northern Railway have advised that in addition to above 14 trains, there is room available in the washing lines for maintenance of approximately 5 trains in the first phase and 12 more trains The Bijwasan Railway station is served by a network of four roads, namely, the UER II road, the after execution of work of the second phase. road towards Dwarka and the road towards Gurgaon. The distribution of traffic from the Bijwasan railway station to these roads is given below. Traffic from the station will not be a significant After discussions regarding station capacity at Bijwasan, with IRSDC and Northern Railway number when compared to the traffic that is anticipated to ply on the adjoining roads even so officers, the projected passenger demand has been reworked by the Traffic experts. The majority of the traffic will be from Delhi and the balance will be equally split between Gurgaon indications are summarised below: and Dwarka (based on Population splits).

 Trains which are planned for termination/origination at Bijwasan by N.R after opening Distribution of Traffic of new station: 14 pairs From To Bijwasan Station (Peak Hour)  Capacity of maintenance of trains considering berthing programme on platforms, UER Road II 273 washing lines, RPC-4 lines, and shunting operations required within the station Towards Dwarka 136 assuming the yard facilities as shown in NR yard plan as frozen and final including Towards Gurgaon 136 above 14 pairs will be 44 trains, 22 originating and 22 terminating. These trains will Northern Peripheral Road [NPR] (Under Construction). Will take the load of the UER Road on Completion. all be 26 coach trains. Assuming 90% occupancy at termination/origination station, this will translate to 2000 passengers per train, or a total of 88000 passengers per day. Table 52: Distribution of Traffic

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According to the Delhi Development Authority’s Master Development Plan (DDA, 2010) for 2021, Traffic Demand due to the ISBT the modal split in Delhi for the years 2011 to 2022 is projected as follows: An ISBT of area about 10 ha in sector 22 has been proposed on 100 m road connecting Dwarka with NH8 & NH10. According to Delhi Integrated Multi-Modal Transit system Limited (DIMTS, Mode Modal Split % 2008), the number of buses coming to Dwarka via NH-8 is 5916 as shown in the following figure: Public transport (including Rail/Light-rail/MRTS/IRBT/Bus/Tram) 80.0 Personal modes (including personal fast modes/ Hired fast modes/ Hired slow modes/ 20.0 Bicycle)

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

If this is applied, the vehicular traffic demand would further reduce. However, for the sake of evaluation we have considered the MOUD break up of traffic composition (To be conservative on the impact of the development).

Traffic Demand due to the Sector -21 Delhi Metro Station

There is a proposal to extend the Airport metro line from the Dwarka sector to IFFCO Chowk in Figure 76: Buses Traffic towards Dwarka on NH8 (Source: DIMTS - 2008) Gurgaon which is a 12 km stretch out of which 1.5 Km is underground and the rest is elevated. The total number of inbound passengers is 12500 and the number of outbound passengers in the This facility is also projected to add more volumes to the already anticipated demand and thus current bus terminal is 25000. The outbound flow is high because the inbound passengers are the section loads for the Metro extension (Based on information received from Sharma, S.D, offloaded at the terminal and they embark on another outbound trip and thus they are in transit. DMRCL) for 2021 is given as follows: Thus the total traffic demand per day is found to be 37500 passengers currently. However, with a 24 % [figure of 24 % obtained thus: current- 37500/ (192000(projected)-37500) = 24%] the traffic AM peak Both Corridor From To PHPDT Dir 1 Dir 2 Direction demand for 2030 for the ISBT is projected to be 190500 passengers. Thereafter, with an Dwarka sector 21 Dwarka sector 26 5517 7652 13169 8066 anticipated growth of 10%, the traffic demand for the year 2053 is forecasted to be 208820 Dwarka- Delhi Dwarka sector 26 Bharthal 5846 8066 13912 passengers. (extended upto Bharthal Bijwasan 5846 8066 13912 Gurgaon) 3.8 km The distribution of traffic from the link roads leading to the ISBT assuming the movements as per Bijwasan Delhi- Gurgaon border 5230 7267 12497 Delhi Integrated Multi-Modal Transit System (DIMTS, 2008) is given as follows:

Table 54: Traffic Demand due to the Sector-21 Delhi Metro Station Distribution of Traffic

From To ISBT (Peak Hour) Delhi (UER II) Further, it is forecasted that the Daily Boarding trips (2021) on Metro/ light metro for Dwarka- 1428 Dwarka Delhi (Gurgaon border) will be around 69103 (Sharma, S.D, DMRCL). 715 Gurgaon 1428

Table 55: Distribution of Traffic

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The UER II is the sole road which links Dwarka to Delhi and Rajasthan. Following the current 10.5.3 Volume/Capacity Ratio Analysis trends, this section of the road generates a lot of inter-state trips and hence considering the An analysis of capacity of the future traffic on the infrastructure allows us to identify future total number of inbound passengers as 12,500 with an assumed factor of 40% the number of trips capacity problems. from Delhi and Rajasthan towards ISBT is 1428 at peak hour. An equal figure is assumed for the

inbound traffic from Gurgaon as well from where inter-state buses from Haryana enter Dwarka.

Sl Finally, the Intra-City buses movement within Dwarka is assumed to be 20% and hence, 715 buses Junction Road # (IRC

+ Dev

(2053)

Volume Volume Volume

Manual)

Capacity Capacity

V/C Ratio V/C Ratio V/C Ratio

(Current) (Current) within Dwarka are expected to enter ISBT at peak hour. The West bound traffic will be diverted (2053) Bij onto the Northern Peripheral Road (NPR) once this connection is achieved. 1 Janki Junction Road towards Paramount School 1822 8636 3600 0.51 2.40 Traffic demand due to the Proposed International Convention Centre Road towards Dwarka S-21 Metro 1114 5241 3600 0.31 1.46 Road towards Dwarka S-9 Metro 1410 6408 3600 0.39 1.78 The proposed international convention centre has a seating capacity of 12,000 (As per Delhi Road towards DDA Water supply Jn 1132 5059 3600 0.31 1.41 Development Authority -DDA, 2007). Assuming an occupancy rate of 80 % for the convention and S-9 Metro Stn 2 Junction that Convention centre hosts 3 events a week, we have an average figure of 9600 PCU’s. Further, Road towards Janki Jn 3051 13529 3600 0.85 3.76 considering 2 persons per trip, the traffic demand forecast due to the proposed International Road towards Dwarka S-9 Metro 3177 13699 3600 0.88 3.81 convention centre is 4800 PCU’s per event on any particular day. 205 Delhi Road 676 2606 3600 0.19 0.72 Sector 25 3 NPR road 0 6134 3600 0.00 1.70 Traffic demand due to the Proposed Area Development- Dwarka: Junction UER II North Arm 1106 3475 3600 0.31 0.97 The proposed area development in the K-II zone as per the Master Plan for Delhi (MPD-2021) is to UER II East Arm 606 6372 3600 0.17 1.77 the extent of 1688 Hectares. This would generate 15161 PCU of traffic in the area for the year UER II South Arm 420 4664 3600 0.12 1.30 Sector 21 2053. 4 UER II North Arm 1406 5615 3600 0.39 1.56 Junction Road towards Sector 21 2227 6365 3600 0.62 1.77 The traffic distribution at seven important road junctions in the study area, viz. Samalka UER II South Arm 2307 5502 3600 0.64 1.53 Junction, Janki Junction, 9 Metro Station Junction, DDA Water Supply Junction, Sector 19 & Samalka 5 UER II East Arm 2837 13181 3600 0.79 3.66 Junction Sector 20 Junction, Sector 6 & 10 Junction, Sector 1 & Sector 6 Junction- JM International School UER II West Arm 4475 19174 3600 1.24 5.32 , Sector 25 Junction and Sector 21 Junction depicting the forecasts for the year 2053 has been Old Delhi – Gurgaon Road 3308 15492 3600 0.91 4.30 examined. DDA Water Road towards Sector 19 & 20 6 Supply 1198 5475 3600 0.32 1.52 Junction Junction Road towards Pochanpur 1268 5789 3600 0.35 1.60 Road towards Chandni Chowk 496 2266 3600 0.13 0.67 Sector 19 & 20 7 205 Delhi Road – North Arm 1646 7042 3600 0.46 1.96 Junction Road towards National Authority of 2711 11498 3600 0.75 3.19 India 205 Delhi Road – South Arm 762 3256 3600 0.21 0.91 Road towards DDA water supply 2671 11421 3600 0.75 3.172 junction Sector 6 & 10 8 Mall Road B 1641 6584 3600 0.46 1.82 Junction

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10.5.4 Parking Demand Estimation at Bijwasan Railway Station

Sl Junction Road The passenger demand for the proposed Bijwasan railway station (post commission) is about # (IRC

+ Dev

(2053)

Volume Volume Volume

Manual)

Capacity Capacity

V/C Ratio V/C Ratio V/C Ratio

(Current) (Current) (2053) Bij (2053) Bij 88,000 passengers per day in 2030. For the year 2053, the traffic demand for the same is Road No 224 B 4167 16438 3600 1.15 4.56 projected to be 1,38,000 passengers per day. The parking demand projections for the proposed Mall Road A 1430 5472 3600 0.98 1.52 Bijwasan station are calculated for these commuters, based on the modal share sourced from Road No 224 A 4042 15916 3600 1.27 4.42 “The Study on Transportation Policies and Strategies in Urban Areas” prepared by the Ministry of Sector 1 & 6 9 Junction – JM Road No 201 – North Arm 3981 13968 3600 1.07 3.88 Urban Development. Intern. School Road towards Dwarka Sector 1 3238 12947 3600 0.89 3.59 Road No 201- South Arm 3655 6997 3600 1.01 1.91 The total demand for cars and two wheelers for the year 2030 are about 1320 cars and 1584 two Road No 224 4002 14093 3600 1.12 3.90 wheelers respectively and for the year 2053 are about 2070 cars and 2484 two wheelers Table 56: Volume / Capacity Ration Analysis respectively. We assume that about 5% of these will be long term parkers using the parking facility From this analysis we can conclude: for more than a day. Also, we assume about 200 cars and 400 two wheelers will belong to the station employees and will park for 8 to 10 hours. We anticipate that the majority of cars coming 1) These bottlenecks with values of over 1 suggest that the roads and the intersections will be to the station for picking up the passengers will use the parking facility. Those who are coming over their capacity and, as a result, will experience traffic delays and congestions. to drop the passengers off would not majorly be the users of the parking facility. Based on this, 2) The Bijwasan station and the proposed development near to the station do not change the we anticipate a peak parking demand of 765 PCE in the year 2030 and 1200 PCE in the forecasts V/C ratios significantly. However, it is inevitable that the developments, such as the proposed for 2053. ISBT, the NPR and the sub-city development itself, will contribute to traffic growth and, hence, increase the V/C ratio. Accordingly, measures to counter this effect are proposed in the following sections. 3) The streets that would get most congested due to the future developments will be inside the Dwarka Network.

Figure 78: Demand for Cars and Two Wheelers

Separate lanes for vehicular movement to approach and exit the station has been designed in order to curtail congestion and facilitate smooth traffic management. In phase-1, dedicated lanes for NMT, Private vehicles, Taxi & TSR and Buses have been proposed for the departing passengers at the departure drop-off zone as can be seen in fig no. 78.

Figure 77: Conflict Points

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Departures Hall Main Entrance

Drop off Lanes

Taxis & Rick-shaws

Private Vehicles

Potential sites for a

Short Stay Parking

Figure 79: Drop-off Lanes for Phase-1

Similar, lane segregation has been planned at the arrival plaza for the arriving passengers. A Halt Figure 81: Drop-off Lanes for Phase-2 & Go Facility has been proposed at the North side of the station building for Taxi & TSR. See fig. no. 79. In Phase-2, the vehicular circulation will be the same as in Phase-1 at the arrivals. Near the Arrivals, at the semi-basement, 2 waiting lanes for public transport (taxis & TSR) are foreseen. See fig. no. 81

Pick Up Lanes for Taxis & TSR Open Parking for Taxis & TSR

Figure 80: Pick-up Lanes for Phase-1

In Phase-2, the departure circulation will be changed as new departure building is being constructed. However, the station design will include a lane at the access to the Departure Hall Arrivals Hall for Kiss & Ride similar to one in Phase-1. A Short Stay Parking (máx 15 min) can be developed on Figure 82: Pick-up Lanes for Phase-2 the north side, covered under the bridge which links the Departure Hall with the Waiting Areas. See fig. no. 80

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10.6 Conceptual Network Improvement Plans 10.6.2 Proposed Actions

Based on the outcome of the above sections, development of alternative network plans or the The streets that would get most congested due to the proposed developments will be the Dwarka conceptual network improvement plans to improve the traffic circulation for the projected year Network. Based on our analysis it would be necessary to grade separate a few of the junctions. in the study area are proposed. The primary objectives of the conceptual plans are: In all we propose the following 4 junctions.

 To provide a smooth and hassle free travel experience for the commuters travelling to 1. Sector 21 Road with UER II, and from the Bijwasan Railway station and also to link the station with the Metro terminal 2. Sector 25 Junction on the UER II and the ISBT for a truly multi-modal travel option. 3. Janki Chowk

 To propose a smooth network in the adjoining area incorporating grade separators such 4. Dwarka Sector 9 Metro station as flyovers and underpasses in order to facilitate smooth movement of the traffic this is Given that the multitude of proposed developments in the study area are projected to generate anticipated to increase. significant volumes of traffic, these grade separators will ensure smooth movement of traffic and Accordingly, the following conceptual plan for traffic improvement is presented. with fewer delays, the travel time is reduced considerably.

10.6.1 Concept Plan Proposed Roundabout on UER II with the Sector 21 Metro Station Road:

The following figure is also included in the drawings of the present document. The alignment of the UER-II, with a profile that comes from the underpass under the existing rail

tracks and goes west rising towards the junction with the Sector 21 road to continue west to cross under the Northern Peripheral Road, makes it impossible to solve the junction with the Sector 21 road via an overpass.

Should a grade separator be necessary, the most logical solution would be to continue with the height that the UER-II has under the underpass and start climbing only after crossing the Sector 21 road. This again is not possible, due to the existence of a covered Nallah and the future extension of the Metro Line. The Airport Line will be extended towards Gurgaon through a cut & cover tunnel under the UER-II, as shown in figure 73.

The solution proposed for the Junction is a signalized roundabout, where the passing through traffic of the UER-II will have priority over the right turns. The left turns, coming from the UER- II will have always the right of way: so have the incorporation from the west side (NPR side) of the roundabout towards Sector 21 road, to reach the ISBT, the Metro station and the future

Bijwasan Station and the exit from the Bijwasan Transport Hub to the East of the UER-II. Figure 83: Conceptual Network Improvement Plan for Final Phase

With this scheme, coming from the UER-II, only right turns will have to wait a bit longer at the traffic light, but for example, the incorporation from Sector 21 to the NPR can be done not only through this roundabout and the UER-II, but also through the Dwarka road network, as shown in figure 83.

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To Northern Periphecal Sector 25 Junction on the UER II Junction The project of the new Northern Peripheral Road (NPR), also known as Dwarka Expressway, with the incorporation of a Light Rail System over it, already proposes a grade separator at Sector 25 Junction, where the NPR crosses over the UER II. This measure will significantly reduce any

bottlenecks in this intersection as the number of conflict points will be drastically reduced thereby ensuring free traffic flow in this intersection.

New road access to the Janki Chowk Intersection: Logistic and Parcel Area When the LRT begins to operate through the NPR, traffic congestion will increase in all Future ISBT perpendicular crossings. The introduction of a grade separator at the Janki Chowk on the NPR at

To Metro Station Sector 21 Dwarka Sector 20 can help reduce retentions and ensure the correct exit from Sector 21 towards the West and the North of Dwarka and, so, also towards Delhi centre.

The underpass is proposed along the NPR, so that the heavy vehicles coming from Gurgaon and Future Underground Metro

Line extension also from the proposed IFC will get an unhindered movement through

the under pass while the Covered Nallah conventional traffic, comprising of LCV and cars etc., which passes Secondary roads from/to through the subcity of Dwarka, Sector 21 remains at grade. Here, traffic signals might be required to manage UER-II the traffic.

To IGI Airport through Figure 85: Suggested Underpass at Janki Junction existing Underpass Dwarka Sector 9:

Even though located farther away Figure 84: Proposed Round-about on UER II from sector 21, the traffic analysis

To ensure that both the entry and the exit of the Sector 21 will take place smoothly and without shows some future conflicts at the intersection of NPR near the Dwarka retentions, all connections of its internal road network with the existing one have been analysed sector-9 metro-station. and organized so as to give priority to the access to and from the Sector 21.

The drawings included in this KD4 document show the solutions adopted in the junctions with sector 21 road at the west side of the plot, with the airport road, at the east side and near the Figure 86: Dwarka Sector 9 Underpass existing Girls Senior Secondary School, and with the Sector 22 at the north.

