PLANNING AND REDESIGN OF VIRAR

RAILWAY STATION
PROJECT REPORT SUBMITTED IN PARTIAL FULFILMENT OF THE
REQUIREMENT FOR THE DEGREE OF
BACHELOR OF ENGINEERING

IN
CIVIL ENGINEERING

BY
TERANCE PEREIRA
SIDDHARTH NAIR
HARDIK RAMJIYANI
PRATIK TIWARI

UNDER THE GUIDANCE OF

Dr. S. JAYARAM

DEPARTMENT OF CIVIL ENGINEERING

ST. JOHN COLLEGE OF ENGINEERING & TECHNOLOGY, PALGHAR

UNIVERSITY OF MUMBAI

ST. JOHN COLLEGE OF ENGINEERING AND TECHNOLOGY

MANOR ROAD, PALGHAR, MAHARASHTRA

University of Mumbai
Department of Civil Engineering

CERTIFICATE
This is to certify that
Mr. Terance Pereira

Mr. Siddharth Nair

Mr. Hardik Ramjiyani

Mr. Pratik Tiwari

Has satisfactorily carried out and completed the Project entitled

PLANNING AND REDESIGN OF VIRAR RAILWAY
STATION This work is being submitted for the award of degree
of Bachelor of Engineering in Civil. It is submitted in the partial
fulfillment of the prescribed syllabus of University of Mumbai
for the academic year 2012-2013.

...

Internal Examiner

External Examiner

Dr. S. Jayaram
Head of Department

..

Dr. S. Jayaram

Dr. Satish Takalikar

Project Guide

Principal

ACKNOWLEDGEMENT

It gives us an immense pleasure to express our gratitude to Prof. Dr. S Jayaram, his
guidance, constant encouragement and support during the course of our work in the past
one year. We truly appreciate and value his esteemed guidance and encouragement from
the beginning to the end of this project.
We are especially thankful to Dr. Satish Takalikar, Principal, St. John College of
Engineering & Technology, for providing the necessary facilities to carry out the work
successfully.
Our sincere thanks to Er. Asir Khan, ex-faculty Civil Engineering Department, St. John
College of Engineering and Technology for providing necessary facility for our work.
We are also very thankful to Prof. Jaydeep Chougale, Civil Engineering Department
for his help and encouragement during the project. We also thank our batch mates who
have directly or indirectly helped us in our project work.
We pay our deepest gratitude with a deep sense of respect to Mr. G Kanhere (Station
Manager, Virar), Mr. L Nageshwar Rao (Chief Engineer, Works Dept.), and all the
other staff members at Western Railways, Mumbai Division for their cooperation in
providing the necessary information and guidance.

TABLE OF CONTENTS

CHAPTER

TITLE

PAGE

ACKNOWLEDGEMENT

iii

TABLE OF CONTENTS

iv

LIST OF TABLE

vii

LIST OF FIGURES

viii

ABSTRACT

ix

INTRODUCTION
1.1 Introduction

1.2 Why Virar?

1.3 Commencement of Project

1.4 Existing Issues

1.5 Objectives

1.6 Scope

METHODOLOGY
2.1 Demographic Profile
2.1.1 Population Projection Techniques

7
8

2.2 Planning

12

2.3 Approaches to Structural Elements

14

2.4 Technology Used

16

ZONE 1
3.1 Importance Station Accessibility
3.1.1 Provision of Lanes

18
21

3.2 Importance of Parking Facilities

22

3.3 Parking Design Guidelines

23

3.4 Recommended Parking Provisions

24

ZONE 2
4.1 Station Building

27

4.1.1 Importance of Station Building

28

4.1.2 Planning of new Station Building

29

4.1.3 Creation of STAAD Model

34

4.1.4 Design of Slabs

36

4.1.5 Assigning loads to the model

46

4.1.6 Analysis and Results

51

4.1.7 Design of Foundation

52

4.2 Food Plaza

57

4.2.1 Guidelines

57

4.2.2 Proposed Food Plaza

58

4.3 Public Toilet Block

4.3.1 Proposed Toilet Block

58
59

ZONE 3

5.1 Importance of Platforms

61

5.2 Design Guidelines for Platforms

61

5.2.1 Capacity

62

5.2.2 Length

63

5.2.3 Width

63

5.2.4 Minimum clearances

64

5.2.5 Platform Slope

64

5.3 Modification of Platforms 1 & 2

64

5.4 Compaction

66

5.4.1 Compaction Methods

66

5.4.2 Need for compaction of platforms

67

5.4.3 Recommendations

68

CONCLUSION

69

REFERENCES

71

LIST OF FIGURES

FIGURE NO.

TITLE

PAGE NO.

2.1

Population projection by mathematical models

2.2

Population projection for 2021 using geometric

10

progression
2.3

Population data from 1961 2041 with growth rates

11

2.4

Station Zones

13

3.1

Access hierarchy for railway stations

18

3.2

Provision of lanes with respect to the station building

21

3.3

Proposed parking layout for Virar East

24

3.4

Proposed parking layout for Virar West

26

4.1

Early morning rush hour crowd at station front

27

4.2

Large queues formed at the ticket counters

28

4.3

Ground Floor Plan

30

4.4

First Floor Plan

32

4.5

Second Floor Plan

33

4.6

STAAD Model

34

4.7

STAAD Rendered 3D view

35

4.8

Depth of footing below ground level

35

4.9

Slab layout for Station Building

36

4.10

Load distribution for slabs

46

4.11

Wall load distribution for beams

47

4.12

Seismic parameters used

49

4.13

Load Combinations used

50

4.14

Analysis window

51

4.15

Footing Plans

52

4.16

Reinforcement along Z Axis

55

4.17

Unused space near the toilet block

57

4.18

Proposed Food Plaza

58

4.19

Existing Toilet Block

59

4.20

Proposed Toilet Block

60

4.21

Relocated position of Toilet Block

60

4.22

SFD, BMD (Stair Slab)

43

5.1

Revised platform after removal of curvature

65

LIST OF TABLES

TABLE NO.

TITLE

PAGE NO.

2.1

Population of Vasai Virar Region till 2001

2.2

Population projection till 2041 with growth rate

11

comparison
3.1

Driveway data for parking (Virar East)

25

4.1

Amenities on Ground Floor

30

4.2

Slab data

36

4.3

Moment and Steel calculations for Slab S1

38

4.4

Depth and Reinforcement details for slabs

41

4.5

Zone Factor Z (IS 1893:2002)

49

4.6

Summary of adjusted Pressures at Four Corners

53

ABSTRACT

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

stop to load and unload passengers or freight. Since the station is the first point of contact
most passengers have with the railway, it should be regarded as the "shop window" for
the services provided. It should therefore be well designed, pleasing to the eye,
comfortable and convenient for the passenger as well as efficient in layout and
operation. They must be properly managed and maintained and must be operated safely.
Virar, a highly crowded station, is the last stop for local trains on the Western
Railway. At present, the only Foot over Bridge (FOB) creates a lot of chaos during peak
hours which causes inconvenience to the passengers. Moreover the bridge being
decrepit, it vibrates due to the extra load. The recently built skywalk does not connect
to the FOB which inconveniences many.
Thousands of villagers from Arnala, Aagashi, Vaitarna, Saphale, Kelve, Palghar,
Boisar and Dahanu come to Virar to gain access to the city resulting in increase the
number of passengers day by day. This forces many passengers to cross the railway
tracks that has claimed many lives and injured innumerable people.
The current layout of the station does not allow adequate passenger circulation
on the platforms due to various obstructions like food stalls and roof columns.
Our project seeks to analyse the current plans of the station and identify the key
issues. It recommends redesigning of the basic structural elements while providing
feasible suggestions which can help in improving the existing facilities. Finally, it aims
at making the station more efficient and commuter friendly, thus bringing it on par with
modern railway stations.

