railway station design case study pdf

Corpus ID: 107022745

Railway stations : planning, design, and management

Published 2000
Engineering, Business

28 Citations

New directions in the design of railways stations, historical and modern structures at the railway stations, integrated railways-based policies: the regional metro system (rms) project of naples and campania, distribution philosophy on metropolitan rail passenger terminus, classifying railway stations for strategic transport and land use planning: context matters, rail estate, multiple use of space and railway infrastructure, balancing operating revenues and occupied refurbishment costs 1: problems of defining project success factors and selecting site planning methods, underneath the arches in the east end: an evaluation of the planning and design policy context of the east london line extension project, area claims of the passengers at mass public transport hubs, from city’s station to station city. an integrative spatial approach to the (re)development of station areas, related papers.

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Liège-Guillemins station by Santiago Calatrava

Spanish architect Santiago Calatrava has completed a station with a vaulted glass and steel canopy in Liege, Belgium.

Called Liège-Guillemins station, the project links two areas of the city previously divided by railway tracks.

Calatrava aimed to enhance this permeability by creating a building without facades, relying on the roof for shelter and the building's identity.

The canopy covers five platforms and extends over 145 meters.

Below ground level a series of pedestrian bridges and walkways connect one end to the other.

The station accommodates new services for Belgium's high-speed rail network.

Photographs are copyright ELTGV / Alain Janssens .

Here's some more information from the project managers:

LIEGE-GUILLEMINS, A NEW GENERATION OF STATIONS

At the same time as meeting key railway requirements to position Liege at the heart of the North European high speed network, Euro Liege TGV SA wished to make the station’s aesthetics a central concern. Monumental and expressive, airy and transparent, it is the work of the engineer and architect Santiago CALATRAVA. It is already asserting itself as a symbol of the city’s renewal and as one of its most prestigious visiting cards.

Railway modernization first

The SA Euro Liege TGV was created in 1993 and given the job by the SNCB of designing and building the new Liege-Guillemins station. Then came an important phase of examining the site: a 2.5km section of line on either side of the station, as well as the station itself, which lies on a particularly run-down stretch of railway line.

The legacy of the past was totally thrown into question with a dual objective: to modernize and simplify the infrastructure. High-speed offered Liege, like Brussels and Antwerp, the opportunity to radically improve comfort, services and facilities for all passengers.

In 1995, the conclusions of the feasibility study showed that the existing passenger building and the railway infrastructure would not allow the potential offered by high speed to be exploited and that the criteria of accessibility, comfort and inter-modality which characterize a modern travel centre were not being met.

The various weaknesses were thoroughly reviewed:

platforms on a curve, too short and too narrow,
very low speed of access to the station,
numerous track crossings,
poor positioning of the Brussels–Germany line although more than 50% of the clientele used it,
unused, dead-end tracks,
a signal box with outdated technology,
antiquated passenger accommodation,
shops which had grafted themselves onto the building over time, despite being unsuitable.

Straight away, a fundamental decision was made: to keep the station on its historic site and to accommodate domestic and international services in the new installations. The attraction and competitiveness of high-speed rail depends particularly on the fact that it links city centres, without break of load. So the investments made will benefit all passengers - both those who use the high-speed train and those travelling on conventional SNCB trains. This same concern is also the reason for dual operation on the new line between Liege and Louvain. It provides access to Thalys, at 300km/hr, and also to Intercity trains (particularly used by numerous commuters) at 200km/hr .

In addition, the close proximity of the A602 motorway to the station will result in a major change on the site: henceforth, the station will have dual access and be connected directly to the motorway network - a unique feature in Europe. This second access to the station will be coupled with the provision of 800 parking places adjoining the platforms. Taking into account the already existing places, a total of 1,500 will be available on the Liege-Guillemins site.

To lead the project to a successful conclusion, major rail options were taken:

It was decided to move the axis of the new station by 150 metres towards the Meuse from the current passenger building, in order to meet a double necessity, of which the first is clearly railway related:
constructing longer and wider rectilinear platforms, facilitating the access of trains into the station and the boarding and disembarking of passengers
establishing a seamless connection between the station and the nearby motorway network.
Layout and speed were made priorities on the Brussels-Liege-Germany line, which is used by more than 50% of customers.
A new signal box equipped with the latest technology was built.
The track grid was completely reshaped: rationalizing the points, elimination of sidings, raising the speed of entering the station up to 100km/hr.

The complete reconstruction of the site will enable a gain of 3.5 minutes when crossing Liege.