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The suggested grade separator will provide an unrestricted traffic flow, especially for the heavy The parking bay will be located at Ground Level in Phase-1 and The Phase-2 parking will come up traffic coming from the NPR and freight complex proposed by DDA. Thus the traffic of the study at the Basement Level. These levels are earmarked for departures and arrivals separately. The area and of the whole sub-city will have the advantage of traversing the NPR without any access to the parking zone is designed to be as near as possible to the main entrance and exit stoppages. zones to reduce the way to the parking access. Through the concourse area, commuters can conveniently move from one level to the other. Proposed Surface and Underground Parking for Station: 10.6.3 Impact of Network Improvement Plans (VISSIM Analysis) Initially surface parking has been proposed for Phase-1 Station Development. Later in Phase-2 an underground parking is proposed below the concourse of the proposed Bijwasan railway terminal The above conceptual network improvement plans of the study area around the proposed shown below. Bijwasan railway terminal have been assessed by means of micro-simulation using VISSIM. Our traffic assessment of the study area indicates that there will be capacity constraints on some of the major roads and junctions in the area leading to the proposed Bijwasan Railway terminal due to the predicted traffic growth stemming from gradual urbanization of the region. Several developments like the ISBT, the International convention centre, the NPR, residential and commercial developments etc. have been proposed which will inevitably spur the traffic growth in the region. Hence, to mitigate the adverse traffic conditions, especially the saturation at the major junctions, network improvement measures like grade separators are proposed at the relevant junctions.

Hence, the specific objectives of proposing these grade separators at the intersections are:

 To improve the traffic efficiency and safety of the road users,

 To cater to the predicted traffic growth until the next 40 years (Year 2053)  To provide some additional traffic capacity for the potential future development of Bijwasan area and

 To provide a smooth and hassle free road network leading to the proposed Bijwasan railway terminal.

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

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11 ENVIRONMENTAL IMPACT ASSESSMENT 11.2 Brief Description of the Project

As a part of Station Development with state- of -art- facilities, building construction “Mixed-use development” is kind of term which sometimes means different things to (mixed use) component for revenue generation along with inclusive, connected different people. At base it just means a single real estate development that incorporates communities there by reducing the need for private vehicles, thus increasing the viability several different uses (retail, office, hotel, residential, etc.) But it implies that those uses of public transport, walking, and bicycling which can be called as sustainable transport, are designed to work together and complement each other along with transportation being easing congestion and reducing the city’s GHG emissions by hundreds of thousands of tons. the focal point in the present project. The project is located near Bijwasan Railway Station and about 500 m from Dwaraka Metro

Station, New Delhi. Site coordinates are 770 03’ 42.81” E and 280 38’ 09.01” N. With rapid strides in economic development, particularly in urban areas, the need for The proposed project is a conventional building construction in total area of 591695.79 sq rationalising and upgrading the transport system is imperative. In the process of m with 115000 sq m green spaces area to be developed in two phases (256640.9+ development, there has been intensive use of natural resources. Very often the process 335054.9). The size of the project i.e. BUA in phase-I is 399579.19 sq m and in phase-II is of development has adversely affected the environment, leading to ecological 703615.27 sq m. The proposal includes a WTP to provide 11.7 MLD treated water and an imbalances. The importance of conserving and enhancing the environmental assets has STP of 9.3 MLD capacity to take care of wastewater generated. The proposal has good assumed urgency. Apart from land use, conservation of flora and fauna interlinking urban traffic circulation plan with adequate parking areas. The estimated total project cost for transportation with organised land use development is an important aspect of mixed use- all components is Rs 274600 in lakhs. development for sustainable growth and urbanization.

11.1 Purpose of EIA Report

EIA is a process of identifying, predicting, evaluating and mitigating the biophysical,

social, and other relevant impacts of development proposals prior to major decisions being taken and commitments made. These studies include literature survey, collection of primary and secondary environmental baseline data, identification of environmental

impacts and their evaluation, mitigation measures proposed and public consultation. The

study integrates the environmental concerns of developmental activities during planning, design and in the processes of decision-making stages as well during implementation and

operational stages once the project is implemented. The Report gives Environmental Management and Environmental Monitoring Plan to address the adverse impacts predicted

and to provide mitigation measures.

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11.3 Environmental setting of the project 11.4 Relevant Extract of the Schedule of EIA notification

EIA Notification issued by the then MOEF and present MOEF&CC, GOI in 2006 under the Sl. Particulars Details No EPA, 1986 have not included the infrastructure projects of Railways and as such does not 1 Project “Building Construction (Mixed Use) attract the notification. However, the notification attracts for Building or Construction Component” in the Development of Projects or Area Development Projects and Township having greater than threshold limits Bijwasan Railway Station at Dwaraka in New of BUA requiring prior EC from the SEIAA/MOEF&CC in the absence of the state level Delhi on the Indian Railway Network committees. The extract of the schedule of EIA notification is presented in Table 58. 2 Climatological conditions

a) Nearest Indian Meteorological Centre New Delhi Project or Activity Category with b) Annual mean temperature, min 0C 18.75 threshold limit Conditions if any (range 0C) (7-27) A B c) Annual mean temperature, max 0C 30 8(a) Building and ≥20000 sq m The term “built up area” for the Construction projects and purpose of this Notification the (range 0C) (18-39) built up or covered area on all the <1,50,000 sq floors put together including its d) Normal rain fall, mm 617 m of built up basement and other service 3 Topography Plain area areas, which are proposed in the building or construction projects. Elevation above MSL, m 214 Note 1.- The projects or activities 4 Present Land use The existing Land use of the surrounding shall not include industrial shed, area is primarily Residential (villages like school, college, hostel for Bagdola, Bhartal, Bijwasan and Dwarka sub- educational institution, but such city), Industrial (proposed integrated buildings shall ensure sustainable freight complexes) and Transportation environmental management, (proposed ISBT Dwarka). solid and liquid waste management, rain water 5 Nearest water body Pond harvesting and may use recycled materials such as fly ash bricks. 6 Nearest Airport Indira Gandhi International (1.6 km) Note-2.- “General Conditions” 7 Protected areas as per the Wildlife Non within 10 km radius from the boundary shall not apply. Protection Act,1972 (National Parks, of the project area. wildlife sanctuaries, community 8(b) Townships and Area Covering an A project of Township and Area reserves and conservation reserves) Development projects. area of > 50 Development Projects covered ha and or under this item shall require an 8 Reserved/Protected Forests Non in the study area built up area Environment Assessment report 9 Seismicity Zone IV > 1,50,000 sq and be apprised as Category ‘B1’ m Project. 10 Defense Installations None in the study area Note. - “General Conditions” shall not apply. Table 57: The Environmental setting of the activity area is presented Table 58: Relevant Extract of the Schedule of EIA notification

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8 (b) Townships ≥ 3,00,000 sq ≥1,50,000 sq m Note.- General Condition shall and Area m of built up and < 3,00,000 not apply”. Since the present proposal exceeds the threshold limit 150000 sq m BUA becomes Category Development area or sq B with ‘B1’ tag requiring prior EC from SEIAA, Delhi on the appraisal of SEAC, Delhi on the projects Covering an m built up area area or basis of EIA/EMP study. Accordingly Form 1, Form 1A and Pre Feasibility Report have been ≥ 150 ha covering an submitted to SEIAA, Delhi for their scoping and appraisal. Its appraisal is awaited. area ≥ 50 ha and < 150 ha Recently, MOEF&CC have amended the EIA notification vide their No. S.O. 3999 (E dated Table 59: Relevant Extract of amended notification 09-12-2016 through which, inter-alia, the threshold limits have been changed. The relevant extract of the notification is presented in Table 1.3. Aggrieved parties have challenged the maintainability of the amended notification before NGT and its Since the project BUA is much greater than the threshold limit of 300000 sq m becomes admission is pending before it. ‘A’ Category project requiring the project’s appraisal at central level by EAC and EC from MOEF&CC from central level.

Project or Activity Category with threshold limit Conditions if any A B 8 (a) Construction > 20,000 sq m The term “built up area” for the 11.5 Review of Applicable Environmental Regulations Building projects and < 1,50,000 purpose of this notification is the and sq m of built up built up or covered area on all A review of the all applicable laws, regulations, notification and existing Institutions area floors put together including its relevant to the environmental issues in this project at the National/State levels are basement and other service presented here. The Government of India has laid out various policy guidelines, acts and areas, which are proposed in the regulations for protection of environment, which have been summarized in the Table 60. buildings and construction projects. Note 1. The projects or activities Applicabi shall not Responsible Act/Rules/Regulations Year Objective lity include industrial shed, Institution universities, Yes/No college, hostel for educational To protect and Yes The Environment institutions, improve the MoEF&CC, (Protection) Act. 1986 but such buildings shall ensure overall CPCB, DPCC sustainable environmental environment management, solid and liquid and implement Notification on To provide No environmental conditions given Environment Impact environmental at Appendix-XIV. Assessment of clearance to new MoEF&CC/ Note 2.-General Condition shall Development projects development 2006 EAC not apply. (and amendments) activities Note 3.-The exemptions granted DEIAA/DSEA (referred to as the following at Note 1 C will be available only for Notification on environmental industrial shed Environmental impact after integration of Clearance) assessment. environmental norms The Water (Prevention To provide for the Yes with building permissions at the and Control of Pollution) prevention and This Act 1974 DPCC level of local authority. Act (and subsequent control of water will be amendments) pollution and the applicable

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Applicabi Applicabi Responsible Responsible Act/Rules/Regulations Year Objective lity Act/Rules/Regulations Year Objective lity Institution Institution Yes/No Yes/No maintaining or during Yes For handling and restoring of constructio The Construction and During Local disposal of wholesomeness of n for Demolition 2016 constructio Authority construction and water. establishme Waste Management Rules n operation DPCC demolition waste nts stages of hot mix For segregation, Yes plant, collection, During Local The Solid Waste constructio 2016 handling and constructio Authority Management Rules n disposal of n operation DPCC camp, domestic wastes stages workers' The Hazardous and Yes For collection, camp etc., Other Wastes During storage and DPCC, as well as (Management and constructio 2016. handling of waste CPCB during their Transboundary n operation oil and other HW operations. Movement) Rules stages Yes Yes Restricted use During DPCC, This Act The Plastic Waste 2016 based on constructio CPCB will be Management Rules threshold limits n operation applicable stages During The Noise Pollution 2000 To regulate and These Rules DPCC constructio (Regulation control Noise will be n for and Control) pollution applicable establishme Rules 2000 during nt constructio of n stage for To provide for the The Air (Prevention and constructio constructio prevention, Control of Pollution) Act n n 1981 control and DPCC (and subsequent workers' equipment abatement of air amendments) camps etc. and pollution and vehicular as operation well as of air operation pollution stage for equipment Vehicular and noise. machinery as well as The Central Motor 1988 To control Yes Delhi Transport during their Vehicle Act vehicular air and Department operations 1989 noise pollution. To regulate

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Applicabi Responsible Development Controls Act/Rules/Regulations Year Objective lity Institution Yes/No Area under Area Floor area S. Activities operation under that can be The Central Motor development of Use Premises No Permitted (%) building utilized for Vehicle Rules the transport FAR* (%) passenger sector, check and accommodati control vehicular on air and noise Rail All facilities pollution. terminal/inte related to railway Provisions of GOI, 14- NOC for height Yes Airports grated passengers, Ministry of Civil Aviation 01- clearance Authority of passenger operations, goods 1. terminal handling, 70 30 100 15% Order S.O.84 (E) 2010 India passengers change over facilities, including watch Table 60: Policy guidelines, Acts and Regulations for protection of Environment and ward, hotel.

11.6 Approaches to EIA Table 61: Development Control Guidelines for Railway Station

The methodology to be followed for this study, strictly, is in accordance with the September 2006 notification together with its amendments and the technical guidance 11.7 Area Statement manual prepared by the Administrative Staff College of India on behalf of MoEF&CC. The project is planned to be implemented in two phases, so is the component of Building construction activities for mixed use purpose. In the first phase 20 buildings are proposed 11.6.1 Development Control Norms in seven plots having total plot area of 256640.9 m2. The floor levels have varied between The permissible FAR on Site is 100. However we have achieved 84 FAR on the complete G+3 and G+6. Total built up area would be 399579.19 m2. Details of plot areas and BUAs master plan (Phase-1 & Phase-2) while, the phase 1 master plan utilizes only 30 FAR. The are presented in Table-62. In final phase 35 Buildings are proposed in 9 plots having a height restrictions are regulated as per AAI norms as the station building falls under the total area of 335054.9 m2. Summary of details is presented in Table-63. air funnel. This was also the prime factor, for designing the station building eccentric to

the platform. The master plan approval for transportation and circulation as received from UTTIPEC and the subsequent approval from DUAC (vide letter no. 27 (01) 2016-DUAC Code 10051627001) is based on the FAR of 100. Future Bijwasan Railway Station falls under Dwarka sub-city, which belongs to zone-K and forms part of the urban extension plan.

The urban extension plan was prepared to accommodate the projected population and was conceived to be developed in four phases. Dwarka sub-city forms part of Phase 1A of the urban extension plan. The Area where this Master Plan is developed is in the zone called K-II of zone development plan.

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S. No. Plot No Area in No of S. No. Building Plot Area Floor BUA (m2 ) m2 Buildings (m2 ) Level 1 MU1 34837.1 2 1 MU4A 28304.78 G+4 19868.05 2 MU2 23606.65 2 2 MU5A 59135.34 G+3 27337.71 3 MU3 44550 6 3 MU5B G+3 16370.74 4 MU10 32422.55 2 4 MU5C G+3 15426.56 5 MU11 31557.32 4 5 MU5D G+3 21600.51 6 MU12 42977.65 4 6 MU6A 33742.88 G+6 33589.94 7 MU13 41396.25 4 7 MU6B G+6 26954.62 8 MU14 40083.59 4 8 MU6C G+6 15585.72 9 MU15 43623.78 7 9 MU6D G+6 20731.43 Total 335054.9 35 10 MU7A 38321.32 G+6 28644

11 MU7B G+6 28623.98 Table 63: Summary of area statement for phase to buildings 12 MU8A 28566.88 G+6 13023.67

13 MU8B G+6 18245.52 11.8 Water Source and Supply

14 MU8C G+6 17945.58 The Bijwasan terminal is located in Zone K-II of DDA MPD 2021. As per Zonal Development 15 MU9A 40478.4 G+6 13339.48 Plan published by DDA, based on the projected population, water supply demand for Zone 16 MU9B G+6 17079.53 K II is estimated to be 60 MGD. This would be supplied by the proposed water Treatment 17 MU9C G+6 15541.77 Plant at Masoodabad village adjacent to Zone K-II. Water source is DDA.

18 MU9D G+6 12294.87 19 MU16A 28091.3 G+6 24576.4 Water requirement for the Phase 1 of the project is 5858m3/day. Out of which 2378m3/day is the mixed use requirement. Similarly for Phase 2 project the water 20 MU16B G+6 12799.11 requirement is 5842m3/day. Out of which 4187m3/day is the mixed use requirement. Total 256640.9 399579.19

Total water requirement for the entire project is 11700m3/day. Summary of water Table 62:Details of Plot and BUA in Phase-1. requirements for Phase-1 and Phase-2 are presented in Table 1.8 and 1.9 respectively.