CHAPTER 1

INTRODUCTION

1.1 INTRODUCTION
Railway stations play a vital role for passengers, non-travelling users and the
communities in which they are located. They serve the growing needs of an increasingly
mobile population and are used by a wide range of users.
Stations are primarily a means of access to the national rail. The importance of
good station design network, in turn acting as a gateway to or from other destinations.
They have become increasingly important as destinations in their own right as places
to shop, work, or simply to meet family and friends. Most stations also function as
interchange hubs, providing connections between different transport modes.
A station is made up of several constituent parts and, from the perspective of its
users, fulfils a range of roles and functions. Typically, its customers will include
commuters, those interchanging between services and long-distance passengers or
tourists, as well as the non-travelling public.
Station designs need to cater for a broad range of activities and should be
resilient to the changing conditions experienced within a station, both during the
operational day and throughout the year. Depending on context, station design may also
need to accommodate a range of operational scenarios, such as major events, changes
to service, or adverse weather conditions. The design of a station must recognise the
differing needs and aspirations of the stations varied stakeholders and user groups. As
1

a minimum requirement all users should expect clean, efficient, accessible, reliable, safe
and legible facilities.
Railway stations and railway lines often form a barrier that results in severance
of local communities. As a result, station facilities should be designed to integrate
seamlessly with the public realm, including adjacent office buildings and shopping
facilities, and to facilitate cross-, as well as through-movement. Creating a strong
relationship between the station and its surrounding context delivers a richer and more
fulfilling environment, enhancing local character and providing a sense of place for its
users.

1.2 WHY VIRAR?

Virar is a city in Maharashtra, part of the Mumbai Metropolitan Region. It is
connected to Mumbai by rail and is managed by the Western Railways Division of the
Indian Railways. Due to its proximity to Mumbai and increasing real estate being
developed at low prices leading to affordable housing; Virar has experienced a
considerable increase in the number of people coming to work and reside in the nearby
areas.
Since Virar connects the northern parts of Maharashtra with Mumbai, it becomes
a station of prime importance. It is estimated that as of 2012 86,000 people make use of
the station every day. With population in the region only set to increase further, there is
tremendous stress on the station infrastructure to handle the influx of people.
At present, the station is unable to keep up with the ever increasing number of
commuters who travel to Mumbai, as well as industrial districts like Palghar and Boisar.
During the early morning rush hour, platforms are packed to full capacity leading to
commuters crossing the tracks. Entry and exit from the station is difficult due to the
sheer volume of people who alight from the train and people waiting to board the train
on the already narrow platforms. This has resulted in the rise of number of accidents
over the years and is thus a cause for concern.
Facilities at the station are also inadequate as there are few operating counters
which are used for booking tickets for local trains as well as long distance trains. This
leads to the formation of large queues which then obstructs the path for people who want
2

to reach the platform. There is only one Foot over Bridge (FoB) of 2.5m width which is
used for connecting the platforms, which gets blocked during peak hours leading to
chaos amongst the commuters.
A proper planned and redesigned station is the need of the hour to ensure that
the station is integrated with its surrounding urban context help to create a thriving place
that is well designed, well built, well run, well connected, and well served, while
remaining inclusive, safe and environmentally sensitive.

1.3 COMMENCEMENT OF PROJECT

The team met with the Station Manager for Virar, Mr G. Kanhere, who then
directed them to obtain the station plans, relevant technical data from the Western
Railway Divisional Headquarters (Mumbai Division) at Mumbai Central.
At the Divisional Headquarters the team then met with the Chief Engineer
(Works Dept.) Mr L. Nageshwar Rao who was more than helpful in providing the
Master plans for the whole station.
The plans were then analysed to find the causes for the existing issues at the
station along with inputs from Mr Kanhere. Afterwards, a verification check was done
by inspecting each station element. The whole station vicinity was measured in order to
ensure that the data on the given plans and the actual measured data match.

1.4 EXISTING ISSUES

The existing issues for the station can be summarised as follows:
1. The curvature of Platform No. 1 towards the entrance of the station restricts the
amount of space between the edge of the platform and the train. This results in a
massive block during early morning rush hours where the flow of commuters
from in and out the station is at its peak.
2. With the introduction of new local EMUs using air suspension, the height
difference between the platform and the foot board of the train has increased
considerably. This has led to increase of accidental deaths over the past few

years. Official reported accidents for Virar station is 8 per month with many
more going unreported.
3. Undulations in the platform as a result of improper compaction leads to injuries
amongst commuters who run to catch the train. Platform No. 1 has no proper
slope for drainage which leads to water accumulation on the surface.
4. Connectivity between Platform No. 6 and 7 with Platform No. 1 and 2 is
obstructed due to the existing Station Building.
5. Parking of two wheeler vehicles near the RPF building has resulted in blocking
of an exit point of the station. It also causes traffic issues on the main road when
the vehicle is removed.
6. Excess space in front of the station building is wasted due to auto rickshaws
parking haphazardly resulting in difficulty for the commuter to access and exit
the station.
7. Increase in the number of food stalls has resulted in less circulation space for the
commuter. This is most likely to be seen during peak hours where people try and
board the train from the opposite side of the platform.
8. Public toilet block at the station is not adequate to keep up with the amount of
people using it. No proper ventilation provision has resulted in unhygienic
conditions.
9. The area behind the public toilet block is dumped with garbage and not cleaned.
The decomposing garbage then produces odours which affects people using the
skywalk
10. Foot over Bridge connecting Platform No. 2 and 4 doubles up as a bridge
connecting Virar East and West. Due to its inadequate width the bridge becomes
jammed with commuters during peak hours.

1.5 OBJECTIVES
The main objectives of the project are as follows:
1. Modification of Platforms
The extension of the platforms will ensure that more circulating space will be available
at the main entrance of the station which will be indispensable for commuter movement
during peak hours.
2. Relocation and Redesign of the Station Building
The redesigned station building will house a larger number of ticket booths which will
be able to handle the influx of people buying tickets daily. Along with the above,
provisions for facilities like separate long distance booking counters, drinking water
fountains and more will be provided.
3. Provision for a Food Court and Toilet Block
The food court inside the station will be the primary fast food outlet which will provide
the commuters with all sorts of beverages. A separate toilet block, with adequate
ventilation will be provided which will follow the pay and use system.
4. Provision for a new Parking Lot
The newly designed parking lot will reduce the number of vehicles being parked
haphazardly near the platform and around the station thereby increasing the effective
circulating area.
5. Provision of Lanes for Traffic Regulation
The new lanes will ensure that auto rickshaws will be parked according to the destination
to which the commuter wishes to go. This will improve the organisation of auto
rickshaws and refine traffic flow to and from the station.

1.6 SCOPE
The scope of this project is limited to the planning of the various station elements and
the redesign of the station building.
It provides recommendations for platform dimensions and vertical circulation
elements which adhere to the guidelines provided by the relevant codes.
Provisions for parking are given greater importance due to the increase in traffic over
the years and suitable recommendations have been made to ensure that the station
infrastructure keeps up with the surge of commuters.
The station building was designed from ground up to ensure provision for new
facilities. These buildings require large and clear areas unobstructed by the columns.
The large floor area provides sufficient flexibility and facility for later change in the
layout without major building alterations.
The changes recommended by the project are such that they wont hinder the regular
functioning of the station if the project is undertaken.

CHAPTER 2

METHODOLGY

2.1 DEMOGRAPHIC PROFILE

Long range comprehensive planning cannot be undertaken in rational and
realistic manner unless it bases itself upon the fundamental facts of population growth.
The Vasai Virar sub region has been considered as one of the growth centres in the
regional plan for Mumbai metropolitan region. Earlier Vasai Virar sub region was non
municipal towns under the functional category of industry as per census of 1971.
Such urbanization process seems to be inevitable and rather desirable because it
is a positive factor in the urban development, however, it is to be carefully channelized
to minimize its negative effects. As Vasai Virar is advantageously situated in proximity
to the Greater Mumbai, it is growing faster. Due to these factors and its demographic
characteristics are required to be studied before any population estimation.
It can be seen from the table below that there was 70% growth in the decade of
1991 2001. This trend is likely to continue in the light of developmental infrastructural
projects like Metro rail, Low cost housing project coming up in the region. The MCCVV
is proposing to develop the Heritage installations and also create Recreational hubs in
the area for Tourism development. Taking this into consideration the growth rate is
proposed for next decades till 2041.

