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Enhancing sustainable railway station design in tropical climates: insights from thailand’s architectural theses and case studies.

1. Introduction

1.1. literature review.

• High-speed railway (HSR) stations, which are places where high-speed trains can travel long distances, often with a long distance between stations, and transport passengers between provinces or regions;
• LD railway stations, where trains can travel long distances often with shorter distances between stations than high-speed trains, and they transport passengers between provinces or regions;
• Commuter rail transit (CRT) stations, where the station may connect with a light rail transit station and link further regional areas to local transit [ 45 ];
• Light Rail Transit (LRT) stations, where the station is generally located in urban and suburban areas. The LRT train typically entails two or three coaches that typically operate at an average speed of 55 to 60 km/h on lines with extensive stops/stations and around 65 to 70 km/h on lines with fewer stops/stations [ 46 , 47 ].

1.2. Significance of the Review

2. review methodology, 3.1. size of station and service area, 3.2. form of station, 3.3. roof characteristics, 3.4. main entrance characteristics, 3.5. architectural style, 3.6. development of railway station design, 4. discussion, 5. conclusions.

• An increase in high-speed railway station blueprints and theses since 2014–2016 due to the long-term development plan of the nation;
• The primary factors that determine the economic viability of HSR stations are construction costs, time savings per commuter, traffic volume, and the level of congestion in current global transport networks;
• HSR stations have a flatter exterior proportion than LD stations due to having more passengers, increased facility requirements, their design concept as the main regional hub, and their universal design for loading and train service information;
• The most common roof types are curved and gable roofs, followed by 3D curved roofs;
• The main entrance of HSR stations can reflect the local identity of the area and provide practical advantages by reducing the distance one must walk from their starting point or destination;
• The most elaborately designed main entrances feature curved porticos and gabled porticos, which can add a sense of grandeur and elegance to a building’s façade. An overlapping portico in a public building creates a sense of grandeur and importance, while a curved gabled portico is an architectural feature that adds grandeur and elegance to a building’s façade;
• The design of buildings and structures has evolved over time, with architects and designers now striving to create more visually appealing and functional structures;
• Station design involves several stages, with university-designed stations prioritizing conceptual design and functional space over cost;
• Station design should emphasize transparency and connection, facilitate movement and navigation, and offer increased cost-efficiency and time-efficiency;
• The current global issue of climate change has a widespread impact on the entire planet. Hence, these concerns are crucial in the field of creating environmentally friendly structures for public railway stations.

Author Contributions

Data availability statement, conflicts of interest.

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Tetiranont, S.; Sadakorn, W.; Rugkhapan, N.T.; Prasittisopin, L. Enhancing Sustainable Railway Station Design in Tropical Climates: Insights from Thailand’s Architectural Theses and Case Studies. Buildings 2024 , 14 , 829. https://doi.org/10.3390/buildings14030829

Tetiranont S, Sadakorn W, Rugkhapan NT, Prasittisopin L. Enhancing Sustainable Railway Station Design in Tropical Climates: Insights from Thailand’s Architectural Theses and Case Studies. Buildings . 2024; 14(3):829. https://doi.org/10.3390/buildings14030829

Tetiranont, Suppapon, Wannapol Sadakorn, Napong Tao Rugkhapan, and Lapyote Prasittisopin. 2024. "Enhancing Sustainable Railway Station Design in Tropical Climates: Insights from Thailand’s Architectural Theses and Case Studies" Buildings 14, no. 3: 829. https://doi.org/10.3390/buildings14030829

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Rethinking the railway station area

Research by design in architecture and urban space.

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Railway stations and their urban surroundings are undergoing a ‘renaissance’ for some years now. The movement towards rethinking and renewing these places in cities is based on concerns with sustainability on economical, social and environmental dimensions. In Europe, a great boost to it was given by the High Speed Train (HST) Network implementation. Many projects have been and are being developed. Some of them embrace greater areas then the building itself, transforming both on a requalification effort. To understand how architectural design can improve the performances of these spaces in different cultural and physical contexts, two cities in Europe, Amsterdam in the North and Lisbon in the South, were chosen as case studies. The study was conducted with students at the graduation studio ‘Hybrid buildings’ at the Architecture Faculty of Delft University of Technology, using ‘design research’ and ‘research by design’ as research methods. Results show that design should focus on solving two spatial issues: ‘barrier effect’ and ‘functional mix layout’, as these issues seem to be quite relevant for the success of the station building and its surroundings.

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In This Article Expand or collapse the "in this article" section Architecture of Train Stations

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Architecture of Train Stations by Preston Thayer LAST REVIEWED: 27 June 2022 LAST MODIFIED: 27 June 2022 DOI: 10.1093/obo/9780190922467-0077

Railroad station architecture reflects several disparate concerns. Born of the new technology of steam power, railroads (“railways” in British parlance) revolutionized travel and affected passengers’ sense of time and distance. Combined with the unfamiliar mechanical vibration of engine, wheels, and rails, the great speed of trains—up to 30 miles per hour in the early years—made train travel psychologically stressful. The passenger station needed to present a familiar and reassuring face, and architectural styles were chosen to suggest stability and safety, and perhaps adventure as well. At the same time, the large station acted as a crowd control device, guiding arriving and departing passengers past each other while providing for the efficient handling of luggage and freight. The most provocative literature on railroad architecture treats the station as the gateway to this new set of experiences—as symbol of modernity, as an influence on the form and development of cities, and as the birthplace of corporate identity programs. Railroad stations partook of the revivalist styles of their day while in active dialogue with the engineering structures to which stations were largely subordinate from the railroad companies’ perspective. In the twentieth century, railroad station design provided important lessons for the architects of bus depots and airports. As those transportation systems matured, passenger railroading declined, at least in the United States. Publications of the time reflect interest in historic preservation and the adaptive reuse of railroad stations in the 1970s and beyond.

