MULTI-MODAL TRANSIT HUB

THESIS REPORT
Submitted by

NIKHIL JOHN
in partial fulfillment for the award of the degree
of

BACHELOR OF ARCHITECTURE
IN
ARCHITECTURE

McGANS OOTY SCHOOL OF ARCHITECTURE

ANNA UNIVERSITY : CHENNAI 600 025

JANUARY 2016

ANNA UNIVERSITY : CHENNAI 600 025

BONAFIDE CERTIFICATE

Certified that this project report MULTI-MODAL TRANSIT HUB is the

bonafide work of NIKHIL JOHN who carried out the project work under my
supervision.

Ar. ASHOAK PATIL

HEAD OF THE DEPARTMENT

Ar. SHARAN GOUDAR

THESIS GUIDE

CONTENTS
I.

INTRODUCTION ................................................................................................................................ 4

II.

STUDY AREA ..................................................................................................................................... 5

A.

EXISTING STATUS ........................................................................................................................ 5

B.

NEED FOR THE PROJECT............................................................................................................. 5

III.

AIMS AND OBJECTIVES .............................................................................................................. 6

IV.

LITERATURE REVIEW ............................................................... Error! Bookmark not defined.

V.

CASE STUDIES ................................................................................................................................. 11

A.

LIVE CASE STUDY ...................................................................................................................... 11

1.

KASHMERE GATE TRANSIT HUB, NEW DELHI ................................................................ 11

2.

ANAND VIHAR TRANSIT HUB, NEW DELHI ..................................................................... 15

B.

VI.

LITERATURE CASE STUDY ...................................................................................................... 17

1.

CENTRAL STATION, BERLIN ................................................................................................ 17

2.

ORIENTE STATION, LISBON ................................................................................................. 21

BIBLIOGRAPHY ........................................................................................................................... 25

I.

INTRODUCTION

Transportation is one of the most important requirements for the aid of communication from one
place to other for visiting purpose or in the sense of tourism. A number of factors like the
convenience from one place to the other, promotion of tourism, for communication between
places etc. Have predicted the importance of planning such as roadways industries in the absence
of bus terminals.
Transportation system improves the social, economic, industrial and commercial progress and
further transforms the society into an organized one. It is one of the essential services, vital force
for determining the direction of development. To achieve the desired transportation balance and
for the system to be efficient, it is essential to provide organized facilities in the system.
As transportation is concerned with the movement between origin and destination involves the
movement of people and goods, there is need for an access point in the system for use.
Kochi, on the south west coast of India, is undoubtedly the commercial and industrial capital of
Kerala. Right from the early years, Kochi has had cultural and trade relations with the outside
world. She has also experienced pulsating episodes of European colonial rivalry. With its allweather natural harbor, serene backwater, beautiful lagoons, wooded isles, and a magnificent
seascape, Kochi is known all over the world as the Queen of the Arabian Sea.
Kochi has become the center of Kerala's development with global geographical advantages.
Global industries such as Information Technology, Bio-Technology and Tourism, and also in
areas like Multi Modal Transport Linkages, and logistics. The Kochi Port and the economic
activities associated with it form the major economic base of Kochi.
Kochi is one of the fastest growing cities in Asia. Kochi has taken its place in the first 20 smart
cities in India. The Smart City Project, Special Economic Zone (SEZ), IT hub (Info park), Kochi
Seaport, makes it a very favorable city for job opportunities. Like any other Metropolitan city,
Kochis roads are also becoming highly congested. The transport network is limping due to
enormous growth of vehicles, especially the public preferring two wheelers and cars over the
public transport system. There is a need for a faster and world class transport system to get
people to use the public transport over private vehicles. Kochi being a city blessed with
backwaters, which is well connected with almost all parts of the city, inland waterways of the
city can be developed into a cost efficient and faster mode of transport. Kochi metro has brought
in a hope for a huge change in the future of the city, by improving the connectivity and travel
time. The convergence of roads, railways, waterways, airways and the port to make Multi-modal
transit hubs at different and desired localities for an efficient transit system to satisfy the basic
needs of the public and their movement through the city for various desired destinations.

II.

STUDY AREA
A.

