.

REDEVELOPMENT OF
AHMEDABAD
JUNCTION
From rails to road: A multimodal transit hub for efficient
last-mile connectivity in Ahmedabad

MR. PARV DIVYESH PATEL

2021096
Dr. BALIRAM HIRAY COLLEGE OF ARCHITECTURE
Affiliated to University of Mumbai

DISSERTATION ON
REDEVELOPMENT OF AHMEDABAD JUNCTION:
A MULTIMODAL TRANSIT HUB

SUBMITTED BY
MR. PARV DIVYESH PATEL

UNDER THE GUIDANCE OF

Prof. (Ar.) PARESH KAPADIA

IN PARTIAL FULFILMENT OF
BACHELOR OF ARCHITECTURE (2025-26)

UNIVERSITY NUMBER
2021096
 CERTIFICATE

It is certified that the work content in the dissertation title

REDEVELOPMENT OF AHMEDABAD JUNCTION

: A MULTIMODAL TRANSIT HUB
By

MR. PARV DIVYESH PATEL

has been carried out under my supervision for a degree in fulfilment of requirement for
Award of

Bachelor of Architecture, of University of Mumbai.

Prof. (Ar.) PARESH KAPADIA

Thesis guide

Prof. (Ar.) SUNIL MAGDUM

Principal

Dr. Baliram Hiray College of Architecture, Mumbai

REDEVELOPMENT OF AHMEDABAD JUNCTION INTRODUCTION

1 INTRODUCTION

1.1 BACKGROUND

Figure 1 First ever train in the world (source -sbdepotmuseum.com)

Since the beginning of humankind, the history of civilization is interlinked with the
history of movement. The fundamental need to travel, explore, trade, and survive has
contributed the development of societies in terms of economy and culture. Long
before technology emerged humans relied on their physical ability to travel through
large areas, hunt food, and create migration routes. Over time, invention replaced
necessity, and human mobility started to change the environments in which people
lived.

The development of the wheel in Mesopotamia around 3500 BCE is one of the first
major innovations in the transport technology. Alongside this innovation, the
development of rafts and dugout canoes enabled human beings to use rivers and
coastlines for commerce and intercultural exchange. With the domestication of
camels, horses, and oxen, these animals, in turn, became integral components of
mobility, driving the carts and chariots that characterized early land transport.
As civilisations grew, structured transportation networks were built, such as the Silk
Road and the finely engineered Roman roads, laying down the physical and symbolic
foundations of connected civilization.

in the 18th century, Industrial Revolution came with another transformation. The
invention of the steam engine, coupled with metal rails, gave a birth to a new mode of

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REDEVELOPMENT OF AHMEDABAD JUNCTION INTRODUCTION

transport known as railway that was not only mechanically advanced but also
revolutionary in its socio-economic impact. When railways were first built, they
changed the speed of trades, transformed the boundaries of travel, and restructured
the physical links between cities. Humans could now travel great distances at
previously unattained speeds and with predictable consistency, eliminating the
dependence on animal labour, or natural waterways.

In the 21st century,

Multimodal transportation
systems are ruling the world
which incorporate roadways,
railways, airways, waterways,
and non-motorized transport.
Although each mode has a
distinct function in the urban
and regional context, a city's
connectivity and liveability
are determined by how well
they joined together. Among
these, ground-based
transportation still dominates
in urban movement, with
roadways and railways
Figure 2 Illustration of a Multimodal Transit Ecosystem: Seamless
integration of railway, bus, taxi, micro-mobility, and pedestrian serving as the twin routes that
infrastructure. (source- Propulsion Québec | En route - Overview) carry a significant portion of a
city's population and the
goods.

railways emerge as structured, high-capacity systems designed to manage mass

movement efficiently over both long and short distances. While roads offer
flexibility, but it is rails which provide scale, consistency, and energy efficiency all
of which are especially important considering the rapidly growing urban
population. However, there
often occurs a lack of
integration in these two
systems integrations. Traffic
congestion, difficult
accessibility, and underuse of
space are caused by
disconnected transit networks,
chaotic junctions, and
ineffective station designs,
particularly at major junctions.

The first steam-powered

passenger railway in history
Figure 3 first steam powered passenger railway in 1825 (source - was established between
https://www.alamy.com/) Stockton and Darlington in

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REDEVELOPMENT OF AHMEDABAD JUNCTION INTRODUCTION

1825 as a result of economic needs in early Britain during the nineteenth century.
From there, the railway system quickly expanded throughout the Europe, North
America, and the colonies, representing modernization and strength. The railway
was one of the most important inventions in human history because of its capacity to
link together regions, facilitate large-scale logistics, and influence urban growth.

When railways arrived in India in 1853, the first trip between Mumbai and Thane
represented the beginning of a system that would eventually become one of the
largest in the world. Railways were first built by the British mainly for resource
extraction, military transportation, and administrative control, but they eventually
became essential to India's post-colonial nation-building attempt. Indian Railways
became more than just infrastructure; it became a socioeconomic lifeline that
connected isolated villages to urban centres, allowed labour migration, and
supported trade between states.

Yet, despite all of this background, Indian railway stations particularly the older
intersections frequently fail to satisfy the requirements of modern urban mobility.
Many of these crucial centres suffer from ageing infrastructure, disconnected
transport links, a lack of intermodal connections, poor accessibility, and
unsatisfactory passenger amenities. The effects are not only physical but also urban,
affecting public space, commercial development, traffic patterns, and land use.

A key example of this urban challenge is Ahmedabad, the largest city in Gujarat, India
and a UNESCO World Heritage City. Ahmedabad Railway Junction, also called
Kalupur Station, is an essential transportation hub between western India and the
rest of the country and is situated in the state's commercial and cultural centre. The
Ahmedabad Metro, BRTS, AMTS, state bus services, national rail lines and unofficial
modes of transportation like taxis and cars all overlap there. However, because of
insufficient user infrastructure, outdated spatial planning, and weak integration of
different transport model this strategic position is still largely underutilised. Instead
of being a true multimodal hub, the station is presently a divided transit node.
Movement becomes less efficient and less enjoyable when there is a lack of smooth
pedestrian circulation, poor interconnectivity between modes, no real-time
wayfinding, limited public space, and poor accessibility for people with disabilities.
Additionally, the potential for transit-oriented development (TOD) around the
station remains unexplored, leaving a valuable urban opportunity unaddressed.

Major rail junction redevelopment is becoming a national necessity as India

embraces a new wave of technological advancement under programs like Gati
Shakti, Smart Cities, and Viksit Bharat@2047. These areas are now more than just
places where people arrive and depart, they are integrated centres of commerce,
culture, and mobility as well as indicators of neighbourhood pride and regional
spirit.

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REDEVELOPMENT OF AHMEDABAD JUNCTION INTRODUCTION

1.2 NEED

Figure 4 Glimpse of traffic jam caused by private vehicles producing CO2 emission (AI generated)

The need for integrated, sustainable, and effective Multimodal transportation

systems is greater than ever as Indian cities grow quickly. One of Gujarat's biggest
cities, Ahmedabad, is experiencing worsening air quality, more traffic, and a greater
reliance on automobiles owned by individuals. Between 2010 and 2020, the number
of registered motor vehicles in the city grew by over 36%, greatly increasing local
pollution and fossil fuel consumption. The transportation sector in Ahmedabad uses
almost 40% of fossil fuels, and it is responsible for 13.5% of India's CO₂ emissions
nationwide, according to the Gujarat Pollution Control Board (IEA, 2021).

Even though there are several public transportation options, including rickshaws,
AMTS, BRTS, GSRTC, and Metro, commuting is complicated and ineffective due to
their lack of functional and physical integration. Many people are forced to use their
own cars due to the disconnected nature of these services, which exacerbates traffic
and raises emissions. Although the Ahmedabad Metro has created a new level of
opportunity, it runs the risk of being unused if it is not strategically connected to the
current systems.

The Ahmedabad Junction railway station, which handles more than 150 trains and
more than 120,000 passengers every day, is at the heart of this problem. However, the
station lacks environmentally sensitive infrastructure, effective interchange
facilities, and sufficient last-mile connectivity. Its outdated design makes it
impossible to facilitate multimodal integration or offer smooth transitions between
various transportation options.

The concept of a Multimodal Transit Hub (MMTH) becomes essential in this situation.
Making Ahmedabad Junction a MMTH would enable smooth transitions between

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REDEVELOPMENT OF AHMEDABAD JUNCTION INTRODUCTION

BRTS, metro, railways, and other modes. By encouraging commuters to use public
transport instead of private vehicles, MMTHs have been demonstrated to
significantly lower carbon emissions worldwide. even a 10% modal shift from
private to public transport could eliminate up to 12 million tons of CO₂ emissions
annually.

Low-carbon urban development would also benefit from the incorporation of green
infrastructure, such as rainwater harvesting, energy-efficient buildings, solar
lighting, and pedestrian walkways with shade. Such a transformation is urgently
needed as Ahmedabad grows and upgrades, not only to improve mobility but also to
meet the city's climate goals, enhance quality of life, and guarantee long-term
sustainability.

Figure 5 Depicts Pie chart diagram of CO₂ Emissions Sector-wise and Within Transportation (Author)

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REDEVELOPMENT OF AHMEDABAD JUNCTION INTRODUCTION

1.3 JUSTIFICATION

Figure 6 Official tender for Redevelopment of Ahmedabad junction (source -

https://rlda.indianrailways.gov.in/uploads/ NIT_TW_Ahmedabad.pdf)

Ahmedabad Junction's redevelopment as a Multimodal Transit Hub (MMTH) is more

than just an academic and design proposal; it is also a practical necessity based on
real-time government efforts. The Indian government, through the Indian Railway
Stations Development Corporation (IRSDC) and later the Rail Land Development
Authority (RLDA), has already issued tenders and begun plans for the station's

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comprehensive redevelopment. The Amrit Bharat Station Scheme, which aims to

modernise major Indian stations to meet international standards of mobility,
accessibility, and sustainability, has chosen Ahmedabad Junction as one of the major
stations to be renovated. This ongoing project highlights how timely and relevant this
thesis is.

With over 120,000 passengers passing through each day and connections to regional,
national and freight corridors, Ahmedabad Junction is one of Gujarat's busiest and
most strategically located railway stations. Despite the high volume of traffic, the
station lacks the functional integration and physical infrastructure required for a
seamless multimodal experience. Longer commutes, commuter discomfort, and
increased private vehicular traffic in the surrounding areas are caused by the
railway terminal's lack of connectivity to other important urban transportation
options, such as the Ahmedabad Metro, GSRTC bus terminals, AMTS, BRTS, and
intermediate paratransit (rickshaws and taxis).

The city is already experiencing increased vehicle congestion, the use of fossil fuels,
and CO2 emissions. Given that transport accounts for nearly 40% of Ahmedabad's
local fossil fuel consumption and more than 13.5% of India's carbon emissions, a lack
of effective, connected transit nodes is a significant impediment to sustainable urban
mobility. A Multimodal Transit Hub (MMTH) encourages the use of public
transportation while reducing reliance on private automobiles. Cities worldwide
that have implemented MMTHs have seen 20-30% reductions in travel time and up to
25% modal shifts from private to public transport.

This redevelopment has the potential to

revive the surrounding neighbourhoods
economically. By incorporating green
infrastructure, mixed-use planning, and
transit-oriented development (TOD)
principles, the station area has the potential
to attract investment, raise land values, and
create jobs. In terms of society, it promotes
inclusive design, which results in safer and
easier-to-use infrastructure for women,
children, the elderly, and people with
disabilities.

Finally, this thesis is not only theoretical, but

also reflects actual change as a result of the
ongoing tender and government-backed
redevelopment plan. Using Ahmedabad
Junction as a live model, it allows for an in-
depth examination of how architectural
Figure 7 News article for tender issued by RLDA design, urban planning, and policy
(https://www.moneycontrol.com/news/business) frameworks can collaborate to address the
pressing issues of mobility, sustainability, and
urban growth in modern India.

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REDEVELOPMENT OF AHMEDABAD JUNCTION INTRODUCTION

1.4 AIM
To redevelop Ahmedabad Rail Junction (Kalupur Station) as an integrated mobility
hub that improves last-mile connectivity and enhances user friendly experience.

1.5 OBJECTIVES
1. To analyse Ahmedabad Junction's existing infrastructure and functional
challenges, identifying operational, accessibility, and spatial problems that
hamper effective multimodal integration.

2. To design Ahmedabad Rail Junction as a hub for integrated mobility,

integrating different modes of transportation (such as paratransit, BRTS,
AMTS, metro, and railways) into a single integrated system.

3. To enhance last-mile connectivity which reduces transfer time and improve

modal shift potential through interconnected transit hub

4. To enhance the user experience by using people-centred design techniques

that emphasise universal design principles, safety, accessibility, convenience,
and aesthetics

1.6 SCOPE
1. focuses on Ahmedabad Junction's (Kalupur Station) redevelopment from an
architectural and urban design perspective.
2. promotes the integration of several modes of transportation, such as
paratransit systems, BRTS, AMTS, metro, and railroads.
3. emphasizes enhancing the commuter experience through convenience, safety,
wayfinding, and accessibility.
4. examines smart mobility interventions, universal access, and sustainable
design techniques in the station neighbourhood.

1.7 DELIMITATIONS
1. Scope of Study – Focus is on architectural and urban design aspects; financing
and policy details are excluded.
2. Geographical Focus – Restricted to Ahmedabad Junction and its immediate
precinct; case studies are only benchmarks.
3. Methodology – Based mainly on secondary data and limited field visits; no
large-scale surveys or economics studies.
4. Design Depth – Proposals remain conceptual; detailed structural and
construction solutions are outside the scope.
5. Stakeholder & Regulatory – No direct stakeholder consultations or detailed
legal/land acquisition analysis undertaken.
6. Economic, Environmental & Technological – Cost feasibility, EIA, and
technical detailing of smart systems are excluded.

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1.8 LIMITATIONS

1. Time Constraints – Limited by the academic calendar, long-term studies and

phased planning could not be included.
2. Data Availability – Detailed datasets from Indian Railways were not fully
accessible; reliance was on secondary sources.
3. Restricted Field Access – Access to operational and service areas was limited,
restricting direct observation.
4. Technical Detailing – Structural, mechanical, and construction-level
detailing were beyond the scope.
5. Stakeholder Interaction – Direct consultations with authorities and users
were limited; perspectives are drawn mainly from reports.
6. Dynamic Urban Context – Rapid urban development in Ahmedabad may alter
some assumptions in the study.

1.9 RESEARCH METHODOLOGY

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2 CASE STUDIES

Figure 10 India Map highlighting Figure 9 Maharashtra Map highlighting Figure 8 Mumbai map
Maharashtra (Google Maps) Mumbai (Google Maps) (Google Maps)

2.1 MUMBAI: MULTIMODAL MEGACITY

SHAPING TRANSIT FUTURES
Mumbai, the capital of Maharashtra, is not only
India's financial hub but also a critical node in
the country's transport infrastructure. As the
city's population and economic activity grow,
its transport systems must adapt to meet the
increasing demands for mobility, accessibility,
and resilience. The metropolis' spatial growth
has shifted significantly towards
decentralisation, with suburban districts
absorbing an increasing share of residential
and commercial development. In such a
rapidly expanding urban fabric, robust,
flexible, and integrated transport hubs are
required to ensure seamless interconnectivity
across diverse regions.
Mumbai's transportation network is an
excellent example of large-scale multimodal
integration, with various modes of
transportation like suburban (local) railway,
metro, bus, taxi, and pedestrian infrastructure
are intricately linked within key urban nodes.
Figure 11 Mumbai Map showing suburban railways, The suburban railway system, operated by the
metro & mono rail network spread Western Railway (WR), Central Railway (CR),
(https://www.google.co.in/maps) edited by (Author) and Harbour Line (HR), remains the city's
primary mode of transportation, carrying over
7.5 million passengers per day as of March

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2025. The Mumbai Metropolitan Region Development Authority (MMRDA) is

responsible for the city's metro infrastructure. The Versova-Andheri-Ghatkopar
(VAG) Metro Line 1 is particularly important in providing high-speed, last-mile
connectivity along critical east-west corridors.
The city's transit ecosystem also includes a large network of buses operated by BEST,
MSRTC, and TMT, which provide intra-city, inter-suburban, and trans-regional
connectivity to nearby urban areas such as Thane and Navi Mumbai. These are
supplemented by para-transit modes such as auto-rickshaws and taxis, as well as
pedestrian-friendly infrastructure like skywalks and foot overbridges, which
improve walkability and ease of transfer across congested vehicular corridors.
Within this layered and interconnected framework, two major transit hubs of
Andheri Station and Chhatrapati Shivaji Maharaj Terminus (CSMT) stand out as
examples of multimodal convergence and operational efficiency. Andheri's
seamless integration of suburban rail, Metro Line 1, and bus terminals represents
effective strategies for vertical circulation, intermodal transfer, and space
optimisation in a dense urban setting. On the other hand, CSMT, a historic terminus
with UNESCO World Heritage status, embodies the adaptive reuse and
modernisation of legacy infrastructure, where long-distance, suburban rail, and
intra-city buses operate in tandem amid a highly congested urban core.
Together, these two stations provide critical insights into the design and operation of
next-generation multimodal transportation hubs. Their structural layouts,
passenger handling strategies, and intermodal linkages can help to shape the
Ahmedabad Junction Redevelopment, ensuring that it is not only efficient but also
resilient, user-centric, and contextually responsive.

2.2 CASE STUDY OF ANDHERI RAILWAY STATION, MUMBAI

2.2.1 Background & Introduction

Andheri, located in the western suburbs of Mumbai, is one of the city’s most
significant urban nodes both demographically and infrastructurally. Andheri, which
is strategically located in the centre of the historic island city and increasingly
urbanising of Greater Mumbai. Andheri has developed as a major interchange point
in the region's transport network. Andheri, spans a combined area of approximately
47.2 km² with K/East ward covering around 23.55 km² and K/West ward covering
23.65 km². The Andheri railway station precinct itself, including platforms,
concourse, commercial space, skywalks, and multimodal interfaces, occupies nearly
70,000 m², making it one of Mumbai's busiest and spatially integrated station zones.
6][[-The station is not only a crucial terminal on the Western Railway suburban line,
but also a multimodal hub that connects metro, bus, and intermediate public
transportation systems.