The challenge of architectural quality

Beside the railway requirements to be met when modernizing the site, Euro Liege TGV SA made the station’s aesthetics a central concern. And it innovated by launching an international architectural competition in 1996, as a result of which Santiago CALATRAVA was chosen to design the station’s volumes and aesthetics. An approach which, at that time, was unprecedented for Belgian railways.

Mr CALATRAVA is a Spanish engineer and architect; in particular, he has built some remarkable stations: Zurich-Stadelhofen, Lyon-Saint-Exupéry, Lisbon Oriente… He has now been commissioned to design the New York multi-modal interchange on the Ground Zero site, work on which started in the autumn of 2005.

The project in Liege was marked by transparency and dialogue between two neighbourhoods - the one residential, the other resolutely urban. The station repairs the division created in the C19th by the arrival of the railway; it builds bridges between the neighbourhoods it had separated in the past. Since the station does not have façades in the classical sense of the term, station/city permeability is very strong. It is the immense steel vault which takes the place of a façade. Like a breaking wave, prolonged by the platform shelters, it transforms the urban streetscape.

Because movement is at the heart of Mr CALATRAVA’s buildings, it poetizes them and breathes life into them. The structures the architect designs are so many sculptures into which one can penetrate. In steel or concrete, they are fluid, rhythmic and their forms are particularly expressive. For Mr CALATRAVA, concrete is an interesting material because it can be moulded and sculpted directly on site; he works it with the intention of making it a “plastic event”. The remarkable character of the concrete is as much due to the complexity of the forms to be made as to its texture and colour - white in many of the spaces created.

Moreover, in 2006, the ECSN (European Concrete Societies Network) made no mistake in giving its Award for Excellence in the Buildings category to Liege-Guillemins station. This prize rewards a project in which the use of concrete is both exceptional and innovative. It was the first time a structure had received such a prize in Belgium.

Liege at the heart of the north European high-speed network

A dozen major cities in the north of Europe are linked by high-speed trains, shortening distances considerably. Thus Liege is 39 minutes from Brussels Midi, about 1 hour from Cologne, about 2 hours from Paris and Frankfurt and about 3 hours from London. And for those not using the high-speed train, commuters in particular, Brussels-Nord is only 48 minutes from Liege by Intercity, via the new line. The station moreover occupies a central position within the Meuse-Rhine Euroregio. With its new infrastructures, it is the relay station for two Euroregional space cities and their hinterland: Hasselt in Belgium and Maastricht in Dutch Limburg.

Even as the construction of the station draws to an end, the focus is now on its surroundings. Indeed the Guillemins district is in need of major remodelling. Yet it is an unchallenged observation: stations are the most powerful driving forces for a city. Liege-Guillemins station, a C21st mobility tool served by exceptional architecture, offers a potential that must be seized. With this in mind, Euro-Liege TGV and Mr CALATRAVA have put forward proposals for redesigning the contours of the district. The guidelines of this master plan restore a true sense of coherence to the district, in tune with the city and its river. The urbanistic gesture echoes the architectural gesture by underlining the regional and European dimension of the major communication node that Liege-Guillemins has become today.

LIÈGE-GUILLEMINS STATION 2000-2009

Project manager: Euro Liege TGV SA Contracting authorities: SNCB-Holding – Infrabel Engineer and architect: Santiago CALATRAVA.

Successful tenderers (European public contracts) Main construction works and rail infrastructure: AM CFE-GALÈRE-DUCHÊNE-WUST Metallic structure: EMESA (Elaborados Metalicos) Special techniques (escalators, travelators, lifts, service lifts): SCHINDLER Glazing: SM PORTAL-LAUBEUF(vault-platform shelters) ; BELGO METAL (awnings) Special Techniques (plumbing, heating, lighting,…): GEMMO Finishing : Cit BLATON

Architecture
Santiago Calatrava
Railway stations
Metro stations
Infrastructure

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Turbhe Railway Station by Hafeez Contractor: The New Civic Symbol

Hafeez Contractor is one of the most recognizable names in Indian architecture and is well known for upgrading the Mumbai skyline along with its urban landscape . So, when it came to fulfilling the vision of the City and Industrial Development Corporation, CIDCO, Maharashtra, of creating Turbhe Railway Station – a station complex at Turbhe, Navi Mumbai, that depicted modernism and served as a grand entryway to the city of Navi Mumbai, architect Hafeez Contractor was a natural choice.

