Planning and Redesign of Virar Railway Station

7/26/2019 Planning and Redesign of Virar Railway Station

1/80

PLANNING AND REDESIGN OF VIRAR

RAILWAY STATION

PROJECT REPORT SUBMITTED IN PARTIAL FULFILMENT OF THE

REQUIREMENT FOR THE DEGREE OF

BACHELOR OF ENGINEERING

IN

CIVIL ENGINEERING

BY

TERANCE PEREIRA

SIDDHARTH NAIR

HARDIK RAMJIYANI

PRATIK TIWARI

UNDER THE GUIDANCE OF

Dr. S. JAYARAM

DEPARTMENT OF CIVIL ENGINEERING

ST. JOHN COLLEGE OF ENGINEERING & TECHNOLOGY, PALGHAR

UNIVERSITY OF MUMBAI


2/80

ST. JOHN COLLEGE OF ENGINEERING AND TECHNOLOGY

MANOR ROAD, PALGHAR, MAHARASHTRA

University of Mumbai

Department of Civil Engineering

CERTIFICATE

This is to certify that

Mr. Terance Pereira Mr. Siddharth Nair

Mr. Hardik Ramjiyani Mr. Pratik Tiwari

Has satisfactorily carried out and completed the Project entitled

PLANNING AND REDESIGN OF VIRAR RAILWAY

STATIONThis work is being submitted for the award of degree

of Bachelor of Engineering in Civil. It is submitted in the partial

fulfillment of the prescribed syllabus of University ofMumbai

for the academic year 2012-2013.

. ...

Internal Examiner External Examiner

. ..

Dr. S. Jayaram Dr. S. Jayaram Dr. Satish TakalikarHead of Department Project Guide Principal


3/80

ACKNOWLEDGEMENT

It gives us an immense pleasure to express our gratitude to Prof. Dr. S Jayaram, hisguidance, constant encouragement and support during the course of our work in the past

one year. We truly appreciate and value his esteemed guidance and encouragement from

the beginning to the end of this project.

We are especially thankful to Dr. Satish Takalikar, Principal, St. John College of

Engineering & Technology, for providing the necessary facilities to carry out the work

successfully.

Our sincere thanks to Er. Asir Khan, ex-faculty Civil Engineering Department, St. John

College of Engineering and Technology for providing necessary facility for our work.

We are also very thankful to Prof. Jaydeep Chougale, Civil Engineering Department

for his help and encouragement during the project. We also thank our batch mates who

have directly or indirectly helped us in our project work.

We pay our deepest gratitude with a deep sense of respect to Mr. G Kanhere (Station

Manager, Virar), Mr. L Nageshwar Rao (Chief Engineer, Works Dept.), and all the

other staff members at Western Railways, Mumbai Division for their cooperation in

providing the necessary information and guidance.


4/80

TABLE OF CONTENTS

CHAPTER TITLE PAGE

ACKNOWLEDGEMENT iii

TABLE OF CONTENTS iv

LIST OF TABLE vii

LIST OF FIGURES viii

ABSTRACT ix

1 INTRODUCTION

1.1 Introduction 1

1.2 Why Virar? 2

1.3 Commencement of Project 3

1.4 Existing Issues 4

1.5 Objectives 5

1.6 Scope 6

2 METHODOLOGY

2.1 Demographic Profile 7

2.1.1 Population Projection Techniques 8

2.2 Planning 12

2.3 Approaches to Structural Elements 14

2.4 Technology Used 16


5/80

3 ZONE 1

3.1 Importance Station Accessibility 18

3.1.1 Provision of Lanes 21

3.2 Importance of Parking Facilities 22

3.3 Parking Design Guidelines 23

3.4 Recommended Parking Provisions 24

4 ZONE 2

4.1 Station Building 27

4.1.1 Importance of Station Building 28

4.1.2 Planning of new Station Building 29

4.1.3 Creation of STAAD Model 34

4.1.4 Design of Slabs 36

4.1.5 Assigning loads to the model 46

4.1.6 Analysis and Results 51

4.1.7 Design of Foundation 52

4.2 Food Plaza 57

4.2.1 Guidelines 57

4.2.2 Proposed Food Plaza 58

4.3 Public Toilet Block 58

4.3.1 Proposed Toilet Block 59


6/80

5 ZONE 3

5.1 Importance of Platforms 61

5.2 Design Guidelines for Platforms 61

5.2.1 Capacity 62

5.2.2 Length 63

5.2.3 Width 63

5.2.4 Minimum clearances 64

5.2.5 Platform Slope 64

5.3 Modification of Platforms 1 & 2 64

5.4 Compaction 66

5.4.1 Compaction Methods 66

5.4.2 Need for compaction of platforms 67

5.4.3 Recommendations 68

6 CONCLUSION 69

REFERENCES 71


7/80

LIST OF FIGURES

FIGURE NO. TITLE PAGE NO.

2.1 Population projection by mathematical models 9

2.2 Population projection for 2021 using geometric 10

progression

2.3 Population data from 19612041 with growth rates 11

2.4 Station Zones 13

3.1 Access hierarchy for railway stations 18

3.2 Provision of lanes with respect to the station building 21

3.3 Proposed parking layout for Virar East 24

3.4 Proposed parking layout for Virar West 26

4.1 Early morning rush hour crowd at station front 27

4.2 Large queues formed at the ticket counters 28

4.3 Ground Floor Plan 30

4.4 First Floor Plan 32

4.5 Second Floor Plan 33

4.6 STAAD Model 34

4.7 STAAD Rendered 3D view 35

4.8 Depth of footing below ground level 35

4.9 Slab layout for Station Building 36

4.10 Load distribution for slabs 46

4.11 Wall load distribution for beams 47

4.12 Seismic parameters used 49

4.13 Load Combinations used 50

4.14 Analysis window 51

4.15 Footing Plans 52

4.16 Reinforcement along Z Axis 55

4.17 Unused space near the toilet block 57


8/80

4.18 Proposed Food Plaza 58

4.19 Existing Toilet Block 59

4.20 Proposed Toilet Block 60

4.21 Relocated position of Toilet Block 60

4.22 SFD, BMD (Stair Slab) 43

5.1 Revised platform after removal of curvature 65

LIST OF TABLES

TABLE NO. TITLE PAGE NO.

2.1 Population of VasaiVirar Region till 2001 8

2.2 Population projection till 2041 with growth rate 11

comparison

3.1 Driveway data for parking (Virar East) 25

4.1 Amenities on Ground Floor 30

4.2 Slab data 36

4.3 Moment and Steel calculations for Slab S1 38

4.4 Depth and Reinforcement details for slabs 41

4.5 Zone Factor Z (IS 1893:2002) 49

4.6 Summary of adjusted Pressures at Four Corners 53


9/80

ABSTRACT

A Railway station is a facility provided by the Railways where trains regularly

stop to load and unload passengers or freight. Since the station is the first point of contact

most passengers have with the railway, it should be regarded as the "shop window" for

the services provided. It should therefore be well designed, pleasing to the eye,

comfortable and convenient for the passenger as well as efficient in layout and

operation. They must be properly managed and maintained and must be operated safely.

Virar, a highly crowded station, is the last stop for local trains on the Western

Railway. At present, the only Foot over Bridge (FOB) creates a lot of chaos during peak

hours which causes inconvenience to the passengers. Moreover the bridge being

decrepit, it vibrates due to the extra load. The recently built skywalk does not connect

to the FOB which inconveniences many.

Thousands of villagers from Arnala, Aagashi, Vaitarna, Saphale, Kelve, Palghar,

Boisar and Dahanu come to Virar to gain access to the city resulting in increase thenumber of passengers day by day. This forces many passengers to cross the railway

tracks that has claimed many lives and injured innumerable people.

The current layout of the station does not allow adequate passenger circulation

on the platforms due to various obstructions like food stalls and roof columns.

Our project seeks to analyse the current plans of the station and identify the key

issues. It recommends redesigning of the basic structural elements while providing

feasible suggestions which can help in improving the existing facilities. Finally, it aims

at making the station more efficient and commuter friendly, thus bringing it on par with

modern railway stations.


10/80

1

CHAPTER 1

INTRODUCTION

1.1 INTRODUCTION

Railway stations play a vital role for passengers, non-travelling users and the

communities in which they are located. They serve the growing needs of an increasingly

mobile population and are used by a wide range of users.

Stations are primarily a means of access to the national rail. The importance of

good station design network, in turn acting as a gateway to or from other destinations.