Table 2.1: Population of Vasai Virar Region till 2001

2.1.1 POPULATION PROJECTION TECHNIQUES

The population change can occur in three ways (i) by birth (ii) by death and (iii)
by migration. Annexation of area can be considered as special form of migration.
Population forecasts are frequently obtained by preparing & summing up of separate but
related projections of natural increases and of net migration. The three methods are used
for calculating population increase.
a) Arithmetic Increase method
This method is generally applicable to large & old cities. In this method the increase of
population per decade is calculated from the past records and added to the present
population to find out population in next decade. This gives a low value and is suitable
for well settled and established communities.
b) Incremental Increase method
In this method the increment in arithmetical increase is determined from the past
decades and the average of that increment is added to the average increase. This method
increases the figures obtained by the Arithmetical increase method.

c) Geometrical Increase Method

In this method the percentage increase is assumed to be the rate of growth and the
average of the percentage increases is used to find out future increment in population.
This method gives much greater value and mostly applicable for growing towns and
cities having vast scope for expansion.
The Vasai Virar region is fast developing considering its nearness to the
megacity Mumbai and improvement in its connectivity to Mumbai through many
projects proposed for this region. The low cost housing project is also proposed for the
urban poor in this area. The MCCVV is proposing to develop the Heritage installations
and also create Recreational hubs in the area for Tourism development. This area has
good shoreline suitable for water sports development.
Considering this Geometrical Increase method has been used in the population
projections for Virar region.

Fig. 2.1: Population projection by mathematical models

The decadal growth rate in population has been 58% and 70% during the last two
decades i.e., 1981-1991 and 1991-2001. As per census 2001, the population of Vasai
Virar was 702723. The projected population is 13.07 lakhs and 22.23 lakhs during 2011
and 2021 respectively.
9

Fig. 2.2: Population projection for 2021 using geometric progression

The concentration of economic activities and population in Mumbai has put

tremendous strain on the delivery of services. At the same time there has been growing
realization that there is a need for decentralization of activities so as to reduce the burden
on these cities. Looking into the imperative need to plan for development of new
township / satellite towns around million plus / large cities, it is proposed to develop
Vasai Virar Municipal Corporation into a Satellite Town/counter magnets spatially
separated from the mother city of Mumbai.
With improvement in the transport corridors and low cost housing projects for
urban poor, extra built-up space which would be generated on account by redevelopment
of old properties with higher FSI there will be increase in population of the Region.
Assuming this the population of VVSR will reach 41.67 lakhs by 2041. The
following table shows population projections for 2001 to 2041.

10

Table 2.2: Population projection till 2041 with growth rate comparison

These population projections form the basis for working out the infrastructure
requirements of the area such as water supply, sewerage system and solid waste
generation & disposal area and transportation facilities.

Fig. 2.3: Population data from 1961 2041 with growth rates

11

2.2 PLANNING
Accessible station design is about making places easy to use for all passengers
and station users. Users include people with visual or cognitive impairments, those in
wheelchairs, older people, people with heavy or bulky baggage, young children and their
careers, and those with bicycles. Accessible design relates to stations, their amenities,
surrounding context and information systems that support movement, use and
understanding.
The philosophy underlying signing and passenger information at stations should
be that of clarity, consistency and coherence in order to guide people through the stations
in a steady, convenient and safe manner helping to ensure station users have a positive,
stress-free experience. This philosophy supports a well-planned and well laid out
station, and is integral to its design.
Comfortable, clean, well maintained stations provide an attractive environment
that protects users from uncomfortable climatic conditions and unpleasant sensory
experiences such polluted air, dirt or noise and provides users with a sense of security
and safety. Amenities should be included, where appropriate, to fulfil basic needs and
add value to the passenger experience. Amenities are features that enhance passenger
comfort, convenience and pleasure and that help to instil passenger confidence.
Provision of amenities within and around stations will offer practical advantages for
passengers and surrounding communities.
The design of station facilities and their immediate surroundings should promote
efficient operations and maintenance in an environment that is functional, comfortable
and safe. An efficient station design helps deliver a positive passenger experience,
minimises delays and disruption, supports modal integration and results in cost savings
for asset managers and station operators over the full course of a stations life.
The movement of passengers, public transport vehicles and non-users through a
station can be complex. Therefore, it is important to plan and design safe, legible and
accessible spaces that make the use of our stations intuitive, attractive and accessible for
all users.
For the purpose of planning, the station area has been divided into 3 zones as shown in
the following figure.
12

Fig. 2.4: Station Zones

The division of the station into the three zones viz. Access and Interchange,
Facilities and Platform was done so as to ensure that the planning for each zone is done
in a systematic and orderly manner.
Zone 1 Access and Interchange: The Access and Interchange Zone is the first zone
with which the commuter comes in contact with. It consists of the station entrance,
facilities surrounding the station, the approach road and parking areas.
The main objective for planning of Zone 1 was to make it more commuter
friendly and improve access to the station at the same time ensuring that there is no
disruption to the traffic flow.
Zone 2 Facilities Zone: The Facilities Zone is the heart of the station. It comprises of
the station building, the food plaza, the public restroom, luggage area. It is in this zone
where the commuter is provided with everything the station has to offer. The maximum
impact on the commuter occurs in this zone.
The main objective of planning Zone 2 was to ensure that the commuter is
provided with all the basic facilities that should be available. There should be ample
circulation area inside the station building, provision for drinking water and rest
benches.

13

An alternative solution to the existing number of food stalls on the platform was
provided in the form of a food plaza. A new public restroom with ample number of stalls
for both male and female commuters was planned and relocated nearer to the station
building.
Zone 3 Platform Zone: The Platform Zone is the most active zone out of the three. It
is the place where people board and alight from the trains and thus is subjected to
maximum wear and tear. The curvature of the platforms and their lengths were taken
into consideration while making the necessary changes to them. A recommendation for
increasing the width of the existing foot over bridge was also made.
The main objective of planning Zone 3 was to ensure that the flow of commuters
are not obstructed near the entrance of the station, to increase the heights of the platforms
and to enable the platform to keep up with the new 15 coach locals being introduced.
Although the planning objectives for each zone varies, the zones themselves are
well integrated together and provide an example of a smooth streamlined functioning of
a railway station.
Each member of the team was given a certain part of the zone for analysing and
providing recommendations for the same.

2.3 APPROACHES FOR STRUCTURAL ELEMENTS

The design of various structural members like columns, beams, slabs of concrete
along with steel trusses and columns are based on the Limit State Method. The various
formulae used for design are as per the recommended IS Codes.
The acceptable limit for the safety and serviceability requirements before failure
occurs is called a limit state. The objective of design is to achieve a structure that will
not become unfit for use with an acceptable target reliability. In other words, the
probability of a limit state being reached during its lifetime should be very low. In
general, the structure shall be designed on the basis of the most critical limit state and
shall be checked for other limit states.
Limit states are the states beyond which the structure no longer satisfies the performance
requirements specified. The limit states are classified as
14

Limit state of strength

Limit state of serviceability

For ensuring the design objectives, the design should be based on characteristic
values for material strengths and applied loads (actions), which take into account the
probability of variations in the material strengths and in the loads to be supported. The
characteristic values should be based on statistical data, if available. Where such data is
not available, they should be based on experience.
The design values are derived from the characteristic values through the use of
partial safety factors, both for material strengths and for loads. In the absence of special
considerations, these factors should have the values given in this section according to
the material, the type of load and the limit state being considered.
As structures are more frequently begin built above around close to railways so the
problems of transmission of structure-borne sound and vibration in buildings emanating
from railways, needs to be more closely considered. Train induced vibrations go
through the buildings in two forms: vibration and noise. These vibrations might be the
result of trains passing in an unbalanced way or the result of wheel/rail roughness
contact surface. Train-induced ground borne vibrations transferred by the soil could
have destructive effects in building structures. It can also cause irritation among
residents and malfunctioning to sensitive equipment.
To satisfy the serviceability limit state criterion, a structure must remain functional
for its intended use subject to routine loading, and as such the structure must not
cause occupant discomfort under routine conditions.
A structure is deemed to satisfy the serviceability limit state when the constituent
elements do not deflect by more than certain limits laid down in the building codes, the
floors fall within predetermined vibration criteria, in addition to other possible
requirements as required by the applicable building code. Examples of further
serviceability limit requirements may include crack widths in concrete, which typically
must be kept below specified dimensions.
A structure where the serviceability requirements are not met, e.g. the beams deflect
by more than the SLS limit, will not necessarily fail structurally. The purpose of SLS
requirements is to ensure that people in the structure are not unnerved by large
15

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

the building during high winds and to keep beam deflections low enough to ensure that
brittle finishes on the ceiling above do not crack, affecting the appearance and longevity
of the structure.
To satisfy the ultimate limit state, the structure must not collapse when subjected to
the peak design load for which it was designed. A structure is deemed to satisfy the
ultimate limit state criterion if all factored bending, shear and tensile or compressive
stresses are below the factored resistances calculated for the section under consideration.
The factored stresses referred to are found by applying Magnification Factors to the
loads on the section. Reduction Factors are applied to determine the various factored
resistances of the section.