Andheri has grown at an exponential rate in terms of population density, economic

development, and infrastructure load during the past two decades. According to
census and urban planning data, Andheri (East and West combined) had a population
of over 1.2 million in 2001, which increased to more than 1.8 million by 2021,
representing an almost 50% rise. This expansion has put tremendous pressure on

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public transport infrastructure, particularly at stations like Andheri, which serve

both daily commuters and intercity travellers. The surrounding terrain, which was
formerly occupied by small residential and industrial setups, has quickly turned into
a mixed-use zone with high-rise apartments, business hubs, entertainment centres,
and retail centres.

Figure 12 Andheri population growth chart according to census

This changing urban fabric demanded an equivalent evolution in transportation

infrastructure. Andheri station, previously a minor suburban stop, has undergone
multiple phases of modifications to accommodate expanding foot traffic, improve
intermodal connectivity, and incorporate future-ready design aspects. It has
evolved from servicing the local train commuters to connect with Mumbai Metro
Line 1, BEST buses, and a variety of para-transit systems, establishing it as a junction
for multimodal transportation integration in crowded metropolitan contexts.

In this context, the case study of Andheri Railway Station examines its evolution from
a transit hub to a complex urban junction. The examination looks at not just its
physical and architectural development, but also its effects on mobility patterns,
commuter behaviour, and urban dynamics. The aim is to extract lessons which are
applicable to the redevelopment of larger, complex nodes of Ahmedabad Junction,
where similar challenges of density, decentralization, and modal overlap exist.

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2.2.2 Site context & connectivity

Figure 13 Aerial context map of Andheri Railway Station showing its proximity to major civic, transport in suburban

Andheri's prominence within Mumbai's urban infrastructure emerges from its

exceptional multi-directional connectivity, which connects it to almost every area of
the city and beyond. It is strategically located on the Mumbai Suburban Railway's
Western Line and serves as a major interchange point for everyday commuters,
regional travellers, and metro users. The station lies roughly 12 km north of
Churchgate and 6 km east of Juhu Beach, making it geographically central to
Mumbai’s suburban activity.

What defines Andheri is not only its presence on the Western Railway Line, but also
its strategic placement at the crossroads of various transportation networks:

 The Harbour Line extension runs through Andheri, increasing east-west

passenger flow.
 The Versova–Andheri–Ghatkopar Metro Line 1 (operational since 2014)
interlinks the Eastern and Western suburbs efficiently.
 Upcoming lines like Metro 7 and 2A (Dahisar to Andheri East and West,
respectively) reinforce its status as a transit hub.

In addition to rail and metro, Andheri is served by a dense network of BEST buses,
regional MSRTC services, and private/shared cars that all converge around the
station complex. The road's proximity to the Western Express Highway (WEH) and
the Jogeshwari-Vikhroli Link Road (JVLR) allows vehicular access to the airport,
eastern suburbs, and industrial areas like as Powai and MIDC.

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This mix of radial (north-south via rail) and lateral (east-west via metro and JVLR)
movement channels transform Andheri into a multimodal epicentre, minimising
strain on Mumbai's core and encouraging decentralisation. However, this strength
attracts dense real estate development, putting pressure on the existing
infrastructure, demanding periodic modification to station facilities.

2.2.3 Accessibility & Circulation

Figure 14 Approach to Andheri Metro & Railway Stations mapped in plan (https://earth.google.com/web) (edited by
author)

Figure 15 Approach to Andheri Metro & Railway Station in Section (Author)

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The visual representation of Andheri's metro and railway interchange hub provides
a detailed overview of the multimodal connectivity and pedestrian circulation
patterns within the station precinct. The property is accessible via a well-connected
urban transit system that includes pedestrian, bus, autorickshaw, train, and metro
connections.

At the macro level, the map shows various modes of transport converging at the
station from all directions highlighting the importance of nodal connectivity in
Mumbai’s transit system. Icons indicate key public transport facilities, including
metro train access points, bus stops, autorickshaw bays, and cycling routes, all
connected with dotted lines indicating average pedestrian travel times (ranging from
3 to 5 minutes). This effectively demonstrates the walkability and accessibility of the
area

At the sectional level, the diagram provides a vertical hierarchy of circulation:

 Road Level: Includes bus depots, vehicular drop-off zones, parking areas, and
pedestrian footpaths.
 Concourse Level: Pedestrians access the station via escalators, lifts, and
staircases. Ticketing counters and retail facilities are located here to
streamline the transit process.
 Platform Level: Connected through vertical circulation systems, passengers
access either the metro or railway platforms depending on their route.

A skywalk plays a critical role in bridging the gap between different transport
systems. It enhances seamless transfer between the metro and railway stations,
ensuring passenger safety and minimizing road-level congestion. The integration of
cycle parking, escalators, and autorickshaw stands further emphasizes last-mile
connectivity and inclusive design.
This circulation strategy fosters a multimodal transport experience, promoting not
just efficient movement but also user comfort and spatial legibility. The node is
designed to support high passenger throughput, optimize transit operations, and
reduce pedestrian-vehicular conflict.

2.2.4 Multimodal transport hub

Andheri Railway Station operates as a vital multimodal transit hub in Mumbai’s

western suburbs, seamlessly integrating various transport modes including rail,
metro, buses, para-transit, and pedestrian movement. This makes it one of the city’s
most interconnected mobility nodes.

1. Rail-Based Transport

 Suburban Railway: Located on the Western Railway Line, Andheri also functions
as a terminus for the Harbour Line. The station features nine active platforms:
 Platforms 1–2: Harbour Line
 Platforms 3–6: Western Line (Slow Locals)
 Platforms 7–9: Western Line (Fast Locals + Express Services)

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Daily boarding is estimated at 650,000–700,000, placing Andheri among the top

five busiest suburban stations in Mumbai. The primary catchment includes
residential commuters and office workers targeting nearby commercial and
industrial zones.

 Metro Line 1 (Versova–Andheri–Ghatkopar): Operational since 2014, the Andheri

Metro Station lies adjacent to the suburban platforms and accommodates
approximately 300,000 commuters daily. It offers efficient east–west
connectivity, reducing travel between Versova and Ghatkopar to under 25
minutes.
 Emerging Metro Corridors: Metro Lines 2A and 7 (north–south routes) are under
construction in the broader Andheri region. Once operational, they are expected
to significantly relieve surface traffic and enhance connectivity.

Figure 17 image of metro & tracks at Andheri metro Figure 16 Image of Andheri railway station showing
station (source author) platform & train (source author)

2. Bus Transport

Two major BEST bus terminals

serve Andheri:
 Andheri West Depot:
Serving SV Road, Juhu, and
Oshiwara
 Andheri East Terminus:
Providing access across SEEPZ,
MIDC, Marol, and the Western
Express Highway
Roughly 1,000+ buses pass
through daily, with high-
frequency routes running every
5 minutes during peak hours.
Regional MSRTC routes also
Figure 18 bus stop outside Andheri railway station (source author) operate via Andheri East, further
strengthening connectivity.

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3. Para-Transit and IPT Services

 Auto-Rickshaws & Taxis: They operate

in and around the station. While dedicated
bays are designated on both East and West
sides, overflow into adjacent streets is
common during peak times. Shared auto
services and fixed-fare zones facilitate last-
mile travel.
 App-Based Services (Ola, Uber):
Particularly in demand around airport
catchment areas (3–4 km away), these ride-
hailing services use informal pickup areas
Figure 19 congestion of auto rickshaws outside due to lack of designated zones often causing
station premises (source https://www.afternic.com)
local traffic congestion.

4. Private Vehicles & Parking

Usage of Private vehicle around Andheri is high, with limited parking options:
 Current parking infrastructure consists of scattered surface-level lots and
roadside parking.
 This has led to severe congestion on connecting roads like Swami Nityananda
Marg, Gokhale Bridge, and adjacent major connecting links.
 Efforts to manage flow include proposed traffic-calming measures and
reorganized pick-up/drop-off zones.

5. Non-Motorized & Pedestrian Connectivity

Walkability is a vital strength at

Andheri:
 Pedestrians move between
different modes via skywalks
and FOBs, enabling elevated
access across roads and tracks.
 Underground subways on
the East and West sides help
avoid vehicular interruptions.
 With skywalks width at
around 6 meters, crowd flow is
generally smooth though evening
peak-hour volumes often
congests connectors and entry
Figure 20 FOBs outside Andheri railway station
points

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2.2.5 Station Layout & Infrastructure

Figure 21 Simplified Layout of Andheri Railway Station ((https://earth.google.com/web) (edited by author)

Andheri Station has 9 railway platforms and serves as an important interchange for
suburban and long-distance trains, including the Versova-Andheri-Ghatkopar
Metro Line 1. Dedicated Harbour Line platforms (built in 1999) service eastward
suburban traffic, whereas the Western Line can accommodate both slow and fast
trains. The metro and rail nodes are vertically connected via a skywalk, allowing for

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smooth transfers. Escalators, staircases, and elevators provide efficient vertical

circulation, while ticketing desks, shop kiosks, and waiting areas are located on the
concourse level.

The overall station layout reveals a high-efficiency, transit-oriented centre placed

with a dense urban landscape. The present redevelopment area is approximately
17,500 m² and includes both station buildings and accompanying infrastructure. The
eastern station building (highlighted in dark blue) is the core terminal block,
connected by a wide east-west concourse that serves as the primary traffic spine
between the eastern and western entries.
At ground level, nine railway platforms are divided into three sections: Harbour Line
(Platforms 1-2), Western Line slow (Platforms 3-6), and fast/express (Platforms 7-9).
Two unpaid Foot Over Bridges (FOBs) (shown in yellow) encompass an approximate
total length of 140 m and 220 m, allowing non-ticketed transit across platforms and
between street access points.

Complementing this is a network of strategically deployed skywalks, also shown in

yellow, which measure between 70 m and 110 m each and cumulatively extend to over
202 m. These elevated walkways, with a width of 8 meters, connect the suburban rail
platforms to Metro Line 1, BEST bus depots, and major arterial roads like Swami
Nityananda Marg and Gokhale Bridge, promoting safe and efficient pedestrian
dispersal over congested vehicular routes.

This layout reflects a careful balance between vertical and horizontal zoning:
 Ground Level: Platforms and bus drop-offs
 Mid-Level: Ticketing concourse and retail integration
 Upper Level: Skywalks, Metro integration, and overhead structures

Supporting infrastructure includes:

 Bus depots (marked in purple) on both sides of the station to facilitate
uninterrupted public bus flow.
 Auto-rickshaw and taxi stand, with pickup zones along Swami Vivekanand
Road, Sahara Road, and surrounding feeder lanes to ensure modal distribution
and last-mile reach.
 Paid parking zones (marked in lavender) have been placed strategically on
both east and west sides to accommodate growing private vehicle inflow.
 Public amenities, such as toilets, drinking water kiosks, and seating benches,
are embedded within all access corridors to enhance commuter convenience
and wayfinding

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Sr.no. Infrastructure Elements Details

1 Total Area of Andheri Station(approx.) 17,500 sqm

2 No. of Railway Platforms (Local + Intercity) 9

3 No. of Metro Platforms 2

4 Skywalks 2 majors, over 1.5 km in

length

5 Foot Over Bridges (FOBs) Total of 6 FOBs with

lifts/escalators
6 Metro-Rail Interchange Integrated concourse
with Line 1

Above table shows the summarized table of station infrastructure elements

2.2.6 Station Amenities

Andheri Station, serving over 1 million commuters daily (rail + metro combined), is
expected to support a wide range of amenities that enhance comfort, convenience,
and safety. These include toilets, seating, ticketing facilities, information systems,
drinking water, commercial kiosks, and waiting areas. However, the quality,
distribution, and sufficiency of these amenities vary across the east and west
precincts and between metro and suburban rail zones.

1. Ticketing and Entry Systems

 Suburban Station: Multiple ticket counters and ATVMs (Automatic Ticket

Vending Machines) are provided at both the east and west entrances. However,
the high footfall during peak hours results in long queues, especially at the
western concourse.
 Metro Line 1: Digital ticketing systems and QR-code-based entry/exit gates
enable smoother flow, with dedicated counters for customer queries and
smart card top-ups.

Figure 22 Multiple ticket counters and ATVM on Figure 23 QR Code based entry exit gates at metro station
concourse level (source author) (source author)

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2. Seating and Waiting Areas

 Platforms have modular steel benches, placed intermittently along the length,
but these are insufficient to meet commuter demand. On an average platform,
only 10–12 seating benches are available & on concourse level offers better
seating density, overall supporting only less than 5% of the waiting crowd.
 Metro station platforms offer better seating density, but concourse-level
waiting areas are mostly commercialized, leaving limited resting zones.

Figure 25 seatings provided at regular intervals Figure 24 seatings provided at metro station (source:
(source author) Mumbai's Andheri Metro Insights: Key Details -
Times Property

3. Toilets and Drinking Water

 Toilets are located on both east

and west sides, generally at the
ground level near entry gates and
close to Platforms 2 and 6. Most are
managed under PPP contracts, with
a user fee. However, complaints of
poor cleanliness, odour, and
inadequate water supply are
common.
 Drinking water kiosks, though
available, are not uniformly
distributed. During field
observation, some platforms lacked
accessible water within 100 meters
Figure 26 passengers refilling water from drinking water
station (source walking distance a challenge for
https://thebetterindia.com/119993/drinking-water-atms- elderly or differently-abled
1800-villages/) passengers.

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4. Information Systems

Figure 27 wayfinding signages (source author)

 Electronic display boards, coach position indicators, and audio

announcements are in place for suburban trains, but visibility suffers in
daylight or from certain distance.
 Metro platforms have better LED indicators, bilingual instructions (Marathi-
English) and more frequent audio updates, creating a more legible navigation
experience.
 However, the wayfinding signage between Metro and Rail lacks continuity.
Many commuters, especially first-time users, are unable to quickly find
interchange paths.

5. Shops and Retail Kiosks

 A mix of food stalls, general stores, magazine vendors, and fast-food counters
line the concourses and exits particularly on the west side.
 However, informal vendors and hawkers often occupy footpaths near
entrances, contributing to pedestrian congestion and reducing usable amenity
space.

Figure 29 fast-food stall at Andheri railway station Figure 28 food stall at Andheri metro station (source
(source author) author)

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6. Cleanliness and Maintenance

 The overall cleanliness rating of the station, based on commuter feedback and
third-party audits (e.g., Swachh Rail Survey), has hovered between average
and poor, with particular issues in public toilets and wet platforms during
monsoon.
 Metro premises fare better, with private operators enforcing regular cleaning
cycles and visible maintenance staff presence.

7. Summary table

Amenity Availability Condition Remarks

Needs digitization
12+ suburban, 6 Crowded during
Ticket Counters and more vending
metros peak hours
machines
Should be
Not sufficient doubled,
Inadequate for
Seating according to especially on
crowd
passenger flow Harbour
platforms
4–6 units Better cleaning
Toilets Mostly poor
(public private) contracts needed
Relocation and
Available, but signage
Drinking Water Functional
unevenly placed improvements
needed
Formalize
Present (mostly Functional but informal stalls
Retail Kiosks
west side) cluttered during
redevelopment
Improve
Average for wayfinding
Digital boards,
Display & Signage suburban, good between metro
coach indicators
for metro and suburban
zones
Poor at rail, good Regular audits
Cleanliness Varies by zone
at metro needed

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2.2.7 Conclusion

Andheri Railway Station is a crucial multimodal hub in Mumbai's western corridor,

reflecting the city's rising urbanization and increasing transportation demands.
Over the years, the station has evolved into a multilayer transportation system that
combines suburban rail, metro connectivity, bus networks, and para-transit modes
inside a highly constrained urban environment. The spatial organisation, utilisation
of vertical and horizontal circulation patterns, and interaction with adjacent
infrastructure demonstrate careful design for handling high daily traffic.

Despite its functional stability, the station confronts significant issues, such as
congestion, limited amenities, a lack of an integrated design language, and
fragmented governance among various stakeholders. While infrastructure
improvements such as skywalks and Metro Line 1 integration have increased
passenger efficiency, user experience gaps, accessibility for disadvantaged groups,
and last-mile coordination continue to be challenges.

Andheri must undergo more than just gradual enhancements in order to become a
multi model transit station. A thorough redevelopment approach based on transit-
oriented development, inclusive design, cross-agency collaboration, and long-term
forecasting will be required. As such, Andheri is not simply an example of
infrastructural complexity, but also an opportunity for sustainable, people-centred
urban transportation reform.

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2.3 CASE STUDY OF CSMT RAILWAY STATION, MUMBAI

2.3.1 Background & Introduction

Figure 30 C.S.M.T. population chart according to census

The Chhatrapati Shivaji Maharaj Terminus (CSMT), located in South Mumbai's

historic Fort Precinct, is one of India's oldest and most prominent railway stations,
serving as both a major transportation centre and an architectural monument.
Completed in 1887 as Victoria Terminus, it now serves as the Central Railway's
headquarters and remains an important node in both Mumbai's suburban train
system and the country's long-distance passenger network. Its status as a UNESCO
World Heritage Site emphasises its cultural and historical significance, while its
operational magnitude underscores its long-standing function in the city's mobility
framework.

CSMT serves as a high-capacity multimodal centre, handling about 3 million

passengers daily. It serves as the southern terminal for the Central Line's suburban
services, a crucial interchange for the Harbour Line, and a departure point for long-
distance express trains that connect Mumbai to major cities around India. The
station's placement in a heavily populated commercial and administrative sector
enhances its importance, connecting major business zones, wholesale marketplaces,
and civic institutions via a complex network of rail, road, and pedestrian
connections.

Operationally, CSMT is separated into two sections: the suburban complex, which
handles high-frequency local train operations, and the terminus part, which handles
long-distance service. These are linked by shared concourses and pedestrian
corridors, resulting in a seamless circulation system despite high passenger traffic.
The heritage building serves as the complex's symbolic and functional focal point,
with modern expansions responding to the needs of modern commuters.