Turbhe Railway Station by Hafeez Contractor: The New Civic Symbol - Sheet1

Inaugurated in November 2005, the Turbhe Railway Station sits on the Harbour Line of the Mumbai Suburban Railway Network in Navi Mumbai. It is 15 km or 9.3 miles away from Thane railway station and 3 km or 1.86 miles away from Vashi railway station. Its location is of strategic importance predominantly due to its connectivity to the Thane-Belapur highway, the Sion-Panvel highway, and the proximity to the MIDC industrial area, the agricultural produce market, and the bus depot plying buses that cater to the populace in Navi Mumbai city.

Hafeez Contractor’s design for this railway station exemplifies his careful consideration of all these factors, the need to showcase the contemporary image of Navi Mumbai, and his sensitivity to user-centricity while ensuring a structure that is resilient in battling the ravages of time.

Turbhe Railway Station by Hafeez Contractor: The New Civic Symbol - Sheet2

The station is spread over a 15000 sq.m area, including its ample parking capacity. The station has five platforms that are two hundred and ten meters long with double discharge facilities on each of the tracks to handle the burgeoning commuter traffic. The island platforms have a width of 12 meters each and the end platforms have a width of 8 meters each.

The platforms and concourses have been finished with Andhra stone flooring and clad with glass mosaic tiles. The ticket counters are strategically placed at the center of the station keeping commuter needs in mind. There are two commuter subways and one pedestrian subway within the station complex , each of them being 7m in width and 66m in length.

The profile of long-span structures , particularly the roof profile, makes a strong visual impact with respect to the exterior of the building as well as shapes the form of the interiors that it encompasses. The gigantic 84 meters long, semi-circular and ribbed roof does exactly that.

The roof, designed by Hafeez Contractor, is supported by trussed arches which offer a more economical alternative to monolithic and rigid arches due to the convenience of fabrication in multiple sections, ease of transportation to the site, and of joining them at the site. Unlike other stations in the city, this one is not enclosed on the sides. This factor, combined with an overall column-free appearance, gives the station an open and expansive feel, a much-needed requisite for harried commuters.

The hydra-like columns are perfect foils for the ribbed design of the roof. Natural light floods the platforms from the large strip skylights on the off-white colored roof, thus enhancing energy efficiency. The station includes a forecourt area that spans 5600 sq.m. on the Thane – Belapur side and 3840 sq.m.on the nodal side.

Turbhe Railway Station by Hafeez Contractor: The New Civic Symbol - Sheet3

This long span structure, while resisting the large bending moments does not compromise on visual appeal or safety. The large roof is held up with plate girders and trusses that are grounded with large columns at both the sides of the station. In keeping with its state-of-the-art image, Australian Zincalume was used for the roof.

Zincalume, while being lightweight but strong, offers the double protection of termite and fire resistance . Zincalume steel is a zinc/aluminum alloy-coated steel that is, also, corrosion-resistant and consequently durable due to its resin surface finish. The roof frame was precision-engineered to be accurate, dimensionally so as to lend itself perfectly to the innovative and stylized design.

Attention was paid to connection details, in the form of usage of clips for fixing joints, eliminating the need for drilling. The purlins on the roof, that span between the arches, are made up of steel hollow sections with the high tensile strength to provide support to the decking.

Turbhe Railway Station by Hafeez Contractor: The New Civic Symbol - Sheet4

The Turbhe railway station designed by Hafeez Contractor has acquired more prominence with the opening of the Swedish chain store Ikea sprawled over an area of 5.3 lakh sq. ft. and within 1.5km of the Turbhe railway station.

With plans for a six-lane elevated road and a proposed tunnel from Turbhe to Kharghar node of Navi Mumbai to reduce congestion on the Sion-Panvel highway and to facilitate speedy travel between the two nodes, in the pipeline, development of an international airport and a corporate park in Kharghar on the lines of the Bandra-Kurla Complex, Mumbai, Turbhe node and consequently Turbhe railway station will play a pivotal role as a connectivity hub and will fulfill its purpose of symbolizing an imposing entryway into the rapidly growing and futuristic city of Navi Mumbai.

Rashmi Nair is an architect, interior designer, and fashion illustrator who is an ardent lover of all things design. She strives to be sustainable in design and life and strongly believes in the ‘Less is More’ idealogy. She enjoys exploring museums, reading, making lists, and a hot cup of coffee

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An Architectural Study on the Railway Station Buildings in Malaysia during British Era, 1885-1957.