Schivelbusch 2014 uses Sigmund Freud’s theory of the “stimulus shield” to describe the railroad station as a locus and symbol of unnerving modernity. The contributors to Dethier 1981 take a political/urbanistic approach. Meeks 1956 is the foundational work on American railroad architectural history, with a deep bibliography. Meeks suggests that postwar functionalism finally resolved the shed/headhouse conflict by melding engineering and architectural syntax. Purcar 2007 argues that railroad networks underpinned modern urban theory.

Dethier, Jean, ed. All Stations: A Journey through 150 Years of Railway History . New York: Thames & Hudson, 1981.

The English-language version of the catalogue for the 1978 Centre Georges Pompidou exhibition Le Temps des Gares , curated by Jean Dethier, later exhibited at the Science Museum, London. Heavy on historical photographs and prints, the catalogue offers a political take on railroad history, with emphasis on northern European stations and their urbanistic influence.

Meeks, Carroll L. V. The Railroad Station: An Architectural History . New Haven, CT: Yale University Press, 1956.

Structured by the concept of picturesque eclecticism, this extensive survey of American and European railroad stations recapitulates Western architectural history to tease out myriad sources of station design inspiration. Meeks suggests railroad station designers had enough on their plates addressing technical aspects of the new building type without attempting stylistic novelty. The Italianate thus became the “railroad style” in the early decades of railroading (1830s–1840s). Only twenty pages given to a swift overview of railroad architecture from 1914 to 1956, emphasizing the rise of the International Style. There is an extensive bibliography for works up to the date of publication.

Purcar, Cristina. “Designing the Space of Transportation: Railway Planning Theory in Nineteenth and Early Twentieth Century Treatises.” Planning Perspectives 22 (2007): 325–352.

DOI: 10.1080/02665430701379142

Examines treatises from northern Europe and the United States to argue that specific architectural and engineering challenges set by the developing rail networks were the basis of urban planning theory. Extended attention is given to the writings of the French architect Albert Perdonnet (b. 1801–d. 1867), Ghent University professor Louis Cloquet (b. 1849–d. 1920), and American critic Charles Mulford Robinson, arguing that the novelty of the railway is visible in the architectural program of the railway station as well: the functional distribution, the architectural expression, the constructive techniques—everything required innovation, and, consequently, contemporary literature on railway station design was rich.

Schivelbusch, Wolfgang. The Railway Journey: The Industrialization of Time and Space in the Nineteenth Century . Berkeley: University of California Press, 2014.

DOI: 10.1525/9780520957909

Argues that the railroad station acted as both spatial gateway and (Freudian) “stimulus shield” to separate the traditional slow-paced city from the anxiety-inducing atmosphere of the new railway experience. Highly recommended.

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Charles Correa Foundation

Education and Research in Human Settlements

The Re-Development of Habibganj: Railway Station

Author : Anushree Parkhi Site Location : M.P. Nagar, Bhopal, Madhya Pradesh Institute : RV College of Architecture, Bangalore Advisor: Ar. Bikramjit Chakraborty

description

This project aims to understand the typology of a transit hub. The intent of the thesis project is to explore an integrative approach to design, bespoke to the site (Habibganj Railway Station, M.P. Nagar, Bhopal, India) while keeping sustainability and building performance as the key focus.

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THE SOCIAL PLUGIN – As a railway connection | Architecture Thesis on Transit-Oriented Development

Information

• Project Name: THE SOCIAL PLUGIN - As a railway connection
• Student Name: Liron Gonsalves
• Awards: Top 10 Honourable Mention in ArchMello Thesis of the Year 2023 | Finalist in Nippon Paint AYDA Awards 2023
• Softwares/Plugins: AutoCAD , Autodesk Revit , Sketchup , Rhinoceros 3D , Grasshopper , Adobe Photoshop , Enscape , Lumion , Adobe Illustrator
• Discipline: Architecture
• Level: Bachelors Design Thesis
• Institute: VIVA School Of Architecture - University of Mumbai
• University: University of Mumbai
• Location: Mumbai
• Country: India

Excerpt: ‘ THE SOCIAL PLUGIN – As a railway connection ’ is an architecture thesis based on transit-oriented development by Liron Gonsalves from the VIVA School Of Architecture – University of Mumbai , that seeks to bring urban happiness to daily commuters traveling through the railway station through ephemeral urbanism. The concept is to create a social plug-in into the urban voids and offer various amenity spaces where people can both generate income and have a place to relax. The goal of this project is to design a module that can be used as a prototype for other stations, specifically for one urban void close to Nalasopara.

Introduction: ‘ THE SOCIAL PLUGIN’ explores the potential for fostering positive well-being in everyday experiences. Modern city development and urban lifestyles today create psychological discomfort that exacerbates urban stress and anxiety, particularly in major cities, and this needs to be mitigated. The goal of this architecture thesis is to bring urban happiness to daily commuters travelling through the station.

Mumbai is a linear city, so it has excellent transport links to other areas of the city. As a result, the station serves as the hub of the city and has drawn a large number of settlements to the area. Unplanned and inorganic street rickshaw stands and unauthorised vendors surrounding the station have turned the area into a chaotic mess. A person passing through such a station experiences a great deal of stress and anxiety as they move from busy streets to bustling markets, crowded stations, congested trains, and finally towards the office. As a result, the need for a pause point such as a plug-in is evident at a station.