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S Use Building/Area Typical Typical flow rates Total No. of Surface Total S Use Building/Area Typical Typical flow rates Total No. of Surface Total .No. Ratem2/Person (I/unit/day) Person/Coaches (m2) (m3/day) .No. Ratem2/Person (I/unit/day) Person/Coaches (m2) (m3/day) Passenger/Guest/ Surface Passenger/Guest/ Surface Employee. Litre/ Litre/m2 Employee. Litre/ Litre/m2 Capita Capita 1 Railway Station 0 25 0 64281 45782 1607 24 Automatic Carriage 0 300 0 364 0 109 Washing 2 Platform Washing 0 0 5 35100 176 25 Cleaning of 0 500 0 364 0 182 3 Apron washing 0 0 10 25545 255 Carriage 4 Railway Facilities 26 Open Space (Green 0 0 2.25 95000 214 5 Offices 0 45 0 1200 3600 54 space or land scaping) 6 Double storage 0 30 0 570 1730 17 27 Total 647465 5858 7 power cabin 0 30 0 10 325 0.3 8 Maintenance 0 30 0 50 6934 1.5 Table 64: Summary details of Water requirement for Phase - 1 9 Electric loco-shed 0 30 0 100 697 3.0 10 Electric loco office 0 45 0 10 213 0.5

11 Diesel loco office 0 45 0 11 218 0.5

12 Diesel loco shed 0 30 0 123 632 3.7

13 Power car shed 0 30 0 15 426 0.5

14 Washing plant 0 30 0 34 630 1 15 Computer 0 45 0 30 1507 1.4 passenger reservation 16 Saloon siding 0 45 0 4 1843 0.2

17 Railway Housing 0 200 0 2085 24104 417 18 Mixed used 19 Commercial (Hotel- 10 180 0 1998 19979 360 5%) 20 Commercial 3 38 0 12653 37960 481 (Retail-9.5%) 21 Commercial(Office- 10 45 0 34164 341640 1537 85.5%) 22 Railway operations/Washing

Yard

23 Carriage Watering 0 1200 0 364 0 437

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S Use Typic Typical Total Surf Total Water Water .No Building/Ar al flow rates No. of ace (m3/ Design Demand 11.9 Sewage Treatment Plant . ea Rate (I/unit/da Perso (m2) day) Norms Unit The daily flow of sewage water will be the 80% of the daily flow of supplied water. Entire m2/P y) n/Co Rate erson aches sewage load generated by the Bijwasan Station area would be treated at the proposed Passenger/ Surfa Potabl No Pota Non STP. Sewage generation per day in phase-1 and Phase-2 are presented in Table- 66 and 67 Guest/ ce e n ble Potabl respectively. Employee Liter/ Pot e .Litre/ m2 abl Capita e S .No. Use Building/Area Tot. water Sewage Railway 0 25 0 39219 8561 980.4 10 15 392. 588.2 demand Generation Station 5 75 19 85 (m3/day) (m3/day) 1 Mixed used 1 Railway Station 1607 1285.6 a Commercial 10 180 0 3518 1997 633.2 110 70 386. 246.2 2 Plat-from Washing 176 140.8 (Hotel-5%) 9 4 98 6 3 Apron washing 255 204 b Commercial 3 38 0 22281 6684 846.6 23 15 512. 334.2 4 Railway Facilities (Retail- 3 78 463 15 9.5%) 5 Offices 54 43.2 c Commercial 10 45 0 60159 6015 2707. 30 15 1804 902.3 6 Double storage 17 13.6 (Office- 90 155 .77 85 7 power cabin 0.3 0.24 85.5%) 8 Maintenance 1.5 1.2 2 Railway operations/Washing Yard 9 Electric loco-shed 3.0 2.4 a Carriage 0 1200 0 208 0 249.6 1200 0 249. 0 Watering 6 10 Electric loco office 0.5 0.4 b Automatic 0 300 0 208 0 62.4 0 300 0 62.4 11 Diesel loco office 0.5 0.4 Carriage 12 Diesel loco shed 3.7 2.96 Washing 13 Power car shed 0.5 0.4 c Cleaning of 0 500 0 208 0 104 0 500 0 104 14 Washing plant 1 0.8 Carriage 15 Computer passenger 1.4 1.12 d Open Space 0 0 2.25 1150 258.7 0 2.2 0 258.7 reservation (Green 00 5 5 5 space or 16 Saloon siding 0.2 0.16 land 17 Railway Housing 417 333.6 scaping) 18 Mixed used 5842. 3346 2496. 298 .003 295 19 Commercial (Hotel-5%) 360 288 20 Commercial (Retail- 481 384.8 9.5%) Table 65: Summary details of Water requirement for Phase - 2

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21 Commercial (Office- 1537 1229.6 85.5%) Domestic sewage generated in construction phase will be disposed off through septic tanks 22 Railway followed by soak pits with approval from the competent authority. operations/Washing Yard Sewage generated during operation phase of the project is treated in STP. Modular type 23 Carriage Watering 437 349.6 9.5MLD plant for Phase-I and Phase-II is proposed. 24 Automatic Carriage 109 87.2 Washing 11.10 Fire Fighting 25 Cleaning of Carriage 182 145.6 26 Open Space (Green 214 171.2 The project proposal included all fire protections systems complying the codes and standards of NFPA. Provision of Effective Controls and Building Management Systems such space or land scaping) 27 5858 4686.88 as Automatic Fire Alarm and Fire Detection and Suppression System are made. Adequate 28 Say 5858 4687 access to fire tenders should be provided.

11.11 Solid Waste Table 66: Showing Sewage generation in Phase - 1 It is estimated that about 69000 commuters will be utilizing the proposed railway station with an expected total solid waste generation of about 13.8MT (considering an average S .No. Use Building/Area T. Water demand WW Generation 200g/capita/day based on mixed use). During construction phase, construction materials (m3/day) (m3/day) will be sold to recyclers. Unusable, excess construction debris will be disposed at 1 Railway Station 980.475 784.38 designated places in tune with the local norms. Solid wastes likely to be generated during 2 Mixed used operation phase of the project are of domestic and commercial in nature. Segregated 3 Commercial (Hotel-5%) 633.24 506.592 wastes at source will be collected and placed at designated locations with prior approval 4 Commercial (Retail-9.5%) 846.678 677.3424 from the competent authority so as to pick-up the waste regularly by DMC or their 5 Commercial(Office-85.5%) 2707.155 2165.724 approved waste processor. 6 Railway operations/Washing Yard 7 Carriage Watering 249.6 199.68 11.12 Power requirement 8 Automatic Carriage 62.4 49.92 Washing The electric power required for the project during operation is assessed and 9 Cleaning of Carriage 104 83.2 presented in Table 68. 10 Open Space (Green space 258.75 207 or land scaping)

11 Total 5842.298 4673.8384 12 Say 5842 4674

Table 67: Showing Sewage generation in Phase - 2

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Building Type Electrical Area in Load (MVA) load m2 11.13 Green Belt (VA/m2) The landscape of the project has been planned to provide a clean, healthy and beautiful Railway 44.8 165736 7.425 environment. A 10% of the total plot area is earmarked for landscape and green belt Station development in the project Parking of 26 16552 0.430 railway 11.14 Baseline environment station Railway 66 23079 1.523 The development / compilation of environmental baseline data is essential to assess the facilities impact on environment due to the project. The environment includes water, land, air, Railway 113 24104 2.724 ecology, noise, socio – economic issues etc., the information presented in this section Housing stems from various sources such as reports, field surveys and monitoring. The information Mixed uses 103 1103194 113.629 presented in the Chapter have been collected from various sources and field studies. Open space 2.2 95000 0.209 Climatological data was collected from meteorological office. Efforts have been made to Open space 2.2 115000 0.253 compile the data from other sources through desk research. (Phase 2) Majority of data on water quality, air and noise quality was collected from Secondary Yard Plan 2.2 422888 0.930 sources Central Ground Water Board(South-West), Delhi Pollution Control Committee, Total Load Estimation [MVA] 127.12 CPCB online Air Quality Monitoring Station. This data will be further utilized to assess the General demand factor 0.7 incremental impact if any due to the project once primary monitoring is carried out. Power required from Supplier [MVA] 88.98 11.14.1 General Environment

Table 68: Summary of the electric power required

The average elevation of Delhi plains is around 178-200-m above MSL. River Yamuna flows across the eastern flank of the city. Many small watercourses The estimated demand for mixed use component of the project is 113.629 MVA which will intersect the terrain causing a variation in relief. However, average gradient of be met from the power utility DISCOM. terrain is gentle, of the order of 1 to 3-m/km. The area has mature topography Towards energy conservation, lighting fixtures will be of LED, CFL, T-5 or T-8 lamps which with isolated hillocks. The depth of water table is observed between 3 and 7-m will help in saving energy and reducing heating load emitted by the light fixture. For street below ground level. Delhi receives two seasonal rainfalls. These are due to South lighting and water heating at common uses solar power will be tapped. – West and North –East monsoons. About 75% of rainfall occurs during July to September due to South – West monsoon. North – East monsoon is active during The HVAC system has been designed to meet the specifications based on National Building December – April. The annual rainfall is 714mm. The ground water occurs in silty Code of India 2005, supplemented by BIS, ECBC and other relevant codes. to sandy layers of the alluvial sediments. The permeability varies from 0.5 to 8m per day and transmissivity from 10 to 100sqm./day. The hydraulic gradient is Standby emergency generator system (50% DG backup has been assumed for railway reported 1.3 to 2.0 km/m. The mean monthly maximum temperature are highest station)-2 No 1500kVA DG sets are proposed for the railway station.

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in April – May – June (43-450C) and lowest during January (30C). Air humidity varies Electrical Conductivity in the district has been found to vary from 529 to 17240 µS/cm at through out the year but seldom drop below 20%. Winds are light to moderate 0.9 25ºC. Fluoride concentration in ground Water in the district varies from 0.2 to 2.05 mg/l. to 4.1m/sec while directions are mostly from North, Northeast and North – West. Higher Nitrate concentration up to 462 mg/l is observed in the district. Sky is moderately cloudy during July – August and generally clouds free for rest of the year. b. Surface Water Quality Surface Water Quality is taken from Delhi Pollution Control committee as Secondary source 11.14.2 Water and Soil and the results are presented from Table No70.

The water and soil data from secondary sources have been collected and the Free Remarks results are presented in Tables 69 and Table 70. TSS COD BOD Ammonia S. Sampling Date pH (as N) No. Location (mg/l a. Ground water quality (mg/l) (mg/l) (mg/l) )

Water Quality Criteria 1.2mg/l or Ground water is saline at deeper depths. Higher Iron content of 14 mg/l has been reported for propagation of wildlife 6.5-8.5 _ - - less at Daulatpur. Higher fluoride content of 2.05 mg/l is observed at Najafgarh. and fisheries Sample No. Not meeting The Criteria 1. 04/03/2010 Chhawala 7.5 138 324 80 2.6 w.r.t Free Ammonia Kaba Mohalla S.No Chemical Constituents Range Sample No Not meeting The Criteria 1 pH 8.15-9.38 2. 04/03/2010 .3Chhawala 7.5 46 288 68 2.2 w.r.t Free Ammonia 2 EC (µS/cm at 25ºC) 529-17240 Kaba Mohalla Sample No .3 3 Bicarbonate (mg/l) 123.46-355.83 Dirty water 3. 04/03/2010 7.3 82 207 60 3.1 Not meeting The Criteria 4 Chloride (mg/l) 31.57-5639.53 entering w.r.t Free Ammonia 5 Nitrate (mg/l) 11.3-462 water body 6 Sulphate (mg/l) 2.3-1950 Source: Delhi Pollution Control Committee 7 Fluoride (mg/l) 0.2-2.05 Table 70: Surface Water Quality 8 Calcium (mg/l) 15.35-429.9 9 Magnesium (mg/l) 21.62-1376.73 11.14.3 Noise 10 Total Hardness as CaCO3 0-3807.88 (mg/l) Ambient Noise Levels Observed at Location Dwaraka presented in Table 15. 11 Sodium (mg/l) 62.67-3318 The observed values are compared to the Commercial area noise levels since the proposed 12 Potassium (mg/l) 0.1-99.4 project houses no residential complexes. 13 Iron (mg/l) 14

Source of information: Central Ground Water Board(South-West) The values are observed to be below the permissible limits prescribed for commercial Table 69: General ranges of various chemical constituents in ground water areas.

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NOISE LEVELS STANDARDS dB(A) 3 S.No Date PM2.5 SO2 µg/m NO2 CO

µg/m3 mg/m3 S.No. Standard For DAY NIGHT µg/m3 1 Industrial Area 75 70 6 19-01-2017 58.23 13.43 46.624 0.39 2 Commercial Area 65 55 3 Residential Area 55 45 7 20-01-2017 85.14 17.38 73.1508 0.68 4 Silence Zone 50 40 8 21-01-2017 126.4 18.34 81.9868 0.66 9 22-01-2017 116.7 16.51 87.9276 0.83 Ambient Noise Levels 10 23-01-2017 121.49 13.35 77.9072 0.71 August June(2008) July (2008) Sep. (2008) Oct. (2008) Nov. (2008) Dec. (2008) Jan. (2009) (2008) 11 24-01-2017 218.37 16.70 166.5492 1.30

12 25-01-2017 109.22 14.12 50.4216 0.54 S.No. Locations 13 26-01-2017 123.27 8.30 40.8524 0.39

(Night Time) Table 72: AAQ data

From the above it can be seen that PM2.5 and NO2(on three occasions ) the values are found

Noise (Day Time)Noise (Day Noise (Night Time) Time)Noise (Day Noise (Night Time) Time)Noise (Day Noise (Night Time) Time)Noise (Day Noise (Night Time) Time)Noise (Day Noise (Night Time) Time)Noise (Day Noise (Night Time) Time)Noise (Day Noise Time)Noise (Day Noise (Night Time)

1 Dwaraka 60.9 52.3 59.2 51.3 61.2 52.1 62.9 55.9 ** ** 59 51.1 59.3 55.8 58.1 54.5 to be beyond the NAAQ standards for 24 hrs

Table 71: Noise levels at Dwaraka 11.15 Flora of the Project area

Tree survey is being carried out in the project area. As such, no forest area exists. Since it is an open piece of land most of the trees are native vegetation of the land. The main 11.14.4 Air Quality species found during site visit which could be immediately identified commonly are Pipal, Neem, Kikar, Eucalyptus, Ficus and Bakaan, etc. No rare or endangered species of trees Baseline Air monitoring data collected from Secondary source CPCB online Air Quality have been noticed during field studies. An inventory of trees, likely to be lost will be Monitoring Station at NSIT Dwaraka and is presented in Table-72 presented in Detailed EIA Report.

3 S.No Date PM2.5 SO2 µg/m NO2 CO µg/m3 mg/m3 11.16 Seismicity (State Disaster management plan) µg/m3 NAAQ Standards 60(24 80(24 hrs) 80(24 2(8 hrs) Delhi is located in zone IV which has fairly high seismicity where the general hrs) hrs) occurrence of earthquakes is of 5-6 magnitude, a few of magnitude 6-7 and occasionally 1 14-01-2017 161.49 7.82µg/m3 60.5736 0.55 of 7-8 magnitude. Delhi thus lies among the high-risk areas.

2 15-01-2017 180.38 5.05 68.432 0.57 Suitable seismic factor as per the India Meteorological Department (IMD) taking into 3 16-01-2017 111.57 6.69 41.9052 0.35 account adequate needs to be considered for design purpose for Civil Engineering 4 17-01-2017 151.96 4.94 57.5656 0.52 structures and while finishing civil designs.

5 18-01-2017 146.29 9.89 52.9972 0.43

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11.17 Flood Hazard (State Disaster management plan) Mohammed Shahadadpur 354799.4969 Najafgarh drain can be seen within 5km from the proposed project site. As per the map Village of the flood prone areas of Delhi, it has been classified into thirteen zones based on the Grave yard 4261.645 flooding risk in relation to incremental rise in the water level of the Yamuna (DDA, 1993). Govt. Girls Senior 17300 Secondary School These cover a range from 199m to 212 m level of water in the Yamuna. This zoning map covers part of North Delhi on the West bank of the Yamuna and almost the entire Trans Total land to be acquired 120060.7726 Yamuna Area on the East bank. The Delhi Flood Control Order also the NCTD into four Total land (A+B+C) 1449747.12 Flood Sectors, namely Sectors, namely, Shahadra, Wazirabad - Babrapur, Alipur and Table 73: Observations on land details Nangloi - Najafgarh sectors. 11.19 Impact Identification, Analysis And Mitigation Measures The city has been experiencing floods of various magnitudes in the past due to floods in the Yamuna and the Najafgarh Drain system. The Yamuna crossed its danger level (fixed In order to assess the significance of the proposed project’s impacts, the impacts were at 204.83m) twenty five times during the last 33 years The details will be given in EIA first identified from their source which are the project’s Report. activities/equipment/processes/materials and then the impact receptor which are the baseline environmental and social conditions. This was carried out through the use of the

11.18 Socio-Economic Analysis Impact Checklist Table 74 where the likely impacts were identified. The impacts were then classified as either positive or negative. The impacts were lastly analyzed in terms Delhi Development Authority (DDA) has earmarked land near this station for development of their characteristics on the aforementioned baselines to define their significance by of directional terminal which has been acquired by the railways. using a matrix in order to identify the acceptable risk level. During social survey we made some observations on land details were collected, which are as follows in Table 73:

Environmental Design Construction Operational aspect Phase Phase Phase Water Pollution   Area Area in sq m Air  Noise  A Area under road/main line 229000 Soil Soil loss  B Land acquired from DDA by 1100700 Contamination   NR Compaction  Bio-Diversity Land under litigation Loss of Flora  Anup Narang Farm 21854.862 Loss of Fauna  Population and Social Dynamics Chawala and Jain Narang 15960.183 Population size   Farm Diseases   Quality of Life   Cremation ground 4769.231 Employment   C Govt. Boys Senior 21115.3547 Utilities   Land uses   Secondary School Others

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Environmental 11.21 Mitigation Measures    Opportunities Economy    The project’s significant impacts are analyzed, reviewed and mitigation measures are Landscape  proposed in Table 76 below that will enable the impacts to be managed, reduced or Design avoided where possible. Denotes an KEY  Impact Table 76: Likely/Residual impacts and Mitigation Table 74: Checklist of Project's Likely Impacts Likely Impact Proposed Mitigation Measures Residual & Reference Impact

11.20 Analysis of Impacts Construction Phase

The positive and negative impacts likely in the proposed project are tabulated in Table Loss of Flora Landscaping with indigenous species on Low 75 below. and Fauna completion of construction. Habitats Positive Impacts Negative Impacts Maintaining of landscaped gardens, terraces, Design Phase conservation and management of the vegetation Creation of Employment and Business and lawns. opportunities Generation of Income and Source for Clearing vegetation only in construction areas and Government Revenue demarcating areas where no clearing is required. Environmental opportunities During construction, the design (of the drainage Construction Phase system) should ensure that surface flow is drained Changes in Surface and Sub- Changes in suitably into the public drains provided to control Low Creation of Employment Surface Hydrology surface and flooding within the site. Market for goods and services Changes in soil characteristics sub-surface Increased population Emission of Air pollutants hydrology Drainage channels should be installed in all areas Increased Economic Activities and Revenue Generation of Noise that generate or receive surface water such as car Increased Pressure on Utilities parking, driveways and along the building block- Increased Heavy Traffic edges of the roofs. Population Influx Generation of Construction Waste The channels should be covered with gratings or OHS Risks other suitable and approved materials to prevent Operational Phase occurrence of accidents and entry dirt that would Increased Pressure on Available compromise flow of run-off. Increased Commercial Viability Utilities Creation of Employment Opportunities Increased Land Values and Land The channels should be designed with regards to Increased Accommodation/Housing Use Changes the peak volumes such as periods or seasons when Increased Access to Goods, Services and Social Increased Air Pollution there is high intensity of rainfall in the project Amenities Increased Surface run-off area but just in case such an event occurs. They Stimulation to Urban Development Increased Traffic should never at any time be full due to the Aesthetic Enhancements Generation of waste resulting heavy downpours. Improved Roads OSH Risks Population Increase Generation of Noise The drainage channels should ensure the safe final Impetus to Improve Amenities and Services disposal of run-off /surface water and should be self-cleaning which means it should have a Table 75: Positive and Negative Impacts of Proposed Project suitable gradient.