2.4 TECHNOLOGY USED

The project makes extensive use of use AutoCAD 2013, STAAD.Pro v8i, STAAD
Foundation Advanced v8i for planning and design of the various structural elements.

STAAD.Pro
STAAD.Pro is a comprehensive and integrated finite element analysis and
design solution, including a state-of-the-art user interface, visualization tools, and
international design codes. Capable of analysing any structure exposed to static loading,
a dynamic response, soil-structure interaction, wind, earthquake, and moving loads. It
is the premier FEM analysis and design tool for any type of project including towers,
culverts, plants, bridges, stadiums, and marine structures.
STAAD.Pro eliminates the countless man-hours required to properly load the
structure by automating the forces caused by wind, earthquakes, snow, or vehicles. In
addition, no matter what material is used or what country the structure is designed in,
STAAD.Pro can easily accommodate the design and loading requirements, including
US, European (including the Eurocodes), Nordic, Indian, and Asian codes; even special
codes like AASHTO, ASCE, IBC and the US aluminium code can be catered to.

16

AutoCAD
AutoCAD is a computer-aided design (CAD) program used for 2-D and 3-D
design and drafting. AutoCAD is developed and marketed by Autodesk Inc. and was
one of the initial CAD programs that could be executed on personal computers.
Computer-aided design (CAD), is the use of computer systems to assist in the creation,
modification, analysis, or optimization of a design.
Computer-aided drafting describes the process of creating a technical
drawing with the use of computer software. CAD software is used to increase the
productivity of the designer, improve the quality of design, improve communications
through documentation, and to create a database for manufacturing. CAD output is often
in the form of electronic files for print or machining operations. CAD software uses
either vector based graphics to depict the objects of traditional drafting, or may also
produce raster graphics showing the overall appearance of designed objects. CAD often
involves more than just shapes.
As in the manual drafting of technical and engineering drawings, the output of
CAD must convey information, such as materials, processes, dimensions,
and tolerances, according to application-specific conventions. CAD is an
important industrial art extensively used in many applications, including automotive,
shipbuilding, and aerospace industries, industrial and architectural design, prosthetics,
and many more.
STAAD Foundation Advanced
STAAD Foundation Advanced is a comprehensive foundation design program
that offers the ability to model complex or simple footings, including those specific to
Plant facilities such as octagonal footings supporting vertical vessels, strap beam
foundations supporting horizontal vessels, ring foundations supporting tank structures,
and drilled or driven pier foundations.

Common foundations such as isolated footings, combined footings, strip footings, pile
caps, and mat foundations can also be designed for larger structures or using
parametric wizards. It provides a streamlined workflow through its integration
with STAAD.Pro and can also be used as a stand-alone program.

17

CHAPTER 3

ZONE 1

3.1 IMPORTANCE OF STATION ACCESIBILITY

Fig. 3.1: Access hierarchy for railway stations

18

Taking into account the needs of security and operational integrity, stations
should, where possible provide multiple points for pedestrian and vehicular access.
Optimising access to the station clarifies connections to services, facilities and
destinations while giving all users a greater choice of route to and from the station and
help to minimise journey times.
Since all modes of access to a station cannot be given equal priority, a hierarchy
has been established to provide a rationale for station site planning and design.
Providing access for persons with disabilities should be planned for all modes of access
and accorded the highest priority. No matter which mode of access is used, facilities
should be designed to meet the needs of mobility and sensory-impaired passengers.
Accessible design provides benefits that will often assist other passengers, such
as parents with young children in strollers or passengers traveling with luggage or other
packages, and generally optimizes conditions for pedestrians.
Pedestrians: For the safety of all transit customers, pedestrians should be provided the
highest priority in station site and access planning. Previous station planning efforts did
not always provide priority access for pedestrians.
At many existing suburban stations, pedestrians must cross bus bays, parking
lots, and vehicular lanes to reach the station entrance. For pedestrian pathways
connecting to a station site, it is generally recognized that providing a safe and
convenient walking environment that includes clear, un-fragmented, and integrated
pedestrian paths to the station will encourage more customers to walk.
Bicycles: To encourage the use of this efficient and environmental friendly mode of
access, bicycles are given priority over all motorized vehicular access. In the transit area,
bicycles have the right-of-way overuses and automobiles, but do not have the right of
way over pedestrians.
Transit: Since buses and connecting rail generate a higher share of concentrated
pedestrian activity on station sites, the transit mode should be given priority over all
other vehicular modes of access.
Kiss &Ride: Kiss and Ride facility requires proximity to a station entrance for optimum
function, it is afforded a higher access priority than Park & Ride access.

19

Park & Ride: Park and Ride facilities are generally used as all-day commuter parking.
Park & Ride is considered an important transit mode share to Metrorail and the regional
transportation system and should be accommodated.
Available parking at stations can divert drivers from the regions road system to
transit and provides an opportunity for customers to use the Metro system who may not
be able to use other modes to access a station.
However, Park & Ride provides a low share of transit riders per vehicle and can
detract from other more efficient modes of access. Therefore, Park & Ride ranks below
all other modes of access in the station access hierarchy.
Ultimately, the goal of improving station access is to better serve existing
customers while attracting additional customers by:

Enhancing the pedestrian experience with a safer and more attractive

walking environment

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

Accommodating future access needs, which include vehicular traffic

growth

20

3.1.1 PROVISION OF LANES

The entry to the station towards the west was revised providing separate
provisions for public vehicles and pedestrians.
The auto rickshaws are provided a separate entry with allocation of 4 lanes
around 2.75m wide. The 4 lanes are divided according to the specified destination
making it more efficient, faster and user friendly for the commuters as well as the
drivers.

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

The lanes provide an entry from the northern end of the station road and an exit
point towards the southern end. Moreover a separate entry point for the pedestrians is
also made available. This makes the working of the station more sophisticated and raises
the quality level to a greater extent.
The lanes are placed at a distance of not more than 5 to 10 m from the ticket
counter on the ground floor of the station building providing an easy access. The
location of the lanes is strictly kept adjoining the station road avoiding twists and turns
and thus saving time and achieving the goal of traffic control.
Positioning of the lanes was decided taking the following listed factors into account:

Proximity/Access to the station building

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

21

Movement of commuters using the skywalk

Movement of commuters using the Food Plaza, restrooms and other

facilities.

With the introduction of these lanes the present scenario of traffic chaos can be
amalgamated making provisions for kiss and ride type of drives faster and making the
station more accessible.

3.2 IMPORTANCE OF PARKING FACILITES

Parking is more than a necessary element of larger commercial uses it merits
consideration as a distinct land use that affects travel behaviour and the
environment. Even the perception of available parking can influence mode choice and
economic competitiveness of an area.
The primary goal of parking management is to create parking availability near
businesses and restaurants so that customers can easily find a space. The perception of
a parking shortage results when drivers have difficulty finding an open parking space.
Drivers become frustrated and waste time and fuel searching for a spot.
Parking structures are expensive to build, and revenue is rarely high enough to
cover costs and debt service on the garage.
Parking management strategies, particularly pricing, lead users to "economize"
when it comes to parking. Many drivers will shift to different modes of transportation,
will drive at different times of day, or may combine trips. These actions will help to
reduce traffic congestion, roadway costs, pollution, and more.
Parking should be easy and friendly; it should not always be free. Making the
process of paying for parking as simple as possible is important. "Smart parking
technology" can provide users with a variety of payment options and options for
extending their stay.
Any changes to the surrounding street network should consider the potential
impact on transit access. Some traffic calming measures, such as street narrowing, road
closures, or chicanes, may be beneficial in some cases and improve pedestrian access,

22

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

3.3 PARKING DESIGN GUIDELINES

For the purpose of planning the new parking lots, the following guidelines were
considered:
1. Access roads should be kept to a minimum, providing the clearest, most direct
access to a site facility. Where access roads have a combined use, with bus and
automobile traffic mixed, entrance and exit conditions from each facility should
be carefully studied to minimize turning movement conflicts.
2. In addition to transit vehicle access, access for station facility, maintenance,
police, and emergency vehicles should also be considered.
3. Clearance over a roadway should conform to or exceed the minimum vertical
clearance requirements.
4. Existing road networks, traffic patterns, traffic signals, and all proposed road
improvements by others should be identified and evaluated at the outset of
design.
5. To reduce security risks to the transit facilities and to customers, access of
unauthorized vehicles into sensitive areas of the transit environment, such as
station entrance, should be restricted.
6. Vehicular access to the station site that requires or increases travel through
primarily residential or neighbourhood streets should be prohibited.
7. Providing separate access to each parking area may reduce peak rush-hour
congestion. Distinctions should be made between daily parking and short-term
parking.
8. Locate driveways to off-street parking areas on secondary streets and alleyways
to avoid conflict with transit vehicles that operate on primary streets.
9. Parking facilities should feed pedestrians onto primary pedestrian routes and
should be located to promote retail opportunity along these routes, especially
between the station entrance and parking structures.