Site Context

Nalasopara is one of the busiest railway stations in Mumbai. Trains that pass through this station travel north along Dahanu Road and south towards Churchgate. After Andheri, Nalasopara is the second busiest railway platform, surrounded by markets and chaotic nodes at the station. Precincts, in contrast to other stations, still have the chance to make minor adjustments that could have an impact on people’s daily activities and promote wellbeing. Understanding the possibility of reducing current urban stress could be aided by the study.

Nalasopara has seen a huge increase in residential space due to its low house rates, which has also increased overall foot traffic. The station’s outdated layout makes it unable to handle such heavy traffic, and as a result, the neighbourhood around it has become cluttered.

Problems such as pedestrian-vehicle collisions, narrow foot over bridges, illegal hawkers blocking walkways, and the lack of use of designated pedestrian pathways (skywalks) can be resolved by implementing policies, enhancing placemaking, walkability, and ephemeral urbanism planning. To comprehend ephemeral urbanism, one must first recognise that cities are always changing. People typically respond to this concept of change by striving for permanence, but in reality, they should be more concerned with creating dynamic structures that can adjust to the changing social and cultural norms of their surroundings.

Design Process

The idea of osmosis, in which water molecules move from one place to another with the help of a semipermeable membrane, can be used to move people both vertically and horizontally by substituting architecture for the semipermeable membrane.

Having a flow of people from point A to point B: By proposing a skywalk that connects to all of the foot over bridges, the idea is to have rickshaw stands and parking as an attraction point and retail stores, art galleries, markets, and sitting areas to the adjacent site. By redirecting pedestrian traffic from the street towards the site, it will be less likely for vehicles and pedestrians to clash, which will reduce the chaotic areas surrounding the station.

The first step in this project was to locate various urban voids close to the train station. There hasn’t been enough use made of these “ Urban Voids ” to improve public spaces, public life, etc. There isn’t much room for people to interact in the Nalasopara area, despite its large population. The concept of creating a social plug-in into these urban voids and offering various amenity spaces so that people can both create income and have a place to relax. The goal of this project is to design a module that can be used as a prototype for other stations, specifically for one urban void close to Nalasopara.

Final Outcome

Three main plug-ins comprise the overall topic. The first is the Shop Plug-in , which will extend the skywalks so that customers can make purchases on the way home. The shop plug-in can also serve as an extension for open markets and structures (such as Fashion Street, Crawford Street Market, Colaba Market, etc.) that have residential units above and shops on the ground floor.

The second is the Play Plug-in , which is essentially an addition to the skywalk that offers interactive areas for people to sit and unwind. The Social Plug-in , on the other hand, will fill in the gaps left by urban areas close to the station, encouraging social interaction and raising the quality of life for both the city and its residents. These plug-ins help to lessen congestion between vehicles and pedestrians, which helps to clear the area around the station.

The parking lot and the railway station are connected by a central passage, and to enhance the visual connectivity of the area, horizontal bridges connect the bus and rickshaw stands, which are separated by pockets of greenery between the passageways. Kinetic roofing, which can adjust to the climate, covers the central courtyard and passage. Active climate mitigation, like water mists, and passive climate mitigation, like incorporating landscape pockets with the aid of art walls and social connecting spaces, continue to follow.

The central passage is always open and designed with people’s movement in mind. It is operational throughout the day. It facilitates the continuous flow of people through the building while preserving small areas where individuals can unwind and enjoy their day without interfering with the flow of traffic.

Conclusion: By using architecture as a tool to reroute the flow of vehicular and pedestrian movement while creating interactive areas to sit and relax, the thesis collectively achieves its goal of fostering positive well-being in the everyday experiences of urban commuters. The project serves as a prototype for ephemeral urbanism that can be implemented in urban areas close to different stations.

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urbanism. architecture.

Thesis: train station & transit-oriented development.

This project proposes a change in the development patterns for the city of Easton, Pennsylvania towards more compact, mixed-use, and transit-oriented neighborhoods which hinge upon a train station providing passenger service to New York City in one direction and Harrisburg in the other on the Lehigh Valley Line.

This image showcases the center square of Easton, the historic heart of the city. Visible here is a lively public square amongst rich urban fabric with a unique architectural heritage and tradition. While the downtown area and surrounding boroughs retains a strong urban structure, with small blocks and decent street-width-to-building-height ratio, the townships to the west and north have sprawled out like countless other US cities.

Post-World War II developments sought to blow apart the city, separating residential, work, and retail areas from one another with miles of asphalt in a way never before seen in human history. In doing so, humanity has invented a lifestyle centered around the car, spending countless hours unnecessarily commuting and polluting, and simply existing in this way has proven to be the most unsustainable action society has made in the past century. According to the United States Environmental Protection Agency, transportation (including cars, trucks, and planes) generates the largest amount of greenhouse gas emissions, accounting for 28.2% of the US greenhouse gas emissions in 2018 (1). While many look to making electric cars as a solution, this is simply trying to alleviate the symptom, rather than understanding the cause: sprawl.