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Likely Impact Proposed Mitigation Measures Residual Likely Impact Proposed Mitigation Measures Residual & Reference Impact & Reference Impact

Storm water generated from roof catchments Emissions of Sprinkling water on soil before excavation and High should be harvested, stored and made use in Air pollutants periodically when operations are under way to various activities such as general cleaning. This prevent raising of dusts. will reduce run-off reaching the drainage channels. Enclosing the structures under construction with dust proof nets like tarpaulin. Paving of the side walkways, driveways and other open areas should be done using pervious Using efficient machines with low emission materials such as NFC1(No fine concrete) to technologies for the ones that burn fossil fuels. encourage water recharge and reduce run-off volume Controlling the speed and operation of construction vehicles. Changes in soil Creating specific paths for the trucks characteristics Regular maintenance and services of machines Ensuring there is enough space for normal Medium and engines. percolation of water. Use of clean fuels e.g. unleaded and de- Preventing contamination from construction sulphurized fuels. wastes by having specific sites for collection, sorting and transport of wastes. Educate and raise awareness of construction workers on emission reduction techniques. Proper installation and configuration of drainage structures to ensure their efficiency.

Installing cascades to break the impact of water flowing into the drains.

Controlling the earthworks and ensuring the management of excavation activities.

Compacting areas with loose soil.

Landscaping.

Providing soil erosion control structures on the steeper areas of the site & controlling activities during the rainy season.

1 Maria Rasheeda and S.K. Rizvi, New Building Materials and Construction World, New Delhi. http://www.nbmcw.com/roads-pavements/5529-pervious-concrete-pavement-for-parking-areas-pathways- sustainable-porous-and-storm-water-drainage.html

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Likely Impact Proposed Mitigation Measures Residual Likely Impact Proposed Mitigation Measures Residual & Reference Impact & Reference Impact

Generation of Using equipment with noise suppressing Medium Increased Placing signs around the site notifying other Medium Noise technologies. Heavy Traffic vehicles about the heavy traffic and to set the speed limit around the site. Providing workers with PPEs against noise e.g. ear plugs. Ensuring all drivers for the project comply to speed regulations. Placing signs around the site to notify people about the noisy conditions. Making sure the construction doesn’t occupy the road reserves and complying to traffic and land Regular maintenance of equipment to ensure they demarcation obligations. remain efficient and effective. Ensuring all vehicles used for the project are in Complying with the noise regulation standards good working condition both legally and commensurate to their intended use. Construction works should be carried out only during the specified time which is usually as from Population Workers to be issued with job cards to monitor Low to 0800 hrs to 20.00 hrs. Influx their movements in the site area Medium

There should not be unnecessary honking of the Only authorised personnel should be allowed involved machinery. entrance to the site

Provision of bill boards at the construction site Presence of a work registry book where workers gates notifying of the construction activity and sign in and out timings Educating the workers on proper sanitation Increased Employing water conservation techniques and High methods Pressure on only using the required amounts of water to Utilities prevent wastage. Sensitizing the worker on HIV/AIDS

Employing power saving techniques such as Making available suitable facilities for the switching off equipment when not in use, using collection, segregation and safe disposal of the natural light whenever possible. wastes.

Using machines with power saving technologies Ensuring all waste is dumped in their designated i.e. high efficiency equipment. areas and legally acceptable methods

Providing proper sanitary facilities for Generation of Employing proper waste management plan Using Low construction workers. Construction waste minimization techniques such as buying in waste required quantities with preplanned schedule of Inspecting the drainage facilities regularly to work. ensure they are free of debris that may reduce their efficiency. Allocating responsibilities for waste management and identifying all sources of wastes, and ensuring wastes are handled by personnel licensed to do so.

Making available suitable facilities for the collection, segregation and safe disposal of the wastes.

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Creating waste collection areas with clearly are well trained to use them as well as marked facilities such as colour coded bins and maintaining them regularly. providing equipment for handling the wastes. The bins should be coded for plastics, rubber, Labeling chemicals and material according to the organics, glass, timber, metals etc. risks they possess.

Ensuring all wastes are dumped in their Creating safe and adequate fire and emergency designated areas and through legally acceptable assembly points and making sure they are well methods and that the bins are regularly cleaned labeled. and disinfected. Establishing emergency procedures against Assessing and creating opportunities for hazards and ensuring the workers stay Regulation, Reducing, Reusing, Recycling, aware/educated on following them and Recovering and Rethinking of its probable usage. commensurate to the magnitude and type of emergency, by conducting regular drills and Creating adequate facilities for the storage of involving the neighbors. building materials and chemicals and controlling access to these facilities.

Ensuring bins are protected from rain, animals and Operational Phase by chance trespassers. Implementing water conservation techniques such OSH Risks Ensuring all potential hazards such as movable Low to as having faucets with dead man tap openers. machine parts are labelled. medium Increased Low Pressure on Using only the required amounts of water during Raising awareness and educating workers on risks available normal operations. from equipment and ensuring they receive utilities adequate training on the use of the equipment. Creating awareness through signs of conservation of water and electricity. Providing the workers with adequate PPEs and monitoring regularly to ensure they are replaced Using natural light during the day for lighting on time when they wear out. purposes.

Placing visible and readable signs around where Using machines and equipment with a high level there are risks. of power efficiency in the offices and restaurants/hotels and servicing them as often as Ensuring there is security in and around the site to required to maintain their efficiency control the movement of people. Complying to zoning by laws Providing safe and secure storage for equipment and materials in the site and maintaining MSDSs. Increase Land Collaborating with public and planning officials on Low Values and the development and future developments Placing visible and readable signs to control the Land Use movement of vehicles and notify motorists and Changes Aligning the project’s objectives with those of pedestrians around and workers in the site. national, and district development policies

Providing firefighting equipment and in easily accessible areas as well as ensuring site personnel

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Advocating for the use of other renewable sources Placing signs around the site notifying other of energy such as wind and solar energy vehicles about the heavy traffic and to set the Climate Medium speed limit around the site. change Use of clean fuels e.g. unleaded and de- sulphurized fuels in vehicles Developing and implementing a waste Paving should only be carried out where necessary management plan. to reduce the reflection of the solar radiations. Generation of High waste Using waste minimization techniques as such Landscaping the site with indigenous species of required in the restaurants/hotels and canteens plants etc.

Using sustainable drainage systems that mimic the Allocating responsibilities for waste management natural percolation of water into the soil, and and identifying all sources of wastes, and ensuring green roofs where possible wastes are handled by personnel licensed to do so.

Using efficient equipment that emit little or no Making available suitable facilities for the waste heat collection, segregation and safe disposal of the wastes. Install scrubbers in the exhausts of motor vehicles to filter the toxic fumes Creating waste collection areas with clearly Increased Air Low marked facilities such as colour coded bins and pollution Use of renewable energy providing equipment for handling the wastes. The bins should be coded for plastics, rubber, Use of de -sulphurized and unleaded fuels in organics, glass, paper, electrical equipment etc. vehicles Ensuring all wastes are dumped in their Banning the burning of wastes and other materials designated areas and through legally acceptable at the site. methods and that the bins are regularly cleaned and disinfected. Using efficient equipment, machines and engines that emit less pollutants Assessing and creating opportunities for Regulation, Reducing, Reusing, Recycling, Increased Using materials that mimic natural percolation of Recovering. surface noff water like(NFC). Low Creating adequate facilities for the storage of Landscaping to ensure there are areas where materials and chemicals and controlling access to water will percolate underground. these facilities.

Ensuring the size of the drains to accommodate Ensuring bins are properly covered storm flows during the rainy season and Rainwater harvesting of OSH Risks Employing and EHS/OSH plan.

Increased Erecting visible and clear signs to control the Provision of PPEs to all personnel working in Low traffic movement of vehicles in and out of the site. potentially hazardous areas or with potentially Low hazardous equipment, and replacing the PPEs on Having alternative entrances and exits for wear and tear. emergency operations.

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Placing readable signs alerting people of Using equipment with low noise ratings or noise hazardous such as for slippery floors. reduction technologies such as for the generators like noise dampers etc. Servicing equipment and machine to ensure efficiency. Vibration To prevent development of surface irregularities Medium to Control on the rail, a fairly heavy rail section of 60-kg/m, Low Providing firefighting equipment and maintaining Vibration 90 UTS, supported at every 60-cm. has been them to ensure they are fully functional. emanates from proposed. Further, rail grinding at regular rail intervals by Rail grinding machine and also Delineating fire and emergency assembly points lubrication of rail by vehicle-mounted lubricator and creating awareness to ensure all people at have been contemplated. site are aware of them

e.g. through the use maps on elevators, staircases etc. Rail will be continuously welded and also will be laid to fine tolerances, so that any noise/vibration Putting in place and ERP and ensuring all people on account of irregular track geometry could be in the area are aware of it and the procedures to reduced. follow commensurate to the level of emergency.

Providing adequate storage for hazardous and flammable substances and controlling access to The vibration generated from rail-wheel them. interaction will be greatly absorbed by the elastic fastening system proposed to be used. Monitoring the movement, handling and management to ensure they safely managed and Screening of noise to be arranged by providing don’t present any EHS risks. parabolic noise reflecting walls on each sides of the track, along rail corridor where the mixed Working state agencies in the management of development is proposed. emergencies and disasters to ensure multilateral and inter-sectoral approaches to this management.

Performing emergency drills on a frequent basis, setting benchmarks for response and evaluating performance to ensure continuous improvement of response and preparedness.

Erecting signs and notifying other users of noisy activities. Generation of Low Noise Conducting all noisy activities during the day when permissible levels are higher.

Provision of PPEs such as ear plugs for employees working in noisy conditions or with noisy equipment.

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11.22 Environmental Management Plan List of all noise Based on environmental baseline conditions, planned project activities and its impacts generating machinery onsite along with age to Equipment logs, noise During assessed, the set of measures to be taken during implementation and operation to avoid be prepared. reading construction or offset adverse environmental impacts or to reduce them to acceptable levels, together Equipment to be phase. with the action which needs to be taken to implement them are enumerated in Table 77. maintained in good working order.

Maintenance of vehicles Potential Parameters for S.N. Action Timing as per manufacturers During Impact Monitoring 2 Noise Generation of vehicular manual, speed limit of construction noise All equipments are 20 kmph is to be phase. Random checks of operated within Construction maintained equipment logs/ specified design activities manuals parameters. As per the Vehicle trips to be Site Clearance and Acoustic mufflers / requirement or minimized to the extent Vehicle logs Construction enclosures to be Leq dB(A) at 1m from quarterly possible activities provided in large engines the equipment whichever is Any dry, dusty materials lesser. Absence of stockpiles or stored in sealed Construction open containers of dusty . Construction Phase: containers or prevented activities materials. During from blowing. Septic tank followed by Visual inspection of construction soak pits for temporary drainage and records Compaction of soil during Construction work camps erected. thereof. various construction Construction logs Wastewater activities 3. activities Discharge Treatment of Waste Operational Phase Air 1. water through STP for Emissions The ambient air quality pH, BOD, COD, TSS, NH3 During operation Ambient air quality recycle and reuse will conform to the Construction –N, N-Total and Fecal phase within the premises of standards for PM , activities coliform the proposed project to 10 PM ,SO and NO ,CO be monitored. 2.5 2 x as per schedule Contour trenching, Slope and Pb maintenance, sediment Ambient air quality basin, mulching, soil During within the premises of stabilization and turf The ambient air quality construction and the proposed project to 4. Soil Erosion grass are proposed to ----- will conform to the operational be monitored. protect the soil from standards for PM10, phases. During operation erosion during Exhaust from vehicles to PM2.5, SO2 and NOx, CO construction and be minimized by use of and Pb as given by DPCC phase operation phases. fuel efficient vehicles Vehicle logs to be and well maintained Implement waste Prior to site maintained Comprehensive Waste vehicles having PUC management plan that clearance, Management Plan in certificate. 5. Solid waste identifies and constructional and place and available for characterizes every operational inspection on-site. waste arising associated phases.

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with proposed activities Compliance with SW M and which identifies the Rules, 2016 and C&D procedures for Rules, 2016 and collection, handling & Hazardous Wastes and disposal of each waste. other (Management and ITEM LOCATION PARAMETERS FREQUENCY Transboundary Rules), 2016 Ambient Air At 6 location at PM10, PM2.5,SO2, NOx & Monthly Quality boundary and project CO Plan to be drawn up, site considering likely emergencies and steps Ambient Noise At 8 location at Day and night Monthly Non-routine Mock drills and records required to boundary of the equivalent noise level events and of the same During 6 prevent/limit project site accidental construction consequences. releases phase Surface water At 4 location nearest As per standards Monthly to the project site

Ground water At 6 location nearest As per standards Monthly Table 77: Environmental Management Plan to the project site

Soil At 6 location outside As per standards Once in a Quarter 11.23 Environmental Monitoring plan: the project site

The environmental monitoring will be required during construction and operational phases. The parameters need to be monitored are: Water Quality, Air quality and Noise Table 79: Environmental Monitoring Programme for Implementation during Project levels which are given in Table 78 & 79 . Construction Phase

ITEM LOCATION PARAMETERS FREQUENCY

Ambient Air Quality At 6 locations in the PM10, PM2.5, SO2, Quaterly 11.24 Cost Of Environmental Monitoring project area NOx,CO

Ambient Noise At 8 locations in & Day and night Quaterly The estimated cost for Environmental Monitoring during construction phase and

around the complex equivalent noise level operational phase is Rs 14.05 Lacs per year given in Table 80 & 81 respectively. Ground water At 6 locations As per standards Half Yearly

Surface water At 4 locations As per standards Half Yearly

Soil At 6location outside As per standards Once in a Year the project site

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

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11.26 Cost Estimates Particulars No of Location Frequency No of Samples Rate Cost The cost required for implementation of Environmental Management Plan is estimated to Ambient Air Quality 6 monthly 48 9500 456000 be about Rs.3187.00 lacs while recurring cost per year is estimated to be around Rs.747.00 Surface water 4 monthly 32 3000 96000 lacs the details are given in Table 82 Ground water 6 monthly 48 3000 144000 Noise 8 monthly 64 4000 256000 S.No. Capital Expenditure Cost(Rs. in RecurringCost Lacs) Soil 6 quarterly 48 3000 144000 (Rs.in lacs) 1. Total 1096000 Green cover including 3yrs O&M 100 45 2. Table 80: The Cost Required for Implementation of Environmental Monitoring Programme STP 1410 117 during Project Construction Phase 3. Recycling network 800 50 4. Particulars No of Location Frequency No of Samples Rate Cost DG sets acoustic enclosures 100 300 5. Solid Waste Management 500 200 Ambient Air Quality 4 Thrice a year 12 9500 114000 6. Surface water 4 Thrice a year 12 3000 36000 Rainwater Harvesting pits/tank(40pits) 172 1 (1MLD)

Ground water 4 Thrice a year 12 3000 36000 7. Environmental Monitoring Cost 14.05 Noise 8 Thrice a year 24 4000 96000 8. Solar Power 105 20 Soil 3 Thrice a year 9 3000 27000 Total 3187 747 Total 309000 * Capital Cost Included in the Project cost Table 81: The Cost Required for Implementation of Environmental Monitoring Programme Table 82: during Project Operation Phase Capital Cost allocation for Environmental Management Plan (EMP)

11.25 Environmental Management System

The Environmental Management System constitutes provision of an Environmental The Environment Management Plan will be implemented in phases, so that optimum benefit could Division, which should be staffed by an Environmental Engineer/Officer, an Environmental be achieved and will be synchronized with the construction schedules. Assistant and two other assistants (miscellaneous works). The task assigned should include

supervision and co-ordination of studies, monitoring and implementation of environmental mitigation measures. An Environmental Adviser shall review progress of the division every year..