EXISTING STATUS
At present Kochi is undergoing a major facelift in its design to make up for the
urban sprawl and traffic issues that happened during the past few years due to the
major development that has happened. KSRTC bus terminal has been acting as a
local bus halt for KSRTC City buses, under JNNURM and as an Interstate bus
terminal for both the KSRTC buses as well as other state buses like TNSTC /
SETC and KSRTC (Karnataka). Kochi Metro phase I is under construction
which starts from Aluva, passes through the city, Edapally, M.G Road, Vytilla
and ends in Petta. New roads, bypasss, railway over bridges, flyovers are the few
infrastructure development projects happening in Kochi. NH-47 that passes
through Kochi city, got a bypass which cuts through from edapally to Aroor, has
made a major change in the traffic flow into the city, but all the Interstate buses
still goes into the KSRTC bus terminal.

B.

NEED FOR THE PROJECT

To avoid traffic congestion and make up for a better and smooth flow of traffic in
the city, there is a need for a transit hub out of the city, probably in the bypass so
that, people dont have to take their cars and travel into the city through the
traffic, to change their mode of transport. The ISBT also need to be moved to the
suburbs of the city, to reduce unnecessary traffic into the city. Another advantage
for Kochi city is that, it is one among the few cities that is blessed with a inland
waterway that is connected to all parts of the city, this in turn is an advantage for a
cheaper and a single travel experience. Kochi Metro is another mode of transport
that is under construction and will make for a faster and world class transport
system, all of these modes can be joined at a point that can be made as a transport
interchange hub. This in turn makes it a necessity to have the hub at a point where
waterways, metro line and roadways (bypass) meet.

III. AIMS AND OBJECTIVES

AIM:
Designing a Multi-modal Transport Hub for Kochi.
OBJECTIVES:

To examine the feasibility of establishing transport hubs to integrate the urban multimodal transportation network to distribute traffic effectively in order improve the traffic
safety and time savings with inclusive traffic planning of all modes of transportation by
promoting the efficiency, fluency and service level of public transport.

The study also promotes the use of various public modes of transport, like BRTS, Metro
and Inland waterways to discourage the vehicular traffic, congesting the roads.

To enable the establishment of quality focused multimodal transport system to provide a

single journey experience.

To Co-coordinate the use of different modes and their proper integration for efficiency
and cost effectiveness of interchange.

To evaluate the access, circulation of the transport modes and to ensure that the modes
are compatible and the facility can operate effectively.

It's important to ensure that the design does not pose physical barriers for movement
between different modes by the commuters.

To ensure there is easy, safe and secured pedestrian access in and out of the hub.

It describes an approach to planning, building and operating the transportation system,

emphasizes optimal utilization of transportation resources and connections between
modes.

One of the objectives of an intermodal transit interchange is to minimize the cost and
inconvenience of changing transit systems by the commuter.

SCOPE:

Inland waterways connecting different parts of the city

Metro connectivity
Bus Rapid Transport System
Interstate Bus
Railway connectivity
Easy transfer between different modes of transport
Commercial complex

LIMITATIONS:

Planning all these modes of Transport in such a way it can meet at some point inside the
city where a hub can be formed.
When planning for an existing city, there is a need to tackle all the present issues, and
think into the future about upcoming projects by the state as well as the central
government.

IV. SITE STUDY

SITE LOCATION
Site is Located in Vyttila, Kochi right next to Vyttila junction and is located adjacent to the NH
47 Bypass which is 6 lane road, as well as the SH 15 which is of 2 lanes.
It is also adjacent to the Champakara canal, which is a part of the National Waterways 3.
The railway route toward Kottayam passes through Vyttila and has a station proposed for later,
which will have link to the mobility hub.
The Site can be easily accessed by vehicles coming from the other districts without getting into
the city, and thereby reducing the traffic and decongesting the city.
ACCESS TO THE SITE
Currently it has its Entrance from the NH 47 Bypass and Exits to the SH 15.
One can also access the site via waterways through the Champakkara Canal.
CLIMATE
The Site has a Moderate Climate with Annual temperature varying from 20-35C.
Predominant winds from the South-west and Micro level winds from the river.
Total Site Area: 25 Acre 77.38 Cents.
Geography: Flat Land with waterbody on 2 sides of the site.
Soil Type: Alluvial Soil

EXISTING CONDITION
PHASE 1:

A Bus Terminal and a trial Ferry Station already exists on site.