For many, sprawl being the status quo, imagining anything else seems absurd and impossible. However, this thesis poses the argument that mixed-use, walkable neighborhoods utilizing more sustainable forms of public transportation such as bus rapid transit and trains is not only better for the environment, but also more enjoyable for those who live there, fostering a greater sense of community and encouraging pride of place. Thus, the thesis statement of the project is as follows:

The pink line in the left image above shows the Lehigh Valley Line, as it has been proposed to reopen for passenger service. The right image above shows the location of Easton in its regional context, at the confluence of the Lehigh (running west to east) and Delaware (running north to south) Rivers, on the boarder of New Jersey and Pennsylvania.

The environment: As mentioned before, compact, mixed-use development neighborhoods, clustered around major public transit stops is a more sustainable development pattern, as it means that the average person who works outside the city can simply walk to the nearest bus stop, ride to the train station, and continue on to wherever their job may be. As buses and trains are more efficient in their use of fuel and can transport significantly more people-per-ride than cars, this can significantly cut down on greenhouse emissions.

The burden of car ownership: Access to public transit alleviates the burden of car ownership and enables greater upward mobility for those who cannot afford a car. According to the Atlantic, people who live in suburbs spend 24% of their income on transportation alone (2). For those who cannot afford the burden of car ownership but have insufficient access to alternate forms of transportation, countless jobs become inaccessible. Thus, in creating a more comprehensive public transit system which involves more affordable housing options densely clustered around bus stops which connect to the train station, Easton can help all of its residents, especially the underprivileged, gain access to jobs and other amenities.

Retrofitting sprawl: As one considers the enormous cost of infrastructure required to reach the extensive sprawl which cannot produce enough tax revenue for the effort, it becomes evident that suburban sprawl cannot sustain itself. As the report, The Young and the Restless, estimates, the nation’s current quantity of single-family homes will exceed future demand for at least the next 25 years (3). Not only is sprawl unsustainable and expensive; there are also far more single-family homes than the US will need for some time. Thus, one must consider how to retrofit sprawl so that at least to some degree, these miles and miles of suburbs and strip malls are not a total waste. This proposal therefore outlines how smaller-scale neighborhood centers could grow up around transit stops and thus still use the existing suburban developments.

Some may dismay at the idea of planting such neighborhood centers where many strip-malls and other seemingly convenient amenities are currently located. However, it should be noted that doing so will not only allow access to transit and a charming, walkable neighborhood center. This also means that local businesses will experience greater prosperity, as the Brookings Institution explains that stores in walkable neighborhoods typically see an 80% gain in sales in comparison to their counterparts elsewhere, such as stripmalls. This is largely due to the mall’s inability to attract higher levels of foot traffic and capitalize on the appeal of window displays to pedestrians not necessarily intending to shop in the first place (4).

Greater connection to the South Side:  Those familiar with Easton will notice that the orange square, which notates the area of focus in the following masterplan, is at the connection between the South Side and downtown of Easton. This was deliberate – as there is currently only one bridge connecting the two. While there has been a recent resurgence of vitality in the downtown, why shouldn’t the South Side take part in this revitalization? Current residences of the South Side may fear gentrification; however, this design aims only to infill (not tear down existing buildings) and hopes that with proper measures, such as mandatory affordable and middle-income housing options in the new buildings, this proposal can give current residents better access to jobs, amenities, and public space.

This parcel analysis identified underutilized parcels where either empty or regrettable buildings with poor construction (small box buildings surrounded by parking lots) exist.

This image is taken looking south at the site and is only located 1/4 mile (a 5 minute walk) south of the center square shown in the first image of this document. With all of these underutilized parcels located so close to a very walkable and pleasant city center, it is easy to see how this area could be improved.

This masterplan articulates the care that was taken to pull from the building scale of the city center above and the more residential South Side below. The red building points out the train station, parking garage, and clock tower. Additionally, the currently abandoned railway bridge which extends along the northern shore of the Lehigh River becomes a bike path to the west of the area shown. Thus, this project proposes this bridge becomes an extension of that bike path, becoming another option for commuters to access the train station.

The aforementioned commuter bike path can be seen here, continuing straight up to the clock tower which stands as a proud monument of the civic realm. Along this path, buildings on the north shore of the Lehigh River can build up terraces for cafes or shops to activate the pedestrian path. The clock tower acts as a means to access the platform created on the ridge beside the train tracks as well as the square that sits next to the tracks. This masterplan is imagined as a vision for 50-75 years from now, especially considering the grand move that the added bridge would be. However, this additional bridge would allow for greater connectivity to the South Side and alleviate the traffic on the existing bridge. Thus, the existing bridge pulls from Ponte Vecchio in Florence, with small shops and restaurants on the bridge to allow a more enjoyable pedestrian experience. Additionally, the simple change of using brick paving in deliberate areas can encourage cars to slow down significantly and create a more walkable route.

This site plan articulates more deliberately the scale of buildings intended. The following image shows the corresponding building type according to the color it is shown in the site plan.

While a mix of uses is important in all scales, these transect zone examples are mean to give a sense of the architectural character and scale of the intended infill buildings. The traditional pattern of offices or residences on the upper floors with shops on the ground floor is an important feature of this masterplan.

The design of the train station itself pulled from precedent, looking at how European train stations, like Copenhagen Central Station and Hamburg Hauptbahnhof, have intuitive designs which allow visitors to navigate the station without needing to rely on excessive signage. Those stations also had numerous drop-off points, allowing access via bus, metro, car, bike, and walking. The train station design also pulls from local character, using brick, slate, exposed structural steel, and clock towers to articulate an architectural character appropriate for the region.

As the most primary entry point, the South Elevation is the most celebrated view. The Longitudinal Section cuts through the platform of the train station, articulating the nature of the Main Hall.