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12 CAPEX 12.1 Station Structural and Architectural Building Works and Finishes Costing

The estimated cost has been based on CPWD PAR 2013 and supplement 2013 published The Internal Services costs are also added as per norms given in CPWD plinth area rate by Central Public Works Department, Government of India. The Plinth Area Rates (PAR) Oct. 2012. For Items not covered in these plinth area rates, market rates have been are considered reasonable and adopted all over India for estimation purposes of different adopted. These cost estimates are approximates and are based on typical relationships building works. These rates are applied per sq. m Built-up area. The CPWD DSR 2014 has of quantities such as floor area/volume etc. The cost estimate is based on built-up been further used to calculate the estimated costs of specific items of work not included area/floor area worked out from the master plans and the plinth area rates applied to in PAR. arrive at reasonable costs for taking administrative and financial decisions. The quantities are multiplied by unit rates to arrive at the estimated cost. The areas used to calculate the above estimate is given below in the Table no 1.1

The total cost of the Station Building is INR 384,75,00,875 (Rupees Three Hundred S. No. Description Floor Height (m) Area (Sq m) Eighty Four Crores Seventy Five Lacs and Eight Hundred and Seventy Five). In the total 1 Basement-1 (includes FOB) 5.85 18350.00 building cost mentioned above, the Total Civil Cost is INR 94,51,67,472.40 (Rupees 2 Ground Floor 7.0 9100.00 Ninety Four Crore Fifty One Lacs Sixty Seven Thousand Four Hundred and Seventy Two) 3 Ground Floor Stilted 7.0 11520.00 which includes fixed interiors e.g. flooring railing, partitions, paints etc. on the first 4 First Floor Roof 8.5 20470.00 floor and steel barrel roof structure complete to specifications mentioned in the PE. 5 First Floor Usable Area 17010.00 Items for Vertical Circulations (lifts and escalators) is INR 16,84,00,000 (Rupees 6 Superstructure (2+3+4) 41090.00 Sixteen Crores Eighty Four lacs). 7 RCC (1+2+3) 38970.00 8 Total Building Area (1+2+3+4) 59440.00 The Basement Cost is calculated for an area of 18350 sq. m which is INR 70,34,16,667 9 Additional Area of Retaining Wall along the 2700.00 (Rupees Seventy Crore Thirty Four Lacs Sixteen Thousand Six Hundred and Sixty Seven Station Edge for the Sunken Road (Surface only). The Platform Finishes and Shelter has been calculated to an extent of INR Area) 23,83,79,676 (Rupees Twenty Three Crores Eighty Three Lacs Seventy Nine Thousands 10 Arrival Area Sunken Road, Ramps, 48200.00 Embankment and Retaining Wall Six Hundred and Seventy Six) as a separate item. 11 Platform Area (4 Islands) – Flooring and 35100.00 The cost of Site Development which would include site levelling, retaining walls etc. is Shelter considered in costing INR 29,12,24,803 (Rupees Twenty Nine Crore Twelve Lacs Twenty Four Thousand Eight 12 Basement 1B (Two Tunnels) 3822.00 Hundred and Three). The contingencies on the costs are kept at 3%. The detailed break- 13 Basement Area for Access Ramps/ Staircases 4030.00 to Tunnel (Finishes considered for costing) up along with annexure can be referred from the ‘Preliminary Estimate for Bijwasan 14 Non-Road Site Area 88605.00 Station report (Revision 12)’. 15 Approach/ Exit Road Area 79275.00

16 Total Site Area (14+15) 167880.00

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

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12.2 Station MEP Services Costing

The Internal and external services costs are also added as per norms given in CPWD plinth area rate Oct. 2012. For Items not covered in these plinth area rates, market rates have been adopted. These cost estimates are approximates and are based on typical relationships of quantities such as floor area/volume etc. The cost estimate is based on built-up area/floor area worked out from the master plans and the plinth area rates applied to arrive at reasonable costs for taking administrative and financial decisions. The quantities are multiplied by unit rates to arrive at the estimated cost.

The cost incurred on the Internal Works for the station building which includes station civil and electrical installations and connections, firefighting and fire alarm services is coming approximately INR 62,46,47,746 (Rupees Sixty Two Crore Forty Six Lacs Forty Seven Thousand Seven Hundred and Forty Six Rupees)

The Services cost for Site Development which includes External Sewer connection, Filter Water Supply and its supply network and connections, Storm Water Drainage System, Horticulture System, Street Lighting and Site Signage is approximately INR 9,96,41,022 (Rupees Nine Crore Ninety Six Lacs Forty One Thousand and Twenty Two).

Water Tanks Cost which includes underground and overhead storage tanks is approximately INR 1,87,23,931 (One Crore Eighty Seven Lacs and Twenty Three Thousand Nine Hundred and Thirty One Rupees)

Bulk Services Cost which includes Sub-station equipment, DG sets, Ventilation System for Ground and First Floor, VRV/ VRF AC System, CCTV System, Hydropneumatic Water Supply System, RO System, Scanning System and Equipment and Communications and SCADA is approximately INR 27,21,76,144 (Twenty Seven Crore Twenty One Lacs Seventy Six Thousand One Hundred and Forty Four Rupees)

Therefore, the Total MEP Cost estimated is coming approximately INR 101,51,88,843 (Hundred One Crore Fifty One Lakhs Eighty Eight Thousand Eight Hundred and Forty Three Rupees Only). The contingencies on the costs are kept at 3%.

The detailed break-up along with annexures can be referred from the Preliminary Estimate for Bijwasan Railway Station, New Delhi, Revision 12.

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13 RISK ANALYSIS AND MITIGATION On this project, the following risks have been identified:

13.1 Introduction i. Construction risks.

Careful planning, construction and operation schemes are essential to implement safely and with ii. Equipment or technology failure, theft, staff sickness, or natural disasters. reliability a project of this magnitude. The Bijwasan railway terminal project has characteristics iii. Changes in government policy. that make the project more complex than existing railway projects. It utilizes non-indigenous iv. Human Risks – Strikes / Bandhs / Accidents or Loss of a key individual. technology, and therefore foreign system technology is being selected to provide state of the art world class facilities, following due process, which put an extra burden on project scheduling and v. Operational – Disruption to construction supplies and operations, loss of access to essential cost control. Because it is a Greenfield construction, combinations of railway yard alignment as assets. being planned and executed by Northern Railway ,system technologies for the station building vi. Procedural – Failures of accountability, internal systems, or controls, or from fraud. and allied commercial and operating facilities as well as the coach maintenance, and rake vii. Project – Going over the budget, taking too long on key tasks or contractual failures – stabling as well as loco stabling and fuelling facilities have to be taken up concurrently. Contractor not deploying adequate equipments, manpower & other required resources in

This calls for much more complex decision processes involving local governments in addition to time. the central government. Furthermore, it involves high uncertainties in terms of political risks, in viii. Financial – Business failure, stock market fluctuations, interest rate changes, or non- addition to financial and technological aspects. This stems from the long project duration that availability of funding. spans many government departments and the large number of components as well as project size ix. Technical – Advances in technology, or from technical failure. that encompasses different administrative bodies. x. Natural – Weather, natural disasters such as earthquake, floods etc. or disease. In view of the above factors, the project calls for extensive risk analysis and management for xi. Political – Changes in tax, public opinion, government policy, or foreign influence. successful and safe completion that is much more complex than many other railway projects in India.. xii. Structural –Inadequacy of design, poor workmanship and quality of work.

xiii. Safety features adopted proving inadequate, leading to site accidents or failure of parts 13.2 Risk Analysis and Mitigation on this Project. of structures resulting in manpower or the structure being harmed as well as delaying the Risk is made up of two parts: the probability of something going wrong, and the negative completion of the project. consequences if it does. We have to prepare for and manage risks which can arise during the xiv. Change in the scope of work by the Railways – During the execution of the project there project implementation if by a consequence that we hadn't planned for, costs, time, and could be situations where the Railway operational requirements undergo certain revisions reputations could be on the line. due to the highly dynamic nature of Railway operations. This could necessitate changes

Efforts have been made to identify possible risks during the course of execution of this project in the planning leading to delays and additional costs. till its completion. xv. Having identified the threats as above, we need to assess likelihood of these threats materializing, and their possible impact. The risks identified above and suggested action Risk Analysis is complex, and we have drawn on the detailed project report & plans, financial for their mitigation is summarized below. data, security protocols, marketing forecasts, and other relevant information.

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13.3 Proposals for the Mitigation of the Above Risks Suitable provisions in design will have to be made for safety at construction site during design & erection of temporary woks to enable permanent construction since Delhi lies in a seismically i. Construction risks of station building and other related structures integrated with active zone and also keeping in mind the flooding at site as it is a low lying area (either due to concourse/airspace above the railway tracks as well as other commercial and residential natural conditions or due to equipment failure such as pumps etc. during construction) buildings which form a part of this project.

The above works which form a part of the Bijwasan project comprises of the design and ii. Equipment or technology failure, theft, staff sickness or natural disasters, Weather or construction of all works and services necessary to complete the development / redevelopment disease. of the Station Buildings, railway yard, coach maintenance workshop & structures and loco shed etc. as per the Development Agreement documents and the construction specifications. In a project of this magnitude the quality and progress of work will be adversely affected if adequate construction equipment is either not provided or is rendered ineffective by improper The railway yard will be constructed by the Northern Railway with their own agency and under maintenance or shortage of operators leading to idling their supervision and will not be the part of this project. However since the platforms and the overhead structures above the platforms, the subways, escalators & other overhead structures Further in case due to design defect or specification of selection of technology the work could are to be constructed as a part of this project. These will be adjacent to the railway line; there suffer. In view of this risk it is essential that selection of technology is done with great care and is an essential requirement of coordination between the execution of works by the Railway and implementation is carried out optimally and effectively. It is of great importance that utilities by the Concessionaire, since there could be a risk of infringement of the railway tracks. This can such as fire fighting, communication & electricity are provided round the clock with proper back be achieved by deployment of proper equipment and strict supervision. We have to ensure that up in case of any related equipment or power failure to avoid any untoward incident. such infringements do not take place. No surplus excavated material should be stacked in any infringing manner and such material should be taken away by the developer or disposed off in At large construction sites theft of spares, fuel etc are not uncommon but if they take place the the approved dumping area. Proper and safe scaffolding for construction of FOB’s, subways & progress of work slows down besides idling of manpower. In view of this need for tight security walkways which form part of this project. Safety precautions as required must be strictly at work site cannot be understated. enforced in the installation, testing & commissioning of the lifts & escalators, underground & The location of this project is in an area which is subject to seasonal sicknesses like skin diseases, above ground ancillary structures / facilities including plant room, water tanks & pumps , malaria, dengue etc which can affect the availability of manpower. It is therefore suggested that telecommunication and power cabling etc. proper sanitation & drainage at the worksite as well as arrangement of immunization of the Proper barricading of construction site must be ensured to prevent unauthorised entry into the workmen should be arranged in time. protected area of the construction site to prevent unauthorised persons from accidental entry to While natural disasters like earthquakes, floods etc cannot be wished away, adequate disaster save them from falling debris, electric current. management plan must be in place to minimize the effect of such disasters. Also, Delhi being in Plumbing & pipelines must be made totally leak proof and electric cables, wires & ancillaries high seismic zone, the permanent and temporary structures both must be designed keeping must be carefully executed and taped to prevent short circuit or electrocution. adequate and relevant provisions for seismic parameters in the design. The construction must ensure that the safest and best engineering practices are followed while executing the project, Water supply must be made contamination free by proper sealing and other required protection keeping seismic effects/ threats into consideration. works.

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iii. Changes in government policy. viii. Financial – Business failure, stock market fluctuations, interest rate changes, or non- availability of funding. While the project is being taken up after due approvals from the different government bodies like DDA, Delhi Jal Board, ASI, DUAC, AAI, UTTIPEC etc, nothing stops any of these bodies from These factors are normally not under the control of the project management team or the changing the policies which may affect the planning for this project. The effect of these changes contractor / concessionaire. They have to be factored in while estimating the project cost at the can be minimized by remaining in constant touch with these bodies & networking with them time of taking up the project. suitably to know in advance of impending changes & planning to handle them. ix. Technical – Advances in technology, or from technical failure. iv. Human Risks – Strikes / Bandhs / Accidents or Loss of a key individual. Due to this project involving provision of world class state of the art technology & facilities, it In India, it is not uncommon for strikes & bandhs, rallies & ‘dharnas’ to take place from time to may be necessary to change the proposed technology due to new developments which may come time in connection with agitations / representations etc, mostly for social and political issues not about during the execution of the project. related to the project. The effect of such activities results in occasional work stoppages. This is x. Political – Changes in tax, public opinion, government policy, or foreign influence. perhaps inevitable & some provision for the days lost on this account should be planned initially itself. Since this project will be executed in about 650 days after commencement of work for the project as per planning as such we must also factor in likely delays of up to 100 days for various reasons. v. Operational – Disruption to construction supplies and operations. The possibility of changes in priority and annual allocation of funds not matching the planned and Owing to short supply, transportation bottlenecks and interruptions and occasional non required amounts, by the government cannot be ruled out. This may lead to further delay. availability of certain materials from time to time there could be delays and disruptions in certain Changes in corporate tax may also affect the project finances & suitable provisions should be segments of work. This effect can be minimized by timely and early procurement and storage of made in the financial planning of the project. critical materials so that supply is not affected. Since this is a public utility project, at times the public opinion also builds up for provision, vi. Procedural – Failures of accountability, internal systems, or controls, or from fraud. shifting or shutting down of some activities which may result in some changes in the planning with consequent variation in cost and requiring additional time . Adequate provisions should be These are potential risks in all major projects & can be mitigated by having proper planning, made both in funds and project schedules for meeting such contingencies. controls & monitoring systems in place during execution of the project. xi. Insurance vii. Project – Going over budget, taking too long on key tasks or contractual failures Many of the above risks can be taken care by insurance coverage appropriate and adequate to The major reasons for delay in most projects is the contractor not deploying adequate cover the extent of potential loses it may result from the risks. This should cover third party equipments, manpower & other required resources in time. This can be taken care of by providing risks, fire and theft, breakdown of equipment and group insurance for covering the workmen planned advances, timely payments for work done & proper monitoring of provision of equipment, against death and injury etc. material & manpower by the contractor as required from time to time.

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ANNEXURE 1 - PHOTOGRAPHIC REPORT

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SITE OF THE NEW BIJWASAN RAILWAY STATION

SIGHT OF THE GENERAL SITE.

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DWARKA - SECTOR 21

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UER II - UNDERPASS

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ROAD 45.0M R/W. PEDESTRIAN UNDERPASS

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ANNEXURE 2 – EXAMPLES OF WORLD CLASS STATIONS

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1 DESCRIPTION

In this appendix are provided examples of existing World Class Stations around the world which can be considered as references for the Development of Bijwasan Station for New Delhi.

2 FRANKFURT (GERMANY)

Frankfurt Main Central Station is one of the busiest railway stations Europe, with about 350,000 passengers per day. It was inaugurated in 1888. It has suffered many ugradings along its history. The last remarkable one happened in 1978, when the underground station for commuter services was opened. During Second World World (1939-1945) it was destroyed almost completely, being entirely rebuilt during the postwar.

View from the platforms of one of the 3 canopies

Daily traffic is considerable:

 342 long distance  289 regional  1100 commuter (called S Bahn in Germany)

Frankfurt Station has connection with 3 Tramway lines.