Waiting area for people to wait for their buses are provided in each bay.
The entrance to the bus terminal is from Kaniyambuzha Road and exits to the SH 15
(Ettumanoor Ernakulam road)
There is a petrol bunk at the entrance of the terminal.
The Ferry Station is right after bay 13, which has a pedestrian path, as well as a path for 2
wheelers, which can be taken in the ferry.
There is a separate area for the buses to halt until their next trip.
An auto stand, under the Kerala traffic police, also functions adjacent to the bus terminal.
Waiting area for people to wait for their buses are provided in each bay.
The entrance to the bus terminal is from Kaniyambuzha Road and exits to the SH 15
(Ettumanoor Ernakulam road)
There is a petrol bunk at the entrance of the terminal.
The Ferry Station is right after bay 13, which has a pedestrian path, as well as a path for 2
wheelers, which can be taken in the ferry.
There is a separate area for the buses to halt until their next trip.
An auto stand, under the Kerala traffic police, also functions adjacent to the bus terminal.

Ferry Station at Vyttila Mobility hub

PARKING
On the Kaniyambuzha road, which enters from the NH 47, at Vyttila Junction has parking lot
which accommodates cycles, motorbikes, auto rickshaws, and cars. Which is right at the center
point to the 1st and 2nd phase.

Parking at Vyttila Mobility hub

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V.

CASE STUDIES
A.

LIVE CASE STUDY

1.

KASHMERE GATE, NEW DELHI

BACKGROUND
The ISBT Kashmere gate, Delhi is designed by V.P Dhamija. The construction of the terminal
began in 1969 and it ended in 1973.The site for the terminal was chosen based on different
criteria. Firstly it is located at the intersection of national highways NH-1 NH-24 which can carry
about 60% of the passengers, traffic to Delhi. Its site on the ring road, which runs all around
Delhi and is connected to all national highways and thus easily accessible. Also the site is in
close proximity to the old Delhi railway station. The location was further justified due to its less
dispersal cost of the intercity passengers as the concentration of the population was then in old
Delhi and in the residential colonies in the north of Delhi.
DESIGN PRINCIPLES
The main concept on which the ISBT at Kashmere gate was designed are:

Segregation of Bus and other modes of traffic in terms of entry points and circulation
Segregation of alighting and boarding platform for faster operation and easy
management.
Segregation of on coming and outgoing passengers at two levels.
Segregation of different types of activities with terminal Quitting at different levels.

PUBLIC UTILITY SERVICES IN I.S.B.T:

Drinking water taps and coolers

Separate toilet facilities for ladies and gents.
First aid facility for 24Hrs.
Police post and bank.
Clock room, porter, parking, and taxi scooter stand.
Cabins for distribution of tickets.
Office accommodation for the transporters.
Public address system.
Shops, counters, trolley have been allotted for all general purpose.

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ACTIVITY CHARACTERISTICS

A person entering the terminal enters the waiting hall in 1st floor which acts as focus.
General enquiry counter is located in the centre of entrance foyer and help in directing
the passengers.
There is a constant commotion on the departure lounge; since is a conflict between the
passengers and the people crowded around disorganized kiosks.

CIRCULATION SYSTEM

The-designer has primarily succeeded in achieving the segregation of inter-city and

intra-city movement.
Because of the flyover along with all its loops the traffic movement outside the bus
terminus has become very complex. A major conflicts point of the weaving vehicles is
observed in front of the entry point of the terminal in the boulevard road.