They have become increasingly important as destinations in their own rightas places

to shop, work, or simply to meet family and friends. Most stations also function as

interchange hubs, providing connections between different transport modes.

A station is made up of several constituent parts and, from the perspective of its

users, fulfils a range of roles and functions. Typically, its customers will includecommuters, those interchanging between services and long-distance passengers or

tourists, as well as the non-travelling public.

Station designs need to cater for a broad range of activities and should be

resilient to the changing conditions experienced within a station, both during the

operational day and throughout the year. Depending on context, station design may also

need to accommodate a range of operational scenarios, such as major events, changes

to service, or adverse weather conditions. The design of a station must recognise the

differing needs and aspirations of the stations varied stakeholders and user groups. As


11/80

2

a minimum requirement all users should expect clean, efficient, accessible, reliable, safe

and legible facilities.

Railway stations and railway lines often form a barrier that results in severance

of local communities. As a result, station facilities should be designed to integrate

seamlessly with the public realm, including adjacent office buildings and shopping

facilities, and to facilitate cross-, as well as through-movement. Creating a strong

relationship between the station and its surrounding context delivers a richer and more

fulfilling environment, enhancing local character and providing a sense of place for its

users.

1.2 WHY VIRAR?

Virar is a city in Maharashtra, part of the Mumbai Metropolitan Region. It is

connected to Mumbai by rail and is managed by the Western Railways Division of the

Indian Railways. Due to its proximity to Mumbai and increasing real estate being

developed at low prices leading to affordable housing; Virar has experienced a

considerable increase in the number of people coming to work and reside in the nearby

areas.

Since Virar connects the northern parts of Maharashtra with Mumbai, it becomes

a station of prime importance. It is estimated that as of 2012 86,000 people make use of

the station every day. With population in the region only set to increase further, there is

tremendous stress on the station infrastructure to handle the influx of people.

At present, the station is unable to keep up with the ever increasing number of

commuters who travel to Mumbai, as well as industrial districts like Palghar and Boisar.

During the early morning rush hour, platforms are packed to full capacity leading to

commuters crossing the tracks. Entry and exit from the station is difficult due to the

sheer volume of people who alight from the train and people waiting to board the train

on the already narrow platforms. This has resulted in the rise of number of accidents

over the years and is thus a cause for concern.

Facilities at the station are also inadequate as there are few operating counters

which are used for booking tickets for local trains as well as long distance trains. Thisleads to the formation of large queues which then obstructs the path for people who want


12/80

3

to reach the platform. There is only one Foot over Bridge (FoB) of 2.5m width which is

used for connecting the platforms, which gets blocked during peak hours leading to

chaos amongst the commuters.

A proper planned and redesigned station is the need of the hour to ensure that

the station is integrated with its surrounding urban context help to create a thriving place

that is well designed, well built, well run, well connected, and well served, while

remaining inclusive, safe and environmentally sensitive.

1.3 COMMENCEMENT OF PROJECT

The team met with the Station Manager for Virar, Mr G. Kanhere, who then

directed them to obtain the station plans, relevant technical data from the Western

Railway Divisional Headquarters (Mumbai Division) at Mumbai Central.

At the Divisional Headquarters the team then met with the Chief Engineer

(Works Dept.) Mr L. Nageshwar Rao who was more than helpful in providing the

Master plans for the whole station.

The plans were then analysed to find the causes for the existing issues at thestation along with inputs from Mr Kanhere. Afterwards, a verification check was done

by inspecting each station element. The whole station vicinity was measured in order to

ensure that the data on the given plans and the actual measured data match.

1.4 EXISTING ISSUES

The existing issues for the station can be summarised as follows:

1.

The curvature of Platform No. 1 towards the entrance of the station restricts the

amount of space between the edge of the platform and the train. This results in a

massive block during early morning rush hours where the flow of commuters

from in and out the station is at its peak.

2. With the introduction of new local EMUs using air suspension, the height

difference between the platform and the foot board of the train has increased

considerably. This has led to increase of accidental deaths over the past few


13/80

4

years. Official reported accidents for Virar station is 8 per month with many

more going unreported.

3. Undulations in the platform as a result of improper compaction leads to injuries

amongst commuters who run to catch the train. Platform No. 1 has no proper

slope for drainage which leads to water accumulation on the surface.

4. Connectivity between Platform No. 6 and 7 with Platform No. 1 and 2 is

obstructed due to the existing Station Building.

5. Parking of two wheeler vehicles near the RPF building has resulted in blocking

of an exit point of the station. It also causes traffic issues on the main road when

the vehicle is removed.

6.

Excess space in front of the station building is wasted due to auto rickshaws

parking haphazardly resulting in difficulty for the commuter to access and exit

the station.

7. Increase in the number of food stalls has resulted in less circulation space for the

commuter. This is most likely to be seen during peak hours where people try and

board the train from the opposite side of the platform.

8. Public toilet block at the station is not adequate to keep up with the amount of

people using it. No proper ventilation provision has resulted in unhygienicconditions.

9. The area behind the public toilet block is dumped with garbage and not cleaned.

The decomposing garbage then produces odours which affects people using the

skywalk

10.Foot over Bridge connecting Platform No. 2 and 4 doubles up as a bridge

connecting Virar East and West. Due to its inadequate width the bridge becomes

jammed with commuters during peak hours.


14/80

5

1.5 OBJECTIVES

The main objectives of the project are as follows:

1.

Modification of Platforms

The extension of the platforms will ensure that more circulating space will be available

at the main entrance of the station which will be indispensable for commuter movement

during peak hours.

2. Relocation and Redesign of the Station Building

The redesigned station building will house a larger number of ticket booths which will

be able to handle the influx of people buying tickets daily. Along with the above,

provisions for facilities like separate long distance booking counters, drinking water

fountains and more will be provided.

3. Provision for a Food Court and Toilet Block

The food court inside the station will be the primary fast food outlet which will provide

the commuters with all sorts of beverages. A separate toilet block, with adequate

ventilation will be provided which will follow the pay and use system.

4. Provision for a new Parking Lot

The newly designed parking lot will reduce the number of vehicles being parked

haphazardly near the platform and around the station thereby increasing the effective

circulating area.

5. Provision of Lanes for Traffic Regulation

The new lanes will ensure that auto rickshaws will be parked according to the destination

to which the commuter wishes to go. This will improve the organisation of auto

rickshaws and refine traffic flow to and from the station.


15/80

6

1.6 SCOPE

The scope of this project is limited to the planning of the various station elements and

the redesign of the station building.

It provides recommendations for platform dimensions and vertical circulation

elements which adhere to the guidelines provided by the relevant codes.

Provisions for parking are given greater importance due to the increase in traffic over

the years and suitable recommendations have been made to ensure that the station

infrastructure keeps up with the surge of commuters.

The station building was designed from ground up to ensure provision for newfacilities.These buildings require large and clear areas unobstructed by the columns.

The large floor area provides sufficient flexibility and facility for later change in the

layout without major building alterations.

The changes recommended by the project are such that they wont hinder the regular

functioning of the station if the project is undertaken.


16/80

7

CHAPTER 2

METHODOLGY

2.1 DEMOGRAPHIC PROFILE

Long range comprehensive planning cannot be undertaken in rational and

realistic manner unless it bases itself upon the fundamental facts of population growth.

The Vasai Virar sub region has been considered as one of the growth centres in the

regional plan for Mumbai metropolitan region. Earlier Vasai Virar sub region was non

municipal towns under the functional category of industry as per census of 1971.

Such urbanization process seems to be inevitable and rather desirable because it

is a positive factor in the urban development, however, it is to be carefully channelized

to minimize its negative effects. As Vasai Virar is advantageously situated in proximity

to the Greater Mumbai, it is growing faster. Due to these factors and its demographic

characteristics are required to be studied before any population estimation.

It can be seen from the table below that there was 70% growth in the decade of

19912001. This trend is likely to continue in the light of developmental infrastructural

projects like Metro rail, Low cost housing project coming up in the region. The MCCVV

is proposing to develop the Heritage installations and also create Recreational hubs in

the area for Tourism development. Taking this into consideration the growth rate is

proposed for next decades till 2041.


17/80

8

Table 2.1: Population of VasaiVirar Region till 2001

2.1.1 POPULATION PROJECTION TECHNIQUES

The population change can occur in three ways (i) by birth (ii) by death and (iii)

by migration. Annexation of area can be considered as special form of migration.