Aerial view of the station. The 3 main canopies (plus 2 side ones) can be seen clearly.

Frankfurt Main Central is a terminal station wich has almost 100 tracks, 24 of them with platforms attached. There are also 4 underground platfiorms for 8 tracks, for metropolitan and commuter services. . The platforms are covered by three iron-and-glass halls.

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3 ROMA TERMINI (ITALY) The whole complex was spread over an area of 14 thousand m2. There are 32 tracks with Firstly inaugurated in 1862, considerable extension works started in 1931 and completed in 1950, platforms. phollowing the propjects carried out during the previous years with the purpose of converting this station in a symbol of progress for the “eternal city”. it was a great success both in capability and design. After the completion of the station many stations strived to live up to the standards set forth by the Termini station. It was an inspiration to many architects attempting their own masterpieces. Even several movies were shot at this location.

Currently it is used by 480.000m2 passengers per day. There are 32 tracks with platforms. Seervices range from long distance trains (including hgh-speed) to regional and commuter. There are express services departing/terminating from Roma Termini to Fiumicino Airport, called called “Leonardo Da Vinci”.

Roma Termini is a terminal station, as it can be concluded from its name. It has connecion with lineas A and B of Rome Metro.

View of the commercial area in the hall

View from the platforms

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4 AMSTERDAM CENTRAL STATION (NETHERLANDS)

15a ======15b Amsterdam Central station was firstly opened in 1889. As most of the great terminals, it has 14a ======14b been upgraded several times along its story. 13a ======13b

12a ======12b

11a ======11b

10a ======10b

9a ======9b

8a ======8b

7a ======7b

6a ======6b

5a ======5b

4a ======4b

3a ======3b

2a ======2b

1 ====

There are 15 tracks, 11 of which along a platform:

 island platforms with on both sides tracks along the full length (tracks 4/5, 7/8, 10/11, 13/14)  1 side platform with 1 track along the full length (15)  1 bay platform / side platform with 2 tracks (1/2)

10 of the 11 tracks along a platform have an a-side and a b-side (all except track 1), so there are 21 places where a train can be positioned for getting on and off.

One has a side track along the full length (track 2); on the other side, there is track only at the west end (track 1; bay platform), along the rest of the platform is the station building. Amsterdam is a passing station, which has connection with 3 metro lines, as well as with tramway lines. It has also interchange with ferry services. Tracks 3, 6, 9, and 12 have no platform.

A Diagram of the yard plan is included as follows: (platforms are yellow, pedestrian underpasses tunnels are grey:

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5 MADRID ATOCHA (SPAIN) The whole railway complex copes with 250.000 passengers per day. It has connection with Metro Line 1, as well as with many bus lines. It is situated in the heart of Madrid. Atocha station is the most important railway hub in Spain. It was first opened in 1851, and reinaugurated in 1992 after a complete upgrading.

Atocha consists on 2 adjoing stations:

 Madrid-Puerta de Atocha, groundlevel terminal station with 15 tracks with platform, with a length of 450 metres. It is used exclusively for high-speed services (long distance and regional HS services, called “AVANT”).  Madrid-Cercanías: underground station with 10 through tracks with platform of length 400 metros. It is used mainly by commuter services. It also has conventional regional and long distance tracks.

Image of the historic building, that originally had 6 tracks with platforms. Due to lack of capacity, the two mentioned stations were built adjoining, and the former station was reconverted in a spectacular hall (see following image).

View of the high-speed terminal “Madrid Puerta de Atocha”

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6 NEW YORK GRAND CENTRAL (UNITED STATES)

Grand Central Terminal was first opened in 1871. In 1931 an extension was inaugurated. After years of decadence, between 1994 and 2000 a considerable rehabilitation was carried out with the purpose of recovering the glory days of this mythical railway station.

It has 67 tracks with platforms, distributed in 2 levels:

 41 tracks in the upper level  26 track in the lowest one

Both levels are underground.A further station is planned. When it is completed there will be a total of 75 tracks with platforms.

500.000 persons use the station daily. It has connection with several metro lines.

View from one of the 44 platforms of the station. Grard Central is considered the station with more platforms in the world. The track area is more functional than aesthetic, unlike the concourse zone.

View of the main hall, where many films have been shot.

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ANNEXURE 3 – PASSENGERS IN WAITING AREAS BASED ON THE NO. AND TYPE OF TRAINS ESTIMATED

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1 INTRODUCTION

According to the Manual for Standards and Specifications for Railway Stations, the passengers of the future Station of Bijwasan will have a conjunct of areas that allow them a comfortable stay while they are waiting for the trains and doing all the actions previously to get on them, since buying the tickets (in case they had arrive to the station without the ticket), to relaxing calmly in a comfortable space until the depart of the trains

Four types of areas have been considered: Waiting and Lounge areas, Circulation areas, Ticketing areas and Platforms; also four categories of passengers: unreserved, reserved, 1ª Class and Executive Class. Special circulation areas are the Vertical Circular Elements (VCE) like Escalators, Stairs and Lifts.

In all cases, the surfaces have been calculated based on the rates of level of service (m2/passenger) established by the Manual, the previsions of the future demand based on the Traffic Study and some hypothesis of passenger’s distribution according to the train’s share.

The surface needs have been established in order to accomplish the level of service indicated in the Manual. Regarding the VCE, the special requirements for the evacuation of the trains have also been taken into account.

Finally, the number of potential users of the station underground parking has been obtained to determine the necessary capacity of that parking.

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2 SUMMARY OF MAIN DESIGN CRITERIA FOR CAPACITY Avg. Ped. Flow per The main design criteria considered for the capacity calculation is summarized below. The LOS Space Unit Width Description (m2/p) (p/m/min) assigned number is the number of the corresponding chapter of the Manual for Standards and A >1.9 <16 Standing and free circulation through the queuing area possible Specifications for Railway Stations (M.S.S.R.S. from now on). without disturbing others within the queue.  2.4. Basis of Design).Station shall be designed for peak daily and hourly passenger flow B 1.4-1.9 16-23 Standing and partially restricted circulation to avoid disturbing in the design year specified in the CA and outlined in section 1.5.1. In the absence of others within the queue is possible. such criteria in the CA, assume a design year horizon of the proposal year plus 40 C 0.9-1.4 23-33 Standing and restricted circulation through the queuing area by disturbing others within the queue and forward movement is only years. possible as a group; long-term waiting at this density is  4.5.3.3. Level of Service (LOS) Performance Standard. A LOS of C or greater shall be discomforting. used for all passenger circulation elements based on the projected D 0.7-0.9 33-43 Standing without touching is impossible; circulation is severely passenger/ridership load target specified in the CA or as called for in section 2.4. restricted within the queue and forward movement is only possible (Basis of Design). However, Station design shall take into account seasonal peak use as a group; long-term waiting at this density is discomforting. and ensure that all station components conform to a Level of Service (LOS): D during E 0.40.7 43-56 Standing in physical contact with others is unavoidable; circulation this period. within the queue is not possible, queuing at tis density can only be These criteria are based in LOS values, defined by J.J. Fruin, as shown in the following tables. sustained for a short period without serious discomfort. LOS values are taken as well from the Manual for Standards and Specifications for Railway F <0.4 Variable Virtually all persons within the queue are standing in direct physical Stations (M.S.S.R.S.), section 4- Station Design, page 62. contact with others, this density is extremely discomforting, no movement is possible within the queue, the potential for pushing and panic exists. LOS Description Sq.m. per Person Table nº 2. Circulation flows as per J.J. Fruin’s Queue LOS A Free Circulation zone 1.17 or more

B Restricted Circulation Zone 0.9 -1.17 Terminal Area Allocated square meter per person C Personal Comfort Zone 0.63 – 0.9 LOS A B C D E F D No-Touch zone 0.27 -0.63 Check-in Queue 1.71 1.53 1.35 1.17 0.99 System breakdown E Touch Zone 0.18 – 0.27 Wait/Circulate 2.61 2.25 1.80 1.44 0.99 F Body Ellipse 0.09 or less Hold room 1.35 1.17 0.99 0.81 0.54 Table nº 1. J.J. Fruin’s Queue LOS Table nº 3. Allocated space per person in the terminal area

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3 DEMAND ESTIMATION AND CAPACITY OF THE TRACKS  Capacity of maintenance of trains, considering berthing platforms, washing lines,RPC- 4 lines and shunting operations required within the station and assuming the yard Currently 21trains halt at Bijwasan old Station every day. facilities as shown in NR yard plan as frozen and final: the 14 pairs will be 44 trains- The growth rate of passenger from 1995 to 2005 was 3.2 % per annum (Corporate Vision 2025 – 22 originating and 22 terminating. These trains will all be 26 coach train trains. Indian Railways). The optimistic projection as per the Corporate Vision up to the year 2025 is 4.7 Considering 90% occupancy at termination/origination station, this means 2000 %. This study suggests a growth rate of 4% between 2013-2030 and, further, a growth rate of 2%. passengers per train, or a total of 88000 passengers per day.

Future Traffics (average day)  The line capacity, assuming that signaling can be upgraded to ABS in the coming years,

Growth Rate (2013-2030) 4% 1) Real Growth rate (1995-2005) = 3,2% is 70 trains per day with maintenance block of 2 hours. Taking the same %age for 2) Optimistic projections of Corporate passenger utilization as considered in NR Line capacity chart having projection for Growth Rate (2030-2053) 2% Vision 2025 Indian Railways = 4% 2016-17 to continue, the total number of passenger trains will be 47.Of these, 22 slots

will be originating services, and the residual 25 paths will be through trains, including Passengers/each direction *day Year Demand EMUs. Considering 1000 passengers per EMU train, this will give a total of 25,000 22,000 2013 44,000 passengers. With intensive urbanization at the surroundings, this number is expected 23,795 2015 47,590 to double during the coming years. 28,950 2020 57,901 35,223 2025 70,445 The station capacity will be at least 1,38,000 in 2053, a figure higher than the demand previsions. 42,854 2030 85,708

47,314 2035 94,628 160000

52,239 2040 1,04,477 140000 57,676 2045 1,15,351 120000 63,679 2050 1,27,357 100000 67,576 2053 1,35,152 Demand 80000 60000 Capacity of the Line On the commissioning of the proposed Bijwasan railway station, Northern Railway plans to 40000 operate 14 pairs of trains originated/terminated at Bijwasan Station (Both Directions). Northern 20000 Railway has advised that in this station, in the washing lines, room will be available for 0 maintenance of approximately 5 trains in the first phase and another 12 more trains in a second 2013201520202025203020352040204520502053 phase. However, station design shall take into account seasonal peak use to ensure that all station After discussions with IRSDC and Northern Railway officers regarding station capacity at components conform to a Level of Service (LOS) D during the period. Bijwasan, the estimated passenger demand has been reworked; Their indications are summarised below: Additional Increase 20% (ISRDBWCS) Point 2.2.2. SCENARIO A Year  Trains, which are planned for termination/origination at Bijwasan by N.R after 26,400 2013 52,800 51,425 2030 1,02,849 opening of new station : 14 pairs 81,091 2053 1,62,183

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The capacity of the various station areas is a percentage of the maximum practical capacity 4.2 Waiting Areas and Lounge depending on the location and usage; according to that fact several studies have been done. The Sources analysis considers the following aspects. Demand daily one way(2053) 69,000 Traffic Station OVERALL STATION: Design year horizon average peak day (DEMAND USERS CRITERA). Demand season daily one way (2053) CONCOURSES: Based on analysis of maximum number of trains alighting and detraining at peak 82,800 Traffic Station INPUTS Demand peak hour one operation (may vary depending on extent of transfer activity) (SUPPLY’TRAINS CRITERIA). way(2053) 6,900 Calculation (10%) Demand season peak hour one CIRCULATION ELEMENTS: The maximum throughput established for each passenger circulation way (2053) element (the emergency egress requirements of the station as determined by the requirements 8,280 Calculation (10%) of NFPA 130 and 101). Long Share: Distan EMUs Average waiting time(minutes) PLATFORMS: Platforms – Peak train discharge as determined by analysis (min-center platform ce two full capacity trains discharging simultaneously, min-side platform one full capacity train 4,416 2,484 Long Distance EMUs Unreserved 20% 25% 30 15 discharging) (SUPPLY’TRAINS CRITERIA) Reserved 60% 70% 15 8 1ª Class Lounge 10% 3% 15 10 Entrance/Egress- Peak hourly load as determined by analysis (minimum of 10% of average peak Executive Lounge 10% 3% 15 10 daily capacity) (DEMAND USERS CRITERIA) TOTAL Waiting Area 100% 100% Waiting Area LOS square/p The rest of Services (Ticketing/Information; Ticket Vending Machines…) have to be designed METHODOLOGY Hypothesis Unreserved C 1,.8 Manual for Standards basing normally in fixed dimensions). and Specifications for Reserved B 2.25 Railway Stations . Point 1ª Class Lounge A 2.61 4.5.4.6. Waiting Areas The following chapters show the corresponding hypothesis and results for 2053 scenario: an Lounges .2. Capacity : Table 2: Sample Calculation for Concourse Waiting Executive Lounge A+ 3 Space 4 ANALYSIS OF CAPACITY Season Peak OUTPUS Surfaces of Design Peak Hour Definitive Surface (m2) 4.1 Passenger Classification Hour Unreserved 1,074 1,031 1,074 IN THE 2053 THE FOLLOWING PASSENGERS DISTRIBUTION IS CONSIDERED Reserved 2,012 1,932 2,012 1ª Class Lounge 315 326 326 Share: Long Distance EMUs Executive Lounge 362 378 378 4,416 2,484 TOTAL Waiting Unreserved 20% 25% Area 3,764 3,667 3,791 Reserved 60% 70%

1ª Class Lounge 10% 3% According to the Station design, the available area is 10,418 square meters. Therefore, there Executive Lounge 10% 3% TOTAL Waiting Area 100% 100% won’t be capacity problems in the future.

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4.3 Circulating Areas 4.4 Ticketing Areas

Sources Sources Demand daily one way(2053) INPUTS Demand daily one way(2053) 69,000 Traffic Station INPUTS 69,000 Traffic Station Demand season daily one way (2053) Demand season daily one way (2053) 82,800 Traffic Station 82,800 Traffic Station Demand peak hour one way(2053) 6,900 Calculation (10%) Demand peak hour one way(2053) Demand season peak hour one way (2053) 8,280 Calculation (10%) 6,900 Calculation (10%) Demand season peak hour one way (2053) Average waiting 8,280 Calculation (10%) Hypothesis Share: time(minutes) Average waiting Long Long Share: time(minutes) Distance EMUs Distance EMUs Long Distance EMUs 4,416 2,484 Unreserved 20% 25% 30 15 4,416 2,484 15 8 Unreserved 20% 25% 15 15 Hypothesis Reserved 60% 70% 15 10 Reserved 60% 70% 15 15 1ª Class Lounge 10% 3% 15 10 1ª Class Lounge 10% 3% 15 15 Executive Lounge 10% 3%

Executive Lounge 10% 3% 15 15 TOTAL Waiting Area 100% 100%

TOTAL Waiting Area 100% 100% METHODOLOGY Terminal Area Allocated square meter per person

LOS A B C D E F Terminal Area Allocated square meter per person Chec-in Queue 1.71 1.53 1.35 1.17 0.99 METHODOLOGY System LOS A B C D E F Wait/Circulate 2.61 2.25 1.8 1.44 0.99 breakdo

Chec-in Queue 1.71 1.53 1.35 1.17 0.99 wn Hold room 1.35 1.17 0.99 0.81 0.54 System Wait/Circulate 2.61 2.25 1.8 1.44 0.99 breakdown Hold room 1.35 1.17 0.99 0.81 0.54 Long Distance EMUs

Mean arrival (passengers/minute) 15 18 10.35 12.42

Mean service (passengers/minute) 15 18 12 14 Time service /passengers *tincketing (minutes) 2 2 0,5 0,5 OUTPUS Surfaces of Design Peak Hour Season Peak Hour Definitive Surface (m2) Numbers of Ticketing 30 36 6 7 Mean time in queue 3.50 2.92 0.52 0.56 Mean Number of customers in the Unreserved 677 650 677 system 53 53 6 8 Reserved 1975 1896 1975 1ª Class Lounge 227 218 227 Season Definitive Executive Lounge 227 218 227 Peak OUTPUS Surfaces of Design Peak Surface TOTAL Circulate Area 3,105 2,981 3,105 Hour Hour (m2)

Unreserved 79 87 87 TOTAL According to the Station design, the available area is 11,000 square meters. Therefore, there Ticketing Area 79 87 87 won’t be capacity problems in the future.