FACILITIES

The terminal was designed to offer most of the facilities a modern interstate bus terminal
should provide.
These facilities include lifts, shops, parking, complaint boxes, cloak room, post office,
police post, restaurants, control room, telegraph office, city bus service, taxi, auto stand,
information inquiry, I.S.D and S.T.D phones.
State bank of India and M.T.N.L. office lack of maintenance has taken its toll on most of
the facilities and some of these facilities have all together change in their appearance or
have become totally defunct.
These include the Tonga stands, the dabha block, the taxi stand and the intercity bus
stand. Moreover with the coming of the M.R.T.S the I.S.B.T has achieve the status of a
complete multi-model terminal point. One drawback of the up gradation is the
encroachment on the terminal site by the flyover for the M.R.T.S. which has replaced
some of the facilities completely

ADEQUATE SPACE UTILIZATION

The space used for most of the facilities is inadequate the congestion occurring in some specific
areas is due to

The passengers handle in excess of designed capacity.

growing up of large no. of stalls in departure lounge
the area over the departure lounge, the area m front of the ticket booths and waiting area
and in the entrance lounge is underutilized
the clock room is also inadequate in terms of the standards of space
the sub way which is meant for dispersal of incoming passenger has been closed
12

The overhead corridor which was designed to facilitate direct passenger access to the
intra-city bus bays is seldom used.

IDENTIFYING THE PROBLEMS AT BUS TERMINAL - ISBT, KASHMERE GATE

The problem are identified through the primary studies and observations at the terminal those are
as follows.

it is found that a major conflict point at exist gate

The bus fee collecting system at exit cause problem to wait the buses at exit gate (min2,
max 8min) so buses queue length is being increasing due to the delay at exit gate.
The circulation area is being jammed due to the delay at exit gate, Due to this lots of
manpower is requiring controlling the bus movement.
Bus drivers and conductors are the person who is creating the problem at exit gate,
boarding passengers at exit gate, buses are getting delayed and increasing the queue
length at circulation area.

PROBLEMS LINKED WITH EXIT GATE OF THE TERMINAL

Passenger Entry is 40% from the exit gate so there is a problem for pedestrian and
vehicular conflict
Pedestrian crossing in front of exit gate it is been creating a problem for buses in the peak
time who are exiting from the bus terminal so and pedestrian conflict occurs at the place
also.
In weekend Saturday & Sunday the passengers are entering and forming the queues till
the circulation.

PROBLEMS WITH PASSENGERS TO LOCATE FACILITIES

Problem is to locating the facilities is taking long time if its a regular passenger its not
even take 2 min to locate , but for new persons it is a confusing condition at terminal due
to improper signages improper information systems and invisibility of signages.
No proper waiting halls.
Not able to locate facilities.
No organized shops and facilities.
Language problem at information counter.
At ticket counters fetching tickets during peak hour is taking so long time (max 15min)
No enquiry counters at Departure area, there are required at departure block.
So passengers are spending less time with ticket counter foe any enquiry or any
information required.

13

PEDESTRIAN-VEHICLE CONFLICT

Hazardous condition for passengers due to lack of enforcements.

Access to the departure block is through 1st floor. Thus passengers tend to cross heavy
traffic to reach the departure block.
Foot-over Bridge connecting city-bus station and departure block is seldom used.
No proper movement of buses leads to confusion for passengers.
Incoming passengers offload on opposite side of arrival block.
Poor ventilation in arrival block.
Access to the arrival block more centrally located inviting the departing passengers.

INFERENCES AND CONCLUSION

Under the bus components these are the management areas, which are to be taken care while
designing.

Bus bay management system

Bus circulation with in the terminal
Bus parking\ idling system.
Bus scheduling system.
Bus arrival and departure control system.
There is no space for the proper bus movement in terminal so a proper movement and
circulation.
There should not be conflict between the pedestrian movement and the bus circulation
system. This area need to be studied in detail.
The terminal also helps us to analyze the various activities in the terminal and the time
spent by a passenger at the terminal.
There has been an explosion in the number of various and passengers passing through
ISBT.
There is a need for waiting rooms and retiring rooms in the complex.
These are essential in terms of high frequency of arrival and departure of buses during the
late evening and nights.

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2.