Population forecasts are frequently obtained by preparing & summing up of separate but

related projections of natural increases and of net migration. The three methods are used

for calculating population increase.

a)Arithmetic Increase method

This method is generally applicable to large & old cities. In this method the increase of

population per decade is calculated from the past records and added to the present

population to find out population in next decade. This gives a low value and is suitable

for well settled and established communities.

b)Incremental Increase method

In this method the increment in arithmetical increase is determined from the past

decades and the average of that increment is added to the average increase. This method

increases the figures obtained by the Arithmetical increase method.


18/80

9

c) Geometrical Increase Method

In this method the percentage increase is assumed to be the rate of growth and the

average of the percentage increases is used to find out future increment in population.

This method gives much greater value and mostly applicable for growing towns and

cities having vast scope for expansion.

The Vasai Virar region is fast developing considering its nearness to the

megacity Mumbai and improvement in its connectivity to Mumbai through many

projects proposed for this region. The low cost housing project is also proposed for the

urban poor in this area. The MCCVV is proposing to develop the Heritage installations

and also create Recreational hubs in the area for Tourism development. This area hasgood shoreline suitable for water sports development.

Considering this Geometrical Increase method has been used in the population

projections for Virar region.

Fig. 2.1:Population projection by mathematical models

The decadal growth rate in population has been 58% and 70% during the last two

decades i.e., 1981-1991 and 1991-2001. As per census 2001, the population of Vasai

Virar was 702723. The projected population is 13.07 lakhs and 22.23 lakhs during 2011

and 2021 respectively.


19/80

10

Fig. 2.2:Population projection for 2021 using geometric progression

The concentration of economic activities and population in Mumbai has put

tremendous strain on the delivery of services. At the same time there has been growing

realization that there is a need for decentralization of activities so as to reduce the burden

on these cities. Looking into the imperative need to plan for development of new

township / satellite towns around million plus / large cities, it is proposed to develop

Vasai Virar Municipal Corporation into a Satellite Town/counter magnets spatially

separated from the mother city of Mumbai.

With improvement in the transport corridors and low cost housing projects for

urban poor, extra built-up space which would be generated on account by redevelopment

of old properties with higher FSI there will be increase in population of the Region.

Assuming this the population of VVSR will reach 41.67 lakhs by 2041. The

following table shows population projections for 2001 to 2041.


20/80

11

Table 2.2:Population projection till 2041 with growth rate comparison

These population projections form the basis for working out the infrastructure

requirements of the area such as water supply, sewerage system and solid waste

generation & disposal area and transportation facilities.

Fig. 2.3:Population data from 19612041 with growth rates


21/80

12

2.2 PLANNING

Accessible station design is about making places easy to use for all passengers

and station users. Users include people with visual or cognitive impairments, those in

wheelchairs, older people, people with heavy or bulky baggage, young children and their

careers, and those with bicycles. Accessible design relates to stations, their amenities,

surrounding context and information systems that support movement, use and

understanding.

The philosophy underlying signing and passenger information at stations should

be that of clarity, consistency and coherence in order to guide people through the stations

in a steady, convenient and safe manner helping to ensure station users have a positive,stress-free experience. This philosophy supports a well-planned and well laid out

station, and is integral to its design.

Comfortable, clean, well maintained stations provide an attractive environment

that protects users from uncomfortable climatic conditions and unpleasant sensory

experiences such polluted air, dirt or noise and provides users with a sense of security

and safety. Amenities should be included, where appropriate, to fulfil basic needs and

add value to the passenger experience. Amenities are features that enhance passenger

comfort, convenience and pleasure and that help to instil passenger confidence.

Provision of amenities within and around stations will offer practical advantages for

passengers and surrounding communities.

The design of station facilities and their immediate surroundings should promote

efficient operations and maintenance in an environment that is functional, comfortable

and safe. An efficient station design helps deliver a positive passenger experience,

minimises delays and disruption, supports modal integration and results in cost savings

for asset managers and station operators over the full course of a stations life.

The movement of passengers, public transport vehicles and non-users through a

station can be complex. Therefore, it is important to plan and design safe, legible and

accessible spaces that make the use of our stations intuitive, attractive and accessible for

all users.

For the purpose of planning, the station area has been divided into 3 zones as shown inthe following figure.


22/80

13

Fig. 2.4: Station Zones

The division of the station into the three zones viz. Access and Interchange,

Facilities and Platform was done so as to ensure that the planning for each zone is done

in a systematic and orderly manner.

Zone 1

Access and I nterchange:The Access and Interchange Zone is the first zonewith which the commuter comes in contact with. It consists of the station entrance,

facilities surrounding the station, the approach road and parking areas.

The main objective for planning of Zone 1 was to make it more commuter

friendly and improve access to the station at the same time ensuring that there is no

disruption to the traffic flow.

Zone 2Facil iti es Zone:The Facilities Zone is the heart of the station. It comprises of

the station building, the food plaza, the public restroom, luggage area. It is in this zone

where the commuter is provided with everything the station has to offer. The maximum

impact on the commuter occurs in this zone.

The main objective of planning Zone 2 was to ensure that the commuter is

provided with all the basic facilities that should be available. There should be ample

circulation area inside the station building, provision for drinking water and rest

benches.


23/80

14

An alternative solution to the existing number of food stalls on the platform was

provided in the form of a food plaza. A new public restroom with ample number of stalls

for both male and female commuters was planned and relocated nearer to the station

building.

Zone 3Platform Zone:The Platform Zone is the most active zone out of the three. It

is the place where people board and alight from the trains and thus is subjected to

maximum wear and tear. The curvature of the platforms and their lengths were taken

into consideration while making the necessary changes to them. A recommendation for

increasing the width of the existing foot over bridge was also made.

The main objective of planning Zone 3 was to ensure that the flow of commutersare not obstructed near the entrance of the station, to increase the heights of the platforms

and to enable the platform to keep up with the new 15 coach locals being introduced.

Although the planning objectives for each zone varies, the zones themselves are

well integrated together and provide an example of a smooth streamlined functioning of

a railway station.

Each member of the team was given a certain part of the zone for analysing and

providing recommendations for the same.

2.3 APPROACHES FOR STRUCTURAL ELEMENTS

The design of various structural members like columns, beams, slabs of concrete

along with steel trusses and columns are based on the Limit State Method. The various

formulae used for design are as per the recommended IS Codes.

The acceptable limit for the safety and serviceability requirements before failure

occurs is called a limit state. The objective of design is to achieve a structure that will

not become unfit for use with an acceptable target reliability. In other words, the

probability of a limit state being reached during its lifetime should be very low. In

general, the structure shall be designed on the basis of the most critical limit state and

shall be checked for other limit states.

Limit states are the states beyond which the structure no longer satisfies the performance

requirements specified. The limit states are classified as


24/80

15

Limit state of strength

Limit state of serviceability

For ensuring the design objectives, the design should be based on characteristicvalues for material strengths and applied loads (actions), which take into account the

probability of variations in the material strengths and in the loads to be supported. The

characteristic values should be based on statistical data, if available. Where such data is

not available, they should be based on experience.

The design values are derived from the characteristic values through the use of

partial safety factors, both for material strengths and for loads. In the absence of special

considerations, these factors should have the values given in this section according to

the material, the type of load and the limit state being considered.

As structures are more frequently begin built above around close to railways so the

problems of transmission of structure-borne sound and vibration in buildings emanating

from railways, needs to be more closely considered. Train induced vibrations go

through the buildings in two forms: vibration and noise. These vibrations might be the

result of trains passing in an unbalanced way or the result of wheel/rail roughness

contact surface. Train-induced ground borne vibrations transferred by the soil could

have destructive effects in building structures. It can also cause irritation among

residents and malfunctioning to sensitive equipment.

To satisfy the serviceability limit state criterion, a structure must remain functional

for its intended use subject to routine loading, and as such the structure must not

cause occupant discomfort under routine conditions.

A structure is deemed to satisfy the serviceability limit state when the constituentelements do not deflect by more than certain limits laid down in the building codes, the

floors fall within predetermined vibration criteria, in addition to other possible

requirements as required by the applicable building code. Examples of further

serviceability limit requirements may include crack widths in concrete, which typically

must be kept below specified dimensions.

A structure where the serviceability requirements are not met, e.g. the beams deflect

by more than the SLS limit, will not necessarily fail structurally. The purpose of SLS

requirements is to ensure that people in the structure are not unnerved by large


25/80

16

deflections of the floor, vibration caused by walking, sickened by excessive swaying of

the building during high winds and to keep beam deflections low enough to ensure that

brittle finishes on the ceiling above do not crack, affecting the appearance and longevity

of the structure.