The organization of the Main Hall pulls from European precedent, allowing for an intuitive design, with the access to the platforms above via stair or elevator apparent to any visitor. Below, retail helps keep the train station alive through all hours of the day, with small restaurants, sandwich shops, and cafes available for the convenience of travelers and commuters.

As mentioned before, paving patterns play an important role in creating a more pleasant space for pedestrians. Additionally, this design accounts for numerous access points: the existing bike path on the south shore of the Lehigh River, the access from the existing bridge which holds cafes and restaurants spilling out onto the sidewalk, drop-off points for buses and cars along the south of the train station, and a parking garage built into the topography and under the tracks.

The train tracks come through the covered shed of the building, with the platform immediately south extending through the main hall, beside a secondary waiting space, and to the outside of the building. The platform outside the building is still covered and accessible via the tower building for commuters.

This final plan of the tower building shows the access to the train platform, as well as the access to the upper and lower public spaces. The upper viewing deck enables the public to see the most spectacular view of the city through the stairs within the clock tower.

The following section cuts through the main hall of the train station as shown here in green.

This section shows the various drop-off points (on the left) as well as access from the existing bike path (on the right). As mentioned previously, the trains come through the train shed on the right (northern) part of the building.

This elevation articulates the portion of the building which faces the Lehigh River.

Pulling from the architectural character of the area, this bay study shows the use of brackets (a regional architectural feature), brick, and exposed steel that were used in this design. The angle of the sun was kept in mind when designing the roof and sky-lights, blocking direct sunlight in the summer and allowing it in the winter.

As the final project of Cal’s undergraduate architectural career, this thesis displays the highlights of the fantastic education she received at the University of Notre Dame. This project exemplifies not only the technical skills Cal developed in school, but also her passions for walkable, sustainable, affordable, and transit-oriented design.

If you have read this far and are intrigued by some of the ideas presented, I encourage you to check out my previous blog post , in which I discussed the document which I am writing, outline various arguments touched on here to present to the city of Easton. Additionally, please feel free to visit these other sites, which discuss new urbanism , transit-oriented development , and form-based codes in greater detail. 

This project and education would not be possible without the support from my family, the ND School of Architecture faculty and staff, and Notre Dame community as a whole – thank you for everything, I will carry your teachings with me always. 

Works Cited:

(1) https://www.epa.gov/ghgemissions/sources-greenhouse-gas-emissions

(2) https://www.theatlantic.com/personal/archive/2010/05/the-people-in-your-neighborhood/56527/

(3) https://www.strongtowns.org/journal/2016/2/12/americans-want-walkable-neighborhoods

(4) http://buildabetterburb.org/four-reasons-demand-walkability-growing/

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REDEVELOPMENT OF NEW DELHI RAILWAY STATION नई दिल्ली रे लवे स्टे शन

(Research on Station Development) with major focus towards redevelopment of New Delhi Railway Station into a World Class transportation hub.

Related Papers

Sanjeev Hariharan

The latter part of the past decade has seen an economic shift the world-over from agriculture and manufacturing to service based industries. A number of issues have led to lower agricultural output and reduced use of human capital in manufacturing, climate change and advent of technology being the critical ones. A similar change has also been observed in the Indian economy resulting in emergence of several clusters (cities or towns) holding sizeable population. Many businesses providing services are located in such clusters, ensuring better access to skilled labour, key markets and suppliers as well as strong connectivity with other parts of the country. On the flip side, as a consequence, larger cities such as Mumbai, Delhi, Kolkata, to name a few, have experienced significant increase in population leading to augmented stress on their transportation infrastructure , including but not limited, to roads & highways, airports and railway stations. The perils of breakdown in and crumbling of our public infrastructure has been at the forefront of previous and current Governments and sustained efforts are being made to combat the same. Railways: The New Paradigm of Change The increased pressures of growing population have also contributed to a strong and sustained growth in movement of passenger & goods across various modes of transportation. However, Railways remains the primary and preferred mode of transport for a large part of the population, especially the lower strata. India's rail network is the 4 th longest and the most heavily used system in the world, transporting over 8 billion passengers and nearly 1 billion tonnes of freight annually. A significant demand growth for rail transport services operating between and amongst metros and mini-metros has significantly exceeded the national average.

This paper discusses the specific case of the untapped potential of the Sub-Urban Railway in Delhi. The Sub-Urban Railway, used as a passenger service during ASIAD Games of 1982, lost its relevance in due course of time. Delhi commutes primarily through various public and private modes of road-based transportation, with the Delhi Metro emerging as an alternative. Urban transportation in Delhi is facing a crisis due to long traffic jams, rising numbers of vehicles on roads, environmental pollution, waste of energy, among others. Ironically, the existing infrastructure of the Sub-Urban Railway is left unutilized, though this may well provide increased passenger capacity to the Mega-City while simultaneously addressing the concerns of environment and energy as well. The paper is based on 3-year long study by the author of the salient aspects of the Sub-Urban Railway in Delhi and also the resultant detailed proposals for the augmentation of the city’s Transport scenario.