ANAND VIHAR TRANSIT HUB, NEW DELHI

BACKGROUND
Anand Vihar, ISBT and Railway Station became functional in 1996. In order to decongest the
traffic into the city.
ROADWAYS

Delhi city is considered to have the highest road density

Have a connection to NH 24
Interstate and Intra state bus facilities available
One of the important transport hub after Kashmere Gate ISBT and Sarai Kale Khan ISBT

FACILITIES

Drinking water taps and coolers

Separate toilet facilities of Ladies and Gents
First Aid facilities for 24 hours
Police Post, Bank and Post Office
Sitting chairs lights and fans facility on every platform with the automatic generate
system.
Cloak Room, Porter, PCO/STD/ISD, Parking and Taxi Scooter Tonga Stand.
Cabins for distribution of tickets.
Office Accommodation to the transporters
Public Addresses System
Shops/counters/trolleys have been allotted for all general items such as tea, juice, fruits,
eatables, Newspapers, magazines etc.

MANAGEMENT
In accordance with decision taken by Ministry of Urban Development in consultation with Delhi
Development Authority and Govt. of Delhi, Anand Vihar became functional with effect from
March, 1996. Inter State as well as local bus services are being operated from here. Day to day
functioning is managed under the control of general Manager who is subordinated by Deputy
General Manager, Accounts Officer, Executive Engineer and other staff including the
Engineering financial and administrative. Besides one estate manager is posted for each ISBT to
look after the functioning of his respective ISBT.

15

ISSUES

500m stretch between the entry point of Anand Vihar Interstate Bus Terminus (ISBT)
and the railway station on Chaudhary Charan Singh Margis a bottleneck.
More than half of the carriageway is occupied -Roadways buses.
Problem is compounded by Gramin Sewas parked randomly to attract passengers and the
hawkers dotting the area.
Footbridge in the area, is little used.
UP Roadways bus terminus -petrol pump, which caters to more than 100 vehicles in an
hour.
Three-wheelers are parked on this stretch to pick up passengers coming from the railway
station.
Drivers prefer to park on road and, that too, haphazardly.
Petrol pump, which has a contract with long-distance bus operators, can cater to only five
buses at a time, so the rest line up on the road.
It takes about 30 minutes to cross the stretch during the peak hour.

ANAND VIHAR METRO STATION

Anand Vihar will become an Interchange station with the inner ring road line. From here,
passengers will find easier connection to other lines as well as places such as Yamuna Vihar and
Mukundpur which currently do not have metro access.

ANAND VIHAR RAILWAY STATION

Density of passengers travel by local train/ EMUs is very high.

Maximum of number of passengers (mainly office goers and college students) travel by
train between Ghaziabad and Delhi (as it has a good connectivity and also a cheaper
mode of transport).
So many number of people interchange their mode of transport at Anand Vihar.
Developed to decongest the New Delhi Railway Station, Delhi Junction (Old Delhi) and
Hazrat Nizamuddin Railway Station.
Helped to relieve congestion on roads into New Delhi, reducing the load of a million
people daily entering the city.
The rail over bridge at Anand Vihar is planned as the current structure is not capable for
handling the traffic.

16

B.

LITERATURE CASE STUDY

1.

CENTRAL STATION, BERLIN

BACKGROUND

The New Berlin Hauptbahnhof designed by Von Gerkan, Marg and partners in Europes
largest and newest train stationa large cathedral of glass and steel.
Linking major lines from all directions, the berlin central station has been on the boards
for 11 years, but with typical German efficiency, was completed within two weeks of the
2006 world cup games. Yet one could say that the station has been in the planning stage
for nearly a century.
On a historical site in the Tiergarten district, west of Humboldthafen, Europes largest
train station for long-distance, regional and local transport has been constructed: the
berlin central station.
Being the largest intersection train station, it serves as an important transport centre in the
immediate proximity to the government district, and simultaneously present a lively
building complex due to its mixed-use with commercial areas and offices, integrating the
various surrounding urban environments.

PROFILE

The new central station comprises a total floor area of 175000sq m, with approximately
15000sq m reserved for shop and gastronomy, 50000sq m are provided as office space in
the arch buildings, 5,500sq m serve for operational railways use as well as 21,000sq m as
circulation area.
The platform cover an area of 32,000sq m and the garage comprises 25,000sq m.
Client: Deutsche Bahn AG
Design Team : Meinhard von Gerkan and Jurger Hillmer
Year of completion :2006

CLIMATE CONCEPTS

The underlying idea of the climate concept is the air-exchange by means of natural
ventilation. Supported by the curved form of the glass roof, the heated air in the interior
rises to the top.
Cool, fresh air is led into the building in the eaves area, whilst the warm, used air escapes
through awning windows in the ridge. Corresponding to the weather envelop concept, a
single glazing is planned for the east-west roof structure.
17

In order to achieve an improved interior climate, the glazing is completely made from
anti-sun glass.
In the area of the most effective insulation of an approximately 8.4 per cent of the roof
surface in the south is covered with photovoltaic modules, which provide additional
shading for the platform area.