To satisfy the ultimate limit state, the structure must not collapse when subjected to

the peak design load for which it was designed. A structure is deemed to satisfy the

ultimate limit state criterion if all factored bending, shear and tensile or compressive

stresses are below the factored resistances calculated for the section under consideration.

The factored stresses referred to are found by applying Magnification Factors to the

loads on the section. Reduction Factors are applied to determine the various factored

resistances of the section.

2.4 TECHNOLOGY USED

The project makes extensive use of use AutoCAD 2013, STAAD.Pro v8i, STAAD

Foundation Advanced v8i for planning and design of the various structural elements.

STAAD.Pro

STAAD.Pro is a comprehensive and integrated finite element analysis and

design solution, including a state-of-the-art user interface, visualization tools, and

international design codes. Capable of analysing any structure exposed to static loading,

a dynamic response, soil-structure interaction, wind, earthquake, and moving loads. It

is the premier FEM analysis and design tool for any type of project including towers,

culverts, plants, bridges, stadiums, and marine structures.

STAAD.Pro eliminates the countless man-hours required to properly load the

structure by automating the forces caused by wind, earthquakes, snow, or vehicles. In

addition, no matter what material is used or what country the structure is designed in,

STAAD.Pro can easily accommodate the design and loading requirements, including

US, European (including the Eurocodes), Nordic, Indian, and Asian codes; even special

codes like AASHTO, ASCE, IBC and the US aluminium code can be catered to.


26/80

17

AutoCAD

AutoCAD is a computer-aided design (CAD) program used for 2-D and 3-D

design and drafting. AutoCAD is developed and marketed by Autodesk Inc. and was

one of the initial CAD programs that could be executed on personal computers.

Computer-aided design (CAD), is the use of computer systems to assist in the creation,

modification, analysis, or optimization of a design.

Computer-aided drafting describes the process of creating a technical

drawing with the use of computer software. CAD software is used to increase the

productivity of the designer, improve the quality of design, improve communications

through documentation, and to create a database for manufacturing. CAD output is oftenin the form of electronic files for print or machining operations. CAD software uses

either vector based graphics to depict the objects of traditional drafting, or may also

produce raster graphics showing the overall appearance of designed objects. CAD often

involves more than just shapes.

As in the manual drafting of technical and engineering drawings, the output of

CAD must convey information, such as materials, processes, dimensions,

and tolerances, according to application-specific conventions. CAD is an

important industrial art extensively used in many applications, including automotive,

shipbuilding, and aerospace industries, industrial and architectural design, prosthetics,

and many more.

STAAD Foundation Advanced

STAAD Foundation Advanced is a comprehensive foundation design program

that offers the ability to model complex or simple footings, including those specific to

Plant facilities such as octagonal footings supporting vertical vessels, strap beam

foundations supporting horizontal vessels, ring foundations supporting tank structures,

and drilled or driven pier foundations.

Common foundations such as isolated footings, combined footings, strip footings, pile

caps, and mat foundations can also be designed for larger structures or using

parametric wizards. It provides a streamlined workflow through its integration

with STAAD.Pro and can also be used as a stand-alone program.


27/80

18

CHAPTER 3

ZONE 1

3.1 IMPORTANCE OF STATION ACCESIBILITY

Fig. 3.1:Access hierarchy for railway stations


28/80

19

Taking into account the needs of security and operational integrity, stations

should, where possible provide multiple points for pedestrian and vehicular access.

Optimising access to the station clarifies connections to services, facilities and

destinations while giving all users a greater choice of route to and from the station and

help to minimise journey times.

Since all modes of access to a station cannot be given equal priority, a hierarchy

has been established to provide a rationale for station site planning and design.

Providing access for persons with disabilities should be planned for all modes of access

and accorded the highest priority. No matter which mode of access is used, facilities

should be designed to meet the needs of mobility and sensory-impaired passengers.

Accessible design provides benefits that will often assist other passengers, such

as parents with young children in strollers or passengers traveling with luggage or other

packages, and generally optimizes conditions for pedestrians.

Pedestrians:For the safety of all transit customers, pedestrians should be provided the

highest priority in station site and access planning. Previous station planning efforts did

not always provide priority access for pedestrians.

At many existing suburban stations, pedestrians must cross bus bays, parking

lots, and vehicular lanes to reach the station entrance. For pedestrian pathways

connecting to a station site, it is generally recognized that providing a safe and

convenient walking environment that includes clear, un-fragmented, and integrated

pedestrian paths to the station will encourage more customers to walk.

Bicycles:To encourage the use of this efficient and environmental friendly mode of

access, bicycles are given priority over all motorized vehicular access. In the transit area,

bicycles have the right-of-way overuses and automobiles, but do not have the right of

way over pedestrians.

Transit: Since buses and connecting rail generate a higher share of concentrated

pedestrian activity on station sites, the transit mode should be given priority over all

other vehicular modes of access.

Kiss & Ride:Kiss and Ride facility requires proximity to a station entrance for optimum

function, it is afforded a higher access priority than Park & Ride access.


29/80

20

Park & Ride:Park and Ride facilities are generally used as all-day commuter parking.

Park & Ride is considered an important transit mode share to Metrorail and the regional

transportation system and should be accommodated.

Available parking at stations can divert drivers from the regions road system to

transit and provides an opportunity for customers to use the Metro system who may not

be able to use other modes to access a station.

However, Park & Ride provides a low share of transit riders per vehicle and can

detract from other more efficient modes of access. Therefore, Park & Ride ranks below

all other modes of access in the station access hierarchy.

Ultimately, the goal of improving station access is to better serve existing

customers while attracting additional customers by:

Enhancing the pedestrian experience with a safer and more attractive

walking environment

Maintaining a good level of service for transit access to the site for buses

and other transit vehicles

Accommodating future access needs, which include vehicular traffic

growth


30/80

21

3.1.1 PROVISION OF LANES

The entry to the station towards the west was revised providing separate

provisions for public vehicles and pedestrians.

The auto rickshaws are provided a separate entry with allocation of 4 lanes

around 2.75m wide. The 4 lanes are divided according to the specified destination

making it more efficient, faster and user friendly for the commuters as well as the

drivers.

Fig. 3.2:Provision of lanes with respect to the station building

The lanes provide an entry from the northern end of the station road and an exit

point towards the southern end. Moreover a separate entry point for the pedestrians is

also made available. This makes the working of the station more sophisticated and raises

the quality level to a greater extent.

The lanes are placed at a distance of not more than 5 to 10 m from the ticket

counter on the ground floor of the station building providing an easy access. The

location of the lanes is strictly kept adjoining the station road avoiding twists and turns

and thus saving time and achieving the goal of traffic control.

Positioning of the lanes was decided taking the following listed factors into account:-

Proximity/Access to the station building

Movement of commuters from platforms 1, 2, 3, 4 & 5 towards 6 & 7


31/80

22

Movement of commuters using the skywalk

Movement of commuters using the Food Plaza, restrooms and other

facilities.

With the introduction of these lanes the present scenario of traffic chaos can be

amalgamated making provisions for kiss and ride type of drives faster and making the

station more accessible.

3.2 IMPORTANCE OF PARKING FACILITES

Parking is more than a necessary element of larger commercial uses it merits

consideration as a distinct land use that affects travel behaviour and the

environment. Even the perception of available parking can influence mode choice and

economic competitiveness of an area.

The primary goal of parking management is to create parking availability near

businesses and restaurants so that customers can easily find a space. The perception of

a parking shortage results when drivers have difficulty finding an open parking space.

Drivers become frustrated and waste time and fuel searching for a spot.

Parking structures are expensive to build, and revenue is rarely high enough to

cover costs and debt service on the garage.

Parking management strategies, particularly pricing, lead users to "economize"

when it comes to parking. Many drivers will shift to different modes of transportation,

will drive at different times of day, or may combine trips. These actions will help to

reduce traffic congestion, roadway costs, pollution, and more.

Parking should be easy and friendly; it should not always be free. Making the

process of paying for parking as simple as possible is important. "Smart parking

technology" can provide users with a variety of payment options and options for

extending their stay.

Any changes to the surrounding street network should consider the potential

impact on transit access. Some traffic calming measures, such as street narrowing, road

closures, or chicanes, may be beneficial in some cases and improve pedestrian access,


32/80

23

but they could also impede access for transit vehicles if they are located along transit

routes.