— This paper attempted to emphasize on the station buildings façade elements. Station buildings were essential part of the transportation that reflected the technology. Comparative analysis on architectural styles will also be made between the railway stations of Malaysia and British. The Malay Peninsula which is strategically situated between the Straits of Malacca and the South China Sea makes it an ideal location for trade. Malacca became an important trading port whereby merchants from around the world stopover to exchange various products. The Portuguese ruled Malacca for 130 years (1511–1641) and for the next century and a half (1641–1824), the Dutch endeavoured to maintain an economic monopoly along the coasts of Malaya. Malacca came permanently under British rule under the Anglo-Dutch Treaty, 1824. Up to Malaysian independence in 1957, Malaya saw a great influx of Chinese and Indian migrants as workers to support its growing industrial needs facilitated by the British. The growing tin ore mining and rubber industry resulted as the reason of the development of the railways as urgency to transport it from one place to another. Railways were the pioneers of modern transportation introduced by the British in 1885 in Malaya. The existence of railway transportation becomes more significant when the city started to bloom and the British started to build grandeur buildings that have different functions; administrative buildings, town and city halls, railway stations, public works department, courts, and post offices.

Related Papers

Studies in Malaysian & Singapore History

Tse Siang Lim

The origin of the British railway system in the Malay Peninsula can be traced to the laying of its first tracks between Taiping and Port Weld in Perak in 1885. It was to take another half a century before the network in the British protectorate reached in its fullest extent. Together with the technologies of the steamship and telegraph, the railway revolutionized transportation and communications in the nineteenth century. Its significance within the imperial framework is generally perceived to lie in accelerating economic exploitation and growth through the enhancement of existing infrastructure for agriculture, industry and trade. As some historians have noted, the development of railways in British Malaya was indeed closely connected to the tin and rubber industries and the emergence of an export economy situated on the western coast of the Peninsula. Nonetheless, the railway functioned not just as a tool which served the colonial economy but also as an instrument of imperial rule in British Malaya as well. British imperial rule in the Federated Malay States (FMS) was consolidated through the establishment of a railway system that connected its constituent states together into a political unit; thus the Federated Malay States Railway (FMSR) facilitated the dissemination of British authority. As the railway became a site of imperial contestation and control over sovereignty in the Unfederated Malay States (UMS), the assertion of British dominance over the Peninsula railway facilitated the drawing of these states into the orbit of British imperialism. At the same time, the railway also became a cultural technology of rule as it diminished the indigenous political system of the kerajaan in the Malay states.

TS DR Roslan Talib

Although the usage of Transatlantic term more referring to the European and American relationship but there should be a link refer to the colonial powers in the European side i.e. the Portugal, the Netherlands, the British, the France and the Spain in establishing a new colony on the other side of the globe hence at the Straits of Malacca in the South East Asia’s spices region. Thus, this paper presents a large grip on power alternation of the impact of the history, especially within the region of the historic city of Melaka within the nation now called Malaysia located to the south of the straits bearing the same name. When the British make sure they have gained control of New Amsterdam (now New York City) in 1777, Captain Francis Light; representing the Colonial British also wanted to ensure they can still get hold of Penang Island located to north of the Straits of Malacca in 1786 . It was also on the same year; the British handed over New York City to the newly formed American Government and continue to ensure that the Straits States i.e. Penang, Singapore and Melaka still belong to the British power. Through scientific research on the reference of the books with related Melaka historical section and sourcing historical related referred journals be able to trace back these Transatlantic European power in establishing the easterly colony. Descriptive and analytical research methodology has been applied in this paper to narrate the situation.

Wu-Ling Chong , Sivachandralingam Raja , Ahmad Kamal

The term “Old Malaya” refers to the Malay states of the eastern coast of the Peninsular (Kedah, Perlis, Kelantan and Terengganu) and the “New Malaya” to the states on the west coast (Perak, Negeri Sembilan, Selangor and Pahang). The British concentrated their economic growth on the west coast, thereby giving rise to a dual economy. On the west coast, the British were profit driven with special focus on mining and plantation sectors which reaped great economic growth. Similar policy was carried out by the post-independence government which focused more on the west coast states. This had serious implications and caused the east coast states to be underdeveloped. It is only very recently (2007) that the government planned to create the East Coast Economic Region (ECER) and Northern Corridor Economic Region (NCER) with major projects to improve the economic condition of the east coast states. The unequal development extended beyond regional inequalities, again as in the case of colonial rule. For instance, the Indians were marginalised both during the colonial era as well as in post-independent Malaya/Malaysia. The marginalisation of the Indians when plantations were bought over by government owned companies led to uneven development in post independent Malaya. This article intends to explore the uneven development of Malaya in the 19th and early 20th centuries, a situation which continued to exist in post-independent Malaya.