GLASS ROOF STRUCTURE

The above-the-ground, curved urban railway bridges, running in an east west direction,
with a total of six tracks and three platforms located in-between, are column-free,
spanned with a lightweight shell construction, which is vaulted in three directions.
Bars of arch are positioned at a spacing of 1.50m to 1.70m in the longitudinal direction,
which together with longitudinal bars located in-between form almost square
(respectively rectangular) net modules.
Each of these modules is diagonally braced with cables and covered with glass. The
combination of vaults, longitudinal beams and diagonal cables form a shell-like structure.
The glass roof of the north-south orientation entrance hall is connected to the lateral arch
building. The vaulted glass surface of the roof is supported by 4.7m-high fish beams
resting on the external load bearing structure of the buildings.
The platform hall, 430m-long and orientation in east-west directions, is spanned with a
large, lightweight glass roof over a length of 321m. It intersects two building bas, their
location and alignment defining the north south part of the train station

CIRCULATION OF SPACE INSIDE OF THE STATION

The platform are largely of a light natural stone, and the architects chose to embed the
tracks in concrete rather than a ballast bed. This reportedly lasts longer, allows trains to
run more quietly. And requires less maintenance.
Leading into the hall is a series of slim bridges resting on tube supports of rolled and cast
steel.
On either side of the main hall stand the office blocks, 538000 square feet (500000 square
meters) of gross surface area, extending backwards and over the tracks in arch formation.
Their assembly had been n unprecedented spectacle the summer before, marked by
crowds of onlookers and a well-timed lightning storm.
Once the four bracing cores had been built and the steel work added, top section were
lowered onto each.
What the public came to see were these top halves being swung downward in a tilting
maneuver, meeting in the middle, like two gleaming, rain-lashed drawbridges, before
being secured to each side in the arch position.
The main hall itself is a vast space of glass with 28 escalators and six viewing elevators
that give a feeling of constant activity. A sweeping filigreed glass facade offers a view of
18

the plaza and park beyond, shading users with a brittle, gently curving glass canopy. The
open plan further extends the experience.
Functionally, the architecture has ensured ultimate convenience. Connections are short
and easily navigated, and all the five levels are lined with stores and restaurants, even a
hair salon.

MAJOR DESIGN AND CONSTRUCTION CHALLENGES

Set slightly apart from the main building is the exhaust tower, made from steel-framed
panels and glass blocks that glows gently at night. Underground, the construction of the
north-west train line, parking garages, and subway station proved to be another
construction challenge. With parliamentary building and their river spree close by,
extreme caution was needed while designing.
Germanys reputation for being a global leader in eco-conservation is in evidence in the
Hauptbahnhof. On the south side of the great hall 18000 (1700 square meters) of glass
panes have been integrated with 78000 transparent high performance solar cells - each a
different size, like that panes themselves. The cells are expected to produce 190 kilowatts
each, satisfying about 2 percent of the stations yearly power requirement.
The building cost came in at over US$800 million.
Integration of 300000 travelers per day changing between long-distance, suburban, and
subway lines, the project has been a major success, a one of the city takes pride in.
The Hauptbahnhofs bid to become a significant retail hub.
Articulation of space in main Arch. Building
Two 46m high building bars bridge the east-west railway track, with a lattice structure of
the facade reflecting in the lightweight appearance of the glass station halls.
The supporting steel structure of building bars is visibly positioned in front of the faced
level, consequently defining the character of the north-south station hall. The external
facade of the building bars form an architectural unity with the train station hall, as it
serves as a joint external wall on the level+_0 to +4.
In the area of the urban railway bridge, a cantilevered building structure over 87m is
realized on the levels +7 to +10.
Load transfer for the bridge element is provided via an external steel framework across
the complete bridge height, integrating external columns and beams.
The access of the train station and the building bars has taken reference from the
surrounding urban conditions.
The main address of the arch building as well as the entrance to the train station hall are
located on level 10, and therefore, on street level.
The access at each front side is via the forecourt to the north and south.