3.3 PARKING DESIGN GUIDELINES

For the purpose of planning the new parking lots, the following guidelines were

considered:

1. Access roads should be kept to a minimum, providing the clearest, most direct

access to a site facility. Where access roads have a combined use, with bus and

automobile traffic mixed, entrance and exit conditions from each facility should

be carefully studied to minimize turning movement conflicts.

2. In addition to transit vehicle access, access for station facility, maintenance,

police, and emergency vehicles should also be considered.

3. Clearance over a roadway should conform to or exceed the minimum vertical

clearance requirements.

4. Existing road networks, traffic patterns, traffic signals, and all proposed road

improvements by others should be identified and evaluated at the outset of

design.

5. To reduce security risks to the transit facilities and to customers, access of

unauthorized vehicles into sensitive areas of the transit environment, such as

station entrance, should be restricted.

6. Vehicular access to the station site that requires or increases travel through

primarily residential or neighbourhood streets should be prohibited.

7. Providing separate access to each parking area may reduce peak rush-hour

congestion. Distinctions should be made between daily parking and short-term

parking.

8. Locate driveways to off-street parking areas on secondary streets and alleyways

to avoid conflict with transit vehicles that operate on primary streets.

9.

Parking facilities should feed pedestrians onto primary pedestrian routes and

should be located to promote retail opportunity along these routes, especially

between the station entrance and parking structures.


33/80

24

10.

Limit on-street parking and driveways at key points near the transit station that

might hinder the efficient movement of pedestrians, transit, or other vehicles

accessing any station facility.

3.4 RECOMMENDED PARKING PROVISIONS

VIRAR EAST

Virar Station being a place for regular in and outflow of passengers there was an

utter need for subtle and organised parking. Provisions for parking are provided both

towards the East as well as West of the station allowing parking for more than 105 cars

and 248 bikes. (Ref. Sheet 3)

Fig. 3.3:Proposed parking layout for Virar East

The parking towards the east facilitates 140 bikes and 75 cars to be parked at

once. The parking lot is located adjoining the subway making it feasible for the

commuters for an easy access from the subway.

The 4m wide entrance and exit points makes the parking more organised

compared to the present scenario where three are random access points creating a chaos.

Both the entry and the exit points are connected to the station road. The 80x40m parking

lot is located on the present parking area which lacks the provisions for 4 wheeler

vehicles.


34/80

25

The multiple accesses to the parking were not possible due to the proximity of

tower and other important structures present in the neighbourhood.

The provisions facilitating multiple driveways reduce the time consumption to a

great extent.

Table 3.1:Driveway data for parking (Virar East)

Sr No. Width of Driveway

(m)

Access to Driveway Type of Vehicle

1 5 Double sided 4 wheelers

2 3 Single sided 4 wheelers

3 1.8 Double sided 2 wheelers

As all the driveways being one sided the inflow and outflow within the parking lot is

expected to be smooth. Bitumen can be used as a pavement material considering its

strength and economy to be dominant over others. The parking service will be a pay and

park type taking into account the maintenance and revenue.

Expecting the population rise, this parking lot can be elevated to a multi-storey parking

building in future but as of now it provides sufficient intake.


35/80

26

VIRAR WEST

The parking facilities towards the west are provided on a 160x8.8m wide plot located

between the 4m wide station road and platform no. 6/7. (Ref. Sheet 4)

Fig. 3.4:Proposed parking layout for Virar West

The RPF Department and the guard and motorman running room were shifted to the

proposed station building making the earlier area free for parking. It provides a parking

facility for 30 cars and 108 bikes. The parking lot is of pay and park type and is provided

with multiple access points. This helps in getting a faster access to the station and

reduces traffic chaos as well. The provisions for security were provided being having

multiple access points.

A 1.2m wide walkway is provided for the commuters who intend to use this parking

system so that they avoid the use of the station road making the traffic a worst place to

survive. This parking idea is a boost considering the fact that it is located on a wasteland.

Though it does not provide parking facilities to the core it can be used as a

supplementary parking considering the development of the area around Virar in the near

future.


36/80

27

CHAPTER 4

ZONE 2

4.1 STATION BUILDING

The existing station building does not have any of the necessary facilities with

the exception of booking tickets and season passes. The position of the building is such

that it hinders the movement of people arriving on Platform No. 6 and 7, wishing to go

to Platform No. 1 or 2.

Fig. 4.1:Early morning rush hour crowd at station front


37/80

28

Due to the increasing number of people who choose to travel by rail, the existing

number of ticket counters is unable to keep up with the demand and this has led to

formation of long queues which obstruct the commuters form accessing Platform No. 4

during peak hours.

Fig. 4.2: Large queues formed at the ticket counters

4.1.1 IMPORTANCE OF STATION BUILDING

Providing high quality station environments will improve all aspects of a station

users experience. Design of high quality facilities is based on a combination of

performance, accessibility and function, all of which form an essential part of a users

experience.

Station buildings should be welcoming, safe to use, easy to navigate and

contribute positively to the overall journey experience. They should encourage users to

return and to regard rail travel as the most convenient and enjoyable way to travel. It is

important to provide a suitable balance between the front- and back of house

requirements so that passenger, operational and management needs can be met while

not interfering with each other unduly.


38/80

29

Station buildings and amenities should be designed as welcoming places where

people want to travel, shop and work. A station building fulfils a different function for

each user so it is important to minimise any conflict between these functions.

Lift and escalator locations should be positioned so that they remain in close

proximity to existing movement spaces and desire lines. This will optimise journey or

connection time for all users, reduce the risk of conflicting passenger flows and, by

avoiding isolated areas, harnesses a greater sense of safety and wellbeing for the user.

Waiting spaces include formal waiting rooms, station concourses, retail and

other amenities. These spaces provide opportunities for seating, standing and leaning.

This allows station users to dwell on the station in relative comfort for periods of time.

Ensuring there is adequate space in a stations design to meet its current and

future needs for transport operations, servicing, commercial facilities, passengers and

other users minimises delay and disruption. This enables passengers to move freely and

comfortably to/from and around the station, and accommodates future growth in

demand.

4.1.2 PLANNING OF NEW STATION BUILDING

The planning for the new station building began keeping in mind the important facilities

that are a must to be provided at every railway station.

It was decided to provide a G+2 building with all the facilities integrated within it so as

to minimize the amount of space being used at the same time ensuring that the minimum

specification for each facility is met with. Provision for a security guard booth has been

provided to check random people with suspicious luggage.

The positioning of the building was also changed to make sure that it did not obstruct

the flow of people from Platforms 6 & 7 to Platforms 1 & 2.

Planning was done completely according to the Manual for Standard and

Specifications of Railway Stations


39/80

30

GROUND FLOOR

The ground floor of the proposed station building includes the following amenities:

Table 4.1:Amenities on Ground Floor

Sr. No. Name Nos.

1 Ticket Counters 9

2 ATVM 7

3 Lifts 2

4 Emergency Room 1

Fig. 4.3:Ground Floor Plan

The ground floor has been provided with 9 ticket counters over the existing 4

and is well defined spatially and conveniently. It is located out of the main stream traffic

flow, ticket counters are easily accessible to passengers purchasing tickets or requiring

purchase related information. Booths are grouped together in continuous arrays. A

queuing area 13m deep with ample space for queuing with luggage is also provided

Ticket Vending Machines (TVM) will, in addition to dispensing tickets, provide

reservation information. All TVMs arehandicap accessible. A queuing area of 4 m


40/80

31

deep outside the zone of normal passenger circulation is provided in front of all TVMs

and Ticket Vending Counters for customer queuing.

The provision of 2 Lifts which are conveniently located for all customers,

facilitates access for the mobility impaired and the disabled. Beside the lift is the

staircase which is 2.1 m wide and has a landing width of 1.5 m, more than the minimum

standard specified. The station building is equipped with a 12,370 litre capacity water

tank to meet the needs of the passengers as well as railway staff.

Also included in the ground floor is the new Emergency Room which will be

equipped with all the necessary medical supplies in the event of an accident, with

additional facilities to transport the victim immediately to the nearest hospital. A widetwo sided door, 1.85 m in width, is provided to ensure seamless movement of medical

transport facilities like stretchers, wheelchairs etc.