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CSMT is currently part of the Indian Railways Station Redevelopment Program, with
suggestions focussing on facility enhancements, greater multimodal integration, and
improved passenger amenities while preserving the architectural integrity of the
heritage structure. Because of its combined commitment to operational
modernisation and heritage conservation, CSMT serves as an important reference
point for understanding the complexity of transit-oriented redevelopment in
historically sensitive environments.

The study of CSMT's spatial organisation, operational strategies, and urban

integration provides valuable insights for the redevelopment of Ahmedabad
Junction, particularly in addressing challenges such as extreme passenger density,
multimodal layering, and the coexistence of modern infrastructure and protected
heritage assets.

2.3.2 Site Context & Connectivity

The Chhatrapati Shivaji Maharaj Terminus is strategically located in South Mumbai's

Fort district, at the intersection of several historic, commercial, and administrative
zones. Geographically, it is located about 1.5 kilometres inland from the eastern
waterfront, with easy access to the city's central business district, wholesale markets
like Crawford Market, and civic institutions such as the Brihanmumbai Municipal
Corporation headquarters. The station precinct is bounded to the west by D.N. Road
and to the east by P. D'Mello Road, both of which serve as major arterial corridors,
allowing vehicles and pedestrians to enter from all over the city.

Figure 31 Aerial context map of CSMT Railway Station showing its proximity to major civic, transport in South Mumbai.

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CSMT’s connectivity is defined by its role as the southern anchor of the Central
Railway’s suburban and intercity network. The station serves as the starting point for
the Central Line, which runs northwards through the eastern suburbs, and the
Harbour Line, which provides east–west connectivity to Navi Mumbai and trans-
harbour destinations. These rail corridors are supplemented by the long-distance
terminus section, from which express and mail trains depart to key urban centres
across India.
In terms of multimodal integration, CSMT is accessible through various public
transport systems:

 BEST Bus Network: Several high-frequency routes terminate or pass through

the station’s frontage on DN Road and Mahapalika Marg, connecting it to
Churchgate, Byculla, Colaba, and beyond.
 Mumbai Metro: The upcoming Metro Line 3 (Colaba–Bandra–SEEPZ) will
connect to CSMT via a proposed underground station located within walking
distance, enhancing east-west and north-south mobility.
 Pedestrian Connectivity: The station precinct is integrated with a network of
footpaths, subways, and signal-controlled crossings, though some zones
remain congested due to mixed vehicular and pedestrian traffic.
 Road Network: The station’s eastern and southern boundaries are flanked by
major roads including P D'Mello Road and JJ Flyover, offering vehicular
access to commercial and port-related areas.

The station's strategic location and overlapping mobility patterns make it a valuable
resource for studying multimodal connections in heritage-constrained high-density
areas, which is relevant to Ahmedabad Junction

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2.3.3 Accessibility & Circulation

Figure 32 Approach to CSMT Railway Station mapped in plan (https://earth.google.com/web) (edited by author)

The accessibility and circulation framework at Chhatrapati Shivaji Maharaj

Terminus reflect its role as a high-capacity multimodal hub operating in a densely
populated urban environment. Approaches to the station are defined by a mix of
road-based, rail-based, and pedestrian-oriented connections that converge from
multiple directions, ensuring a steady inflow and outflow of passengers throughout
the day.

At the macro level, CSMT is accessible via major arterial roads on both sides of the
station complex. D.N. Road on the western side offers a direct pedestrian-oriented
approach with commerce and business frontage, whereas P. D'Mello Road on the
eastern side accommodates higher volumes of vehicular traffic, including buses,
taxis, and goods vehicles serving the port and market areas. These primary corridors
are supplemented by feeder routes like Mahapalika Marg and Chhatrapati Shivaji
Maharaj Marg, which route local traffic to entry points on both suburban and
terminus sections.

At the micro level, circulation is organised through a layered hierarchy.

 The first interface is at road level, with vehicle drop-off points, BEST bus bays,
taxi stands, and pedestrian footpaths. Eastern-side approaches are generally
wider and better suited to handling vehicle queues, whereas the western
frontage prioritises walk-in passenger movement.

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 Concourse Level: Ticketing halls and waiting areas serve as transition points
between the outside road network and the platforms. The suburban and
terminus concourses are interconnected, allowing passengers to flow
seamlessly without leaving the paid zone.
 Platform Level: Accessible via stairs, escalators, and lifts from the concourse.
Platforms serving the suburban section are located in the northern part of the
complex, while long-distance platforms extend southwards beneath the
heritage train shed.

This circulation strategy enables CSMT to handle simultaneous boarding and

alighting from multiple suburban and long-distance trains while maintaining an
acceptable level of safety and spatial legibility for passengers. However, peak-
hour crowd volumes continue to cause bottlenecks at staircases, entry gates, and
concourse passages, emphasising the importance of planned pedestrian
segregation in any future upgrade.

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2.3.4 Multimodal Transport Hub

The Chhatrapati Shivaji Maharaj Terminus (CSMT) serves as a vital multimodal

transport hub for the Mumbai Metropolitan Region, combining local rail, long-
distance trains, road-based public transport, para-transit services, and future metro
connectivity. The integration of multiple modes within a packed heritage precinct
demonstrates the complexities of running a multilayer transit system in a
constrained urban environment.

1. Rail-Based Transport

 Suburban Railway
CSMT is the southern terminal for the
Central Line of Mumbai’s Suburban
Railway, one of the busiest suburban
rail corridors in the country. Platforms
1 to 7 are allocated to local trains, with
high-frequency services operating
every 3–5 minutes during peak hours.
The suburban network connects CSMT
to major urban and peri-urban nodes
such as Dadar, Thane, Kalyan, and
Figure 33 A Mumbai Suburban local train stationed at one of
Kasara.
the suburban platforms of CSMT (source Author)
 Long-Distance Trains
Platforms 8 to 18 are used for long-
distance express and mail trains that
connect Mumbai with major Indian
cities across the north, east, and central
regions. These services include
Rajdhani, Duronto, Vande Bharat and
other superfast trains, contributing to
intercity movement and regional
accessibility.

 Freight Services
While CSMT primarily serves
passengers, it also operates select
parcel and light freight movement,
Figure 34 Vande Bharat Express at CSMT’s long-distance mainly handled during night hours.
platform, representing the station’s role as a terminus for This function is being re-evaluated in
premium intercity rail services. (source Author) the context of passenger prioritization
in upcoming redevelopment phases.

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2. Bus Transport

 BEST (Brihanmumbai
Electric Supply and Transport)
The station is served by a dense
network of BEST buses, with
terminals and stops located
along DN Road, Mahapalika
Marg, and CST Subway. High-
frequency routes connect the
station to Colaba, Dadar,
Byculla, Churchgate, and other
central business districts. Bus
bays are currently at-grade and
function within a mixed traffic
zone, often contributing to
congestion during Peak loading
Figure 35 BEST bus terminal located outside CSMT Railway Station, time
facilitating multimodal connectivity to various parts of South and
Central Mumbai

3. Metro Connectivity

 Mumbai Metro Line 3

(Upcoming)
The under-construction
Colaba–Bandra–SEEPZ Metro
Line (Line 3) includes a station
within walking distance from
CSMT. Once operational, it will
provide high-speed,
underground east–west
connectivity, linking key
employment nodes, residential
zones, and transport
interchanges. The metro station
is expected to integrate with the
suburban concourse via
pedestrian subways and
escalators.
Figure 36 Rakes for the upcoming Mumbai Metro Line 3 (Colaba–
Bandra–SEEPZ), which will integrate with CSMT via an
underground station, enhancing multimodal connectivity. (source-
https://indianexpress.com/article/cities/mumbai/mumbai-metro-
line-trial-run)

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4. Para-Transit and Intermediate Public Transport (IPT)

 Taxis
Para-transit services are widely
used for last-mile connectivity,
although auto-rickshaws are
restricted within the Fort area.
Taxis, including black-and-yellow
cabs and app-based aggregators
(e.g., Ola, Uber), operate in the
surrounding zone. However, the
lack of dedicated pick-up/drop-off
points leads to informal parking
and frequent vehicular congestion
at entry points.
Figure 37 Queue of passengers boarding shared taxis outside
CSMT, reflecting the demand for intermediate public
transport and last-mile connectivity options in the station’s
precinct. (source author)
5. Pedestrian and Non-Motorised Transport (NMT)

Figure 38 Pedestrian movement along the footpath Figure 39 Entrance to underground tunnel below road (source
adjoining CSMT’s heritage façade, showcasing the author)
walking infrastructure around the station precinct.
(source author)

A network of footpaths, foot overbridges (FOBs), and subways facilitates intra-

station and intermodal movement at CSMT. While skywalks are absent, the CST
Subway serves as a key pedestrian link between DN Road and P D’Mello Road.
Additionally, under-road pedestrian tunnels are located at key traffic points
around the station, such as Mahapalika Marg and P D’Mello Road, allowing safe
crossing below high-traffic vehicular corridors. These tunnels connect the station
to adjacent areas including bus terminals and markets.
CSMT's function as a multimodal hub is expected to grow during redevelopment,
with mode segregation, vertical zoning, and improved concourse design boosting
overall transport efficiency. The current co-existence of historic infrastructure
and evolving transport layers makes it a valuable precedent for junction
redevelopment of Ahmedabad.

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2.3.5 Station Layout & Infrastructure

Figure 40 Simplified Layout of CSMT Railway Station ((https://earth.google.com/web) (edited by author)

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Chhatrapati Shivaji Maharaj Terminus' station layout combines the historic terminus
building with an extensive network of suburban and long-distance platforms,
operational facilities and intermodal access points. The arrangement strikes a
balance between heritage preservation and the needs of a high-volume transport
hub.

The heritage station building, located at the southern end of the site on Dr. Dadabhai
Naoroji Road, serves as the primary entry point for both suburban and long-distance
passengers. Its frontage provides direct access to Mahapalika Marg and key
pedestrian corridors leading into the Fort area. Taxi stands and bus stops line the
western façade, while the eastern frontage, accessible via St George Road and P.
D'Mello Road, houses bus bays, paid parking areas and para-transit facilities.

The rail yard extends north from the heritage building to accommodate multiple
suburbans as well as intercity platforms. The western platform group primarily
serves suburban operations, whereas the central and eastern tracks serve long-
distance and Harbour Line services. A series of Foot Over Bridges (FOBs), shown in
yellow on the provided plan, connect platforms across the width of the station yard,
allowing passengers to switch between services without having to descend to track
level.

A bus depot on the eastern approach, adjacent public toilets and a museum housed
within the heritage building precinct make up the support infrastructure. Designated
paid parking zones are available on the eastern side for short-term vehicle use, while
cargo handling facilities, including an active cargo shed, are located near the
northern end of the site along P. D’Mello Road.

The overall spatial organisation has a clear hierarchy:

 Southern Zone: Historic station building with concourse, ticketing, waiting
areas and a heritage museum.
 The Central Zone includes passenger platforms, FOB connections, public
restrooms, and adjacent commercial kiosks.
 Eastern Zone: Bus depot, paid parking, paratransit bays, and service entrances
off P. D'Mello Road.
 Northern Zone includes cargo handling facilities and operational buildings.

This distribution ensures that passenger, operational, and freight functions coexist
in a constrained space, with circulation systems designed to reduce conflict between
modes. The FOB network is critical for passenger dispersal because it connects all
platform groups to both eastern and western exits and integrates seamlessly with
surface-level bus stops and taxi stands.

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 Summary Table – Station Infrastructure

Sr. Infrastructure Element Details

No.

1 Total Site Area ~2.85 hectares

2 No. of Platforms 18 (7 suburban, 11 long-distance)
3 FOBs Single, connecting all platform groups to east and
west sides
4 Bus Depot Located on eastern side, adjacent to P. D’Mello Road
5 Paid Parking Eastern side near bus depot
6 Taxi Stands West side (D.N. Road frontage) and east side (St.
George Road approach)
7 Public Toilets Distributed near concourse and FOB access points
8 Cargo Handling Located in northern sector along P. D’Mello Road
Facilities
9 Museum Within heritage building precinct

2.3.6 Station Amenities

Chhatrapati Shivaji Maharaj Terminus (CSMT) is outfitted with a variety of amenities

designed to improve commuter comfort, safety, and operational efficiency.
However, the quality and dispersion of these amenities differ between the suburban
and long-distance sectors, as well as between the historic heritage precinct and the
new functional zones.

1. Ticketing and Entry Systems

 Suburban Section (local)

Multiple ticket counters are located on
the western side, along with
Automatic Ticket Vending Machines
(ATVMs) and mobile ticketing kiosks.
Despite automation, queues during
peak hours are frequent, especially
near Platform 1 entrance and FOBs.

 Long-Distance trains section

Reserved ticket counters and online
booking assistance desks are placed
near the heritage block. Entry to long-
distance platforms is managed
through controlled security gates with
Figure 41 Ticket counters and ATVMs inside CSMT’s heritage luggage scanning systems and metal
concourse. (source author) detectors, separating them from
suburban access points.

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Waiting and Seating Area

Figure 43 unpaid & overcrowded waiting area (source Figure 42 paid waiting area with proper signages (source
author) author)

 Suburban Section (local)

Seating is limited and unevenly distributed. Most platforms provide only 10–15
modular benches, insufficient for crowd volume. Informal seating on staircases
and near kiosks is common.
 Long-Distance trains section
Dedicated waiting halls for reserved passengers exist but suffer from
overcrowding and limited ventilation. Premium waiting lounges with air-
conditioning and additional services are available on a paid basis, but their usage
is minimal compared to the demand.

2. Toilets and Drinking Water

 Toilets are available near entry
gates and on select platforms. Most are
operated through PPP models,
charging a user fee. Maintenance
quality varies, with frequent
complaints regarding cleanliness,
water supply, and accessibility.
 Drinking water facilities are
provided through wall-mounted taps
and a limited number of water vending
machines. However, the placement is
inconsistent, particularly in the
suburban section, leading to
accessibility issues during peak hours.

Figure 44 water drinking facility at station

premises (source author)

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3. Retail and Food Services

 Suburban Section (local)

A mix of IRCTC-approved stalls, snack
vendors, and independent kiosks are
distributed across concourse zones
and platforms. The suburban section
has a higher concentration of informal
stalls, often encroaching upon
pedestrian space.
 Long-Distance trains section
The long-distance concourse houses
fast-food counters, bookstalls, and
general utility stores. However, the
placement is unorganized and
Figure 45 crowd near IRCTC food plaza (source author)
frequently leads to circulation
bottlenecks.

4. Digital Information Systems

 Suburban Section (local)

Suburban platforms are equipped with
coach position indicators, train
arrival/departure LED boards, and audio
announcements. Visibility and clarity are
inconsistent, particularly in daylight.
 Long-Distance trains section
Long-distance platforms feature more
advanced digital displays and bilingual
announcements (Marathi–English),
though synchronization between real-
time train status and display information
remains a concern.
 Signage across the station lacks
standardization. Intermodal wayfinding
particularly towards taxis, buses, and
upcoming metro is insufficiently marked,
Figure 46 signage board with bright colour scheme leading to confusion for first-time users.
placed at regular intervals at concourse (source
author)

5. Security and Surveillance

 Entry zones are manned by RPF and private security personnel. CCTV
cameras are installed throughout, but coverage gaps remain, especially in
FOBs and subway corridors
 Emergency response systems, help booths, and lost-and-found counters are
available but not uniformly distributed or clearly marked.

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2.3.7 Summary table

Amenity Availability Condition Remarks

15+ suburban, 10
Ticket Crowded during Needs more ATVMs and
long-distance
Counters peak hours digital integration
counters
Available but Increase capacity,
Inadequate for
Seating limited on most especially in suburban
crowd
platforms zone
Require maintenance
6–8 units (mix of
Toilets Mostly poor contracts and frequent
public-private)
cleaning
Available but Signage and location
Drinking
unevenly Functional planning needs
Water
distributed improvement
Present throughout Cluttered spaces need
Retail Functional but
concourse and zoning in
Kiosks disorganised
platforms redevelopment
Clear on long- Wayfinding for exits,
Display & Digital boards and
distance, average metro, and bus zones
Signage bilingual signs
for suburban must be improved
Requires regular
Below average on
Cleanliness Varies by section cleaning and zone-
suburban side
based audits

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2.3.8 Conclusion

Chhatrapati Shivaji Maharaj Terminus (CSMT) represents one of India’s most

complex transit nodes, operating at the intersection of historical significance,
infrastructural intensity, and multimodal functionality. The station manages the
dual responsibility of preserving its UNESCO-recognized heritage identity while
functioning as a high-capacity commuter and intercity terminal within Mumbai’s
dense urban fabric.
CSMT demonstrates how spatially constrained sites can accommodate layered rail
functions through segregated platform systems, shared concourse zones, and
intermodal access. Its challenges such as congestion at access points, limited vertical
circulation, informal pedestrian overlaps, and uneven amenity distribution reflect
issues common to many high-volume urban stations across India.
The ongoing redevelopment proposal for CSMT provides a framework for
addressing these issues by incorporating mode segregation, heritage-sensitive design
interventions, and modernised transit facilities through a PPP-based delivery model.
These strategies are particularly relevant for the redevelopment of Ahmedabad
Junction, which faces similar pressures related to footfall, modal overlap,
constrained urban conditions, and civic integration.

Takeaways from the CSMT case study include:

 The importance of separating suburban and long-distance passenger flows

through dedicated infrastructure.
 The need for integrated multimodal connections, including metro and bus
terminals, within walkable proximity.
 The significance of balancing heritage preservation with infrastructural
upgrades in stations of historical value.
 The role of subway and foot overbridge systems in managing pedestrian
distribution without disturbing surface vehicular movement.
 The impact of amenity planning, especially related to seating, sanitation,
ticketing, and signage, on commuter experience.

As Ahmedabad Junction moves towards transformation into a modern multimodal

hub, the case of CSMT serves as a precedent for dealing with heritage-core
redevelopment, multi-platform operations, and urban transit coordination, all
within a heavily urbanized and layered railway precinct.