19

The building bars are both divided into two clearly separated functional areas. Primarily,
railway-related fields of commerce. Gastronomy and services are located in the lower
level +-0 and +2, as it is the case in the circulation level-1 of thev train station.
They are assigned to the roofed glass hall of the train station. From where they are
accessible.
Nine of the ten storeys of the bar buildings located above are designed for a flexible
office use.
The facade grid of 1.45m allows for a flexible division of plans small office units are
possible, as is the organization of combination or open-plan offices.
A connection of different levels through internal staircase makes a further spatial
extension of single primary users possible.

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2.

ORIENTE STATION, LISBON

INTRODUCTION

The Oriente Station, located within Parque das Nacoes, was built by Santiago Calatrava
for the Expo 98.
This Station is an architectural masterpiece. It is called an intermodal terminal because it
is divided into 3 levels with 3 different functions. On top, there is an
international/regional/local train station.
Designed by the Spanish Architect, Santiago Calatrava, its glass roof is supported by
slender 25 meter high supports resembling trees. Built at a cost of 30 billion escudos
(100 million), it has four platforms and eight tracks.
On the ground floor, public transportation such as taxis and buses are available.
Underground, you can take the Metro.
Trains arrive on the uppermost level, remain to be seen how effectively this will connect
two disparate areas, or if the tracks and the grandeur of the architecture only affirms the
expo sites insularity.
On the main tracks sit seemingly countless square pyramidal steel and glass canopies on
steel columns.
Its proportions, lightness, and articulation of forces represent Gothic, though others might
describe them more organically as glaringly white trees. The elevated railway tracks
cross above the bus station, with its floating elliptical roofs which rest on the ground on
delicate insect-like legs.
The Oriente station is an inter-modal terminal: Its facilities serve and interconnect several
forms of transport. Passengers can change between metropolitan, long and medium-haul
regional and international trains. There are connections into the underground system,
national and metropolitan buses or taxis. There is also an airport link and check-in
facilities.

SITE PLANNING AND RESPONSE TO CONTEXT

The Oriente station by Santiago Calatrava was commissioned by the city of Lisbon in
1993 after an invited competition. Its immediate goal was to serve the great number of
expected for the World Expo in 1998.
In the future the station is to set to become the main train terminal of the city, since the
growth of the Lisbon is planned towards that side of the Tagus River.
Moreover, the building that used to host the Portuguese pavilion is expected to house the
city govt., which together with other permanent buildings remaining from the expo from
part of whats is nowadays known as parque das nacoes, a new city park.
21

All of these initiatives are aimed at contributing to the creation of a new city center.
Four pavilions, including the impressive Oceanarium, remain from the expo but opposite
the station, there is now a new shopping centre, the Centro Commercial Vasco da Gama.
The site is now the home of the Feira Internacional de Lisboa (Lisbon International Trade
Fair), an exhibition center, formerly located at Alcantara near the 25 de Abril.
The key to our success, Calatrava states was the emphasis we placed, not only on
architecture but also on the city planning.

THE BUS TERMINAL

CALATRAVAS bus station has dramatic cantilever roofs, projecting far out over the
buses on either side. Characteristically, front and back canopies are of symmetrical; the
higher, more strongly projecting overhang is balance by the shallow lower one.
Transparent bubble elevator provides a direct contact to the station allowing people to
approach the busses without viewing the road.
Caldaras usual concealed lighting- lamps trained directly on the vaults or canopies from
within- will ensure that the bus station, are also bright beacons at night

ARTICULATION OF SPACE INSIDE THE TERMINAL

Structural expressiveness is explored through the various levels, through the actual mode
of exposure from two legged columns, leaning columns, columns brazenly illustrating
static forces, and canopies stretch vertical supports.
The cavernous space beneath the platform, among concrete rib-like arches, provides a
concourse, ticket and access to the underground.
The coach station and car park are protected by two glass and steel awning and are
intersected by a galled above the ground that ends at the train station.
There are two levels of underground parking. The sweeping laminated glass canopies of
the stations bus travels rise up to cover the elevated gallery that provides covered access
to the station.
This gallery, with its translucent laminated glass block paving, is treated as an axial
ordering element that through the entire complex from east to west.
Horizontal order is enhanced by the feeling of spaciousness, transparency and ease of
orientation, thanks to laminated glasses.