41/80

32

FIRST FLOOR

Fig. 4.4:First Floor Plan

The first floor of the station building consists the following rooms:

Station Master Cabin: The room where the station manager oversees the functioning of

the whole station. It is placed on the first floor to ensure that the manager is provided

with more amount of privacy in the event of a meeting or official work.

Running Room: A running room is where the information from the control tower is

checked and the relayed further. At present the running room is situated next to the RPF

Building.

By shifting the running room to the first floor, more space was provided for parking

facilities on the western side of the station.

RPF Department: The RPF department provides security to the whole station and thus

placing the department inside the station building as opposed to a separate block ensures

much better safety standards. The RPF can respond quickly to any immediate threats in

the vicinity, inside or outside the station building.

Along with the above rooms, a separate ticket counter for long distance journeys has

been provided. The counter consists of 4 booths with ample amount of circulation space

as well as waiting areas.


42/80

33

Toilets with water closets have been provided on first and second floors with 5 stalls for

both male and female toilets. Male toilets have been provided with 3 hand wash facilities

while female toilets have been provided with 5 hand wash facilities.

SECOND FLOOR

Fig. 4.5:Second Floor Plan

The second floor consists of the following rooms:

Clerk Room: The clerk room will be used by the stations account clerk and will be

used as a room to store the financial records for the station.

Technical Department: The technical department which is currently situated a few

meters away from the end of Platform No. 5 will be shifted to the new station building.

The technical department handles all the matters in regards to the local EMUs and the

overhead wires. The inclusion of the department within the building will ensure a

smoother working with the running room department thus increasing efficiency.

Locker Rooms: Locker rooms are provided for railway staff and the RPF staff to store

their belongings.


43/80

34

Waiting Rooms: Two waiting rooms are provided, one will be for the exclusive use of

RPF staff members while the other will accommodate commuters, if the facilities on

the first floor become full.

4.1.3 CREATION OF STAAD MODEL

The technical design for the station building was done using STAAD.Pro v8i.

A grid of size 15X40m was created with spacing of 1m. The process began with

importing the AutoCAD plan into the STAAD workspace by converting it into a 3D

DXF file. After successfully importing the file, a check was done in order to ensure the

integrity of the positions of beams and columns were not compromised.

STAAD considers the joint between beams and columns as nodes. Thus after

checking for beam and column integrity, a check was performed to find orphan nodes

and delete them if required.

This basic grid forms the base of the station building model. This grid was then

repeated 3 times with different height values considering the floor to floor height.

Fig. 4.6:STAAD Model


44/80

35

Offsets were provided to the beams and columns as per the plan and was verified in the

3D rendered view of the model.

Fig. 4.7:STAAD Rendered 3D view

Columns for the foundation were set at 2 m below ground level. Supports were assigned

to the base nodes of the station building with their properties as Fixed.

Fig. 4.8:Depth of footing below ground level


45/80

36

4.1.4 DESIGN OF SLABS

The structure consists of two way slabs throughout with different end conditions as

shown below.

Fig. 4.9:Slab layout for Station Building

Table 4.2:Slab data

ATwo Adjacent Edges Discontinuous

BInterior Panel

CThree Sides Continuous (Longer Edge Discontinuous)

DThree Sides Continuous (Shorter Edge Discontinuous)

Slab

Number

Dimensions

(m)

End Condition Numbers

S1 6X5 A 4

S2 8X5 B 2

S3 6X5 B 2

S4 6X5 C 4

S5 8X5 C 4

S6 6X5 D 1

S7 8X5 A 1


46/80

37

Calculation for Slab S1is as follows:

Data:

End conditions = Two Adjacent Edges Discontinuous

Ly= 6000mm

Lx= 5000mm

Ly/ Lx= 1.2

Span / Depth Ratio = 26 (For Live Load > 3 KN/m2 & Lx > 3.5m)

Modification Factor = 1.4

Trial Depth = 137.3626374mm

Therefore, Take effective depth = 177mm

Load Calculation:

fck= 25 MPa

fy= 415MPa

Dead Load = 5 kN/Live Load = 5 kN/Floor Finishes = 1 kN/Total Load = 5+5+1 = 11 kN/Factored Load = 11 * 1.5 =16.5 kN/

dx= 177 mm

dy= 161 mm


47/80

38

Table 4.3:Moment and Steel calculations for Slab S1

X Direction Y Direction

Support Midspan Support Midspan

Description

(x,y) 0.06 0.045 0.047 0.035

Mu (x,y) 24.75 18.5625 19.3875 14.4375

Mu max 108.08505 108.08505 108.08505 108.08505

Ast 402.6903097 298.9958678 346.0380116 255.2094343

Astmin 240 240 240 240

Spacing (Main

Steel)

499.0435458 672.1163122 580.7454479 787.4317051

Spacing provided 300 300 300 300

Astprovided 669.8666667 669.8666667 669.8666667 669.8666667

Example calculation for support values:

Mu = Wu*x*Lx2

= 16.5*0.06*52

= 24.75 kNm

Mumax= 0.138 * fck* b * d2

= 0.138 *25*1000*1772


48/80

39

= 108.085 KNm > Mu safe in bending

Ast= (0.5*fck*b*dx/fy)*(1-sqrt(1-(4.6*Mu/fck*b*dx2))

= (0.5*25*1000*177/415)*(1-sqrt(1-(4.6*24.75*106/25*1000*1772)

= 402.69 mm2

Spacing = (/4*162)*1000 / Ast

= (/4*162)*1000/ 402.69

= 499.04 mm2

But according to IS 456:2000, the maximum spacing that can be provided for mainreinforcement is 300 mm.

Therefore provide 16mm @ 300mm center to center

Therefore Astprovided = (/4*162)*1000/300

= 669.866 mm2 > Ast required safe

Checks:

Check for Shear

Astprovided = 670 mm2

b = 1000mm

d = 177mm

pt = 100*Astprovided / b*d

= 100*670/1000*177

pt= 0.378531073

uc= 0.42656MPa (By Interpolation, using Table 19 IS 456:2000 Pg. 73)

K = 1.2 (IS 456:2000 Pg. 72)

Vuc= uc*K*b*d

= 90.601344 kN


49/80

40

Vud= Wu*Lx/2

= 41.25KN < Vuc safe in shear

Check for Deflection

Astrequired = 346.03 mm2

Astprovided = 670 mm2

fy= 415MPa

fs= 0.58*fy*(Astrequired/ Astprovided)

= 124.3125687

Modification factor > 2 (From Graph, IS 456:2000 Pg. 36)

Therefore use 2

Lx= 5000 mm

Minimum depth to prevent deflection = Lx/Span Depth Ratio*Modification Factor

= (5000/26*2)

= 96.15384615 mm < Provided depth safe in deflection


50/80

41

Table 4.4: Depth andReinforcement details for slabs

DESIGN OF STAIRCASE SLAB

Effective span = 0.25/2+2.5+1.5+0.25/2

= 4250 mm

d = .d = 189.73 mm

d = 189.73+25 = 214.73 250d = 25025 = 225 mm

Loading on landing part

Self-weight of slab = 0.21 25= 5.25 kN/

Floor finish = 1 kN/

Slab

No.

Dimension

(m)

Factored Load Depth

Provided

Bar

Dia.

Spacing

S1 6X5 16.5 KN/m2 200 mm 16mm 300 mm c/c

S2 8X5 16.5 KN/m2 200 mm 16mm 300 mm c/c

S3 6X5 16.5 KN/m2 200 mm 16mm 300 mm c/c

S4 6X5 16.5 KN/m2 200 mm 16mm 300 mm c/c

S5 8X5 16.5 KN/m2 200 mm 16mm 300 mm c/c

S6 6X5 16.5 KN/m2 200 mm 16mm 300 mm c/c

S7 8X5 16.5 KN/m2 200 mm 16mm 300 mm c/c


51/80

42

Live load = 5 kN/Total load = 11.25 kN/Factored load = 1.59.25= 16.875 kN/Load/m width of stair = 16.8751.5

= 25.31 kN/m

26 kN/m

Loading on going portion (flight span)

Self-weight of waist slab = 251+(R/T)= 20 0.225 1+(150/250)= 6.56 kN/

Weight of step = 12.5 R

= 12.50.15= 1.875 kN/

Floor finish = 1 kN/Live load = 5 kN/Total load = 14.44 15kN/Factor load = 22.5 kN/Load/m width of stair = 22.52.1

= 47.25 kN/m


52/80

43

Design

=( 4.25) (47.252.625) . + 1.625 (26 .