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2.4 CASE STUDY OF ANAND VIHAR RAILWAY STATION, DELHI

2.4.1 BACKGROUND & INTRODUCTION

Figure 47 photo showing Inauguration Of Anand Vihar Railway Station 19 Dec 2019 (source
https://www.gettyimages.in/photos/anand-vihar-railway-station)

The Anand Vihar Railway Station, located in East Delhi near the Delhi-Ghaziabad
border, is one of India's few purpose-built modern railway terminals. Unlike older
stations like New Delhi and Old Delhi, which were built gradually in response to
demand, Anand Vihar was designed as a greenfield development to systematically
decongest central Delhi's overcrowded stations. The concept of establishing a
terminal in the eastern part of the capital was first proposed in the late 1990s, in
response to a significant increase in long-distance passenger traffic from Delhi to
states such as Uttar Pradesh, Bihar, Jharkhand, and West Bengal. This demand was
primarily driven by large-scale migration from eastern India to the capital region,
which put constant pressure on New Delhi and Old Delhi stations.

The project was undertaken as part of Indian Railways' efforts to modernise and
redistribute passenger loads throughout the National Capital Region. Construction
began in the early 2000s, and the station officially opened in December 2009. It was
intended not only as a standalone railway terminal, but also as part of a larger
multimodal hub that included an interstate bus terminal and metro service. This
made Anand Vihar one of India's first examples of planned integration of multiple
modes of transport within a single precinct.

In terms of scale and purpose, Anand Vihar was envisioned as a future model station,
complete with international-level passenger amenities, dedicated parking areas,
and improved architectural design. The station was designed to handle nearly
3,000,000 passengers per day, but its actual utilisation has remained low due to
delays in shifting major train operations from the older terminals. Nonetheless,
Anand Vihar represents a significant shift in railway planning from reactive
expansions of legacy stations to a proactive, planned approach in which passenger
comfort, operational efficiency, and multimodal integration are built in from the
start.

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2.4.2 URBAN CONTEXT, SITE & CONNECTIVITY

Figure 48 Aerial context map of Andheri Railway Station showing its proximity to major civic, transport in suburban
(source https://earth.google.com/web) (edited by author)
1. Location with NCR

Anand Vihar Railway Station is located in East Delhi, right on the border of Delhi
and Ghaziabad. Its location within the National Capital Region is significant
because it represents a deliberate shift in major rail operations away from the
congested central city and towards the outskirts. While the historical stations of
New Delhi, Old Delhi, and Hazrat Nizamuddin are located in densely populated
central areas, Anand Vihar's peripheral location allows it to function as a regional
gateway, particularly for passengers arriving from Uttar Pradesh and beyond.
This site selection reflects a deliberate strategy of decentralisation in urban
transportation planning, in which passenger flows are redistributed to relieve
pressure on the city core.

2. Regional Links

The station connects Delhi to India's eastern states, including Uttar Pradesh,
Bihar, Jharkhand, and West Bengal. Migrant workers and long-distance travellers
from these regions account for a sizable proportion of rail users in the capital, and
Anand Vihar offers a terminal closer to their entry point into Delhi. Its proximity
to Ghaziabad, Sahibabad, and other towns along the Delhi-Meerut and Delhi-
Lucknow corridors ensures that the station serves not only Delhi's eastern
residents, but also commuters and visitors from neighbouring Uttar Pradesh. It
serves as a regional interchange, reducing reliance on central Delhi stations for
journeys starting or ending in the NCR's eastern belt.

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3. Road connectivity

The station is well served by the arterial road networks of East Delhi and
Ghaziabad. Major approach roads include the Maharajpur-Shahdara Link Road,
Patparganj Road, and the National Highway (NH24, now NH9), which connects
Delhi with Ghaziabad, Hapur, and Lucknow. This network makes it easier for
passengers travelling by private vehicles, auto-rickshaws, and feeder buses to get
to the station. A large circulating area was planned for the station's forecourt to
improve traffic flow, separate drop-off and pick-up points, and provide parking.
This planned vehicular access contrasts with the congested environments of
older stations in the city, where narrow approach roads cause bottlenecking.

4. Metro Connectivity

Anand Vihar benefits from its integration with the Delhi Metro, which provides
city-wide rapid transit connectivity. Anand Vihar's Blue Line station, on the
Vaishali extension, is adjacent to the railway terminal, while the Pink Line station
intersects the site as part of the ring corridor. Together, these metro lines provide
direct connectivity to central Delhi, Noida, Ghaziabad, and the city's outskirts,
significantly improving access for daily commuters. Pedestrian subways and
covered walkways connect the metro entrances to the railway station, reducing
reliance on road transport. This connection ensures that passengers taking long-
distance trains can easily continue their journeys within the city via the metro
system.

5. ISBT and Bus Integration

One distinguishing feature of the Anand Vihar site is its proximity to the Interstate
Bus Terminal (ISBT), one of Delhi's three major bus terminals. The ISBT primarily
serves buses travelling to Uttar Pradesh, Uttarakhand, and other northern states,
facilitating a seamless transition between bus and train travel. This integration
allows passengers arriving from smaller towns or villages in Uttar Pradesh to
easily transfer to long-distance trains or continue their journeys by bus without
having to cross Delhi. Anand Vihar is unique in the capital due to the synergy
between ISBT and the railway terminal, which directly combines two major
modes of intercity transport within a single precinct.

6. Urban Development Influence

The transformation of Anand Vihar into a transport hub has had a significant
impact on the surrounding urban landscape. Prior to the station's establishment,
the area was dominated by residential communities, small-scale industries, and
vacant land parcels. The establishment of a major transport hub boosted
commercial growth, retail outlets, and service activities in the surrounding area,
gradually transforming East Delhi into a more dynamic mixed-use district. The
availability of land on the outskirts also allowed planners to design the hub on a
scale impossible in central Delhi, with wide circulation spaces, large parking

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zones, and integration with other modes. This demonstrates how transport
infrastructure can serve as a catalyst for overall urban change.

7. Limitations in Connectivity

The transformation of Anand Vihar into a transport hub has had a significant
impact on the surrounding urban landscape. Prior to the station's establishment,
the area was dominated by residential communities, small-scale industries, and
vacant land parcels. The establishment of a major transport hub boosted
commercial growth, retail outlets, and service activities in the surrounding area,
gradually transforming East Delhi into a more dynamic mixed-use district. The
availability of land on the outskirts also allowed planners to design the hub on a
scale impossible in central Delhi, with wide circulation spaces, large parking
zones, and integration with other modes. This demonstrates how transport
infrastructure can serve as a catalyst for overall urban change.

2.4.3 ACCESSIBILITY, CIRCULATION & TRAFFIC MANAGEMENT

Figure 49 Approach to Anand Vihar Railway Station mapped in plan (https://earth.google.com/web) (edited by
author)

The circulation system at Anand Vihar Railway Station has been carefully designed
to handle the high volume of passengers that pass through the complex on a daily
basis. The design prioritises the separation of arriving and departing passengers,
reducing conflicts between opposing movements. Dedicated entry and exit points
are available, each linked to well-organised approach roads and drop-off zones for

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various modes of transportation. The concourse level serves as the primary

distribution zone, with vertical circulation elements like escalators, lifts and
staircases connecting passengers to platforms and other transportation hubs. This
design not only improves convenience, but it also reduces the likelihood of
congestion during peak hours.

Vehicle circulation is also streamlined, with separate lanes and parking lots for
private vehicles, buses, also for intermediate public transportation like autos and
taxis. The presence of service roads and organised traffic management systems
prevents bottlenecks at the station's entry points. Inside the station, the circulation
spaces are spacious, column-free, and naturally lit, allowing passengers to navigate
with ease. The presence of signage in multiple languages, as well as digital display
boards, provides constant guidance, making circulation simple even for first-time
visitors.

Special attention has also been paid to universal accessibility. The station's barrier-
free design allows differently abled passengers to move seamlessly through it, with
features such as ramps, tactile flooring, and lifts strategically placed throughout. The
integration of circulation pathways with adjoining metro and bus terminals allows
for seamless interchanges, providing commuters with a more complete experience.
In this sense, circulation at Anand Vihar is more than just the internal flow of
passengers; it also includes the larger transportation ecosystem that surrounds the
station.

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2.4.4 MULTIMODAL TRANSPORT HUB (METRO, ISBT & BUS

INTEGRATION)

Anand Vihar Railway Station is a purpose-built multimodal hub in East Delhi,

designed to integrate long-distance rail, suburban rail, metro, interstate bus services,
and para-transit modes. Its planning reflects the intent to decentralise passenger
flows from central Delhi terminals and create a self-sufficient gateway on the city’s
eastern edge.

1. Rail-Based Transport
 Indian Railways (Long-Distance
Services): Anand Vihar functions as a
major terminal for trains towards Uttar
Pradesh, Bihar, Jharkhand, and West
Bengal. It has 7 platforms, with modern
facilities including elevated concourses
and wide circulating areas. Passenger
volumes are particularly high during
festive seasons when long-distance
migration peaks.
 Regional & Suburban Rail: The
station also handles EMU/MEMU
Figure 50 Vande Bharat Express arriving at Anand Vihar
Railway Station, representing modern high-speed rail
suburban services connecting Delhi to
connectivity in the region. Ghaziabad, Meerut, and surrounding
NCR towns. This enhances its role as
both a long-distance and regional commuter hub.
 Dedicated Freight Corridor (Proximity): The upcoming Eastern Dedicated
Freight Corridor (EDFC) passes nearby, and while not directly part of passenger
operations, it reduces freight traffic pressure on the passenger lines approaching
Anand Vihar, indirectly improving capacity.

2. Metro Connectivity
 Blue Line (Dwarka–Vaishali):
Anand Vihar Metro Station lies adjacent
to the railway complex, providing direct
east–west linkage across Delhi and
Noida.
 Pink Line (Majlis Park–Shiv
Vihar): The interchange at Anand Vihar
links the station with Delhi’s orbital
metro corridor, creating strong north–
south connectivity.
 Together, these lines allow
seamless transfers between national
Figure 51 NCRTC Regional Rapid Transit System (RRTS) rail and urban rapid transit, making
train at Anand Vihar station, demonstrating modern
Anand Vihar one of the most
multimodal connectivity in the Delhi-NCR region.
strategically placed multimodal hubs in
the NCR.

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3. Bus Transport
 Inter-State Bus Terminal (ISBT): The
Anand Vihar ISBT is located within the
same precinct, handling high-volume bus
services towards Uttar Pradesh,
Uttarakhand, and other northern states.
 City Buses (DTC & Cluster Services):
Local bus routes operated by DTC and
private cluster schemes provide onward
connectivity to East Delhi, Ghaziabad, and
central city areas.
Figure 52 Cluster of DTC and city buses near Anand Vihar  The co-location of ISBT and the railway
ISBT, highlighting robust road transport connectivity in terminal enables passengers to switch
the area. (Source: Getty Images / istockphoto)
between rail and bus modes with minimal
transfer distance.

4. Para-Transit & Intermediate Public

Transport (IPT)’

 Auto-Rickshaws & Taxis: Dedicated

auto/taxi stands are provided near the
forecourt, although congestion during
peak hours remains common due to high
demand.
 App-Based Cabs (Ola, Uber): Ride-
hailing services are extensively used by
passengers, especially for last-mile trips
Figure 53 A large queue of auto-rickshaws and vehicles into East Delhi and Ghaziabad. However,
outside Anand Vihar ISBT, indicating high passenger
the lack of clearly marked pickup zones
volume and active last-mile urban transport connectivity.
(Source: Alamy) leads to informal stopping, contributing to
traffic snarls near entry points.

5. Non-Motorized & Pedestrian

Connectivity

 Covered pedestrian subways and foot

overbridges (FOBs) link the railway
concourse with the metro and ISBT,
enabling safe intermodal transfers.
 Walkability is further supported by
ramps, escalators, and elevators, making
the complex accessible to all user groups.
Figure 54 Foot overbridge near Anand Vihar, providing  However, during peak travel seasons,
safe pedestrian access and improved station connectivity
across busy roads. (Source: Getty Images / istockphoto)
the volume of pedestrians often exceeds
the designed carrying capacity, leading to
crowding in walkways and subway
connectors.

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2.4.5 STATION LAYOUT, INFRASTRUCTURE & ARCHITECTURAL DESIGN

Anand Vihar Terminal was designed as one of India's first modern railway stations to
meet international standards, catering to both long-distance and suburban
passengers. The design emphasises the separation of arrival and departure flows,
integration with bus and metro services, and the inclusion of modern passenger
amenities. The entire complex spans multiple floors and is directly connected to the
Anand Vihar Metro Station (Blue and Pink lines), allowing for seamless transitions
between regional and city-level transportation systems.

1. Basement Level

 The basement level houses critical service areas, mechanical rooms, and parking
spaces for private cars and taxis. This level helps to reduce congestion on the
surface by redirecting vehicle movement underground.
 There is also provision for baggage handling systems and back-end logistics,
which helps to streamline station operations.
 The metro station's service corridors and utilities extend into this level, further
strengthening the two systems' integration.

2. Ground Floor (Concourse and Arrivals)

 The ground floor serves primarily as an arrival concourse, where passengers

depart and disperse to bus terminals, parking lots, or metro stations.
 It houses ticket counters, inquiry offices, and security checkpoints, allowing for
controlled access to platforms.
 Vehicle drop-off points for autorickshaws, private cars, and buses are directly
connected here, reducing walking distance.
 The ground floor also serves as a connection hub for the Anand Vihar Metro
Station, with covered pedestrian walkways and subways providing safe and
weather-protected transportation.

3. First Floor (Departure Concourse).

 The first floor is designated exclusively for departing passengers, ensuring that
the inflow and outflow of users are kept separate to avoid congestion.
 It includes waiting halls, VIP lounges, and food courts to keep passengers
comfortable before they board.
 This level includes modern facilities such as digital information displays,
escalators, and lifts, which improve accessibility.
 Escalators and staircases provide direct access to platforms, allowing boarding
passengers to quickly reach their trains.
 The metro concourse also extends to this level, where ticketing halls and fare
collection areas are co-located, allowing for easy transitions between railway and
metro travel.

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4. Platform Level

 The station has multiple platforms with large covered shelters to accommodate
long-distance and suburban trains.
 Subways, lifts, and escalators connect platforms to concourses, allowing for
efficient transfers.
 Tactile pathways and barrier-free design improve accessibility for disabled
passengers.
 The Delhi Metro platforms, which are adjacent to the railway platforms, operate
on different levels based on the blue and pink line alignments. This vertical
layering ensures that metro and railway passengers can transfer seamlessly and
without conflict.

5. Metro Station Integration

 The Anand Vihar Metro Station (Blue Line) is adjacent to the terminal and
connects via skywalks and subways, serving as a parallel passenger concourse.
 The Pink Line interchange is located at a higher elevation, with access provided
via lifts and escalators, ensuring that vertical circulation does not disrupt railway
operations.
 The integration is designed to allow passengers to quickly switch between local
metro services and long-distance trains, effectively transforming Anand Vihar
into a full-fledged multimodal transportation hub.

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2.4.6 STATION AMENITIES & PASSENGER EXPERIENCE

Anand Vihar Terminal, designed as a modern long-distance passenger hub,

integrates amenities for both railway and metro users while also linking to the ISBT.
The station handles high daily volumes, though lower than Andheri (suburban +
metro), and its facilities are oriented towards long-distance travellers, families, and
multimodal users. Amenities provided include ticketing counters, waiting lounges,
toilets, seating, drinking water, food courts, retail kiosks, digital information systems,
and retiring rooms. Compared to older stations in Delhi, Anand Vihar offers better
distribution and maintenance of these facilities, but challenges remain during peak
travel seasons when crowding intensifies.

1. Ticketing and Entry Systems

 Railway Terminal: Multiple

ticket counters are placed in the
ground-floor concourse along with
Automated Ticket Vending Machines
(ATVMs). Digital reservation counters
and enquiry booths serve passengers
booking long-distance trains. At
festival times, queues still extend
outside, reflecting the need for more
counters.
 Metro (Pink & Blue Lines): Both
Figure 55 Passengers at Anand Vihar Railway Station metro stations operate with automated
using an automated ticketing kiosk, reflecting the gates, smart card top-ups, and QR-
adoption of digital facilities for convenience. (Source: code ticketing. Customer care booths
detec.co.in)
and recharge kiosks are located on the
concourse level, ensuring faster processing compared to railway counters.

2. Seating and Waiting Areas

 Railway Platforms: Platforms

are furnished with modular steel
seating and some covered sheds.
Dedicated AC and non-AC waiting
halls provide relief, though their
seating capacity is limited compared
to crowd demand. Executive lounges
offer more comfort with recliners,
charging points, and food service.
 Metro Station: Seating on metro
platforms is minimal but concourse-
Figure 56 Platform seating at Anand Vihar Railway level waiting areas are clean and
Station marked for social distancing, with an isolation climate-controlled, serving mostly
coach in the background. (Source: Getty Images /
istockphoto)
short-duration commuters.

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3. Toilets and Drinking Water

 Toilets: Gender-segregated and

accessible toilets are located at
multiple points near entrances,
waiting halls, and platforms.
Cleanliness is better than at most
older stations, though upkeep varies
with usage load.
 Drinking Water: Purified water
kiosks are distributed across
concourse and platform levels.
Placement is more uniform compared
to older stations, but during field
surveys, heavy crowding was
Figure 57Drinking water facility at Anand Vihar Railway
Station, providing essential refreshment for passengers. observed at peak times near common
(Source: Anand Vihar Railway Station / official media) water points.

4. Information Systems

 Railway Terminal: Large digital display boards, bilingual (Hindi-English) coach

position indicators, and audio announcements provide scheduling updates.
Visibility is good due to high-mounted LED panels, though overcrowding near
boards sometimes obstructs view.
 Metro: Clear bilingual signages (Hindi-English), regular audio updates, and
platform screen displays make navigation intuitive. Wayfinding between railway
and metro levels, however, remains partially confusing, particularly for first-
time users moving towards the ISBT.