23

10. Limit on-street parking and driveways at key points near the transit station that
might hinder the efficient movement of pedestrians, transit, or other vehicles
accessing any station facility.

3.4 RECOMMENDED PARKING PROVISIONS

VIRAR EAST
Virar Station being a place for regular in and outflow of passengers there was an
utter need for subtle and organised parking. Provisions for parking are provided both
towards the East as well as West of the station allowing parking for more than 105 cars
and 248 bikes. (Ref. Sheet 3)

Fig. 3.3: Proposed parking layout for Virar East

The parking towards the east facilitates 140 bikes and 75 cars to be parked at
once. The parking lot is located adjoining the subway making it feasible for the
commuters for an easy access from the subway.
The 4m wide entrance and exit points makes the parking more organised
compared to the present scenario where three are random access points creating a chaos.
Both the entry and the exit points are connected to the station road. The 80x40m parking
lot is located on the present parking area which lacks the provisions for 4 wheeler
vehicles.

24

The multiple accesses to the parking were not possible due to the proximity of
tower and other important structures present in the neighbourhood.
The provisions facilitating multiple driveways reduce the time consumption to a
great extent.

Table 3.1: Driveway data for parking (Virar East)

Sr No.

Width of Driveway

Access to Driveway

Type of Vehicle

(m)
1

Double sided

4 wheelers

Single sided

4 wheelers

1.8

Double sided

2 wheelers

As all the driveways being one sided the inflow and outflow within the parking lot is
expected to be smooth. Bitumen can be used as a pavement material considering its
strength and economy to be dominant over others. The parking service will be a pay and
park type taking into account the maintenance and revenue.
Expecting the population rise, this parking lot can be elevated to a multi-storey parking
building in future but as of now it provides sufficient intake.

25

VIRAR WEST
The parking facilities towards the west are provided on a 160x8.8m wide plot located
between the 4m wide station road and platform no. 6/7. (Ref. Sheet 4)

Fig. 3.4: Proposed parking layout for Virar West

The RPF Department and the guard and motorman running room were shifted to the
proposed station building making the earlier area free for parking. It provides a parking
facility for 30 cars and 108 bikes. The parking lot is of pay and park type and is provided
with multiple access points. This helps in getting a faster access to the station and
reduces traffic chaos as well. The provisions for security were provided being having
multiple access points.
A 1.2m wide walkway is provided for the commuters who intend to use this parking
system so that they avoid the use of the station road making the traffic a worst place to
survive. This parking idea is a boost considering the fact that it is located on a wasteland.
Though it does not provide parking facilities to the core it can be used as a
supplementary parking considering the development of the area around Virar in the near
future.

26

CHAPTER 4

ZONE 2

4.1 STATION BUILDING

The existing station building does not have any of the necessary facilities with
the exception of booking tickets and season passes. The position of the building is such
that it hinders the movement of people arriving on Platform No. 6 and 7, wishing to go
to Platform No. 1 or 2.

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

27

Due to the increasing number of people who choose to travel by rail, the existing
number of ticket counters is unable to keep up with the demand and this has led to
formation of long queues which obstruct the commuters form accessing Platform No. 4
during peak hours.

Fig. 4.2: Large queues formed at the ticket counters

4.1.1 IMPORTANCE OF STATION BUILDING

Providing high quality station environments will improve all aspects of a station
users experience. Design of high quality facilities is based on a combination of
performance, accessibility and function, all of which form an essential part of a users
experience.
Station buildings should be welcoming, safe to use, easy to navigate and
contribute positively to the overall journey experience. They should encourage users to
return and to regard rail travel as the most convenient and enjoyable way to travel. It is
important to provide a suitable balance between the front- and back of house
requirements so that passenger, operational and management needs can be met while
not interfering with each other unduly.

28

Station buildings and amenities should be designed as welcoming places where

people want to travel, shop and work. A station building fulfils a different function for
each user so it is important to minimise any conflict between these functions.
Lift and escalator locations should be positioned so that they remain in close
proximity to existing movement spaces and desire lines. This will optimise journey or
connection time for all users, reduce the risk of conflicting passenger flows and, by
avoiding isolated areas, harnesses a greater sense of safety and wellbeing for the user.
Waiting spaces include formal waiting rooms, station concourses, retail and
other amenities. These spaces provide opportunities for seating, standing and leaning.
This allows station users to dwell on the station in relative comfort for periods of time.
Ensuring there is adequate space in a stations design to meet its current and
future needs for transport operations, servicing, commercial facilities, passengers and
other users minimises delay and disruption. This enables passengers to move freely and
comfortably to/from and around the station, and accommodates future growth in
demand.

4.1.2 PLANNING OF NEW STATION BUILDING

The planning for the new station building began keeping in mind the important facilities
that are a must to be provided at every railway station.
It was decided to provide a G+2 building with all the facilities integrated within it so as
to minimize the amount of space being used at the same time ensuring that the minimum
specification for each facility is met with. Provision for a security guard booth has been
provided to check random people with suspicious luggage.
The positioning of the building was also changed to make sure that it did not obstruct
the flow of people from Platforms 6 & 7 to Platforms 1 & 2.
Planning was done completely according to the Manual for Standard and
Specifications of Railway Stations

29

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

Table 4.1: Amenities on Ground Floor

Sr. No.

Name

Nos.

Ticket Counters

ATVM

Lifts

Emergency Room

Fig. 4.3: Ground Floor Plan

The ground floor has been provided with 9 ticket counters over the existing 4
and is well defined spatially and conveniently. It is located out of the main stream traffic
flow, ticket counters are easily accessible to passengers purchasing tickets or requiring
purchase related information. Booths are grouped together in continuous arrays. A
queuing area 13m deep with ample space for queuing with luggage is also provided
Ticket Vending Machines (TVM) will, in addition to dispensing tickets, provide
reservation information. All TVMs are handicap accessible. A queuing area of 4 m

30

deep outside the zone of normal passenger circulation is provided in front of all TVMs
and Ticket Vending Counters for customer queuing.
The provision of 2 Lifts which are conveniently located for all customers,
facilitates access for the mobility impaired and the disabled. Beside the lift is the
staircase which is 2.1 m wide and has a landing width of 1.5 m, more than the minimum
standard specified. The station building is equipped with a 12,370 litre capacity water
tank to meet the needs of the passengers as well as railway staff.
Also included in the ground floor is the new Emergency Room which will be
equipped with all the necessary medical supplies in the event of an accident, with
additional facilities to transport the victim immediately to the nearest hospital. A wide
two sided door, 1.85 m in width, is provided to ensure seamless movement of medical
transport facilities like stretchers, wheelchairs etc.

31

FIRST FLOOR

Fig. 4.4: First Floor Plan

The first floor of the station building consists the following rooms:
Station Master Cabin: The room where the station manager oversees the functioning of
the whole station. It is placed on the first floor to ensure that the manager is provided
with more amount of privacy in the event of a meeting or official work.
Running Room: A running room is where the information from the control tower is
checked and the relayed further. At present the running room is situated next to the RPF
Building.
By shifting the running room to the first floor, more space was provided for parking
facilities on the western side of the station.
RPF Department: The RPF department provides security to the whole station and thus
placing the department inside the station building as opposed to a separate block ensures
much better safety standards. The RPF can respond quickly to any immediate threats in
the vicinity, inside or outside the station building.
Along with the above rooms, a separate ticket counter for long distance journeys has
been provided. The counter consists of 4 booths with ample amount of circulation space
as well as waiting areas.