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According to the Station design, the surface provided is 680 square meters. Therefore, there 4.6 Summary won’t be capacity problems in the future Square meters 4.5 Platforms Peak Hour Season Peak Hour Definitive Surface (m2) TOTAL Waiting Area 3,764 3,667 3,764 The capacity of platforms will assume in all instances the worst case scenario for the alighting TOTAL Circulate Area 3,105 2,981 3,105 and detraining of trains in the station. TOTAL Ticketing Area 79 87 87

 A center platform will assume two 100% capacity trains detraining and evacuating

from the platform at any given time.

 A side platform assumes one 100% capacity train detraining and evacuating from the Square meters platform at any given time 4000

3500 Source INPUTS Number of Platforms 4 3000 Type of Platform Side Platform 0 Master Plan Options 1,2,3, 2500 Centre Platform 4 2000 Length platform (m) 620 Square meters

1500

Type of 1000 Train Capacity/train (passengers ) 1,938 Calculation 500

Length train 620 Length platform 0

Length coach 24 TOTAL Waiting Area TOTAL Circulate Area TOTAL Ticketing Area

Coaches/train 25.83 Calculation Manual for Standards and Specifications Passengers/coach (100% 75 for Railway Stations . Point 4.5.4.5. capacity) Platform Area. 1 Capacity (Example) 4.7 Vertical Circulation Elements (VCE)

Manual for Standards and Specifications for Sources METHODOLOGY Railway Stations. Point 4.5.4.5. Platform Area. 1 Demand daily one way Capacity INPUTS (2053) 69,000 Traffic Station Demand sesson daily one way (2053) 82,800 Traffic Station Demand peak hour one Demand in the worst case (Passengers) 3875 Calculation according to Manual way (2053) 6,900 Calculation (10%) OUTPUTS /Centre Platform Demand season peak hou Square meter /person (LOS C) 1.8 Manual for Standards and Specifications one way (2053) 8,280 Calculation (10%) for Railway Stations. Table 3 of 4.5.3. Basement to Groundfloor/Pl Demand peak hour one Ground atforms to Allocated Space per Person in the way (2053) floor/Platforms 100% 6,900 basement 3,875 Terminal Area (Wait/Circulate) Basement to Groundfloor/Pl Width of each Platform (m) 11.25 Calculation Demand seasonal peak Ground atforms to hour one way (2053) floor/Platforms 100% 8,280 basement 4,650 According to the Station design, the width of the platforms is 12/15 m. Therefore, there won’t Demand peak hour one Groundfloor to 1st floor to way (2053) 1st floor 100% 6,900 groundfloor 100% 6,900 be capacity problems in the future. Demand seasonal peak Groundfloor to 1st floor to hour one way (2053) 1st floor 100% 8,280 groundfloor 100% 8,280

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 All the flows between floors have been considered, apart from the flows from/to the NUMBER (1 sens) CAPACITY parking VERTICAL TOTAL (without CIRCULAR STAIRS STAIRS Elevators) ELEMENTS ELEVATORS ESCALATORS ELEVATORS ESCALATORS  In all the cases, the flow has been estimated as a percentage of the flow number of NO WIDTH Daily Season Daily Season passengers at the peak hour (one direction), apart from the flow Platforms to Ground Basement to Ground 475. floor. In this case the flow is the maximum capacity of two trains arriving to the station floor/Platforms 14 24 12 2 504 1,008 2 619.2 1,483.2 1,627.2 Groundfloor/Platfo 475. at the same time when all the passengers leave them. rms to basement 14 24 12 2 504 1,008 2 619.2 1,483.2 1,627.2 Groundfloor to 1st 534. floor 12 16 9 3 432 672 6 696.6 1,206.6 1,368.6  The capacity of the system has been estimated as the addition of the capacities of 1st floor to 534. escalators and stairs. The capacity of the elevators hasn’t been considered. groundfloor 12 16 9 3 432 672 6 696.6 1,206.6 1,368.6

 In the case of the flow between Platforms and Basement, the totalcapacity has been Flow per unit width Flow per unit width estimated as the total of the capacity in two directions. In the rest of the cases, the LOS METHODOLOGY (p/m/m) (p/m/m) capacity considered has been just the capacity in one direction. A <16 16 Manual for Standards and Specifications for Railway B 16-23 23 Stations. Point 4.5.4.5. As a result of the analysis and according to the Station design we can conclude: C 23-33 33 Platform Area. 1 Capacity (Example) D 33-43 43  In all the cases the flow is lower than the capacity (F/C <0.1) E 43-56 56 F Variable Variable  In the case of the Platform-Basement Floor the operation time (2.86 minutes) is lower than the targeted time (4 minutes) according to the Manual.

Affectation passengers by ratio luggage Therefore, there won’t be capacity problems in the future. (surface free four passengers) 60% Hyphotesis Maxim Service Time (minutes) 4 Manual (4.5.4.4.) Escalator capacity (p/min) 70 Manual (4.5.4.4.) Elevator Capacity (p/min) 60 OTIS In the case Platform to Basement we have considered that all the vertical circulation elements will work in the same sens in order to evacuate people Hyphotesis

Peak Season Peak Definitive OUTPUS Service Level Hour Hour Surface (m2)

Basement to Ground floor/Platforms (F/C) 0.08 0.08 0.08 Groundfloor/Platforms to basement (minutes) 2.61 2.86 2.86 Groundfloor to 1st floor (F/C) 0.08 0.08 0.08

1st floor to groundfloor (F/C) 0.10 0.10 0.10

In the analysis of capacity of the Vertical Circulation elements the following considerations have been taken into account:

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5 PARKING REQUIREMENTS (2053) 5.1 Passenger Classifications Modal Share Train-Walk 5% Demand daily one day (2053) 69,000 Train-Bus 30% Workers 600 Train-Metro 30% INPUTS Demand daily one way including workers (2053) 69,600 Train-Airport 0% Train-Car 15% Demand season daily one way (2053) 81,091 Train-Cycle 2% Train-Tw 18% TOTAL 100% Share Hourly Arrivals (%) Stay Time (Hours)

0:01 0,0% 0 1:02 0,0% 0 5.2 Passengers Requirements of Capacity 2:03 0,0% 0 3:04 0,0% 0 The capacities shall be designed for the peak hours of the day of the maximum seasonal peak of 4:05 0,0% 0 the design year. The provision of parking bays shall depend on average parking demand and 5:06 0,0% 9 6:07 2,0% 9 turnover time and level of 7:08 5,0% 9 8:09 5,0% 9 LOS C shall be considered for future requirements. Parking accumulation survey, parking duration 9:10 5,0% 9 survey and classified traffic volume surveys at entry/exists shall be done on peak days of the 10:11 2,0% 9 week for duration of 24 hours to determine parking demand in the present condition, modal 11:12 2,0% 5 distribution of this demand in vehicle categories such as private cars, two wheelers, buses and 12:13 2,0% 5 other category of vehicles. 13:14 2,0% 4 14:15 2,0% 4 Proposed parking shall have minimum provision of parking bays as per the baseline studies and 15:16 2,0% 3 16:17 2,0% 3 maintaining Level of Service C. However, the provision of parking for peak demand shall be as 17:18 4,0% 2.5 follows, based on established peak parking demand. 18:19 10,0% 2.5 19:20 10,0% 0.5

20:21 15,0% 0.5 Arrivals Arrivals Exits Exits Exists 21:22 15,0% 0.5 PARKING CARS Hour Stay Cars (cars ) (Accumul) (Hour) (Cars) (Accumul) 22:23 10,0% 0.5 0 0 0 0 0 0 282 23:24 5,0% 0 1 0 0 1 0 0 282 TOTAL 100% 2 0 0 2 0 0 282 Average Stay time 2.79 3 0 0 3 0 0 282 4 0 0 4 0 0 282 5 0 0 14 0 0 282 6 40 40 15 0 0 322 7 99 139 16 0 0 421 8 99 238 17 0 0 520

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Arrivals Arrivals Exits Exits Exists PARKING CARS Hour Stay Cars (cars ) (Accumul) (Hour) (Cars) (Accumul) Arrivals Arrivals Exists Exits Exists PARKING TW Hour Stay Tw 9 99 337 18 0 0 619 (tw) (Accumul) (Hour) (Tw) (Accumul) NUMBERS OF BAYS 10 40 377 19 0 0 659 0 0 0 0 0 0 282 778 11 30 407 16 0 0 689 1 0 0 1 0 0 282 12 30 436 17 0 0 718 2 0 0 2 0 0 282 13 30 466 17 0 0 748 3 0 0 3 0 0 282 14 30 496 18 0 0 778 4 0 0 4 0 0 282 15 20 516 18 40 40 758 5 0 0 14 0 0 282 16 20 536 19 129 169 649 6 40 40 15 0 0 322 17 0 536 20 159 327 490 7 99 139 16 0 0 421 18 0 536 21 149 476 341 8 99 238 17 0 0 520 19 0 536 20 60 536 282 9 99 337 18 0 0 619 20 0 536 21 0 536 282 NUMBERS OF BAYS 10 40 377 19 0 0 659 21 0 536 22 0 536 282 778 11 30 407 16 0 0 689 22 0 536 23 0 536 282 12 30 436 17 0 0 718 23 0 536 23 0 536 282 13 30 466 17 0 0 748

TOTAL 536 536 14 30 496 18 0 0 778 15 20 516 18 40 40 758 16 20 536 19 129 169 649 17 40 575 20 159 327 530 18 0 575 21 149 476 381 19 0 575 20 60 536 322 20 0 575 21 40 575 282 21 0 575 22 0 575 282 22 0 575 23 0 575 282 23 0 575 23 0 575 282

TOTAL 575 575

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ANNEXURE 4 - EVACUATION IN CASE OF FIRE. CRITERIA AND CALCULATION

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1 ANALYSIS CRITERIA o Up direction: 62.6 pass/m.min. o Down direction: 71.6 pass/m.min. The applied regulation for the calculation of evacuation times and for the station design, in  In an emergency situation, all the stairs and escalators serving the platform are terms of means of egress, is NFPA 130 and its references to NFPA 101. In accordance with this susceptible to be considered as means of egress, including sevice VCEs and VCEs regulation, the main criteria taken into account are described below: coming from waiting areas to enter the platform, and normally used for departures.

 Regarding to time and travel distance restrictions for evacuation:  4 minutes or less for platform evacuation. In addition to the NFPA criteria, the Manual for Standards and Specifications for Raiway  6 minutes or less to reach a point of safety. Stations offers some indications about the preferred minimum clear distance at platform level.  100m is the maximum travel distance on the platform to a point at which a According to these advices: means of egress route leaves the platform.  Width of all means of egress and their surrounding structure (platform obstacles) on the platform have been projected so that the minimum clear distance from the edge  In relation with the number of passengers to evacuate, the most critical situation has of the platform to these obstacles shall be 2,640m. been considered:  A minimum of two side-by-side VCEs (two escalators or a stair and a escalator) shall  Train load: that of two trains, fully charged (1950 passengers each), arriving be provided as the minimum vertical circulation unit on each platform. simultaneously to the platform they serve. Since the new platforms are expected to be 600 m long, the trains arriving to the station are supposed to The following chart shows, step by step, how the full train load capacity (1950 passengers) has be 620 m long. been calculated. The data base is the length of the platform /length of the train: 620m, and  Entraininig load awaiting a train: people waiting on the platform on the peak the length of each coach (24 m). 15-minute period for the estimated scenario in 2053 (4140 passengers in each direction). Length of Length Passengers/coach Capacity of a train  One escalator in the whole station must be considered as being out of Number of coaches/ train / Length of a (100% capacity) (100% capacity) train service. of platform coach 75 pass./coach x 26 620 / 24 = 25.83 620 m. 24 m. 75 pass./coach coaches = 1950 pass. /  In connection with travel speeds, the adopted values for the different means of coaches ≈ 26 coaches. train egress are:  Corridors and ramps of 4% slope or less: 38 m/min.  Stairs, stopped escalators and ramps over 4% slope:

o Up direction: 15.24 m/min o Down direction: 18.3 m/min.

 To measure the number and width of these means of egress, the following capacities have been considered:  Corridors and ramps of 4% slope or less: 89.4 pass/m.min.  Stairs, stopped escalators and ramps over 4% slope:

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2 CALCULATION Regarding the worse scenario: Considering all the previous criteria, and beeing the length and width of each platform has been established, the number and width of stairs and escalators on each platform was Total Two trains established as it is shown on the plans, and calculated as it is demonstrated on the following Entraining load awaiting on the platform (peak 15-min) passenger load charts. First, the calculation will be applied to the narrowest platform, the one located on the load south of the station with 12 m width. 3900 pass. 4140 pass./ h x 2 directions / 60 min/h x 15 min = 2070 pass. 5970 pass.

PLATFORM PF7-PF8 (12 m)

NUMBER OF ESCALATORS per ESCALATORS’ TOTAL WIDTH EVACUATION CAPACITY OF ESCALATORS TOTAl EVACUATION CAPACITY platform UP 1 1 x 1m= 1m 55.5 pass./m.min. 55.5 pass./min DOWN 4 4 x 1m= 4m 71.6 pass./m.min. 286.4 pass./min OUT OF SERVICE 1 -- -- ESCALATORS EVACUATION CAPACITY IN 1 MIN. 342 pass. / min

ESCALATORS EVACUATION CAPACITY IN 4 MIN. 1368 pass.

Considering that 5970 passengers have to be evacuated in less than 4 minutes, the evacuation speed shall be at least 1492.5 pass/min (5970 pass./4min). Known that the evacuation speed of the stairs is the same that for escalators, we can obtain the minimum width of stairs needed to evacuate the platform in 4 minutes or less.

CALCULATION OF STAIRS’ WIDTH EVACUATION CAPACITY TO REACH 1493 pass./min EVACUATION CAPACITY OF ESCALATORS 342 pass./min NUMBER OF TOTAL WIDTH OF EVACUATION CAPACITY EVACUATION CAPACITY NEEDED IN STAIRS 1151 pass./min. STAIRS STAIRS (*) OF STAIRS per min. EVACUATION CAPACITY OF THE 2 STAIRS TO THE WAITING AREA (UP) 55.5 pass./m.min 2 3.6 m 200 EVACUATION CAPACITY OF THE 2 STAIRS UNDER WAITING AREA 71.6 pass./m.min 2 3.6 m 258 EVACUATION CAPACITY OF THE 4 STAIRS TO UNDERGROUND CORRIDORS 71.6 pass./m.min 4 9.7 m 693 (*) The width of the stairs may be different to achieve the total width, but no stair may have less than 1,12m.

Having 5 escalators in operation and a total width of stairs of 16,9 m distributed along the platform, all passengers can be evacuated in less than 4 minutes.

This without considering that, according to NFPA 130 (2010), elevators are permitted to account for part of the means of egress capacity in stations; only using 5 of the escalators and the stairs, having these a minimum of 16,9 m total width.

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The same process can be applied to the rest of the platforms.

PLATFORMS PF1-PF2, PF3-PF4 and PF5-PF6 (15 m)

NUMBER OF ESCALATORS per ESCALATORS’ TOTAL WIDTH EVACUATION CAPACITY OF ESCALATORS TOTAl EVACUATION CAPACITY platform UP 1 1 x 1m= 1m 55.5 pass./m.min. 55.5 pass./min DOWN 8 8 x 1m= 8m 71.6 pass./m.min. 572.8 pass./min OUT OF SERVICE 1 -- -- ESCALATORS EVACUATION CAPACITY IN 1 MIN. 628 pass. / min ESCALATORS EVACUATION CAPACITY IN 4 MIN. 2515 pass.

CALCULATION OF STAIRS’ WIDTH EVACUATION CAPACITY TO REACH 1493 pass./min EVACUATION CAPACITY OF ESCALATORS 628 pass./min EVACUATION CAPACITY OF NUMBER OF STAIRS TOTAL WIDTH OF STAIRS (*) EVACUATION CAPACITY NEEDED IN STAIRS 865 pass./min. STAIRS per min. EVACUATION CAPACITY OF THE 2 STAIRS TO THE WAITING AREA (UP) 55.5 pass./min 2 7.2 m 400 EVACUATION CAPACITY OF THE 2 STAIRS UNDER WAITING AREA 71.6 pass./min 2 3.6 m 258 EVACUATION CAPACITY OF THE 4 STAIRS TO UNDERGROUND CORRIDORS 71.6 pass./min 4 2.9 m 207

Having a 5 escalators in operation and a total width of stairs of 13,7 m distributed along the platform,  the remaining path till the closest exit can be considered a point of safety (in terms of all passengers could be evacuated in less than 4 minutes. Anyway, the station design proposes a with temperature and air quality) of no less than 1.80 m for all stairs along the platform.  the fire resistance of these doors provides, minimum, the time needed to reach this closest exit. The second criteria to be fulfilled is to reach a point of safety in 6 minutes or less.