5. Shops and Retail Kiosks

 Railway Concourse: Food courts,

branded fast-food outlets, book stalls,
and convenience stores operate on the
ground and first floors. Retail is
designed in organized kiosks rather
than informal stalls, reducing clutter.
 Metro Levels: Limited but
curated retail (snack kiosks, ATMs,
pharmacies) supports daily
Figure 58 Food kiosk at Anand Vihar Railway Station, commuters. The integration with ISBT
offering snacks and beverages to passengers. (Source: adds to the variety of food and travel-
HPMC / Himachal Pradesh Horticultural Produce
Marketing and Processing Corporation)
related shops.

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6. Cleanliness and Maintenance

 The terminal building

scores comparatively higher in
cleanliness audits (Swachh Rail
Survey), owing to its modern
infrastructure and organized
housekeeping staff. Toilets and
waiting areas are generally well-
maintained.
 Metro premises reflect a
higher standard of upkeep, with
private operators enforcing
frequent cleaning and station
staff presence.
 During festive peaks (e.g.,
Chhath Puja, Diwali), passenger
Figure 59 Worker cleaning the seating area on a platform at
Anand Vihar Railway Station, reflecting maintenance and
load overwhelms maintenance
sanitation standards. (Source: Getty Images / istockphoto) cycles, leading to littered
concourses and overloaded
waste bins.

7. Parking and Circulation Support

 Railway Terminal: Multilevel parking structures cater to cars, autorickshaws,

and two-wheelers, directly linked to the concourse by FOBs and subways.
Drop-off lanes near the entry handle private vehicles and app-based taxis.
 Metro Side: Integrated parking with ISBT supports last-mile connectivity.
Bicycle stands and feeder bus bays reflect a multimodal orientation.

8. Accessibility Features
 Railway Terminal: Ramps,
tactile paving, and reserved
counters for differently-abled
passengers exist, though last-
mile continuity is sometimes
disrupted. Escalators and lifts
connect all major levels.
 Metro Side: Accessibility is
more seamless, with every
platform connected via lifts and
Figure 60 Ramp leading to platforms at Anand Vihar Railway
escalators, wide entry gates for
Station, illustrating accessibility features and modern station wheelchairs, and consistent
infrastructure. (Source: Getty Images / istockphoto) tactile guidance.

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2.4.7 SUMMARY TABLE

Sr. Amenity Details

No Category
1 Ticketing and Railway Terminal: Multiple counters, ATVMs, digital reservation and
Entry Systems enquiry booths; queues extend during festivals.
Metro (Pink & Blue Lines): Automated gates, smart card top-ups, QR-
code ticketing, and customer care/recharge kiosks on concourse level.

2 Seating and Railway Platforms: Modular steel seating, covered sheds, AC/non-AC
Waiting Areas waiting halls, and executive lounges with recliners and charging points.
Metro: Minimal platform seating, but concourse-level waiting areas are
clean and climate-controlled.

3 Toilets and Toilets: Gender-segregated, accessible, located near entrances,

Drinking Water platforms, and waiting halls; cleanliness varies with load.
Drinking Water: Purified water kiosks across concourse and platforms;
peak crowding observed at common points.
4 Information Railway Terminal: Large digital boards, bilingual coach indicators,
Systems audio announcements; some overcrowding near boards.
Metro: Clear signage, audio updates, platform screen displays;
wayfinding between metro and railway can be confusing for first-time
users.
5 Shops and Railway Concourse: Organized food courts, fast-food outlets, book
Retail Kiosks stalls, and convenience stores.
Metro Levels: Curated retail including snack kiosks, ATMs, and
pharmacies; ISBT integration adds more travel-related shops.

6 Cleanliness and Railway Terminal: High cleanliness scores, regular housekeeping,

Maintenance well-maintained toilets and waiting areas; occasional strain during
festival peaks.
Metro: Frequent cleaning cycles with staff presence; festive crowding
can overwhelm maintenance.
7 Parking and Railway Terminal: Multilevel parking for cars, autos, and two-
Circulation wheelers; drop-off lanes handle private vehicles and app taxis.
Metro Side: Integrated parking with ISBT, bicycle stands, and feeder
bus bays for multimodal connectivity.

8 Accessibility Railway Terminal: Ramps, tactile paving, reserved counters, escalators

Features and lifts connecting levels; some last-mile gaps.
Metro Side: Seamless accessibility with lifts, escalators, wide entry
gates, and continuous tactile guidance.

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2.4.8 CONCLUSION

Anand Vihar Railway Station is a modern multimodal transit hub that effectively
integrates railway, metro, and bus operations into a single, organised complex. The
station's design focusses on commuter convenience and operational efficiency, with
structured circulation pathways, multi-level parking, foot overbridges, lifts, and
escalators connecting all major levels. Waiting areas, lounges, food courts, retail
kiosks, and drinking water stations serve both long-distance and daily commuters,
improving comfort and overall passenger experience.

With extensive CCTV surveillance, baggage scanners, regular RPF and CISF patrols,
emergency first-aid and ambulance services, and barrier-free facilities for
differently abled passengers, safety and accessibility are top priorities. The
integration with ISBT improves multimodal connectivity, allowing for seamless
transitions between intercity buses, metro lines, and suburban trains.

Despite its modern infrastructure, Anand Vihar faces operational challenges during
peak hours and festive seasons, such as crowd management, parking congestion, and
temporary lapses in cleanliness. Nonetheless, the station successfully demonstrates
how careful planning, integrated amenities, and systematic management can
improve commuter experience, optimise circulation, and meet rising urban mobility
demands. Anand Vihar Railway Station serves as a model for future transit-oriented
developments in India, demonstrating the potential of well-designed multimodal
hubs to improve urban transportation efficiency and passenger satisfaction.

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2.5 CASE STUDY OF BERLIN CENTRAL STATION, GERMANY

2.5.1 BACKGROUND & INTRODUCTION

Berlin Haupt Bahnhof, inaugurated on May 28, 2006, is not only Germany's largest
railway station, but also a symbol of modern European railway design, combining
architectural elegance and operational efficiency. The station is located on the
historic Lehrter Bahnhof, which opened in the nineteenth century as Berlin's western
railway gateway. Lehrter Bahnhof was severely damaged during World War II and
later demolished in the 1950s, leaving a significant void in Berlin's central transport
network. Recognising the city's need for a centralised, modern, and multifunctional
transportation hub, planners and architects imagined Berlin Haupt Bahnhof as a
gateway not only to the city, but also to international destinations throughout Europe.

Designed by renowned architect Meinhard von Gerkan of gmp Architekten, the

station embodies the concept of a "cathedral of transport," combining monumental
scale with transparency and openness. The design features a large glass-and-steel
structure that floods the interior with natural light, increasing the sense of space and
visual connectivity between the station's multiple levels. The station has five levels:
two platform levels for long-distance and regional trains, 2 basements for U-Bahn
integration, and upper concourses with commercial and passenger service facilities.
Its fourteen platforms have been carefully designed to optimize train operations and
passenger movement, with elevated and underground platforms catering to various
train types. Daily, the station handles over 350,000 passengers, including long-
distance travellers, local commuters, and international tourists, positioning it as a
pivotal element in both Berlin’s urban mobility network and the broader European
rail system.

The station's location near the government district, business hubs, and cultural
landmarks was carefully chosen to improve connectivity and accessibility. It
seamlessly integrates with the city's S-Bahn and U-Bahn networks, tram and bus lines,
and bicycle infrastructure, ensuring efficient multimodal transportation. Aside from
its functional purpose, Berlin Haupt Bahnhof has become a symbol of post-
reunification Berlin, reflecting the city's resurgence and ambition to align with
modern urban planning and sustainable transportation principles. Its design and
operation prioritise passenger experience, safety, and efficiency, while also
addressing urban integration challenges in a congested metropolitan environment.
Overall, Berlin Haupt Bahnhof exemplifies a modern transport infrastructure that
combines engineering innovation, architectural excellence, and urban planning
foresight, resulting in a dynamic yet organised space for one of Europe's busiest
transport hubs.

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2.5.2 SITE CONTEXT & CONNECTIVITY

Berlin Haupt Bahnhof is strategically located on Europa Platz 1 in the heart of Berlin,
Germany, near the government district, commercial zones, and cultural landmarks.
Its location reflects a deliberate urban planning decision to establish a central hub
that connects both local and long-distance travel while also supporting the city's
overall mobility network. The station is located along the Spree River, which has
historically shaped Berlin's urban fabric, and serves as both a symbolic and
functional gateway connecting the city's eastern and western parts. Its proximity to
major highways, public transportation systems, and pedestrian corridors highlights
its importance as a multimodal hub in a densely populated urban environment.

The station's connectivity extends to multiple modes of transportation. It is directly

connected to the S-Bahn network, allowing for rapid urban rail travel throughout
Berlin, and the U-Bahn network, which provides convenient underground access
from the basement level. In addition to rail transit, the station is connected to several
tram and bus lines, providing comprehensive coverage of the city and facilitating
last-mile connectivity. Taxi stands and bicycle-sharing facilities add to the station's
multimodal character, allowing commuters to easily switch between modes of
transportation. This extensive integration of transport modes promotes efficient
passenger circulation while reducing reliance on private vehicles, which aligns with
sustainable urban mobility strategies.

Berlin Haupt Bahnhof also serves as a regional and intercity rail hub, connecting
Berlin to major German cities like Hamburg, Munich, Frankfurt, and Dresden, as well
as international destinations such as Poland, the Netherlands, and Denmark. This
connectivity not only makes daily commuting and business travel easier but also
establishes Berlin as a crucial junction in Europe's high-speed rail network.
Furthermore, its proximity to the government district and central business areas
strengthens its role as a logistical and operational hub, providing easy access to
government officials, employees, and international visitors.

From an urban design perspective, the station blends seamlessly into the
surrounding cityscape. Pedestrian-friendly zones, elevated walkways, bridges, and
underpasses enable safe and uninterrupted movement throughout the station,
reducing congestion and increasing accessibility. The station is designed to function
as an urban anchor, reinforcing connectivity between surrounding neighbourhoods,
commercial areas, and cultural sites, rather than as an isolated transportation
facility. The station's spatial relationship with nearby landmarks, such as the
Reichstag building and the Berlin Haupt Bahnhof parklands, adds to its status as both
a transportation facility and an urban architectural icon.

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2.5.3 ACCESSIBILITY & CIRCULATION

Berlin Haupt Bahnhof is designed with universal accessibility and efficient

circulation in mind, with over 350,000 passengers passing through on a daily basis.
The station uses a vertical and horizontal circulation system that includes lifts,
escalators, ramps and staircases to ensure smooth and barrier-free movement
throughout its five levels. Elevators and escalators are strategically placed near
entrances, platforms and concourses, allowing passengers to reach long-distance,
regional and urban train services with little walking. The inclusion of ramps and
tactile guide systems also ensures accessibility for passengers with limited mobility
and visual impairments, demonstrating the station's commitment to inclusive design.

The station layout includes wide concourses and clear signage for easy navigation.
Directional signage is multilingual, catering to both local commuters and
international travellers, and is strategically placed at key decision points.
Circulation corridors are intended to handle peak-hour traffic without causing
excessive congestion, but certain platforms, particularly 11 to 14, have experienced
bottlenecks due to their narrow design. To reduce congestion, the station has open
waiting areas, overhead walkways, and multiple access points to platforms, allowing
passengers to disperse evenly and move steadily throughout the facility.

Another important aspect of Berlin Haupt Bahnhof is pedestrian integration into the
surrounding urban environment. Elevated walkways, underpasses, and bridges
connect the station to nearby tram and bus stops, as well as to surrounding
commercial and civic districts. These connections reduce conflicts among
pedestrians, vehicular traffic, and other modes of transportation, resulting in a
smooth flow between the station and the city. Furthermore, the station includes
designated drop-off and pick-up zones, bicycle parking, and taxi stands to promote
efficient multimodal circulation while reducing surface-level congestion.

The station's circulation strategy emphasises emergency access and safety. Clearly
marked emergency exits, fire-resistant materials, and surveillance systems ensure
passenger safety, while staff and information desks offer assistance in the event of an
incident or service disruption. This integration of accessibility, safety, and user
convenience demonstrates Berlin Haupt Bahnhof’s role as both a transportation hub
and an urban infrastructure that prioritises functional efficiency, comfort, and
inclusivity for a wide range of passengers.

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2.5.4 MULTIMODAL TRANSPORT HUB (RAIL, S-BAHN, U-BAHN, TRAM &

BUS INTEGRATION)

Berlin Haupt Bahnhof is a purpose-built multimodal transport hub designed to

integrate long-distance intercity rail, regional and suburban trains, S-Bahn, U-Bahn,
trams, buses, taxis, and bicycle facilities. Its planning reflects a strategy to centralize
passenger flows within Berlin, enabling smooth transfers between national, regional,
and local transport while connecting the city to the broader European rail network.

1. Rail-Based Transport

 Intercity & High-Speed Services (ICE/IC): Berlin Haupt Bahnhof serves as the
central terminal for long-distance trains linking major German cities such as
Hamburg, Munich, Frankfurt, and Dresden. International services to Poland,
the Netherlands, and Denmark also operate from the station. The platforms are
designed with wide circulating areas, overhead walkways, and escalators to
handle high passenger volumes efficiently.
 Regional & Suburban Rail: The station also serves as a hub for regional trains
and suburban services connecting Berlin to surrounding towns and suburbs,
enhancing its role as both a long-distance and commuter railway hub.

2. Urban Rail Connectivity

 S-Bahn (Urban Rail): Multiple S-Bahn lines connect the station to Berlin’s
urban rail network, enabling rapid and frequent access to central and
peripheral areas of the city.
 U-Bahn (Subway): The U-Bahn station located at the basement level provides
seamless underground connections and integrates with S-Bahn services,
allowing passengers to move efficiently across urban corridors.

3. Tram & Bus Transport

 Trams: Several tram lines intersect near the station, providing east–west and
north–south connections across Berlin’s inner districts.
 Buses: Multiple city and regional bus lines serve the station, linking it with
neighbourhoods, business districts, and other transit hubs. The integration
ensures passengers can transfer quickly between rail and surface transport.

4. Para-Transit & Intermediate Public Transport (IPT)

 Taxis: Dedicated taxi stands are available outside the main entrances,
although peak-hour demand can lead to temporary congestion.
 Ride-Hailing Services: Services like Uber and local apps are widely used for
last-mile connectivity. Clearly designated pickup points reduce traffic
conflicts.
 Bicycles: Bicycle-sharing stations and secure parking promote sustainable
last-mile mobility, supporting eco-friendly commuting options.

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5. Private Vehicles & Parking

 Parking Facilities: Surface and multi-level parking are provided for private
vehicles, taxis, and bicycles, although heavy traffic periods can strain
capacity.
 Drop-Off & Pick-Up Areas: Well-defined drop-off zones separate pedestrian
movement from vehicle traffic, improving circulation efficiency

6. Non-Motorized & Pedestrian Connectivity

 Walkways & Bridges: Covered pedestrian corridors, foot overbridges, and

ramps link train platforms with S-Bahn, U-Bahn, tram, and bus stops,
facilitating safe and convenient intermodal transfers.
 Accessibility Features: Elevators, escalators, and tactile paths make the
station accessible to all passenger groups, including those with reduced
mobility.
 Crowding Management: During peak hours or major events, pedestrian
volumes sometimes exceed the designed capacity, creating temporary
congestion in walkways and connectors.

7. Signage & Passenger Information Systems

 Berlin Haupt Bahnhof features a comprehensive network of digital and

physical signage to guide passengers through its multiple levels.
 Real-time displays provide schedules for long-distance trains, regional
services, S-Bahn, U-Bahn, trams, and buses, allowing passengers to plan
transfers efficiently.
 Multilingual wayfinding ensures international travellers can navigate the
complex with ease, while strategically positioned signs reduce confusion and
maintain smooth circulation.

8. Security & Safety Measures

 The station incorporates extensive safety infrastructure, including CCTV

coverage across platforms, concourses, and entrances.
 Security personnel are deployed throughout the station to manage crowd flow
and assist passengers.
 Emergency exits, fire safety systems, and first-aid stations are integrated at key
locations, ensuring a safe environment for daily operations and during peak
travel periods.

9. Commercial Integration

 Retail outlets, dining options, and convenience services are strategically

located along primary transfer corridors to minimize detours for passengers.
 Facilities include ATMs, luggage storage, ticketing kiosks, and information
counters to support smooth passenger circulation and enhance overall user
experience.

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 The integration of commercial spaces not only adds convenience but also
contributes to the station’s operational and financial sustainability.

10. Sustainability Features

 The station promotes eco-friendly transport through bicycle-sharing stations,

secure bicycle parking, and electric vehicle charging points.
 Energy-efficient lighting, heating, and ventilation systems reduce
environmental impact and operational costs.
 Waste management and recycling practices are actively implemented,
reflecting Berlin Haupt Bahnhof’s commitment to sustainable urban mobility.

2.5.5 STATION LAYOUT & INFRASTRUCTURE

Berlin Haupt Bahnhof was designed as a modern, world-class transportation hub

capable of handling high passenger volumes while integrating multiple modes of
transportation. Its architectural design prioritises openness, transparency, and
functional clarity, allowing passengers to easily transfer between long-distance
trains, regional services, S-Bahn, U-Bahn, trams, and buses. The station's layout
separates arrival and departure flows, offers vertical and horizontal circulation, and
includes commercial and passenger amenities to improve the overall user
experience.

1. Basement Level (-2)

 This level accommodates north-south long-distance train platforms (1–8),

primarily serving Intercity Express (ICE) and Intercity (IC) services
connecting Berlin to major German cities.
 The U-Bahn station is also located here, providing access to the city’s subway
network, with service corridors integrated into the basement to ensure smooth
intermodal connections.
 Operational areas, including maintenance rooms and back-end logistics, are
housed at this level. Parking for taxis, bicycles, and private vehicles is also
provided underground to reduce surface-level congestion.

2. First Basement Level (-1)

 This level hosts the S-Bahn platforms, serving regional and commuter rail
lines.
 It connects directly to parking facilities and service areas, facilitating smooth
operational and passenger circulation.
 Vertical access via escalators, elevators, and staircases links this level to the
ground floor and upper concourses, allowing efficient transfers between
regional and long-distance rail services.