vinayak wadhwa

Proceedings of DARCH 2022- 2nd International Conference on Architecture & Design

harikrishna nambiar

REVIEW OF DDA’s TRANSIT ORIENTED DEVELOPMENT GUIDELINES FOR DELHI Harikrishna Gopal Nambiar B.Arch., A.I.I.A., A.I.T.P. E-mail: [email protected] Abstract: Metro rail is being introduced in a big way in all of India’s Tier-I and some Tier-II cities too. The introduction of TOD guidelines is being clearly being watched and will be emulated all over the country. Accessibility is fine but in the process the increased FAR, ground coverage and height would lead to densification and judicial use of infrastructure is argued by the proponents of the scheme. The network consists of Eleven colour-coded regular lines serving 285 stations with a total length of 389 kilometres criss-crossing most of Delhi. This article analyses the public ground per capita versus (the total area under plots to be developed) buildable plot ratio around metro stations in Delhi bringing out the resultant Quality of life. With the state of market driven transformation (unauthorised construction) in Delhi it remains to be seen whether these TOD guidelines would be beneficial for Delhi. As it is Indian cities already with a notorious air quality index, the environment may just give up under this load. Thus adopting TOD for Delhi requires a great deal of thought and one cannot help but think that the present metro network along with the scale of development is finely poised; the threat would be real once people start pooling in their properties to avail the latest density and once those high-rises start appearing on the horizon. We are all familiar with New York and Brooklyn and the psychological problems people living in high-rise towers suffer from. In this study the author made a primary reconnaissance survey of six metro stations, two each along the Red, Yellow and Blue lines observed carefully over a period of twenty years and prepared maps of metro stations starting from 2000 when metro construction was announced and the physical transformation noticed from plot to plot in the 500 meter catchment of each metro station. This study is primarily focussing on housing transformation ( authorised and unauthorised construction.). Primary survey maps for 2000, 2010 and 2021 were prepared. Socio-spatial inequities and gentrification were observed. The present research findings adds to the present body of knowledge on the potential housing transformation around transport nodes such as metros stations in context of developing country like India where such significant studies have not been reported. The findings of the research will aid the policy planners to anticipate the likely changes in housing around metros stations in their influence areas and thereby enable formulation of appropriate housing strategies for them.

Nana Mohamed

IRJET Journal

Transport has a significant part to play in accelerating civic mobility. Civic mobility has different confines i.e. mobility for work, education, recreation and other requirements; mobility by the public, private and individualized modes; and mobility through facilitation of colorful transport structure and services handed by the authorities concerned. In this environment, the part of colorful modes of public transport in a megacity is of consummate significance for achieving effective movement pattern but the same cannot be achieved without modal integration of public transport in confluence with non-motorized modes similar as climbers, bikes and cycle cabs. Hence, there's a felt need to evolve underutilized road stations particularly for Lucknow megacity through proper integration of being modes and design of physical architectures. The study suggests colorful measures to reduce vulnerability of non-motorized druggies. Due to perpetration of metro, commuters shifted from road- grounded modes to metro due to lower traffic, accident free script, lower pollution, as well as savings in trip time and cost. Transport is a State Government subject and hence creation of public transport and improvement of its modal share depends on policy opinions taken by original authorities and concerned transport department. Hence, expression of road as original transportation capitals is vital step to promote such a conception in medium sized metropolises also. The study also deals with policy matters related to climbers, bikes, cycle cabs, substantiated modes, original terrain, setting up of devoted civic transport fund at megacity position and state position, institutional frame, public position data bank public civic transport information system, planning morals, strategies for enhancement of sustainable transport, art and aesthetics in conveyance, control of auto business, transport as a multi- sectorial policy, etc. The operations of this study workshop are numerous. The results may be used to enhance the character and image of public transport as well as planning and design of similar original transportation capitals in medium- sized metropolises.

Govind Ballabh

Initially entirely dependent on city bus and cars ,the capital city traffic congestions ,accidents and pollution level reached unsustainable limits and to overcome the problem a modern metro was commissioned ,which on 6 lines ,190kms and 136 stations carries 2.5 million commuters daily.But the city continues to have more cars than the other 3 meg acities namely Kolkata,Mumbai and Chennai combined where thr personalized vehicle population has been checked by suburbsn trains 2500 in Mumbai carrying over 7 million passengers daily.In comparison , Delhi has just about 150 suburban trains .This can only be checked by suburban rail support as done for these 3 mega cities

The transportation systems of emerging countries face considerable challenges at the start of the twenty-first century. The highways are always congested, and access to economically significant centres is deteriorating. In response to the fast changing urban setting in terms of infrastructure, demographic shifts, social preferences, and sustainability considerations, Indian Railways has been proactive in presenting proposals and solutions for the restoration of old railway stations. Multimodal transportation may be a viable solution for some of these mobility issues. By mixing private and public transportation in a multimodal transportation system, users can benefit from the strengths of both systems while avoiding their drawbacks. The purpose of this dissertation is to strengthen the relationship between various modes of transportation that are close to each other as a multi-modal hub by redeveloping Surat railway station. As a result, the ultimate goal of a multi-modal hub is realised, which encompasses numerous modes and related services in order to create a higher degree of transportation network. Encourage the development of integrated traffic movement, transportation facilities, and associated services to meet the development's surroundings. The building of transportation infrastructure takes into account user demand, multiple mode connectivity, and passenger comfort.

7th Transport Research Arena 2018 (TRA 2018), Vienna. Published on Zenodo.

Rohit Anand

Railway stations, an important component of urban transport infrastructure, remains a lot to be desired in developing countries resulting in their poor productivity. Very little research has been carried out in the field of critically analyzing the causative factors of poor performance of stations in India. Delhi, the national capital of India, has six major railway station terminals besides 29 smaller stations cumulatively handling 1.195 million passengers per day. The present paper is an attempt to assess the performance of the largest railway station of Delhi i.e. New Delhi Railway Station (NDLS), with daily passenger footfall of 0.5 million, as the case study and evolve alternate strategies to improve its productivity. The study reveals that the track-side peripheral areas are most critical in terms of level of service (LOS). The study estimated the utilization levels of all platforms over 24 hours period. Two alternate strategies were proposed and evaluated, namely “staggering of train schedule” & “crowd management” scenarios which result in 8% & 47% improvement in the performance level respectively.