32

Toilets with water closets have been provided on first and second floors with 5 stalls for
both male and female toilets. Male toilets have been provided with 3 hand wash facilities
while female toilets have been provided with 5 hand wash facilities.

SECOND FLOOR

Fig. 4.5: Second Floor Plan

The second floor consists of the following rooms:

Clerk Room: The clerk room will be used by the stations account clerk and will be
used as a room to store the financial records for the station.
Technical Department: The technical department which is currently situated a few
meters away from the end of Platform No. 5 will be shifted to the new station building.
The technical department handles all the matters in regards to the local EMUs and the
overhead wires. The inclusion of the department within the building will ensure a
smoother working with the running room department thus increasing efficiency.
Locker Rooms: Locker rooms are provided for railway staff and the RPF staff to store
their belongings.

33

Waiting Rooms: Two waiting rooms are provided, one will be for the exclusive use of
RPF staff members while the other will accommodate commuters, if the facilities on
the first floor become full.

4.1.3 CREATION OF STAAD MODEL

The technical design for the station building was done using STAAD.Pro v8i.
A grid of size 15X40m was created with spacing of 1m. The process began with
importing the AutoCAD plan into the STAAD workspace by converting it into a 3D
DXF file. After successfully importing the file, a check was done in order to ensure the
integrity of the positions of beams and columns were not compromised.
STAAD considers the joint between beams and columns as nodes. Thus after
checking for beam and column integrity, a check was performed to find orphan nodes
and delete them if required.
This basic grid forms the base of the station building model. This grid was then
repeated 3 times with different height values considering the floor to floor height.

Fig. 4.6: STAAD Model

34

Offsets were provided to the beams and columns as per the plan and was verified in the
3D rendered view of the model.

Fig. 4.7: STAAD Rendered 3D view

Columns for the foundation were set at 2 m below ground level. Supports were assigned
to the base nodes of the station building with their properties as Fixed.

Fig. 4.8: Depth of footing below ground level

35

4.1.4 DESIGN OF SLABS

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

Fig. 4.9: Slab layout for Station Building

Table 4.2: Slab data

Slab

Dimensions

End Condition

Numbers

Number

(m)

S1

6X5

S2

8X5

S3

6X5

S4

6X5

S5

8X5

S6

6X5

S7

8X5

A Two Adjacent Edges Discontinuous

B Interior Panel
C Three Sides Continuous (Longer Edge Discontinuous)
D Three Sides Continuous (Shorter Edge Discontinuous)
36

Calculation for Slab S1 is as follows:

Data:
End conditions = Two Adjacent Edges Discontinuous
Ly = 6000mm
Lx = 5000mm
Ly / Lx = 1.2
Span / Depth Ratio = 26 (For Live Load > 3 KN/m2 & Lx > 3.5m)
Modification Factor = 1.4
Trial Depth = 137.3626374mm
Therefore, Take effective depth = 177mm
Load Calculation:
fck= 25 MPa
fy= 415MPa
Dead Load = 5 kN/2
Live Load = 5 kN/2
Floor Finishes = 1 kN/2
Total Load = 5+5+1 = 11 kN/2
Factored Load = 11 * 1.5 =16.5 kN/2
dx = 177 mm
dy = 161 mm

37

Table 4.3: Moment and Steel calculations for Slab S1

X Direction

Y Direction

Support

Midspan

Support

Midspan

(x,y)

0.06

0.045

0.047

0.035

Mu (x,y)

24.75

18.5625

19.3875

14.4375

Mu max

108.08505

108.08505

108.08505

108.08505

346.0380116

255.2094343

240

240

580.7454479

787.4317051

300

300

669.8666667

669.8666667

Description

Ast

402.6903097 298.9958678

Ast min

Spacing (Main

240

240

499.0435458 672.1163122

Steel)

Spacing provided

Ast provided

300

300

669.8666667 669.8666667

Example calculation for support values:

Mu = Wu*x*Lx2
= 16.5*0.06*52
= 24.75 kNm
Mumax= 0.138 * fck* b * d2
= 0.138 *25*1000*1772

38

= 108.085 KNm > Mu safe in bending

Ast = (0.5*fck*b*dx/fy)*(1-sqrt(1-(4.6*Mu/fck*b*dx2))
= (0.5*25*1000*177/415)*(1-sqrt(1-(4.6*24.75*106/25*1000*1772)
= 402.69 mm2
Spacing = (/4*162)*1000 / Ast
= (/4*162)*1000/ 402.69
= 499.04 mm2
But according to IS 456:2000, the maximum spacing that can be provided for main
reinforcement is 300 mm.
Therefore provide 16mm @ 300mm center to center
Therefore Ast provided = (/4*162)*1000/300
= 669.866 mm2 > Ast required safe
Checks:
Check for Shear
Ast provided = 670 mm2
b = 1000mm
d = 177mm
pt = 100*Ast provided / b*d
= 100*670/1000*177
pt = 0.378531073
uc = 0.42656MPa

(By Interpolation, using Table 19 IS 456:2000 Pg. 73)

K = 1.2

(IS 456:2000 Pg. 72)

Vuc = uc*K*b*d
= 90.601344 kN

39

Vud = Wu*Lx/2
= 41.25KN < Vuc safe in shear
Check for Deflection
Ast required = 346.03 mm2
Ast provided = 670 mm2
fy = 415MPa
fs = 0.58*fy*(Ast required/ Ast provided)
= 124.3125687
Modification factor > 2 (From Graph, IS 456:2000 Pg. 36)
Therefore use 2
Lx = 5000 mm
Minimum depth to prevent deflection = Lx/Span Depth Ratio*Modification Factor
= (5000/26*2)
= 96.15384615 mm < Provided depth safe in deflection

40

Table 4.4: Depth and Reinforcement details for slabs

Slab

Dimension

No.

(m)

S1

6X5

S2

Factored Load

Depth

Bar

Provided

Dia.

16.5 KN/m2

200 mm

16mm

300 mm c/c

8X5

16.5 KN/m2

200 mm

16mm

300 mm c/c

S3

6X5

16.5 KN/m2

200 mm

16mm

300 mm c/c

S4

6X5

16.5 KN/m2

200 mm

16mm

300 mm c/c

S5

8X5

16.5 KN/m2

200 mm

16mm

300 mm c/c

S6

6X5

16.5 KN/m2

200 mm

16mm

300 mm c/c

S7

8X5

16.5 KN/m2

200 mm

16mm

300 mm c/c

DESIGN OF STAIRCASE SLAB

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

= 4250 mm

4250

d = = 1.416
d = 189.73 mm
d = 189.73+25 = 214.73 250
d = 25025 = 225 mm

Loading on landing part

Self-weight of slab = 0.21 25
= 5.25 kN/2
Floor finish = 1 kN/2

41

Spacing

Live load = 5 kN/2

Total load = 11.25 kN/2
Factored load = 1.5 9.25 = 16.875 kN/2
Load/m width of stair = 16.875 1.5
= 25.31 kN/m
26 kN/m

Loading on going portion (flight span)

Self-weight of waist slab = 251 + (R/T)2
= 20 0.225 1 + (150/250)2
= 6.56 kN/2
Weight of step = 12.5 R
= 12.5 0.15
= 1.875 kN/2
Floor finish = 1 kN/2
Live load = 5 kN/2
Total load = 14.44 15 kN/2
Factor load = 22.5 kN/2
Load/m width of stair = 22.5 2.1
= 47.25 kN/m

42

Design
2.625

=( 4.25) (47.25 2.625) (

+ 1.625) (26

= 93.8kN
+ = (47.25 2.625) + (26 1.625)
= 72.48KN

Fig. 4.22: SFD, BMD (Stair Slab)

B.M = 0.138 fck 2

93.1 106 = 0.138 25 1000 2
D = 164.27 mm < 225 mm
fck

4.6mu

Ast = 0.5 fk bd[1 1 2 ]

43

1.6252
2

4.693.1106

25

= 0.5 415 1000 225 [1 1 251000 2252 ]

Ast = 1264.6 2
0.12bd
100

0.121000225

100

= 270 2
Use 20mm bars
Spacing =
=

2 1000
4
1264.6

= 248.43
200mm

prov =
=

2 1000
4
200

= 1570.8 2
Use 10mm bar for distribution steel.