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3. Ground Floor (Level 0)

 The ground floor serves as the main concourse for ticketing, information,
retail, and dining facilities.
 It also functions as a key intermodal transfer point, connecting passengers to
trams, buses, and taxis at street level.
 Large open spaces, glass facades, and intuitive signage allow for easy
orientation and efficient movement of passengers across the station.

4. First Floor (+1)

 This level functions primarily as the departure concourse, separating

incoming and outgoing passenger flows to reduce congestion.
 Waiting halls, VIP lounges, and additional retail and dining facilities are
provided for passenger comfort.
 Escalators, elevators, and staircases link the concourse to platform levels,
ensuring smooth vertical circulation.
 The design also incorporates areas for commercial activities, enhancing
convenience without interfering with circulation.

 Second Floor (+2)

 Platforms 11–16 are located on this level, serving east-west long-distance and
regional trains.
 Covered platforms with wide circulation areas, elevators, and escalators
enable efficient transfers to concourses and other transport modes.
 Barrier-free design, tactile guidance paths, and clearly marked access points
ensure accessibility for all passengers.
 This level also contains some additional commercial and service facilities to
support passengers while waiting for trains.

 Architectural Features & Integration

 Transparency and Natural Light:

The Berlin Haupt Bahnhof design makes extensive use of glass and steel, allowing
sunlight to penetrate deep into the station. The large glass facades along the north-
south and east-west axes create an open, airy atmosphere that reduces crowding
even during peak hours. The transparency also improves visual connectivity
between levels, allowing passengers to easily locate platforms, concourses, and
entrances.

 Vertical Layering and Flow Management:

The station's five-level vertical structure is intended to separate arriving and

departing passengers while accommodating various rail services on different
levels. The design reduces passenger flow conflicts by stacking north-south and
east-west platforms above and below each other, with concourses in between.

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Escalators, elevators, and staircases are strategically located at key nodes to

ensure smooth vertical transitions and efficiency even when passenger volumes
are high.

 Intermodal Integration:

The architectural layout ensures seamless integration with Berlin’s urban

transport network. Footbridges, pedestrian subways, and elevated corridors
connect the railway platforms to the S-Bahn, U-Bahn, tram, and bus terminals.
Covered walkways provide weather-protected transfers, while sightlines across
concourses enable passengers to orient themselves quickly. This careful
integration ensures minimal walking distance and transfer time, making the
station an effective multimodal hub.

 Circulation and Orientation:

Wide concourses and open atria provide clear circulation paths that naturally
direct passengers to platforms, exits, and intermodal connections. The
combination of visual transparency, signage, and spatial hierarchy facilitates
intuitive navigation, reducing the need to constantly rely on maps or information
counters. Open-plan concourses also allow for easy adaptation to future changes,
such as increased passenger volume or new services.

 Sustainability and Environmental Considerations:

The use of natural light, energy-efficient heating and ventilation systems, and
sustainable building materials all help to improve the station's environmental
performance. Open spaces and transparency reduce the need for artificial
lighting, while careful orientation and shading prevent excessive heat gain,
demonstrating how architectural design can be integrated with sustainable
operational strategies.

2.5.6 STATION AMENITIES

Berlin Haupt Bahnhof was designed not only as a high-capacity transportation hub,
but also as a passenger-centric facility that prioritises comfort, convenience, and
accessibility. Its amenities are thoughtfully designed to cater to a wide range of
traveller needs, from local commuters to long-distance and international
passengers. The station's architectural framework includes retail, dining, waiting
areas, and connectivity services, ensuring that passenger flow is smooth while
providing a comprehensive travel experience. Berlin Haupt Bahnhof exemplifies a
modern multimodal station that combines functional, commercial, and comfort-
focused amenities while maintaining operational efficiency and passenger
satisfaction.

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1. Waiting Areas and Lounges

 Berlin Haupt Bahnhof provides spacious waiting areas on multiple levels,

including dedicated lounges for long-distance, regional, and S-Bahn
passengers.
 Comfort seating, charging stations, and clear platform information are
provided, allowing passengers to wait efficiently and comfortably.
 VIP lounges and business-class lounges offer enhanced services such as
refreshments, private seating, and concierge support, catering to high-end
travellers or international visitors.

2. Ticketing and Passenger Information

 A combination of staffed ticket counters and automated ticket vending

machines ensures passengers can purchase or collect tickets conveniently.
 Digital display boards across all concourses provide real-time updates for
long-distance, regional, and urban transit services.
 Multilingual signage and interactive information kiosks cater to international
travellers, enhancing accessibility and orientation within the complex.

3. Retail and Dining Facilities

 The station incorporates a wide variety of retail outlets, from convenience

stores and bookstores to clothing shops, located along main circulation paths
and concourse edges.
 Food courts, cafes, and restaurants provide diverse options, catering to
different tastes and budgets.
 Strategic placement ensures passengers can access services without deviating
from their travel route, balancing commercial utility with passenger flow.

4. Accessibility and Barrier-Free Design

 Elevators, ramps, escalators, and tactile guidance paths ensure the station is
accessible for passengers with disabilities.
 Specially designed restrooms, accessible seating, and clear signage support
inclusivity.
 Platform gaps are minimized or bridged to ensure safe boarding for passengers
using wheelchairs or strollers.

5. Parking and Bicycle Facilities

 Dedicated parking for private vehicles, taxis, and bicycles is available on the
basement and ground levels.
 Bicycle-sharing stations and secure bicycle parking encourage sustainable
first- and last-mile connectivity.
 Drop-off and pick-up zones are organized to prevent congestion, with clear
signage separating short-term and long-term parking areas.

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6. Security and Safety Amenities

 Berlin Haupt Bahnhof features comprehensive security measures, including

CCTV surveillance, security personnel, emergency exits, and fire safety
systems.
 Passenger assistance desks and visible security presence help manage crowd
flow, particularly during peak travel periods.
 Safety information is displayed prominently across concourses and
platforms, supporting rapid evacuation in case of emergencies.

7. Passenger Convenience Services

 Luggage storage, cloakrooms, ATMs, and currency exchange facilities enhance

convenience for domestic and international travellers.
 Wi-Fi connectivity, charging stations, and mobile device kiosks allow
passengers to remain connected while waiting.
 Public restrooms and hygiene facilities are strategically placed across
concourses and platforms to maintain comfort without interrupting passenger
flow.

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2.5.7 SUMMARY

Sr. Category Details / Observations

No.
1 Location & Central Berlin, Spree River axis; connected to U-Bahn, S-
Connectivity Bahn, trams, buses, taxis; seamless urban and regional
access.

2 Multimodal North-south and east-west train platforms; adjacent S-

Integration Bahn and U-Bahn stations; tram and bus access;
pedestrian bridges and subways for transfers.

3 Number of Floors 5 Levels: Basement (-2): north-south platforms; First

/ Levels Basement (-1): S-Bahn & services; Ground Floor (0):
concourse, ticketing, retail; First Floor (+1): departure
concourse, lounges; Second Floor (+2): east-west
platforms.

4 Rail-Based Long-distance ICE/IC trains (north-south, east-west);

Transport Regional trains; S-Bahn commuter lines.

5 Metro / Urban U-Bahn and S-Bahn stations integrated; vertical and

Rail Connectivity horizontal circulation ensures seamless transfers.

6 Bus & Tram Tram and bus stops integrated at street level; covered
Access walkways and clear signage support transfers.

7 Retail & Dining Shops, cafes, food courts, restaurants integrated along
circulation paths without obstructing passenger flow.

8 Accessibility Elevators, ramps, escalators, tactile guidance paths,

barrier-free boarding, accessible restrooms and seating.

9 Parking & Bicycle Underground and surface parking for cars, taxis,
Facilities bicycles; bicycle-sharing stations; organized drop-
off/pick-up zones.

10 Security & Safety CCTV surveillance, security personnel, emergency

exits, fire safety systems; passenger assistance desks.

11 Architectural Glass-and-steel design; natural lighting, transparency

Features across levels, clear visual connectivity; vertical layering
reduces conflicts; commercial integration; sustainable
design features.

12 Passenger Luggage storage, cloakrooms, ATMs, currency exchange,

Convenience Wi-Fi, charging stations, public restrooms.

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2.5.8 CONCLUSION

Berlin Haupt Bahnhof is a modern, world-class multimodal railway station that

combines long-distance, regional, and urban transit networks into a single, cohesive
structure. Its five-level design effectively separates north-south and east-west rail
services while providing clear, accessible concourses for arrivals and exits. The
station's architectural approach, which includes extensive use of glass, steel, and
open atria, prioritises transparency, natural lighting, and visual connectivity,
resulting in an inviting and intuitive environment for passengers.

The station excels at intermodal integration, seamlessly connecting with the U-Bahn,
S-Bahn, trams, buses, and taxis. Pedestrian subways, elevated walkways, and
strategically placed vertical circulation elements facilitate efficient transfers,
reducing walking distances and transfer times. Passenger amenities include
spacious waiting areas, VIP lounges, retail and dining options, luggage storage,
accessible restrooms, and digital information systems.

The station's design prioritises accessibility and inclusivity, with ramps, lifts,
escalators, tactile guidance paths and barrier-free boarding to accommodate all user
groups. CCTV surveillance, well-organised parking and drop-off areas, and clear
signage all contribute to increased security, safety, and operational efficiency. The
integration of commercial services along circulation paths exemplifies a careful
balance of passenger convenience and operating efficiency.

While high passenger volumes can cause congestion during peak travel, the station's
design, operational planning, and emphasis on smooth passenger flows help to
mitigate these issues. Overall, Berlin Haupt Bahnhof is a model for modern railway
infrastructure, combining architectural excellence, multimodal functionality, and a
passenger-centric approach to provide an efficient and enjoyable travel experience.

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3 LITERATURE REVIEW

3.1 GLOBAL EVOLUTION OF TRANSPORT INFRASTRUCTURE

3.1.1 WORLD TRANSPORTATION & HISTORICAL EVOLUTION

An essential element of human society,

transportation has developed with
society and shaped the interactions of
towns, cities, and countries. The
development of water-based
transportation and the invention of the
wheels came after the earliest human
modes of transportation, which
included walking and using animals.
These early but necessary inventions
gave early societies greater mobility,
which facilitated migration, trade, and
cross-cultural interactions. Organised
transportation networks, such as the
Roman or Persian Royal Roads, were
used as instruments of economic
unification, military control, and
administration as settlements expanded
into empires. In order to facilitate the
Figure 61 History of transportation spread of goods, ideas, religions, and
(https://www.educba.com/advantages-and- technologies, trade routes like the Silk
disadvantages-of-public-transport/) Road and shipping networks across the
Pacific and Indian Oceans linked societies.

One significant turning point in the history of transport was the rise of the Industrial
Revolution. The invention of steam power led to the construction of railways and
passenger ships, which drastically cut down on travel expenses and times enabling
the mass transportation of people and products. From being a regional device,
transportation evolved into a global system that facilitated international trade,
settlement, and industrialisation. As cities developed into commercial hubs and
attracted people from rural areas with ever-more-efficient transport systems, it was
a major factor in growth in urbanisation.

In the modern world, transport plays an essential role in urban development,

economic expansion, and environmental planning. It is not just about movement. In
order to facilitate both local accessibility and worldwide connectivity, modern
systems integrate a variety of modes, including roads, railways, airways, and
waterways, into complicated networks. It is now widely acknowledged that liveable,
durable, and future-ready urban environments depend on effective, accessible, and
environmentally friendly transportation systems

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3.1.2 BEGINNING OF RAILWAYS GLOBALLY

Early in the 19th century, at the peak of the

Industrialisation era, when technology
was developing quickly and there was an
increasing need for quicker, more
dependable forms of transportation,
railways made their debut on the global
stage. Although there had been basic rail
systems in mining since the 16th century,
that use timber tracks and horse-drawn
carts, the development of steam engines
marked a true revolution. The Stockton,
California and Darlington, England
Figure 62 The British Salamanca locomotive, 1812 Railway, which debuted in northeastern
(https://en.wikipedia.org/wiki/History_of_rail_transport
) England in 1825, was the first public
railway in history to use steam engines. This railway, designed by the British engineer
George Stephenson, proved that steam locomotion could effectively transport
people and products over great distances.

Soon after, in 1830, the Liverpool and Manchester Railway was the first intercity
railway in the world to be fully functional with scheduled services, a set timetable,
and passenger ticketing. Its success encouraged a railway boom in the United
Kingdom, which quickly extended to the United States and mainland Europe. By
significantly reducing down on travel time and expense, railways allowed trade in a
landlocked nation and promoted migration of people to cities. Because of its
incomparable capacity to regularly move both heavy cargo and large numbers of
passengers, governments and business owners soon realised that rail could be a
revolutionary economic and strategic equipment.

Railways were an essential element of modern industrial societies by the end of the
19th century. Massive rail networks were built by nations like the United States, such
as the famous Transcontinental Railroad, which connected both the Pacific and
Atlantic coasts and was finished in the year 1869. Railways came to represent power
over territory, technological might, and national connection in Europe's mainland.
The foundation for the growth of rail infrastructure throughout Asia, Africa, and
Latin America was laid when colonial powers started exporting railway technology
to their colonies.

Globally, the beginning of railways marked a turning point in how societies

functioned. It changed trade routes, labour patterns, economies, and even time
management (standard time zones were established to correspond with train
schedules). The railway brought in a time when distance was no longer a barrier to
development and integration, becoming not only a practical necessity but also a
cultural symbol of advancement, speed, and the modern era.

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3.2 EVOLUTION OF RAILWAYS IN INDIA

3.2.1 BEGINNING OF RAIL NETWORK IN INDIA

The British colonial government

established railways in India as part of a
larger plan to strengthen political
authority and enhance colonial economic
extraction. On April 16, 1853, India's first
railway line went into service, connecting
Bombay (Mumbai) and Thane covering a
34-kilometer journey. Three steam
locomotives Sahib, Sindh, and Sultan
pulled the train, which had 400
passengers on board. In the Indian
subcontinent, rail-based transportation
officially began with this first journey.
Figure 63 India’s first locomotive steam engine
The
(https://www.facebook.com/officialIndiaJaiHo/posts/inprimary motivation behind
dias-first-railway)
introducing railways in India was to
facilitate the transport of raw materials such as cotton, jute, coal, and opium from the
interior regions to port cities for exporting it to Britain. It also made it easier for
troops to move around quickly, which helped the British keep control of their huge
colonial territories. The British government offered British investors a "guarantee
system" that promised them a fixed return on money they put into railway projects.
This made private companies build the railways quickly.

Following the success of the first

line, several of additional lines were built
rapidly. The second line linked Howrah
and Hooghly in 1854, and the third line
between Madras (Chennai) and Arcot
began in 1856. These routes were the first
steps in building a larger network that
would connect the three main
Presidencies: Bombay, Madras, and
Bengal. Construction was often
prioritized to link resource-rich areas
with port cities, rather than for regional
Figure 64 165th anniversary of first passenger train in
India (www.devdiscourse.com)
development.

By 1869, India had over 5,600 kilometres of railway lines, and this number grew by
hundreds of kilometres by the end of the 19th century. The railway system was first
built for the colonial reasons, but it quickly became an important part of the Indian
economy, affecting the movement of goods, people, and cities. It also set the stage for
the next big step: the rail network's widespread growth and connection across the
subcontinent.

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3.2.2 SPREAD AND EXPANSION OF INDIAN RAILWAYS

The British built up the railway system in

India quickly after it was first used in the
1850s. India had about 8,000 kilometres of
railway track by 1870, just 17 years after
the first line was built. The goal of this
expansion was planned to connect areas
in the interior where raw materials are
found to major port cities like Bombay,
Calcutta, and Madras to make exporting
easier. These lines were also very
important for keeping things organised
and moving British troops quickly during
events like the 1857 Revolt. after which the
pace of railway construction accelerated
Figure 65 British India Railway Map (circa 1900s) significantly.
(https://wiki.fibis.org/w/Railways)

India had one of the biggest railway

networks in the world by 1900, with a total length of 39,834 kilometres. Under
government guarantees, private British companies like the East Indian Railway,
Great Indian Peninsula Railway, and Madras Railway were primarily responsible
for this expansion. During this time, the lines that were built often made more sense
for business than for the region, so the network was shaped more by imperial needs
than by local needs for development.
Additionally, railways were essential to
the integration of India's various regions. It
linked markets, ports, and industrial hubs
and allowed the majority of transportation
of commodities like salt, cotton, coal, and
grains. Railways made it easier for the
Indian society to migrate, work, study, and
make pilgrimages. which covered more
than 66,000 kilometres by 1929.

Government scrutiny of the system's

administration increased. In order to
handle the increasing complexity of the
network, the government started
combining and acquiring private
businesses in the early 20th century after
Figure 66 Railway Electrification as per 2023
(https://ar.inspiredpencil.com/pictures-2023/indian-
the Railway Board was founded in 1905.
railway-map)

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3.3 MULTIMODAL TRANSPORT HUB

3.3.1 CONCEPT & COMPONENTS OF MULTIMODAL INTEGRATION
3.3.1.1 CONCEPT

Figure 67 Ecosystem of multimodal transport system showing key operators and diverse user groups. (Source -
nextias.com)

The term "multimodal integration" defines the intentional integrating of different

forms of transportation, which includes buses, metro systems, paratransit, railways,
non-motorized transportation (NMT), pedestrian infrastructure, and paratransit,
into a uniform, user-centred mobility network. The primary goal is to enable
passengers to transfer between different modes of travel efficiently, safely, and with
minimal delay, thereby ensuring end-to-end connectivity.

Simply having one means of transportation is hardly sufficient to meet the city's
mobility needs in a dense urban setting like Ahmedabad, which is marked by an
increasing population and demand for transportation. As a result, multimodal
integration becomes an essential planning and design approach to raise availability,
reduce traffic, reduce emissions, and to enhance urban life in general.

Multimodal integration, when used in railway station redevelopment, ensures that

the station is a central hub in an overall transportation system that supports both
local and long-distance commuting, rather than an isolated transport node. The
success of a multimodal hub lies in how seamlessly it can connect modes spatially,
operationally, and experientially.