International Journal of Urban and Regional …

SOMDATT DAHIYA

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NEWS... BUT NOT AS YOU KNOW IT

Motorway at Dartford shuts in both directions after police incident

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Drivers should brace themselves for a long delays on the M25 after the motorway at Dartford Crossing shut in both directions.

If you were hoping for a smooth journey this evening, the London Underground , rail and road network had other plans after long delays at Dartford near the M25.

While the motorway has reopened, drivers face almost one hour queues and miles of tailbacks in both directions on the M25.

Elsewhere, the Charing Cross station was hit by delays after a signal fault, and the High Street Kensington station was closed after a points failure which wreaked havoc on District and Circle lines.

• 52m ago Motorway at Dartford shuts in both directions
• 3h ago Disruption between Charing Cross and London Bridge
• 4h ago Update after police incident at Dartford
• 4h ago Chaos on the Underground as Tube lines close

Dartford Crossing reopens after police incident

Motorists face severe delays at Dartford Crossing after the police incident.

While the incident has been resolved, queues in both directions mean journeys will take up 60 minutes longer, with tailbacks of congestion north and southbound on the M25.

UPDATE – The #A282 is OPEN in BOTH DIRECTIONS between J1a #Dartford and J2 #Stone following an earlier @KentPoliceRoads led incident. 60 minute delays 5 miles of congestion southbound from #M25 J30 #Aveley 50 minute delays 4 miles of congestion northbound from M25 J4 #Orpington pic.twitter.com/piH2tMiEd8 — National Highways: South-East (@HighwaysSEAST) August 14, 2024

Motorway at Dartford shuts in both directions

The motorway on the south side of Dartford Crossing has closed in both directions after a police incident.

The A282 is closed in both directions after the incident, which happened between J1a (Dartford) and J2 (Stone).

Traffic was held in both sides of River Thames, including on Dartford Crossing Queen Elizabeth II Bridge.

There are 60-minute delays and five miles of congestions southbound from M25 J30 (Aveley).

Northbound, drivers face 50-minute delays and four miles of tailbacks from M25 J4 (Orpington), National Highways said.

UPDATE – The #A282 is CLOSED in BOTH DIRECTIONS between J1a #Dartford and J2 #Stone due to a @KentPoliceRoads led incident. National Highways Traffic Officers are on scene assisting with Traffic Management. Diversion route here: https://t.co/znksmkfA4k pic.twitter.com/A5hikDJDtn — National Highways: South-East (@HighwaysSEAST) August 14, 2024

Emergency landing at Manchester Airport

A passengers flight from Malaga, Spain, has reportedly made an emergency landing at Manchester Airport today.

A Jet2 holiday flight requested a priority landing due to a ‘fault indication,’ the MEN reports.

The Boeing 757 plane was surrounded by fire crews on the runway, according to the outlet.

List of cancelled trains at Charing Cross

Dozens of trains have appeared as cancelled on at London Charing Cross station.

Here are some of the axed trains over the next couple of hours while a number of other services are facing delays.

• Hayes (Kent) at 18.10
• Hastings via Tonbridge at 18.15
• Tunbridge Wells via Tonbridge at 18.26
• Maidstone East at 18.29
• Sevenoaks via Lewisham at 18.31
• Ramsgate via Canterbury West at 18.34
• Hastings via Tonbridge at 18.45
• Sevenoaks via Lewisham at 19.01

Disruption between Charing Cross and London Bridge

Trains have been cancelled and delayed between London Charing Cross and London Bridge stations after a faulty signalling system.

National Rail warned passengers of 20-minute delays and cancellations, with disruption expected until 7pm.

Southeastern services are affected between the stations.

The fault occured at Charing Cross and Network Rail staff are ‘on their way to investigate,’ National Rail said. But the problem means platforms 4, 5 and 6 are out of use.

Here are the affected routes.

• Fewer trains to and from London Charing Cross, and some will be diverted to and from London Victoria and Cannon Street
• London Charing Cross-Hastings trains are diverted to and from Cannon Street
• London Charing Cross-Ramsgate/Dover via Tonbridge trains are diverted to and from London Victoria as a result
• London Charing Cross to Maidstone/Ashford via Maidstone are diverted to and from London Victoria
• Other trains at Charing Cross could be delayed by up to 20 minutes between Charing Cross and London Bridge

Update after police incident at Dartford

Traffic was held on the A282 northbound between J1b Stone and J1a Dartford after a police incident.

While the worst of the queues have eased and the road reopened, there are still ‘minor residual delays’ in the area, National Highways said.

Congestion has EASED on the #A282 in BOTH DIRECTIONS between J1b #Stone and J1a #Dartford following an earlier @KentPoliceRoads led incident There are minor residual delays in the area, please plan ahead if you’re travelling today. Thank you for your patience. pic.twitter.com/x28lxY3ixe — National Highways: South-East (@HighwaysSEAST) August 14, 2024

Chaos on the Underground as Tube lines close

Passengers on the London Underground have been warned of severe delays on the TfL network after a points failure at High Street Kensington.

Here is what to expect ahead of the rush hour commute.