Spacing =

dist

102 1000
4
270

= 290.88mm
250mm

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

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

44

Check for Shear

v =
93.8103

= 1000225
v = 0.42 2
pt% =

prov

100

1570.8

=1000225 100
= 0.70
c =0.55 2

Check for deflection

= 0.58

1264.6

= 0.58 415 1570.8

= 193.78
Modification Factor= 1.33 < 1.4
D=

span
mf16

4250

= 1.3316 = 199.71 < 225 safe in deflection

Check for Development length

Ld =
=

0.87fy
4
0.8741520
41.4

= 1289.45
Ld 1290mm

45

4.1.5 ASSIGNING LOADS TO THE MODEL

Dead and Live Loads
The dead load includes loads that are relatively constant over time, including the weight
of the structure itself, and immovable fixtures such as walls, plasterboard or carpet.
Dead loads are also known as Permanent loads.
Live loads, or imposed loads, are temporary, of short duration, or moving. These
dynamic loads may involve considerations such as impact, momentum, vibration, slosh
dynamics of fluids, fatigue, etc.
Live loads, sometimes also referred to as probabilistic loads include all the forces that
are variable within the object's normal operation cycle not including construction or
environmental loads.
The dead and live loads were assigned as Floor Loads on the model. Floor loads
command ensures that the loads from the slabs are properly distributed to the beams
with trapezoidal distribution pattern for two way slabs and rectangular distribution for
one way slabs.

Fig. 4.10: Load distribution for slabs

46

Density of brickwork (Common burnt clay brick) was taken as 18.85 KN/m from IS 875
Part 1 and was added as a uniformly distributed load with magnitude 5.655 KN/m over
the beams.

Fig. 4.11: Wall load distribution for beams

Seismic Loads
The force produced on a structural mass owing to its acceleration, induced by an
earthquake is a seismic load. The station building being an important structure was
checked for safety against seismic loading.
IS 1893:2002 Part 1 defines the following terms used for seismic loads.
Zone: It is a factor to obtain the design spectrum depending on the perceived maximum
seismic risk characterized by Maximum Considered Earthquake (MCE) in the zone in
which the structure is located. The basic zone factors included in this standard are
reasonable estimate of effective peak ground acceleration.
Response Reduction Factor: It is the factor by which the actual base shear force that
would be generated if the structure were to remain elastic during its response to the

47

Design Basis Earthquake (DBE) shaking, shall be reduced to obtain the design lateral
force.
Importance Factor: It is a factor used to obtain the design seismic force depending on
the functional use of the structure, characterised by hazardous consequences of its
failure, its post-earthquake functional need, historic value, or economic importance.
Damping: The effect of internal friction, imperfect elasticity of material, slipping,
sliding, etc. in reducing the amplitude of vibration and is expressed as a percentage of
critical damping.
Storey Drift: It is the displacement of one level relative to the other level above or
below.
Moment-Resisting Frame: It is a frame in which members and joints are capable of
resisting forces primarily by flexure.
Ordinary Moment-Resisting Frame: It is a moment-resisting frame not meeting special
detailing requirements for ductile behaviour.

The horizontal seismic coefficient Ah takes into account the location of the structure
by means of a zone factor Z, the importance of the structure by means of a factor I and
the ductility by means of a factor R. It also considers the flexibility of the structure
foundation system by means of an acceleration ratio Sa/g, which is a function of the
natural time period T. This last ratio is given in the form of a graph known as the
response spectrum. The horizontal seismic coefficient Ah is given by
Ah = ZI/2R*Sa/g
Where,
Z = Zone factor corresponding to the seismic zone obtained from a map
I = Importance factor,
R = Response reduction factor,
Sa/g = Spectral Acceleration Coefficient
48

Table 4.5: Zone Factor Z

Seismic Zone

II

III

IV

Seismic Intensity

Low

Moderate

Severe

Very Severe

Zone Factor

0.1

0.16

0.24

0.36

After defining the seismic loads, two new loads EQ X and EQ Z were created with
Seismic as the parameter. EQ X and EQ Z stands for earthquake loads in X and Z
direction respectively.

Fig. 4.12: Seismic parameters used

Combination Loads
According to IS 1893:2002 Part 1,
In the limit state design of reinforced and prestressed concrete structures, the following
load combinations shall be accounted for:

49

1. 1.5( DL+LL)
2. 1.2( DL+ZL+EL)
3. 1.5( DL+EL)
4. 0.9DL* 1.5EL

Fig. 4.13: Load Combinations used

Design Parameters
The design parameters were set as per regular IS 456:2000 rules with minimum and
maximum bar diameter and spacing set manually. Strength of concrete was set at
50 MPa and yield strength of steel was set at Fe 500.
Cross section of members used were as follows:

Beams: 0.6X0.3 m

Columns: 0.6X0.3 m

Plinth Beam: 0.7X0.3 m

50

4.1.6 ANALYSIS AND RESULT

All loading parameters were checked once again before analysis. The analysis was
completed successfully with two warnings and zero errors.

Fig. 4.14: Analysis window

A careful analysis of the result yielded that none of the members to be designed failed
under all the possible combination of loadings.
The results of the STAAD analysis are enclosed within.
Results include,
Analysis of section members
Design of RCC columns and beams
Support reactions at columns.

51

4.1.7 DESIGN OF FOUNDATION

Foundation design was performed using STAAD Foundation Advanced. Sample
calculation for Footing No. 123 is shown below.

Fig. 4.15: Footing Plans

Column Dimensions
Column Shape: Rectangular
Column Length - X (Pl): 0.600 m
Column Width - Z (Pw): 0.300 m

52

Design Parameters
Factored Load on footing: 3961.601 kN
Concrete and Rebar Properties
Unit Weight of Concrete: 25.000 kN/m3
Strength of Concrete: 50.000 N/mm2
Yield Strength of Steel: 415.000 N/mm2
Minimum Bar Size: 10
Maximum Bar Size: 32
Minimum Bar Spacing: 100.000 mm
Maximum Bar Spacing: 300.000 mm

Soil Properties
Soil Type: Drained
Unit Weight: 17.000 kN/m3
Soil Bearing Capacity: 250.000 kN/m2
Soil Bearing Capacity Type: Gross Bearing Capacity

Table 4.6: Summary of adjusted Pressures at Four Corners

Load Case

Pressure at
corner 1 (q1)
(kN/m2)

Pressure at
corner 2 (q2)
(kN/m2)

Pressure at
corner 3 (q3)
(kN/m2)

Pressure at
corner 4 (q4)
(kN/m2)

Area of
footing in
uplift (Au)
(m2)

176.2870

244.3152

244.9055

176.8772

0.000

176.2870

244.3152

244.9055

176.8772

0.000

176.2870

244.3152

244.9055

176.8772

0.000

176.2870

244.3152

244.9055

176.8772

0.000

53

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

account for uplift, areas of negative pressure will be set to zero and the pressure will
be redistributed to remaining corners.
Check Trial Depth against moment (w.r.t. X Axis)
Critical Load Case

= #5

Effective Depth =

= 0.880m

Governing moment (Mu)

= 2236.807kNm

As Per IS 456 2000 ANNEX G G-1.1C

= 0.479107

Limiting Factor1 (Kumax) =

Limiting Factor2 (Rumax) =

= 6888.582291kN/m2

Limit Moment Of Resistance (Mumax) =

= 24538.338897kNm
Mu <= Mumax hence, safe

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

Critical Load Case

= #5

Effective Depth =

= 0.880m

Governing moment (Mu)

= 2159.832kNm

As Per IS 456 2000 ANNEX G G-1.1C

= 0.479107

Limiting Factor1 (Kumax) =

Limiting Factor2 (Rumax) =

= 6888.582291kN/m2

Limit Moment Of Resistance (Mumax) =

= 24538.338897kNm
Mu <= Mumax hence, safe

Shear Calculation
Check Trial Depth for one way shear (Along X Axis)

Critical Load Case

=#5

DX =

1.270m

54

Shear Force(S)

= 1231.551kN

Shear Stress(Tv)

= 304.236996kN/m2

Percentage Of Steel(Pt)

= 0.1703

As Per IS 456 2000 Clause 40 Table 19

Shear Strength Of Concrete(Tc)

= 317.897kN/m2
Tv< Tc hence, safe

Check Trial Depth for two way shear

Critical Load Case

= #5

Shear Force(S)