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3.3.1.2 COMPONENTS OF MULTIMODAL INTEGRATION

1. Physical Integration

Through the design of infrastructure

that enhances accessibility and
reduces circulation duration,
physical integration ensures spatial
proximity and ease of transfer
between various forms of
transportation. Metro stations, bus
terminals, autorickshaw stands, and
parking lots are all located next to or
inside the railway station complex.
Well-designed transfer corridors,
such as skywalks, covered walkways,
subways, ramps, lifts and escalators,
Figure 68 Seamless Urban Transit Connectivity (source enable seamless connectivity and
https://www.nfcw.com) enable users to transition between
modes with ease, irrespective of weather conditions or physical limitations. The
provision of barrier-free circulation routes is a crucial component of physical
integration, as it fosters universal accessibility for elderly travellers, individuals
with disabilities, and passengers carrying heavy bags. Additionally, station area
zoning should allow for ancillary facilities in addition to transportation
infrastructure. such as ticket counters, retail kiosks, food courts, waiting lounges, and
public plazas making the hub a vibrant and efficient public space.

2. Operational Integration

Coordinating and integrating

transport services to increase
efficiency and reduce user
discomfort is known as operational
integration. It involves coordinating
the schedules and frequency of
public buses, suburban railway, and
metro trains to ensure seamless
rapid transitions between modes.
Common service planning and
unified passenger information
systems run by several agencies
working together may enhance this
Figure 69 Centralized control room managing seamless
coordination of buses, taxis, and shared mobility for efficient integration. To prevent traffic and
transit operations. (source AI generated) chaos, designated pick-up and drop-
off areas for shared mobility services
such as taxis, autorickshaws, and app-based cabs also need to be well-planned and
situated. The creation of transport headquarters and centralised control rooms that

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facilitate real-time monitoring and management of multimodal operations, service

interruptions, and passenger safety are few aspects of operational integration.

3. Fare Integration
Fare integration provides journey
quicker and reduces transaction barriers
by enabling users to access multiple
modes of transport using a single
ticketing or payment system. The
National Common Mobility Card
(NCMC), a contactless smart card that
facilitates easy payments on buses,
metros, suburban railway, and even
parking lots, is a prime example in the
Indian context. Furthermore, QR-code
Figure 70 Unified fare payment using smart cards, mobile scanning technologies and mobile-based
apps, and contactless devices. (Source https://n-catt.org) ticketing apps provide speed and
convenience while lowering reliance on
physical ticket counters. Transfer discounts, fare regulating systems, and time-based
pricing models are additional components of fare integration that reduce the cost of
intermodal travel and promote the use of public transportation instead of private
vehicles.

4. Informational Integration

Informational integration is the process

of giving travellers up-to-date, accurate
travel information so they can make
smart choices while travelling. To
provide information on arrivals,
delays, and platform changes, the
station's grounds are equipped with
changing signs, digital displays, and
multilingual audio announcements.
Additionally, mobile apps and
integrated journey planners are
essential because they provide features
Figure 71 image depicts Clear Wayfinding Guides for Easy like live vehicle tracking, ticket
Navigation (source - Ai generated)
availability, fare estimation, and route
comparisons. Ensuring that users can confidently navigate the transit environment,
particularly in complex hubs with high foot traffic, such as major railway stations,
requires a strong wayfinding system that is strengthened by colour-coded maps,
visual landmarks, intuitive icons, and indications for direction.

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3.3.2 IMPORTANCE OF MULTIMODAL INTEGRATION IN INDIAN CITIES

As India races toward the dream of urbanization, the important factor is the
functioning of urban transport systems. Disjointed or poorly connected transport
modes are major causes of lengthy travel durations on the road as well as traffic jams
and pollution levels. Integration through multimodality solves the above problems
by providing smoother travel, better access to and usage of public transport, and
lesser dependency on private vehicles.

System of Integrated Systems in Indian Cities provides through united ticketing,

synchronized schedules, and better last mile-connectivity an integrated travel
experience for seamless journeys and increased acceptability of public meaning.
Even the largest metropolitan areas like Delhi and Ahmedabad have well showcased
the efficacy of multimodal integration through systems like Delhi Metro (with
extensive feeder bus integration) and BRTS systems like Ahmedabad, respectively.
These systems serve as examples of scalable and sustainable urban mobility
solutions for the entire country.

Well-planned multimodal hubs can catalyse urban regeneration and development

and enhance the quality of life in adjoining areas in terms of making transportation
more efficient, equitable, and user-friendly.

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3.4 STATION REDEVELOPMENT IN INDIA

3.4.1 GOVERNMENT SCHEMES: AMRIT BHARAT STATION SCHEMES,
GATI SHAKTI

Figure 72 News Article for Amrit Bharat scheme (Source-https://deshgujarat.com)

In recent years, the Government of India has stepped up efforts toward modernizing
and redeveloping railway stations through flagship schemes such as Amrit Bharat
Station Scheme (ABSS) and Gati Shakti Program. Launched in December 2022, ABSS
marks a paradigm shift in the conception of stations-from transit points to integrated
urban hubs, enhancing passenger experience and stimulating local economic
growth. Under this scheme, about 1300 railway stations in the country will be taken
up for redevelopment in phases, particularly stations with high passenger density.
Upgrading station infrastructure and amenities for passengers to meet international
standards is the essence of the scheme. This would include provision of waiting areas
that are spacious and well-ventilated; modern and hygienic restrooms; lifts and
escalators for easy movement; advanced digital counters for ticketing; and
uninterrupted Wi-Fi connectivity. A distinctive emphasis would be placed on
universal and inclusive design features like ramps, tactile flooring, Braille signage,
and accessible toilets for facilitating use by differently abled and elderly passengers.
ABSS also encourages architectural designs in keeping with regional styles and the
cultural heritage of the area, creating a sense of place and identity in the precinct of
the station. The scheme also entails allied urban development activities around
station areas generating local employment opportunities and improving the civic
infrastructure.

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The Gati Shakti program complements ABSS through coordinated and integrated
infrastructure development. In order to hasten project execution and maximise
synergy between various ministries and government departments, Gati Shakti has
been instituted to keep station redevelopment projects in consonance with the
overall transport and urban development plans. This programme lays great
emphasis on integrating railway stations with all the urban transport systems, like
metro transit, bus rapid transit corridors, and airports, so as to ensure seamless
multimodal connectivity. The use of GIS-enabled digital platforms under Gati Shakti
will enhance project monitoring, resource allocation, and stakeholder coordination,
resulting in a manifold reduction in project delays and budget overruns. All
renovations of many stations, including New Delhi, Gandhinagar, and Chatrapati
Shivaji Maharaj Terminus, have relied on the streamlined processes of Gati Shakti,
which are extensive coverage upgrades concentrating on passenger convenience,
safety, and sustainability.

Figure 73 Official logo for ABSS (source -Figure 74 Official logo for PM Gati Shakti (source -
https://www.india.gov.in/spotlight/amrit-bharat- https://pmgatishakti.gov.in/)
station-scheme)

3.4.2 ROLE OF IRSDC & PPP

The IRSDC (Indian Railway Stations Development Corporation) was set up to meet
the challenging and ambitious redevelopment goals as a specialized agency to plan,
finance, and execute station modernization projects. The methodology employed by
the IRSDC prominently features the Public-Private Partnership (PPP), inviting
private sector participation to supplement public resources with investment capital,
technical expertise, and efficient project management. The objective of these PPP
arrangements is to develop integrated mixed-use projects in and around station
areas with a proposal to include commercial centres, hotels, offices, and improved
passenger facilities that will, in turn, improve the economic viability of railway
properties.

Examples of successful PPP models include the redevelopment of the Gandhinagar

station, where the ideas of commercially exploiting real estate vertically integrated
above the station, including India's first hotel built over railway tracks. The Rani
Kamalapati station in Bhopal, distinguished with world-class facilities like wide
platforms, automated ticketing, and passenger lounges, also bears design features
considered sensitive to heritage. However, successful as they may been, the PPP

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framework is plagued with challenges such as regulatory obstacles, risk-sharing

mechanisms that are too intense, and investor minds that are preconditioned by
apprehensions about returns on investment. The government is actively navigating
the course of such issues by laying down policy frameworks in tune with
simplification of processes and constituting multi-agency coordination panels with
the idea of giving a boost to economic environment congenial to private enterprises
in order to strengthen their participation in railway infrastructure development.

3.4.3 CHALLENGES & LIMITATIONS IN INDIAN STATION

MODERNIZATION

Redevelopment of railway stations in India, notwithstanding the prevailing policies

and immense investments, is challenged by some severe hurdles. Much of the railway
infrastructure in India constitutes legacy stocks, with most of them being over a
century old and characterized by competition of design limitations and operational
constraints for modernization. Introducing modern facilities, safety requirements,
and digital technologies into such ancient structures would require utmost care and
exceptional engineering skill.

Land acquisition poses one of the most vexatious problems, especially in the heart of
congested cities where railway stations are surrounded by dense neighbourhoods.
Land acquisition involves various difficult processes, including land rights,
compensation to affected families, resettlement, counter-opposing political and
social sentiments against the project, which draws protracted constraints upon the
timelines for any intervention. In addition, seamless coordination from various
government agencies, local urban bodies, regulatory authorities, and private players
is required for the station redevelopment, creating bureaucratic bottlenecks
affecting the speed and quality of the project's implementation.

Heritage conservation poses another layer of complexity such as some historic

stations like Chhatrapati Shivaji Maharaj Terminus in Mumbai (a UNESCO World
Heritage Site) which need to be upgraded with respect for their architectural legacies
while enhancing passenger amenities a very difficult balancing act calling for
specialized restoration expertise along with innovative design solutions.

Yet financial constraints are a fundamental problem. Cost-intensive redevelopment

projects, along with the hesitant attitude of private investors, leave funding gaps
despite government allocations and investments. Besides, interfacing with
numerous contemporary technologies-developed from digital ticketing to
automated signalling, energy-efficient designs, and advanced security systems-with
pre-existing legacy infrastructure is highly costly, needing highly sophisticated
synchronization across systems.

Lastly, with the advent of digitalization, cybersecurity became another critical

railway operational concern, requiring regular investments in securing data,
payment, and operational controls from disruption or misuse.

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3.5 AHMEDABAD URBAN MOBILITY CONTEXT

3.5.1 EVOLUTION OF AHMEDABAD JUNCTION & SURROUNDING
NEIGHBOURHOOD (KALUPUR STATION)

Ahmedabad Junction, also known as

Kalupur Station, the station is one of the
oldest and most significant railway
stations in Gujarat and Western India.
Established in 1864 by the Bombay,
Baroda, and Central India Railway, the
station was an important link connecting
Gujarat with the rest of India, thus
facilitating trade, commerce, and urban
development. The design of the station is
derived from a mix of architectural
expression of colonial days, combining
functional needs with local aesthetics that
suit the hot and dry climate of
Ahmedabad. Over the years, Kalupur
Station was developed to meet increasing
passenger and freight requirements,
gradually morphing into a transport node
important for rail connectivity and urban
identity. For a long time now, it’s close
proximity to the historic Walled City area
of Ahmedabad and important business
hubs has enabled the station to remain a
Figure 75 This historic photograph of the Shaking centre of economic activity; its role has,
Minarets (Jhulta Minar) near Ahmedabad however, been challenged of late by rapid
Junction/Kalupur Station (source - urbanization and increasing demand on
https://www.agoda.com/)
the transport system.

A unique feature of the station’s surroundings is its proximity to the iconic Jhulta
Minar (Shaking Minarets), historic architectural landmarks that add a distinct sense
of place and cultural heritage to the Kalupur area. These minarets stand as a
testament to the city’s layered history and have long been a symbol of Ahmedabad’s
architectural ingenuity. Over time, the station and these monuments together have
become intertwined with the city’s identity, offering a glimpse into its rich past while
continuing to serve modern connectivity needs.

The area around the station has had its own development of markets, residences, and
administrative centres occurring in relationship with the station. There has been an
interdependence of urban growth and the transportation infrastructure, one
promoting concentrated development while the other having placed physical
constraints on the station's expansion and redevelopment. This intricate spatial
relationship highlights the complexity of modernizing a heritage railway junction
embedded within an exceedingly dense urban fabric.

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3.5.2 TRANSPORT NETWORK IN AHMEDABAD: RAIL, METRO, BRTS,

AMTS

Ahmedabad is in a developing multimodal transport system to meet the mobility

requirements of its ever-increasing urban population today. The primary railhead in
the city is Ahmedabad Junction running long-distance and regional routes. This
makes it an essential node in the transport network of Gujarat and a strategic link
within the rail corridors in India. Rail infrastructure in the area offers substantial
throughput of passengers and freight to promote economic activities of the state.

Complementing the rail public

transport is the Ahmedabad Bus Rapid
Transit System that is branded as
"Janmarg". It operates more than 97
kilometres of dedicated bus lanes.
Janmarg can take in a daily patronage
of over 150,000 passengers. This is
sufficient to show that it is
decongesting roads while providing
reliable transit options (Urban
Mobility India, 2022). In addition to
BRTS, the Ahmedabad Municipal
Figure 76 Ahmedabad BRTS station showcasing dedicated bus
Transport Service (AMTS) operates an
lanes and streamlined passenger access (source - extensive fleet of over 1,100 buses
https://www.thehindubusinessline.com/news/variety/brts- covering above 200 routes as part of an
ahmedabads-pride)
integrated city bus network delivering
last-mile connectivity and serving less-dense or peri-urban areas (Shakti
Sustainable Energy Foundation AMTS Vision Plan, 2035).

The Ahmedabad Metro will further

enhance this mobility fabric as its first
phase includes operational lines of
almost 40 kilometres. The aim is rapid,
efficient, and clean public transport
in urban areas. It would be multi-
modally linked with regional rail
connections at important nodes like
Ahmedabad Junction and with BRTS
and AMTS networks. This draws up a
Figure 77 AMTS bus (source- https://www.nyoooz.com) trajectory toward establishing unified
ticketing and smart card systems
advantaging passenger transfer across different transport modes, thus encouraging
increased ridership while reducing dependence on privately-owned vehicles. There
is also a push at establishing enhanced infrastructure for pedestrians, bicycle lanes,
and non-motorized transport options along transit hubs-walks the talk on
sustainable and inclusive urban mobility.

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3.5.3 OPPORTUNITES FOR TRANSFORMATION INTO A MULIMODAL HUB

Primary component of the urban transport modernization plan for the city is the
redevelopment of Ahmedabad Junction, one of the largest infrastructure
investments the region has made till present. This ₹2,400-crore redevelopment is an
ambitious attempt to upgrade the heritage station into a truly modern multimodal
hub integrating rail, metro, buses, and other transport systems under one roof,
friendly to the passenger (Construction Week Online, 2025).

The design philosophy for the project

adeptly balances with the rich
architectural heritage of the state by
referring to the architectural motifs and
elements drawn from the temples of the
Modhera Sun Temple and the Adalaj
Stepwell. This anchors a sense of
regional identity with a sense of place
and belongingness for the commuters.
The envisioned transformation includes
multi-tier platforms and large
pedestrian zones, integrated ticketing
and information systems, commercial
Figure 78 The intricately carved Sun Temple at Modhera
stands as a testament to Gujarat’s rich heritage and complexes, and amenities that augment
architectural brilliance. (source - passenger experience significantly.
https://collectingmoments.in/sun-temple-modhera/) Inclusivity features allow primarily the
differently-abled passengers easy
access, while and better drop-off zones
and parking for various modes of
transport enhance seamless intermodal
transfer.

Almost equally importantly, the project

is aimed at solving last-mile connectivity
by way of introducing feeder bus
services, protected cycle tracks, and
pedestrian pathways. Such integrated
planning will seek to minimize private
vehicle trips that can help alleviate
Figure 79 Adalaj Stepwell: An architectural marvel
urban traffic congestion and pollution.
reflecting Gujarat’s centuries-old tradition of water By consolidating the development of this
management and artistry. (source - multimodal hub within the destination of
https://www.lonelyplanet.com/articles/india-best-step-
wells-to-visit)
transit-oriented development,
redevelopment of Ahmedabad Junction
is anticipated to stimulate economic rejuvenation in areas nearby, the upliftment of
real estate prices, and contribution towards a sustainable, liveable urban
environment. This redevelopment stands to become a case study for development in
other towns in India and how heritage, modern infrastructure, and inclusive urban
mobility coexist.

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3.6 USER EXPERIENCE & HUMAN-CENTRIC DESIGN

3.6.1 LAST-MILE SOLUTIONS IN MULTIMODAL PLANNING

Figure 80 Graphical representation of last mile connectivity (source - https://www.cbinsights.com/)

Last-mile connectivity is considered to be the greatest challenge and, indeed, the last
important hurdle in the highly complex and multimodal transport systems: the
shuttling of passengers from transport hubs to their final destinations. While
providing high-capacity and speed for a large part of the journey, a last mile often
decides whether public transport is an option at all. Terminals leading to inefficient
or inconvenient last-mile connections discourage user reliance on public transport
and lead to the greater use of private vehicles, overcrowding in traffic, and pollution
in cities.

Strategic planning and providing urban modes and services according to the shape
and the demographic requirements of that area are necessary to fill the gap. The most
widely utilized last-mile solutions are feeder bus networks, which are timed to
connect neighbourhoods to the major transport lines. They also include shared
mobility forms, such as app-based ride-hailing and shuttle services, and small
electric vehicles that enable flexible, on-demand transportation. The promotion of
micro-mobility - bicycles, e-scooters, and cycle rickshaws - takes care of the short-
range connectivity gap cheaply and distributive.

Last mile solutions depend massively on the quality of the infrastructure and the
systemic integration. The pedestrian infrastructure needs to be safe, continuous, and
designed to be user friendly, from shaded walkways and clear signs to barrier-free
crossings. These are complemented by seamless physical integration between
services-such as provision of dedicated pick-up/drop-off zones, synchronized
schedules, and unified digital ticketing-enhancing convenience and minimizing in-
transit wait and transfer times. Furthermore, real-time information systems
accessible through mobile applications empower them to accurately know the status
quo for informed decision-making, certainly lowering the discomfort of travel. Well-
planned last miles would not only increase the market share of the transport mode
but also serve as a catalyst towards wider urban sustainability and equity, given the
improved access of low-income and mobility-challenged populations.