TENGKU ANIS QARIHAH RAJA ABDUL KADIR

Hazmi Rusli

Journal of Southeast Asian Architecture

Imran bin Tajudeen

The period between 1819 and 1824 witnessed the establishment of a traditional entrepot in Singapore and its rapid growth. Sultan Hussein’s court at Seduyong, renamed Kampung Gelam, attracted the trading community and craftsmen from the old entrepot of Riau, chiefly the Bugis and the Javanese but also the Malays of Palembang, Riau and the Peninsula. Kampung Gelam’s waterfront, Rochor River and Kallang Bay subsequently became the focal points of port activity. At the core of the traditional Port Town that developed in 19th century Singapore was a self-contained royal citadel (Kota Raja) at Kampung Gelam which included a padang (royal square) and districts of traders, craftsmen and pilgrim brokers. Surrounding the citadel was a ‘Bugis Town’, a settlement of autonomous merchant-aristocrats’ compounds which was relocated in 1823 to Kampung Rochor, and the shipbuilding district and waterfront settlements in the littoral region of Kallang Bay, including the chief settlement of Kampung Bugis. These developments preceded the creation of a zone of ‘mercantile establishments’ south of Singapore River in 1823, initiated by Raffles as a European and foreign Asian commercial zone. The Port Town’s maritime commerce was in operation as late as 1975. However, Kampung Rochor, the 90-acre economic zone of the Port Town, underwent wholesale demolition in 1960; Bugis maritime activity was removed from Rochor in the 1960s and 1970s; and Kampung Bugis has vanished. The reconstruction of this port town was guided by a comparative study of traditional cities in maritime Southeast Asia (the archipelagic region and the Malay Peninsula)in order to understand their salient fetures, morphological character and built form typologies. Keywords: Singapore, urban history, port-town, Kampung Gelam, Rochor, Bugis Town, Kallang Bay

ABE Journal: Architecture Beyond Europe [Online], Special Issue: Paradoxical Southeast Asia: Building between the Local and the Global. Online since 17 November 2017. URL : http://journals.openedition.org/abe/3715 ; DOI : 10.4000/abe.3715

This study reviews the spatial and formal translations across indigenous vernacular and European colonial architecture in the formation and development of two nineteenth-century colonial-era house forms: first, the Compound House as it was called in building drawings, and the equivalent single story, raised-floor form, the Rumah Limas, in British Malaya (today’s Peninsular Malaysia and Singapore); and second, the Indies-style town residence (Indische woonhuis), which is related to, but distinguishable from, the larger, eighteenth-century country house (Indische landhuis) in Java. The discussion moves beyond the typical focus on climatic adaptation and style to consider a number of striking parallels in the interior layout and formal composition of these colonial-vernacular house forms with Malay, Sundanese (West Java) and Javanese customary house traditions, including Javanese urban dwellings. In addition, two key spatial-formal translations and their related architectural nomenclature are reviewed: the neo-Palladian portico as Malay anjung/surong, and the Javanese pringgitan or transition terrace as voorgalerij. Through these considerations, different narratives emerge that supplement or problematize the focus on Europeans in the colonies in existing studies.

sabrizaa rashid

Geographically the Malay Archipelago generally recognised among the scholars as Nusantara; is located between two main civilizations: India and the Islam dominated nations in the west with oriental China towards its east. The informal boundaries that exist for centuries have shaped the established routes for traders, missionaries and the populace that consequently influenced the character and disposition of the new villages, coastal townships and ports of call. History witnessed many changes and migrations together with the inevitable resettlement of the sovereign kingdoms along with its populace. The 2nd century Funan Kingdom, the ruler of Kemboja in the northeast of the Malay peninsula; the Langkasuka government to the north, the Sriwijaya Kingdom(6th to 12th); the Malacca Sultanate as well as the\Majapahit Kingdom in Java in the 15th century fashioned and transformed the migration patterns of the Malay Nusantara. Economic factors together with other socio-cultural motives appear to be the basis for the founding of new governments and the successive migration process among the populace. The events that took place had affected and transformed the overall belief, socio-culture, the built environment and the way of life among the Malays as the majority inhabitants in the Nusantara. The built environment and its architecture are seen as comprehensive testimonies to the adaptation, assimilation and innovation process that came about as a result of the migration. Distinctions can be made between the numerous architectural designs, carvings and their associated symbolisms in the Malay world that assist to elucidate the factors and thoughts behind the considerable migration of the Malay populace. This paper discuss and attempt to enlighten the changes that took place and the ensuing transformation witnessed in the development of architecture as a result of the migration process in the Malay world.

Fabrication

Johannes Widodo

Book Review: Malayan Classicism: From the Architecture of Empire to Asian Vernacular by Soon-Tzu Speechley, London, Bloomsbury, 2024, 256 pp., AU$153.00 (hardback), ISBN 9781350360341

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