Given that the travel speed through a corridor is 38 m/min., and knowing that the distance from the Since, in options 1 and 3, the travelling distances along the basement level are too long to get otside furthest VCE to these automatic doors is 63.125m, the time to get these doors, and so, to reach a the station in less than 6 minutes, the solution is to provide a point of safety on the basement level point of safety is: itself, by installating automatic doors at both ends of the underground corridors (perpendicularly to the tracks). The characteristics and fire resistance of these automatic doors should be those which guarantee at least that:

Horizontal travel speed Max. distance from VCE to point of safety Time to go through the corridor TOTAL time to reach a point of safety (6 min MAX.) 38 m/min. 63.125m 63.125m / 38 m/min = 1.66 min. 4 min (max.platform evac.time) + 1.66min = 5.66 min

Both time restrictions are accomplished in all platforms.

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ANNEXURE 5 – BOUNDARY CONSTRAINTS

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1 BOUNDARY CONSTRAINTS Pond 8901 0.89 Mohmad shahbadpur village 25605 2.56 This document contains the regulation and constraints for the development of ground transport Cremation ground-2 505 0.05 infrastructures and constructions that somehow influence the design of the station and ofthe Total land to be acquired 129125 12.91 TOTAL LAND (A+B+C) =145.88 Ha ****** entire Master Plan.

As stated before, the available railway land for the construction of the new World class station However, there are some areas that, although being out of the property, must also be at Bijwasan is 145.88 ha. Land measuring 110.07 ha has been earmarked by DDA (Delhi developed to ensure the correct development of the master plan. These areas are necessary to Development Authority) for Northern Railways; 12.91 ha are under litigation between DDA and design the accesses to the site, such as the roundabout connection with the UER II. Those areas current occupants (village, farmhouses, school, cremation yard, grace yard and approximately are marked in blue in the picture below. 22.90 ha of land abutting this plot under existing main line will also be available for development. However, according to the land survey demarcation 109.57 ha of plot is only established at ground for development as Taj Vivanta Hotel and DMRC depot may have occupied some part of the plot.

AREA STATEMENT Sq.m Hect. A Area under road /main line 229000 22.9

B Land acquired from dda by nr 1095795 109.58 For the development of Bijwasan World Class station there are some constraints which need to

Land under litigation be considered from the initial design stages. Govt .girls sr sec school 24267 2.43 Grave yard 4806 0.48 C Cremation ground-1 5299 0.53 Anup narang farm 17014 1.7 Chawla&jain narang farm 21218 2.12 Govt. Boys sr. Sec school 21510 2.15

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Two existing stations will be affected by the construction of New Bijwasan World Class Station: the current Bijwasan station and Shahabad Mohammadpur station. They will be demolished after the new Bijwasan station is built.

1.3 Railway Land boundary towards Airport and existing road situated between boundary and railway line

Railway Land boundary is just close to the existing Main Line. The existing road situated between Airport boundary and railway Line links the UER II with Shahabad Mohammadpur village.

Any development in this Area needs to be approved by DDA and the Airport Authority.

1.4 UER-II highway

The site is transversally crossed by the Urban Extension Road II (UER II), which is a 100 m ROW road in Dwarka sector. The UER II road was built to improve connectivity between Dwarka and 1.1 Airport Land and Air Funnel the rest of Delhi and also to take the load off Delhi’s arterial roads. It is a very prominent road and connects Dwarka to NH-8 and NH-10. The UER II road is also the primary access road to the Due to its location, the PROJECT must be coherent with the constraints imposed by the nearby Dwarka Sector 21 Metro Station and the Indira Gandhi International Airport. airport, Indira Gandhi International Airport, considering not only the current configuration of the airport but also its development in the short, medium, long and ultimate terms. This road crosses under the existing Delhi-Rewari railway line through a Road Underpass Bridge (RUB). The need to respect the vertical clearance of this road jeopardizes considerably the The main constraints imposed by the airport that might affect the PROJECT are: design of the track layout in the future Bijwasan station.  Height limitations 1.5 Drain from airport  Radio-electrical limitations There is a drain which runs parallel to UER-II. Its functionality needs to be respected.  Noise impact

 Safety concerns 1.6 Underground Metro Lines and their proposed extensions

The details of these are developed in a specific Annexure called Airport Constraints. Exiting Dwarka-21 Metro terminal is adjacent to the Site. Metro Line 3 and the Airport Metro Link end in this station. A future extension to Gurgaon at IFFCO Chowk is in study. DMRC has 1.2 Existing Mainline Alignment prepared a DPR and submitted it to Haryana Govt. No decision regarding construction of this The existing railway line Delhi –Jaipur has double track. Currently there is no overhead contact line or its scheduling / funding has yet been taken. line, but it will be implemented in the future. Bijwasan station has been designed considering this. The Blue Line of the Delhi Metro connects Dwarka to Noida/Anand Vihar, passing through the Central Business District (CBD) of Delhi, i.e. Connaught Place, and as well some residential and The total area under ROW/Mainline is 22.90 Ha. commercial hubs in that route.

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The Delhi Airport Metro Express (DAMEL) runs from Dwarka Sector 21 Metro station to the New Delhi Railway station, linking it with the Indira Gandhi International airport. A part of this line is underground. This metro line is also known as the Orange line of the Delhi Metro.

Since, the Blue line and the Orange line meet at the Dwarka Sector 21 Metro terminal, this metro station is already an Interchange station for commuters changing routes between the Orange line and the Blue line.

1.7 Villages and farms yet to be shifted

There are several farms and villages in Dwarka Sector-21, which cover a total area of 12.91ha.The land acquisition of these plots is under litigation between DDA and their occupants.

1.8 Drain across the plot

A natural drain across the plot needs to be respected.

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ANNEXURE 6 – SUSTAINABILITY

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1 INDIAN GREEN BUILDING COUNCIL (IGBC). DESCRIPTION I. SUSTAINABLE SITES (13 possible points)

In terms of sustainability, the criteria applied on the project is that of the Indian Green Building Prerequisite: Erosion & Sedimentation Control Required Council (IGBC). According to IGBC, “A green building is one which uses less water, optimizes energy efficiency, conserves natural resources, generates less waste and provides healthier Credit 1 Site Selection 1 point spaces for occupants, as compared to a conventional building”. This will be the key principle on Credit 2 Development Density & Community Connectivity 1 point the whole proposal. Credit 3 Brownfield Redevelopment 1 point

Credit 4.1 Alternative Transportation, Public Transportation Access 1 point

Credit 4.2 Alternatie Transportation, Alternative Fuel Refueling Stations 1 point

Credit 4.3 Alternative Transportation, Parking Capacity 1 point

Credit 5.1 Reduced Site Disturbance, Protect or Restore Open Space 1 point

Credit 5.2 Reduced Site Disturbance, Development Footprint 1 point

Credit 6.1 Stormwater Design, Quantity Control 1 point

Credit 6.2 Stormwater Design, Quality Control 1 point

Credit 7.1 Heat Island Effect Non Roof 1 point

Credit 7.2 Heat Island Effect Roof 1 point

Credit 8 Light Pollution Reduction 1 point 2 LEED CHECK LIST. INDIA CERTIFICATION LEVELS. II. WATER EFFICIENCY (6 possible points) The parameters IGBC measures are based on LEED check list, adapted to India circumstances and context. The final aim of this check list is to be awarded with the LEED Certificate. Credit 1.1 Water Efficient Landscaping: reduce by 50% 1 point

Credit 1.2 Water Efficient Landscaping. No Potable Use or No Irrigation. 1 point The factors (Credits) LEED measures in India can be grouped into 6 chapters. Besides these Credits, some Prerequisites on each chapter are required to get the LEED Certificate. Credit 2.1 Water Efficiency in Air-conditioning System: reduce by 50% 1 point

Credit 3 Innovative Wastewater Technologies. 1 point During the check process, each Credit is assigned a score (points), so that the highest the final score is, the most prestigious the LEED Certification is awarded. Credit 4.1 Water Use Rrduction: 20% reduction. 1 point

Credit 4.2 Water Use Reduction: 30% reduction. 1 point The following charts resume the Credits and Prerequisites which are measured according to LEED check list. The third column gathers the maximum score for each credit.

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III. ENERGY & ATMOSPHERE (17 possible points) V. INDOOR ENVIRONMENTAL QUALITY (15 possible points)

Prerequisite 1: Fundamental Building Systems Commissioning Required Prerequisite 1: Minimum Indoor Air Quality (IAQ) Performance Required

Prerequisite 2: Minimum Energy Performance Required Prerequisite 2: Environmental Tobacco Smoke (ETS) Control Required

Prerequisite 3: CFC Reduction in HVAC & R Equipment Required Credit 1 Outdoor Air Delivery Monitoring 1 point

Credit 1.1 Optimize Energy Performance: 20% New / 10% Existing 2 points Credit 2 Increased Ventilation 1 point

Credit 1.2 Optimize Energy Performance: 30% New / 20% Existing 2 points Credit 3 Construction IAQ Management Plans 2 points

Credit 1.3 Optimize Energy Performance: 40% New / 30% Existing 2 points Credit 4 Low-emiting Materials 4 points

Credit 1.4 Optimize Energy Performance: 50% New / 40% Existing 2 points Credit 5 Indoor Chemical & Pollutant Source Control 1 point

Credit 1.5 Optimize Energy Performance: 60% New / 50% Existing 2 points Credit 6 Controlability of Systems 2 points

Credit 2.1 Renewable Energy: 2.5% 1 point Credit 7 Thermal Comfort 2 points

Credit 2.2 Renewable Energy: 5% 1 point Credit 8 Daylight & Views 2 points

Credit 2.3 Renewable Energy: 7.5% 1 point

Credit 3 Additional Commissioning 1 point VI. INNOVATION & DESIGN PROCESS (5 possible points) Credit 4 Ozone Depletion 1 point

Credit 5 Measurement & Verification 1 point Credit 1 Innovation in Design 4 points

Credit 6 Green Power: 50% 1 point Credit 2 LEED® Accrediteed Proffesional 1 point

3 THE RESULT: LEED CERTIFICATION IV. MATERIALS & RESOURCES (13 possible points) Once the check list above is measured, the LEED certification is awarded. Depending on the

Prerequisite 1: Storage & Collection of Recyclables Required obtained score, the Centification is classified into levels, as follows:

Credit 1 Building Reuse 3 points Rating Points Credit 2 Construction Waste Management 2 points LEED- Certified 26-32 Credit 3 Resource Reuse 2 points LEED- Silver 33-38 Credit 4 Recycled Content 2 points LEED- Gold 39-51 Credit 5 Local/Regional Materials 2 points LEED- Platinum 52-69 Credit 6 Rapidly Renewable Materials 1 point

Credit 7 Certified Wood 1 point

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ANNEXURE 7 – AIRPORT CONSTRAINTS

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1 CONTENT The obstacle limitation surfaces that have been officially established for Delhi airport have not been available. As preliminary information, it can be considered that the more stringent height This document contains the regulation and constraints for the development of ground transport limitation at the area of the PROJECT will be that one imposed by the "approach surface" of infrastructures and constructions in the vicinity of Delhi Indira Gandhi International Airport. runway 11, the "take-off climb surface" of runway 29, the "transitional surface" of runway 11-29 Bijwasan New Delhi Railway Station, considered as a development of ground transport and the "inner horizontal surface" of the airport, as defined in the India's CIVIL AVIATION infrastructures, including constructions, is planned at the west side of Delhi Indira Gandhi REQUIREMENTS SECTION 4, AERODROME STANDARDS & AIR TRAFFIC SERVICES, SERIES B, International Airport, just in front of threshold 11. It is thereafter referred to as "the PROJECT". AERODROME FACILITIES, PART I, AERODROME DESIGN AND OPERATIONS, chapter 4 (http://www.dgca.nic.in/cars/B4B-B1.pdf) and based on the information taken from Delhi Due to its location, the PROJECT must be coherent with the constraints imposed by the nearby airport's AIP http://www.aai.aero/public_notices/aaisite_test/eAIP/PUB/2012-04- airport, considering not only the current configuration of the airport but also its development in 01/html/index-en-GB.html). These are defined in the next figure. the short, medium, long and ultimate terms.

The main constraints imposed by the airport that might affect the PROJECT are:

 Height limitations  Radio-electrical limitations A B  Noise impact

2 HEIGHT LIMITATIONS

Aiming at maintaining the airspace around aerodromes free from obstacles so as to permit the intended airplane operations at the aerodromes to be conducted safely and to prevent the aerodromes from becoming unusable by the growth of obstacles around the aerodromes, international and national civil aviation regulations (which are usually coincident) require that the height of any artificial obstacles (such as buildings, trees, electrical lines, traffic panels, vehicles, ...) must not exceed some imaginary tridimensional surfaces, called "obstacle limitation surfaces", which are defined with respect to the runways of the airport and extend beyond the limits of the airport.

The characteristics of the obstacle limitation surfaces for each airport are usually defined by the The national civil aviation authority should be approached to obtain the obstacle limitation national civil aviation authority, which also controls that no infringements of these surfaces are surfaces that have been officially established for Delhi airport, to discuss any infringement of produced at any time. Note that the obstacle limitation surfaces are defined for both the these surfaces by the PROJECT and to apply for the authorization of the infringements. current layout of the airport and the future layout as defined by the planned development of the airport. National regulations (either/both aviation or land-planning) usually establish the height Taking into account the described heigh limitations, an influence zone has been delimitated for limitations, the procedure to apply for authorization of new obstacles in the vicinity of the Bijwasan masterplan area, similar for every masterplan option development. airports, and the procedure in case of failing to observe the regulations. The following plans represent graphically the affected area by the airplane funnel.

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3 RADIO-ELECTRICAL LIMITATIONS 4 NOISE IMPACT Aiming at maintaining the airspace around aerodromes free from obstacles which might interfere National or local regulations usually regulate the uses of lands in the vicinity of an airport with the signals of the radio-electrical air navigation aids, international and national civil aviation respect to the noise level originated by the operation of the aircraft. regulations (which are usually coincident) require that any artificial obstacles (such as buildings, trees, electrical lines, traffic panels, vehicles, ...) are located outside some specific areas, The allowable uses of lands are usually established on the basis of the airport noise contours. called "critical areas", or their characteristics are limited if they are located inside other specific The noise contours also provide input data to define the sound insulation requirements of the areas, called "sensitive areas". constructions in the vicinity of the airport.

The characteristics of the critical and sensitive areas for each airport are usually defined by the The noise contours are usually defined by the national civil aviation authority and made national civil aviation authority, which also controls that no infringements of these areas are available to the local land-planning authorities. Note that the noise contours are defined for produced at any time. Note that the critical and sensitive areas are defined for both the current both the current layout of the airport and the future layout as defined by the planned layout of the airport and the future layout as defined by the planned development of the development of the airport. airport. The noise contours that have been officially established for Delhi airport have not been National regulations (either/both aviation or land-planning) usually establish the location and available. As a preliminary information, based on similar experiences, it is expected that the height limitations, the procedure to apply for authorization of new obstacles in the vicinity of noise level (equivalent continued sound level) might reach up to 65 dBA right behind the runway the airports, and the procedure in case of failing to observe the regulations. extension centerline and no less than 45 dBA in most of the area of the PROJECT.

The critical and sensitive areas that have been officially established for Delhi airport have not The local land-planning authority should be approached to obtain the noise contours that have been available. As preliminary information, it is estimated that the critical and sensitive areas been officially established for Delhi airport and the regulations for uses of land, to discuss any will not reach the area of the PROJECT, however, the PROJECT might produce interferences to infringement by the PROJECT and to apply for the authorization of the infringements. the radio-electrical signals of the ILS for threshold 11. 5 USEFUL REFERENCES The national civil aviation authority should be approached to obtain the critical and sensitive Master Plan. Source: http://www.newdelhiairport.in/master-plan.aspx. Date: unknown. areas that have been officially established for Delhi airport, to discuss any infringement of these areas by the PROJECT as well as the possible interferences to the radio-electrical signals of the AIP. Source: http://www.aai.aero/public_notices/aaisite_test/eAIP/PUB/2012-04- air navigation aids, and to apply for the authorization of the infringements. 01/html/index-en-GB.html. Date: 2007.

Demolition of obstructions caused by buildings and trees etc.) Rules. Source: http://www.dgca.nic.in/rules/car-ind.htm. Date: unknown.

Civil Aviation Requirements Section 4, Aerodrome Standards & Air Traffic Services, Series B, Aerodrome Facilities, Part I, Aerodrome Design And Operations, Chapter 4. Source: http://www.dgca.nic.in/cars/B4B-B1.pdf. Date: presumably up-to-date.

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ANNEXURE 8 – COMMUNICATION WITH DELHI DEVELOPMENT AUTHORITY

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ANNEXURE 9 NORTHERN RAILWAY LETTER NO. 10-W/0/IRSDC/POLICY/LOOSE/BIJWASAN, DATED 02-01-2014

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