ARCHITECTURAL FEATURES OF THE TERMINAL

The station is made out of three self contained parts and is divided into two levels.

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The raised level hold the platforms for the trains network; the lower level connects to the
underground and the surface to the serve as an entrance to the expo ground and also to
connect with the third elements of the project, and terminal to the city.
The four platform of the train station are reached through ramps or cylindrical
glass lifts. These platforms lines of tracks.
The platform is roofed by a metal structure 25 meters high. The element solution
consists of a serial of slender pillars that split on
Consistent with the rest of Calatravas work be analogies from the natural world jump
into peoples minds: The group of pillars resemble palm trees or lilies, and in a
geometric sense it is not far from the also floral fan vaults of the British perpendicular
gothic.
The structural elements are painted white and the nerves of these so-called palms
spread out to hold a folding glass roof where geometry and organic shapes find a
synthesis in abstraction.
The sky of Lisbon is bright and the heat of the sun implacable; however the metal and
glass palms forms a short of floating oasis with a view to river, where perhaps the only
technical failing is its lack of protection from cross winds.
The gallery on an intermediary floor links all the uses and is lined with shops, exiting the
complex into the larger commercial centre under the

THE STRUCTURE AND MATERIAL OF THE TERMINAL

If the raised level stands like an oasis, the ground level is a cave, a huge manmade cavern
that shelters the movements of the people from one from of transport to the other.
And if the train platform lie somewhere within the vegetal kingdom the ticket hall
below is more animal.
The concrete arches that define the spatial structure of this space resemble the rib
structure of some extinct creature, yet their proportion and arc give an impression of
stability and lightness.
Transiting through the space there is almost no awareness of the load of trains that the
columns support.
The movement of the columns as they describe their arches makes an arresting setting
together with the hanging bridges, connecting tunnels, lifts and elevator.
The main material is concrete, the bridge parapets are made of glass, and the
pavement is the typical stonework used in the streets of Lisbon.
Metal appears again as the connection to the bus station and as the colossal
cantilevered roof that signals the gate to the expo grounds.
The span of this roof is simply mind-blowing, even after experience the rest of the
structural feats that make up the project.
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The bus station is rather straightforward in the structural sense, but no less expressive.
Perhaps the distinction of the project elements through the use of material and structure
gives to the station a strange sense of fragmentation but each of the piece is masterfully
synthetic in themselves.

INFERENCES AND CONCLUSION

This project does, however, spark a question about the relation between architecture and
society.
Through Calatravas design is aware of Lisbons landscape, the station fails to address
Lisbons idiosyncrasy.
The station has been criticized as inefficient, because the ticketing booths exist as
scattered elements all over the places is organized in a central office.
In this respect Calatravas vision was perhaps an idea more fitted to the Swiss context,
where the architect is based.
One of the jewels in the modern area of expo 98, the station, is an outstanding project of
Calatrava. It fits perfectly modern buildings that surround it, and beside the important
role it plays actual public transport network, it becomes attraction on itself.
Today it is one of Europes most comprehensive transport nodes, an important
interchanges, connecting local trains, and the underground system and providing an
airport link with check-in facilities.
This case study helps us understand the facilities of the multi-model terminal and the
movements of passenger from one mode of transport to another mode of transport to
another mode of transport.
The way Calatrava has used the structural system in the terminal is amazing and use of
such large span structures and area study.
The use of such amazing structure marks the gate way and icon to the city which every
people will love to come and spent leisure time here.
The integration of various modes of transport has been properly handled in the terminal.

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VI. BIBLIOGRAPHY
DEVELOPMENT PLAN FOR KOCHI CITY REGION 2031 (Draft)

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