• Circle line – No service between Edgware Road and Aldgate via Victoria, and severe delays on the rest of the line
• District line – No service between Edgware Road and Earl’s Court, and severe delays on the rest of the green line

45 minute delays on the M25

There are currently two lanes closed on the M25 following a crash between two vehicles.

The crash is affecting the clockwise carriageway between junction 21a for Bricket Wood and 22 for London Colney.

National Highways says there are 45 minute delays in the area and around three miles of congestion.

Latest London Underground updates as District line suspension lifted

The District line is no longer part suspended, but it is still facing severe delays.

There are severe delays between Wimbledon and Edgware Road and minor delays between Richmond / Ealing Broadway and Tower Hill, eastbound only, due to an earlier faulty train at West Brompton.

Tickets are being accepted on London Buses, London Overground and South Western Railway.

There are also currently minor delays between Leytonstone and Hainault via Newbury Park on the Central line due to train cancellations.

But thankfully there is good service on the rest of the District and Central lines, as well as the rest of the Tube network.

Delays between Weymouth and Bournemouth

There are delays between Weymouth and Bournemouth until at least 3pm after problems at a level crossing.

National Rail has said: ‘A problem at a level crossing between Dorchester South and Moreton means trains have to run at reduced speed on all lines. As a result of this, trains between Weymouth and Bournemouth may be cancelled, delayed by up to 15 minutes or revised.

‘Disruption is expected until 15:00.’

London Underground update as District line is part suspended

There’s currently no service between Wimbledon and Edgware Road due to a faulty train at West Brompton.

TfL are asking people to use the Circle line for stations between High Street Kensington and Edgware Road.

Meanwhile there are minor delays on the Waterloo & City line due to a faulty train, and minor delays on the Central line between Leytonstone and Hainault via Newbury Park due to train cancellations.

There is good service on the rest of the network.

Lines blocked in Wales

There’s a problem currently under investigation which means all lines are blocked between Hereford and Newport in Wales.

Trains between these two stations could be cancelled, delayed or revised.

All clear at Milton Keynes

The problems between Rugby and Milton Keynes we reported on earlier have been cleared up now, with service returning to normal levels.

Disruption caused by a broken down train at Whitechapel, as well as between Dundee and Aberdeen, have also both cleared.

Problems on the ScotRail network

There’s been a signal failure at Arbroath which is causing disruption to services between Dundee and Aberdeen.

Routes between Glasgow Queen Street or Edinburgh to Aberdeen are also affected.

The delays are predicted to last until midday.

Improvements on the Elizabeth line

The severe delays from earlier, caused by a broken down train at Whitechapel, have now cleared up for the most part.

There are still minor delays between Paddington and Heathrow Airport or Reading, but there’s good service on the rest of the line.

Avanti West Coast is having trouble

There’s ‘a problem’ under investigation between Rugby and Milton Keynes, which means some lines are blocked.

Routes affected include London Northwestern Railway services between Crewe or Birmingham New Street into Euston.

The following Avanti services into London Euston from these stations are also affected:

• Glasgow Central
• Blackpool North
• Liverpool Lime Street
• Manchester Piccadilly
• Birmingham New Street

Trains could be delayed by up to half an hour or diverted via Northampton.

The Elizabeth line has now reopened

But National Rail is warning that trains running between Abbey Wood and London Paddington could still be cancelled or delayed while the service recovers.

There are still minor delays on the rest of the line.

The Piccadilly line is now also seeing minor delays between Acton Town and Heathrow Airport due to emergency engineering work.

Signalling issues cause delays in and out of Manchester

A fault with the signalling system near Hebden Bridge means trains have to run at a reduced speed.

Services between Manchester Victoria and Accrington, Halifax or Brighthouse may be cancelled or delayed by up to half an hour.

This is set to last until 11am, National Rail says.

Violent crimes against women on Britain’s trains up by 50% in two years

New figures from British Transport Police found the number of reported crimes against women and girls rose from 7,561 in 2021 to 11,357 in 2023.

In the same period, sexual offences increased by 10% while sexual harassment reports doubled.

Most assaults happen during the evening rush hour when trains are busiest, but only one in five people who have witnessed incidents reported it to police.

Just over half (51%) of female victims said other rail passengers had intervened and tried to help when they experienced behaviour such as leering, catcalling, touching, pressing, upskirting or indecent exposure.

Detective Chief Superintendent Paul Furnell called on people to watch out and stand up for each other while on the train or Tube.

He said: ‘I’ll guarantee that most of us have told our daughters, mums, or friends to be careful on their way home when they’re travelling alone late at night – perhaps to share their journeys and stick to well-lit areas.

‘But we know that sexual harassment and offending can take place at any hour of the day, and our figures show that it’s most likely to happen at the busiest hours when carriages are most full.

‘If we see something that isn’t right, doing something about it, whether that’s intervening if you feel safe to do so or reporting it to police.’

Severe delays on the Elizabeth line

There are big problems on the Elizabeth line between Abbey Wood and Heathrow Airport/Reading while a faulty train at Whitechapel is repaired.

There are minor delays on the rest of the line.

Routes between Abbey Wood and London Paddington/Heathrow Terminal 4/Maidenhead/Reading, and between Shenfield and London Paddington/Heathrow Terminal 5 are also affected.

Earlier minor delays on the Hammersmith & City and Northern lines have now cleared up.

MORE : One thing drivers must do to avoid parking scam spreading across UK

MORE : I was alone on the Tube when a man threatened to shoot me

MORE : Man is hand delivering letters from the Galapagos Islands all over the world

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