)

= 93.8kN+ (47.252.625) +(261.625) 72.48KN

Fig. 4.22:SFD, BMD (Stair Slab)

B.M = 0.138 fck93.1 10= 0.13825 1000 D = 164.27 mm < 225 mm

Ast = 0.5fckfk bd[1 1 .mu ]


53/80

44

= 0.5 10002251 1 ..

Ast = 1264.6

0.12bd100 =

.

= 270Use 20mm bars

Spacing =

= . = 248.43

200mm

prov =

= = 1570.8

Use 10mm bar for distribution steel.

Spacing = it

= = 290.88mm

250mm Providing 20mm bar at 200mm center to center as main steel

10mm bar at 250mm center to center as distribution steel


54/80

45

Check for Shear

v =

= .

v = 0.42 pt% =

100

=.

100

= 0.70

c=0.55

Check for deflection

0.58

0. 58 415 .. 193.78Modification Factor1. 33


55/80

46

4.1.5 ASSIGNING LOADS TO THE MODEL

Dead and Live Loads

The dead load includes loads that are relatively constant over time, including the weight

of the structure itself, and immovable fixtures such as walls, plasterboard or carpet.

Dead loads are also known as Permanent loads.

Live loads, or imposed loads, are temporary, of short duration, or moving. These

dynamic loads may involve considerations such as impact, momentum, vibration, slosh

dynamics of fluids, fatigue, etc.

Live loads, sometimes also referred to as probabilistic loads include all the forces that

are variable within the object's normal operation cycle not including construction or

environmental loads.

The dead and live loads were assigned as Floor Loads on the model. Floor loads

command ensures that the loads from the slabs are properly distributed to the beams

with trapezoidal distribution pattern for two way slabs and rectangular distribution for

one way slabs.

Fig. 4.10: Load distribution for slabs


56/80

47

Density of brickwork (Common burnt clay brick) was taken as 18.85 KN/m from IS 875

Part 1 and was added as a uniformly distributed load with magnitude 5.655 KN/m over

the beams.

Fig. 4.11:Wall load distribution for beams

Seismic Loads

The force produced on a structural mass owing to its acceleration, induced by an

earthquake is a seismic load. The station building being an important structure was

checked for safety against seismic loading.

IS 1893:2002 Part 1 defines the following terms used for seismic loads.

Zone:It is a factor to obtain the design spectrum depending on the perceived maximum

seismic risk characterized by Maximum Considered Earthquake (MCE) in the zone in

which the structure is located. The basic zone factors included in this standard are

reasonable estimate of effective peak ground acceleration.

Response Reducti on F actor:It is the factor by which the actual base shear force that

would be generated if the structure were to remain elastic during its response to the


57/80

48

Design Basis Earthquake (DBE) shaking, shall be reduced to obtain the design lateral

force.

Importance Factor:It is a factor used to obtain the design seismic force depending on

the functional use of the structure, characterised by hazardous consequences of its

failure, its post-earthquake functional need, historic value, or economic importance.

Damping: The effect of internal friction, imperfect elasticity of material, slipping,

sliding, etc. in reducing the amplitude of vibration and is expressed as a percentage of

critical damping.

Storey Dri ft: It is the displacement of one level relative to the other level above or

below.

Moment-Resisting Frame: It is a frame in which members and joints are capable of

resisting forces primarily by flexure.

Ordinary Moment-Resisting Frame:It is a moment-resisting frame not meeting special

detailing requirements for ductile behaviour.

The horizontal seismic coefficient Ah takes into account the location of the structure

by means of a zone factor Z, the importance of the structure by means of a factor I and

the ductility by means of a factor R. It also considers the flexibility of the structure

foundation system by means of an acceleration ratio Sa/g, which is a function of the

natural time period T. This last ratio is given in the form of a graph known as the

response spectrum. The horizontal seismic coefficient Ah is given by

Ah = ZI/2R*Sa/g

Where,

Z = Zone factor corresponding to the seismic zone obtained from a map

I = Importance factor,

R = Response reduction factor,

Sa/g = Spectral Acceleration Coefficient


58/80

49

Table 4.5:Zone Factor Z

Seismic Zone II III IV V

Seismic Intensity Low Moderate Severe Very Severe

Zone Factor 0.1 0.16 0.24 0.36

After defining the seismic loads, two new loads EQ X and EQ Z were created with

Seismic as the parameter. EQ X and EQ Z stands for earthquake loads in X and Z

direction respectively.

Fig. 4.12:Seismic parameters used

Combination Loads

According to IS 1893:2002 Part 1,

In the limit state design of reinforced and prestressed concrete structures, the following

load combinations shall be accounted for:


59/80

50

1.

1.5( DL+LL)

2. 1.2( DL+ZL+EL)

3. 1.5( DL+EL)

4.

0.9DL* 1.5EL

Fig. 4.13:Load Combinations used

Design Parameters

The design parameters were set as per regular IS 456:2000 rules with minimum and

maximum bar diameter and spacing set manually. Strength of concrete was set at

50 MPa and yield strength of steel was set at Fe 500.

Cross section of members used were as follows:

Beams: 0.6X0.3 m

Columns: 0.6X0.3 m

Plinth Beam: 0.7X0.3 m


60/80

51

4.1.6 ANALYSIS AND RESULT

All loading parameters were checked once again before analysis. The analysis was

completed successfully with two warnings and zero errors.

Fig. 4.14:Analysis window

A careful analysis of the result yielded that noneof the members to be designed failed

under allthe possible combination of loadings.

The results of the STAAD analysis are enclosed within.

Results include,

Analysis of section members

Design of RCC columns and beams

Support reactions at columns.


61/80

52

4.1.7 DESIGN OF FOUNDATION

Foundation design was performed using STAAD Foundation Advanced. Sample

calculation for Footing No. 123 is shown below.

Fig. 4.15:Footing Plans

Column Dimensions

Column Shape: Rectangular

Column Length - X (Pl): 0.600 m

Column Width - Z (Pw): 0.300 m


62/80

53

Design Parameters

Factored Load on footing: 3961.601 kN

Concrete and Rebar Properties

Unit Weight of Concrete: 25.000 kN/m3

Strength of Concrete: 50.000 N/mm2

Yield Strength of Steel: 415.000 N/mm2

Minimum Bar Size: 10

Maximum Bar Size: 32

Minimum Bar Spacing: 100.000 mm

Maximum Bar Spacing: 300.000 mm

Soil Properties

Soil Type: Drained

Unit Weight: 17.000 kN/m3

Soil Bearing Capacity: 250.000 kN/m2

Soil Bearing Capacity Type: Gross Bearing Capacity

Table 4.6:Summary of adjusted Pressures at Four Corners

Load Case

Pressure at

corner 1 (q1)

(kN/m2)

Pressure at

corner 2 (q2)

(kN/m2)

Pressure at

corner 3 (q3)

(kN/m2)

Pressure at

corner 4 (q4)

(kN/m2)

Area offooting in

uplift (Au)

(m2)

5 176.2870 244.3152 244.9055 176.8772 0.000

5 176.2870 244.3152 244.9055 176.8772 0.000

5 176.2870 244.3152 244.9055 176.8772 0.000

5 176.2870 244.3152 244.9055 176.8772 0.000


63/80

54

If Auis zero, there is no uplift and no pressure adjustment is necessary. Otherwise, to

account for uplift, areas of negative pressure will be set to zero and the pressure will

be redistributed to remaining corners.

Check Trial Depth against moment (w.r.t. X Axis)

Critical Load Case = #5

Effective Depth = = 0.880m

Governing moment (Mu) = 2236.807kNm

As Per IS 456 2000 ANNEX G G-1.1C

Limiting Factor1 (Kumax) == 0.479107

Limiting Factor2 (Rumax) = = 6888.582291kN/m2

Limit Moment Of Resistance (Mumax) == 24538.338897kNm

Mu


64/80

55

Shear Force(S) = 1231.551kN

Shear Stress(Tv) = 304.236996kN/m2

Percentage Of Steel(Pt) = 0.1703

As Per IS 456 2000 Clause 40 Table 19

Shear Strength Of Concrete(Tc) = 317.897kN/m2

Tv< Tchence, safe

Check Trial Depth for two way shear


Shear Force(S) = 4088.871kN

Shear Stress(Tv) = 883.373kN/m2

As Per IS 456 2000 Clause 31.6.3.1

Ks= = 1.000

Shear Strength(Tc)= = 1767.7670kN/m2

Ksx Tc = 1767.7670kN/m2

Tv


65/80

56

For moment w.r.t. X Axis (Mx)

As Per IS 456 2000 Clause 26.5.2.1


Minimum Area of Steel (Astmin) = 5177.760mm2

Calculated Area of Steel (Ast) = 7144.895mm2

Provided Area of Steel (Ast,Provided) = 7144.895mm2

Astmin


66/80

57

4.2 FOOD PLAZA

Right next to the public restroom is land which is used as a garden, but one in

which commuters are not allowed. It also serves as a dumping area for wastes generated.