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3.6.2 NON-MOTORIZED TRANSPORT (NMT), PEDESTRIAN & PARA-

TRANSIT SYSTEMS

Figure 81 Image representing Integrated urban street design: Safe sidewalks, protected bike lanes, and street buffers
(source - https://www.cityofpasadena.net/)

Nonmotorized transport (NMT)-walking and cycling in city spaces-forms the

backbone of urban mobility in many cities, especially in developing contexts where
spatial compactness and informal economies dominate. NMT has many benefits,
such as low cost, environmentally sustainable, health benefits, and flexibility.
Promoting walking and cycling requires an integrated urban design framework that
focuses on pedestrian safety, comfort, and connectivity: wide sidewalks, pedestrian-
only zones, traffic calming measures, well-marked and signalized crossings, and
amenities such as seating and lighting. Cycle infrastructure needs dedicated
protected lanes, secure parking facilities, and bike share programs for enhancing
convenience and safety for the users.

Apart from formal NMTs, para-transit systems like auto-rickshaws, cycle rickshaws,
and e-rickshaws render flexible last-mile services crucially needed for bridging
transit gaps left by larger systems. In many Indian cities, these modes are not only
inexpensive but also culturally accepted and deeply embedded in daily life.
Nevertheless, the informal nature of para-transit sometimes creates hurdles in
regulation, service types, and competition with formal providers. Integrating para-
transit within the larger mobility ecosystem would lend itself to optimized routing,
just fare pricing, safety standards, and environmental considerations. Together,
NMT and para-transit play a vital role in strengthening the multimodal system by
offering a variety of travel modes that are flexible and inclusive, thereby decreasing
reliance on private motor vehicle use and enhancing trip quality and accessibility for
all urban residents.

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3.6.3 WAYFINDING, ACCESSIBILITY & INCLUSIVE UNIVERSAL DESIGN

In user-centred transport,
effective wayfinding and
universal accessibility
remain at the heart of the
discipline that aims to
make transit environments
easily navigable, safe, and
comfortable for every
transit passenger.
Wayfinding incorporates
those physical design
elements that provide
passengers with intuitive
guidance within the
sometimes very large,
complex transit hubs.
Figure 82 Ideal image for station at concourse level which includes universal Orientational cues can
design & way finding systems (source - AI generated)
begin from very major
points, such as entrances, or ticketing areas, onward to platforms and exits. The
design aims at reducing disorientation, transfer anxiety, and travel time. The
approach is thus multi-sensory and combines different elements clear signage with
legible fonts and universally recognizable symbols, colour codes for route
differentiation, tactile paving for people with visual impairment, audible
announcements, and digital interactive kiosks providing journey planning
information.

Universal design is seen beyond the minimum accessibility standards as that which
would render environments useable by people with the widest range of
characteristics from age, ability, and so on. Lack of step access, ramps, elevators,
accessible ticket machines, Braille signage, tactile guide strips, accessible toilets, and
waiting areas of a decent size these are features that make transport facilities barrier-
free and user-friendly. Adequate lighting, seating, emergency support, and security
further combine to give a safe and dignified experience to vulnerable groups among
others, for instance: the elderly and disabled, pregnant women, children, and people
traveling with luggage.

Such design considerations also have implications in the social-economic realm that
ease the feeling of stress during the whole journey for those marginalized groups,
while at the same time giving them the independence and mobility opportunities to
become active participants in the economy. A human-centred design approach must
commit to continuous stakeholder consultation, including input from persons with
disabilities and at-large community representatives, thereby ensuring the facility
meets the dynamically changing needs of the population. Accessibility and/or
wayfinding also create avenues for social inclusion, build confidence in public
transit systems, and ultimately translate them into desirable and reasonable
alternatives to private car use.

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3.7 TRANSIT ORIENTED DEVELOPMENT

3.7.1 PRINCIPLES & BENEFIT OF TOD IN HIGH-DENSITY CITIES

Figure 83 Vibrant transit-oriented streetscape: wide sidewalks, bike lanes, and multimodal connections foster inclusive
urban living. (source - Mixed Use Street | VTA)

Transit-Oriented Development (TOD) is an urban planning strategy that primarily

focuses on the creation of lively, compact, and walkable neighbourhoods around
public transit systems of very high quality. The main principles comprise high-
density development within short walking distances to stations, a proper mix of
residential, commercial, and public uses, all focused on the human scale of urban
design. In high-density cities, TOD optimally uses land by encouraging vertical
growth while discouraging urban sprawl. The thrust is that urban expansion must not
be at the cost of sustainability or enhanced liability.

The prime advantage of TOD stands in the ability to cut down upon the private
vehicle use, making public transport look all the more convenient and attractive an
opportunity. This helps reduce traffic congestion and greenhouse gas emissions
while allowing more equitable access to urban opportunities for all social groups.
Through a mixture of use and amenities near transit stations, TOD creates lively
public spaces, supports local economies, and enhances safety through increased
activity and passive surveillance. Additionally, residents incur shorter travel times,
lead a healthier life due to walkability, and ultimately save on living expenses from
lowered transportation costs. The denser and transit-oriented districts can yield
savings on utilities and infrastructure provision through greater efficiency that
result in long-term savings to local boards and its citizens.

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3.7.2 LAND USE ZONING, WALKABILITY, AND MIXED-USE

DEVELOPMENT

Figure 84 Typical TOD layout: Mixed-use commercial zones, pedestrian squares, and
integrated transit facilities centered around a major station. (source
https://www.zaubacorp.com/)

Impactful TOD entails land use and zoning planning that actively allows and
encourages higher density and variety of functions near transit nodes and this is
frequently quite near a moving target in a sort of revisiting, whereby land use zoning
in TOD zones often blend different housing types and mixes with offices, retail,
recreational facilities, and community amenities, all walking distance usually from
500 to 800 m radius from major transit stations.

Creating environments that promote walking emerges as core to TOD practice. This
means a street network that is well connected, an emphasis on pedestrians and
cyclists, an avoidance of parking cluttering the public space with cars, and a strong
emphasis on creating a safe and welcoming public realm. Mixed-use development
contributes life to station areas throughout the day, providing "eyes on the street," and
enhancing security while reducing the need to use motorized vehicles for shopping
or fun and leisure. This mix reassures a more diverse and resilient local economy,
where different uses support one another and adapt to changing urban needs.
Architectural guidelines, active ground floors, street landscaping, and clear signage
form a series of interventions aimed at ensuring an inviting and accessible urban
environment.

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3.7.3 TOD POLICIES IN INDIA & THEIR STATION-AREA IMPACTS

Indian authorities
are actively
championing the
cause of Transit
Oriented
Development (TOD)
at the level of
national, state, and
city policy
frameworks. The
National TOD Policy
under the Ministry
of Housing and
Urban Affairs
provides broad
policy directions,
and an increasing
number of state
governments are
inserting TOD
provisions into their
urban development
policies, being
witness to state
investments into the
Figure 86 benefits of Transit-Oriented Development: public health, sustainability, and metro rails or Bus
vibrant local economies.(source Transit Oriented Development Plan)
Rapid Transit (BRT)
systems in cities.
Regulatory provisions often include upzoning the land falling within a designated
“influence zone” of stations, incentivizing the grant of greater Floor Area Ratios
(FAR), and fast-tracking clearances for mixed-use and high-density projects.

The effects of these policies are already being noticed in big towns like Delhi,
Ahmedabad, Pune, and Kochi, where pilot TOD programs are resulting in increased
development intensities, better pedestrian infrastructure, and credibility of public
convenience. The practice of rehabilitating underdeveloped or decaying areas into
high-value, high-quality urban centres has come with such regulatory provisions to
be complemented with affordable housing, open spaces, cyclist, and pedestrian
amenities. However, the shift towards large-scale TOD is not devoid of challenges:
land assembly, stakeholder coordination, protection of affordable housing stock,
and the balance between new growth and heritage preservation need tactical and
place-sensitive planning. As TOD gets even more well-formed and rolled out across
India, it will be critical in pushing urban development towards sustainability,
inclusion, and efficiency especially surrounding future-ready, integrated station
areas.

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3.8 SMART MOBILITY & DIGITAL INTEGRATION

3.8.1 SMART TICKETING & INTEGRATED FARE PLATFORMS

Smart ticketing systems and

integrated fare platforms are seen
as futuristic in the context of an
urban transit hub. Unlike the
traditional paper-based or single
mode fare systems, smart ticketing
relies on digital technologies such as
contactless cards, QR codes, and
mobile payment apps that make
journeys seamless, cashless, and
multi-mode. Users can now take a
bus, a train, a metro, or shared
Figure 87 Contactless smart ticketing: Seamless entry with mobile
mobility options with only one
phones and digital fare integration at transit gates. (source - ticket or device: this single mode of
https://www.brusselstimes.com/) payment clears transactions and
barriers that discourage public
transport use.

Integrated fare platforms unify the

widespread fare structures among
transport operators to enhance
passenger experience and cost
transparency. Such an approach
improves the convenience of
passengers while increasing the
operational efficiencies for the
transit authority as this minimizes
cash handling and revenue leakage.
Also, the smart ticketing
Figure 89 QR code-based smart ticketing: Effortless and secure infrastructure provides meaningful
transit payments using mobile devices. (source
https://digitalhub101.com/)
and valuable data on travel
behaviour to the agencies in
optimizing scheduling, pre-peak demand planning, and targeted service
improvement. In many of the leading examples globally-including London with
Oyster Card system or Singapore with EZ-Link-smart ticketing has proven
transformative in driving multimodal ridership and urban mobility integration.
Indian cities such as Delhi, Ahmedabad, and Kochi are now moving towards
introducing the one-nation-one-card solution along with app-based payment
convergence towards a vision of unified smart mobility.

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3.8.2 USE OF ICT IN CROWD CONTROL SAFETY

Information and
communication technology
(ICT) serve as an enabler to
enhance safety, security,
and efficiency at modern
transport hubs. ICT tools
such as surveillance
cameras, Wi-Fi-enabled
sensors, and AI-based
analytics facilitate
monitoring passenger flows
Figure 91 Surveillance camera monitoring crowd movement in a busy in real time, recognizing
transit station, enhancing safety through real-time ICT integration. (Source bottlenecks early, and
https://www.freepik.com/premium-ai-image/security-camera
automated crowd
management. Advanced crowd control systems can help dynamically control
escalator/elevator direction, control the operation of turnstiles while sending real-
time alerts or adjusting directions to avert overcrowding and ensure smooth
movement in busy stations.

Similarly, communication
platforms channel timely
information to commuters
through digital displays,
public announcement
systems, and mobile
notifications, improving the
safety and user experience
during regular travel and
emergencies. By using
predictive analytics and
Figure 93 Real-time digital displays and crowd management systems at a simulation models,
busy railway station, enhancing commuter safety and information access. operators can foresee busy
(Source-https://www.indiamart.com/proddetail/indian-railways-display- hours, simulate evacuation
systems.html)
scenarios, and prepare
themselves for unforeseen events or spikes in demand. The increasing integration of
ICT in metro and railway stations in India ranging from emergency panic buttons,
facial recognition for security, to intelligent surveillance allows better crowd control
and instils confidence in passengers, bringing the transport infrastructure closer to
international standards in smart urban mobility.

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3.9 ECO-SENSITIVE & SUSTAINABLE ARCHITECTURE IN TRANSIT

DESIGN
3.9.1 GRIHA, IGBC RATINGS AND CLIMATE-SENSITIVE CONSTRUCTION

The GRIHA (Green Rating for Integrated Habitat Assessment) and IGBC (Indian
Green Building Council) certification schemes have become critical to the design and
construction of transit infrastructure in India. These ratings set forth an integrated
framework for assessing projects on various sustainable parameters, including
energy efficiency, water conservation, resource management, and indoor
environmental quality. Buildings and stations aspiring for these certifications must
show integrated strategies in all areas of a project from site selection to operations,
which minimize negative environmental impacts while maximizing benefits for the
users and the larger community.

Climate-sensitive constructions under these ratings focus on passive design

interventions appropriate for the local climate. For instance, orientation of the
building is optimized to avoid solar heat gain, and to ensure natural ventilation
strategies minimize reliance on mechanical cooling. Performance-based glazing and
insulation materials keep internal environments comfortable with less energy.
Rainwater harvesting and recycling of greywater worked into the designs of the
stations reduce water demand and enhance self-sufficiency. Landscaping prefers
the use of local, drought-resistant species requiring very little irrigation and
promoting biodiversity. Therefore, the attainment of GRIHA or IGBC certification
can not only enhance the environmental characteristics of transit stations but will
also contribute towards several government sustainability objectives, including
carbon emissions reduction and climate change adaptation.

3.9.2 PRINCIPLES OF GREEN ARCHITECTURE IN TRANSPORT

INFRASTRUCTURE
.
Architectural green principles address
environmentally protective design,
resource Efficient robust design solutions
on transport infrastructures. The designs
of stations now concern themselves with
blending into natural systems by
minimizing disruption to ecosystems
while doing site development. The
dimensions of the footprint of a station
are compact and vertical constructions
reduce land use intensity while still
preserving around the station open green
and spaces and improving urban
ecological health.
Figure 95 principles of sustainable design (source A Daylighting aspects include skylights and
Guide to EV Charging in India: Regulations and light wells which permit natural
Incentives - Enterclimate)

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illumination and decrease energy use and improve the overall experience of
passengers. Cross winds and stack effects are utilized in the ventilation strategy to
lessen dependence on artificial cooling systems and thus contribute to energy
savings. Green roofs for insulation and storm water management would meet the
utility of permeable pavements that inherently allow groundwater recharge and
reduce surface runoff.

Sustainability has been the basis of selecting materials used for construction, most
often using recycled and regionally-sourced inputs to minimize embodied energy
and to contribute to the circular economy goals. His design also confines solid and
liquid waste management systems to source separation and recycling within station
operation. Noise even becomes a great problem; attenuation includes mechanisms
such as sound-absorbing panels and strategic spatial layouts. These improve the
overall acoustic environment experienced by both users and communities nearby.
Such a collective action guarantees energy-efficient transport infrastructures that
are health compliant, comfortable, and sustainable without compromises on
performance and durability.

Figure 97 Section showcasing green infrastructure in urban streetscapes: rain gardens, swales, porous pavement, and
tree cover improve air, water quality, and community well-being. (source https://delphi.ca/2020/07/investing-in-
green-infrastructure-a-win-win-for-economic-recovery/)

Figure 98 Section showcasing green infrastructure in urban streetscapes: rain gardens, swales, porous pavement, and
tree cover improve air, water quality, and community well-being. (source https://delphi.ca/2020/07/investing-in-
green-infrastructure-a-win-win-for-economic-recovery/)

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3.9.3 RENEWABLE ENERGY INTEGRATION & LOW-IMPACT MATERIALS

Renewable energy adoption in transit architecture is not optional; rather, it has

transformed into a fundamental design requirement. Presently, many modern
stations work build into either roof-mounted or building façade-mounted, solar
photovoltaic (PV) panels, thereby making available clean energy that shows promise
towards offsetting a substantial portion of electricity demand. Small wind turbines
and geothermal heating and cooling systems, based on site conditions, are being
explored for renewable energy diversification and resilience enhancement. Stations
are becoming into systems greater accent on energy efficiency like LED lighting,
variable-speed HVAC units, and smart building management systems that premise
their energy use on actual occupancy and outdoor climate conditions. Incorporation
of solar street lightings and energy harvesting tiles augment energy efficiency efforts,
while engaging visitors with sustainability.

Each and every construction should ensure low-impact construction materials. Fly
ash- and slag-based concrete can reduce their dependency on cement, whose
production has a high carbon footprint. Steel and concrete alternatives include
bamboo and engineered timber from responsibly managed forests, renewable
materials using steel and concrete alternatives. Recycling in steel construction with
prefabrication not only brings reduced wastage of material, but also better speeds
and quality of construction. Modular design would permit adaptation or disassembly
at end-of-life stages which characterizes reuse and recycling and true supporting
principles towards a circular construction economy.

In the end, renewable energy and eco-friendly materials will make transit stations
sustainable urban infrastructure. Their dynamics provide transport modernization
with the global climate commitments and local ecological stewardship partnership.

Figure 99 Overview of the five major types of renewable energy: wind, solar, hydro, biomass, and geothermal, with
global generation and cost comparisons. (source https://elements.visualcapitalist.com/

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3.10 SUMMARY
The literature review discusses the evolution of transport infrastructure in the world
and in India, with a focus on the historical significance of railways in the economic
development and urbanization of India. It describes the evolution from early forms
of transport to present-day integrated, sustainable urban transit systems that
facilitate multimodal connectivity. The review discusses the evolution of railway
transport systems in India, which were expanded under British colonial rule and
continued to grow during the post-colonial phase. It emphasized its role in national
integration and economy. Multimodal transport hubs are defined, through which
seamless transfer across varied transport modes would take place- rail, metro, bus,
and non-motorized transport, maintaining and improving the efficiency and
experience of passengers.

Government initiatives such as the Amrit Bharat Station Scheme and Gati Shakti
Program are discussed as visionary projects aimed at transforming and modernizing
the railway station into integrated urban hubs with a balance between heritage
conservation, inclusivity, and modern features which would further promote
economic prosperity. Challenges in station redevelopment are discussed, dealing
with legacy constraints with infrastructure, land acquisition and other regulatory
complexities, financing, and cybersecurity as essential. The review discusses
human-centered design principles focusing on last-mile connectivity, pedestrian
and paratransit systems, and inclusive wayfinding for accessibility and social
inclusion.

A strong emphasis is placed on sustainability, including principles of Transit-

Oriented Development (TOD) to discourage the use of private cars, complemented by
mixed-use and high-density developments near transit stations. Key advancements
in urban transit are emphasized including smart mobility and digital integration
through smart ticketing and ICT-enabled crowd control.

Finally, eco-sensitive and sustainable architecture in transit design with reference to

GRIHA and IGBC certifications, climate-responsive construction practices,
integration of renewable energy, and low-impact building materials, all work
towards sustainable transport infrastructure supporting the global environmental
obligations.

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