This area was considered to be ideal for the location of the food plaza due to its

proximity to the station entrance and connectivity to the platforms.

Fig. 4.17:Unused space near the toilet block

The Manual for Standard and Specifications of Railway Stationsgives the following

guidelines for the provision of a food plaza at the station.

4.2.1 GUIDELINES

Main food preparation facilities will be near the washing lines however the station will

need to accommodate the following:

1. Provide on departure concourse a minimum of 4 food kiosks; 5.5 square meters

in size for hot take away, hot and cold food and beverage.

2.

Provide on departure concourse a 465 square meter food plaza with a with a

275 square meter food preparation area.

3. On the platform provide 6 catering stalls 5.5 square meters in size for through

trains. End platforms can have 5 stalls.


67/80

58

4.2.2 PROPOSED FOOD PLAZA

Fig. 4.18:Proposed Food Plaza

The new food plaza will be located at the present unused garden area along with

partial portion of the current toilet block. It will occupy 464 m2of area with 6 serving

counters and will have provisions to seat a maximum of 112 people at any given time.

The close proximity to the skywalk and entrance will ensure that the commuters

will be able to access it easily. The large serving counters will reduce the need for food

stalls on the platforms thereby increasing the circulation space for commuters

4.3 PUBLIC TOILET BLOCK

The current public restroom is located near the entrance of the station closer to

the Virar Skywalk.

The amount of stalls and sewage disposal facilities are inadequate for a station

like Virar which handles large volume of people every day. Ventilation provisions

are not properly functional which results in spread of pungent odour and causes

unhygienic conditions.

The proximity of the toilet block to the edge of Platform disrupts the flow of

commuters during peak hours.


68/80

59

4.3.1 PROPOSED PUBLIC TOILET BLOCK

The proposed public toilet will be located at a distance of 15 metres from

proposed station building towards Platform No.6.

There will be 11 water closets for the ladies washroom and 6 water closets with

7 urinals for the mens washroom. The increase in the number of stalls over the current

provisions will ensure that a larger number of commuters can access the toilets.

Fig. 4.19:Existing Toilet Block


69/80

60

Fig. 4.20:Proposed Toilet Block

A duct for ventilation will be provided in the partition walls which will ensure there is

proper natural ventilation for the toilet block.

The relocation of the toilet block will benefit commuters as they will have a much

more easy access to it without interrupting the flow of commuter traffic.

Fig. 4.21:Relocated position of Toilet Block


70/80

61

CHAPTER 5

ZONE 3

5.1 IMPORTANCE OF PLATFORMS

The platform area is where customers access trains. The platform area must

facilitate multiple customer circulation functions: circulation along the platform,

boarding and alighting trains, queuing at the platform edge while waiting for a train,

queuing at Vertical Circulation Elements (VCEs), runoff at VCEs, and waiting at

benches or rest areas. Because of these complexand often conflictingcirculation

characteristics, overcrowding on the platform may create uncomfortable or dangerous

situations where customers are crowded near the platform edge. Therefore, sizing station

platforms is critical and designers should err on the side of safety when determining the

size of the station platform.

5.2 DESIGN GUIDELINES FOR PLATFORMS

The following principles should be applied to the design of station platforms:

a) All elements of the platform area must support safe customer circulation and access

to the trains.

b) The design of the platform must minimize the need for customers to make decisions

that may cause unnecessary hesitation while circulating.


71/80

62

Because platforms are typically crowded and subject to customer surges and cross-

flows, pausing customers can cause circulation problems for all patrons. The design of

the platform must vehicles near the points where VCEs intersect the platform.

c) Facilitate the clearing of the platform as soon as possible.

d) Platform access points and VCEs should be situated to encourage balanced vehicle

loading and unloading.

e) Visual obstructions should be minimized and alcoves or other hidden areas on the

platform avoided for orientation, safety, and security reasons.

f) The platform areas should not contain any ancillary or non-transit functions (e.g.,

vending or concessions) that may obstruct, inhibit, or impede customer circulation.

g) The path of emergency egress along the platform must be clearly delineated and lead

as directly as possible to an area of safety.

h) It is preferred that the track alignment in the station area be straight and parallel to

the platform edge

5.2.1 CAPACITY

The capacity of platforms will assume in all instances the worst case scenario for the

lighting and detraining of trains in a station. 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 platform

at any given time. Evacuation for the purposes of fire safety does not need to consider

operational alighting and detraining flow.

However, the station capacity analysis model should identify these distinct requirements

that have passengers coming from and going to different concourses and apportion the

VCEs accordingly. Following is a sample calculation for the determining of platform

size and number of VCEs required to safely evacuate a center platform and shall be

taken as a minimum requirement and issues of passenger flow should be factored

accordingly to ensure adequate capacity for normal peak operation irrespective of

emergency evacuation capacity.


72/80

63

Platform capacity: 24 coaches x 75 persons/coach x 2 2,304

Evacuation time: 4 min maximum

VCEs

(2)1.12m escalators 0.555p/mm-min 1,009

(3)1.12m stairs 0.555p/mm-min 1,514

Total capacity 2,523

Minimum exits 100m maximum travel, 600m platform 4

5.2.2 LENGTH

Platform length is typically determined by the length of the longest train anticipated for

the station (e.g., a 24-coach train at 22.5m per coach with a 22m engine at each end will

require at least a 584 m platform) plus 4.5 m or as directed by Indian Railways.

5.2.3 WIDTH

Platform width is typically determined by several factors:

a) The width of any VCEs located within the length of the platform.

b) An architecturally preferred minimum 2.640 m clear distance to any obstruction, such

as a VCE, from the platform edge. This distance includes the .609 m wide platform

safety edge, a 1.725 m clear passage for customers circulating along the platform length,

and a .13 m buffer zone along the length of the obstruction. Where a platform edge

rubbing strip is employed, the width of the rub strip shall not be included within the

preferred minimum clear distance and the edge of the platform shall be measured from

the inside edge of the rubbing. The rub strip will not be included as part of the .609 m

width of the platform safety edge.

c) Station patronage and emergency exiting requirements.

d) Space requirements as determined by Level of Service requirements.

The total width of the platform is equal to the sum of these factors.


73/80

64

5.2.4 MINIMUM CLEARENCES AT PLATFORMS

a) The preferred minimum clearance from the platform edge to any fixed obstruction at

any point along the platform shall be 2.640 m.

b) Provide a .792 m deep clear area at track level beneath the platform edge.

c) In center platform stations, provide a .609 m wide clear area outside the dynamic

envelope of the train along the station wall opposite the platform edge. In side platform

stations, provide a .609 m wide clear area outside the dynamic envelope of the train

between the two tracks.

5.2.5 PLATFORM SLOPE

The platform shall be sloped to the platform edge to insure positive drainage, to

ensure safety, and to prevent wheeled devices from rolling off the platform edge. The

typical slope employed for drainage will be 1%.

The maximum longitudinal slope (along the length) of the platform is 0.5%

(0.3% preferred) as dictated by the track alignment. The preferred maximum allowable

cross-slope (perpendicular to its length) of the platform is 1.5%. The maximum

allowable cross-slope is 2%. If platform edge doors are provided, the platform shall

slope away from the platform edge and platform floor drains shall be provided.

5.3 MODIFICATION OF PLATFORMS 1 & 2

It is seen that Platforms No. 1 and 2 have a certain degree curvature, which

extends approximately to 22 m in length.

This causes reduction in the amount of space which is available to enter/exit

the station. This is seen in the figure below.


74/80

65

The current position of the Platform No. 2 with respect to the station building

results in reduction of circulation space and causes inconvenience for the commuters.

After observing the availability of spaces at the ends of platforms it was found

that there was enough space for extension of Platform No. 1 & 2 towards Nalasopara

side.

According to the guidelines provided by Indian Railways, it preferred that the

tracks and the platform remain parallel to each other. T

Planning and Redesign of Virar Railway Station

Documents

Transcript of Planning and Redesign of Virar Railway Station