= 4088.871kN

Shear Stress(Tv)

= 883.373kN/m2

As Per IS 456 2000 Clause 31.6.3.1

Ks =

= 1.000

Shear Strength(Tc)=

= 1767.7670kN/m2

Ks x Tc

= 1767.7670kN/m2
Tv<= Ks x Tc hence, safe

Reinforcement Calculation
Bottom Reinforcement Design Along Z Axis

Fig. 4.16: Reinforcement along Z Axis

55

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

As Per IS 456 2000 Clause 26.5.2.1
Critical Load Case

= #5

Minimum Area of Steel (Astmin)

= 5177.760mm2

Calculated Area of Steel (Ast)

= 7144.895mm2

Provided Area of Steel (Ast,Provided)

= 7144.895mm2

Astmin<= Ast,Provided

Steel area is accepted

Selected bar Size (db)

= 16

Minimum spacing allowed (Smin)

= 56.000mm

Selected spacing (S)

= 128.114mm

Smin<= S <= Smax and selected bar size < selected maximum bar size...
The reinforcement is accepted.
Based on spacing reinforcement increment; provided reinforcement is 16 @
125.000mm

Footing Reinforcement Details:

Provide 16 @ 125.000 mm bottom reinforcement along Z axis
Provide 16 @ 130.000 mm bottom reinforcement along X axis
Provide 16 @ 175.000 mm top reinforcement along Z axis
Provide 16 @ 130.000 mm top reinforcement along X axis

Final Footing Size

Length = 4.600 m
Width = 4.600 m
Depth = 0.938 m
Area = 21.160 m2

56

4.2 FOOD PLAZA

Right next to the public restroom is land which is used as a garden, but one in
which commuters are not allowed. It also serves as a dumping area for wastes generated.
This area was considered to be ideal for the location of the food plaza due to its
proximity to the station entrance and connectivity to the platforms.

Fig. 4.17: Unused space near the toilet block

The Manual for Standard and Specifications of Railway Stations gives the following
guidelines for the provision of a food plaza at the station.

4.2.1 GUIDELINES
Main food preparation facilities will be near the washing lines however the station will
need to accommodate the following:
1. Provide on departure concourse a minimum of 4 food kiosks; 5.5 square meters
in size for hot take away, hot and cold food and beverage.
2. Provide on departure concourse a 465 square meter food plaza with a with a
275 square meter food preparation area.
3. On the platform provide 6 catering stalls 5.5 square meters in size for through
trains. End platforms can have 5 stalls.

57

4.2.2 PROPOSED FOOD PLAZA

Fig. 4.18: Proposed Food Plaza

The new food plaza will be located at the present unused garden area along with
partial portion of the current toilet block. It will occupy 464 m2 of area with 6 serving
counters and will have provisions to seat a maximum of 112 people at any given time.
The close proximity to the skywalk and entrance will ensure that the commuters
will be able to access it easily. The large serving counters will reduce the need for food
stalls on the platforms thereby increasing the circulation space for commuters

4.3 PUBLIC TOILET BLOCK

The current public restroom is located near the entrance of the station closer to
the Virar Skywalk.
The amount of stalls and sewage disposal facilities are inadequate for a station
like Virar which handles large volume of people every day. Ventilation provisions
are not properly functional which results in spread of pungent odour and causes
unhygienic conditions.
The proximity of the toilet block to the edge of Platform disrupts the flow of
commuters during peak hours.

58

4.3.1 PROPOSED PUBLIC TOILET BLOCK

The proposed public toilet will be located at a distance of 15 metres from
proposed station building towards Platform No.6.
There will be 11 water closets for the ladies washroom and 6 water closets with
7 urinals for the mens washroom. The increase in the number of stalls over the current
provisions will ensure that a larger number of commuters can access the toilets.

Fig. 4.19: Existing Toilet Block

59

Fig. 4.20: Proposed Toilet Block

A duct for ventilation will be provided in the partition walls which will ensure there is
proper natural ventilation for the toilet block.
The relocation of the toilet block will benefit commuters as they will have a much
more easy access to it without interrupting the flow of commuter traffic.

Fig. 4.21: Relocated position of Toilet Block

60

CHAPTER 5

ZONE 3

5.1 IMPORTANCE OF PLATFORMS

The platform area is where customers access trains. The platform area must
facilitate multiple customer circulation functions: circulation along the platform,
boarding and alighting trains, queuing at the platform edge while waiting for a train,
queuing at Vertical Circulation Elements (VCEs), runoff at VCEs, and waiting at
benches or rest areas. Because of these complexand often conflictingcirculation
characteristics, overcrowding on the platform may create uncomfortable or dangerous
situations where customers are crowded near the platform edge. Therefore, sizing station
platforms is critical and designers should err on the side of safety when determining the
size of the station platform.

5.2 DESIGN GUIDELINES FOR PLATFORMS

The following principles should be applied to the design of station platforms:
a) All elements of the platform area must support safe customer circulation and access
to the trains.
b) The design of the platform must minimize the need for customers to make decisions
that may cause unnecessary hesitation while circulating.
61

Because platforms are typically crowded and subject to customer surges and crossflows, pausing customers can cause circulation problems for all patrons. The design of
the platform must vehicles near the points where VCEs intersect the platform.
c) Facilitate the clearing of the platform as soon as possible.
d) Platform access points and VCEs should be situated to encourage balanced vehicle
loading and unloading.
e) Visual obstructions should be minimized and alcoves or other hidden areas on the
platform avoided for orientation, safety, and security reasons.
f) The platform areas should not contain any ancillary or non-transit functions (e.g.,
vending or concessions) that may obstruct, inhibit, or impede customer circulation.
g) The path of emergency egress along the platform must be clearly delineated and lead
as directly as possible to an area of safety.
h) It is preferred that the track alignment in the station area be straight and parallel to
the platform edge

5.2.1 CAPACITY
The capacity of platforms will assume in all instances the worst case scenario for the
lighting and detraining of trains in a station. A center platform will assume two 100%
capacity trains detraining and evacuating from the platform at any given time. A side
platform assumes one 100% capacity train detraining and evacuating from the platform
at any given time. Evacuation for the purposes of fire safety does not need to consider
operational alighting and detraining flow.
However, the station capacity analysis model should identify these distinct requirements
that have passengers coming from and going to different concourses and apportion the
VCEs accordingly. Following is a sample calculation for the determining of platform
size and number of VCEs required to safely evacuate a center platform and shall be
taken as a minimum requirement and issues of passenger flow should be factored
accordingly to ensure adequate capacity for normal peak operation irrespective of
emergency evacuation capacity.

62

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

2,304

Evacuation time: 4 min maximum

VCEs
(2)1.12m escalators 0.555p/mm-min

1,009

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

1,514

Total capacity 2,523

Minimum exits 100m maximum travel, 600m platform

5.2.2 LENGTH
Platform length is typically determined by the length of the longest train anticipated for
the station (e.g., a 24-coach train at 22.5m per coach with a 22m engine at each end will
require at least a 584 m platform) plus 4.5 m or as directed by Indian Railways.

5.2.3 WIDTH
Platform width is typically determined by several factors:
a) The width of any VCEs located within the length of the platform.
b) An architecturally preferred minimum 2.640 m clear distance to any obstruction, such
as a VCE, from the platform edge. This distance includes the .609 m wide platform
safety edge, a 1.725 m clear passage for customers circulating along the platform length,
and a .13 m buffer zone along the length of the obstruction. Where a platform edge
rubbing strip is employed, the width of the rub strip shall not be included within the
preferred minimum clear distance and the edge of the platform shall be measured from
the inside edge of the rubbing. The rub strip will not be included as part of the .609 m
width of the platform safety edge.
c) Station patronage and emergency exiting requirements.
d) Space requirements as determined by Level of Service requirements.
The total width of the platform is equal to the sum of these factors.

63

5.2.4 MINIMUM CLEARENCES AT PLATFORMS

a) The preferred minimum clearance from the platform edge to any fixed obstruction at
any point along the platform shall be 2.640 m.
b) Provide a .792 m deep clear area at track level beneath the platform edge.
c) In center platform stations, provide a .609 m wide clear area outside the dynamic
envelope of the train along the station wall opposite the platform edge. In side platform
stations, provide a .609 m wide clear area outside the dynamic envelope of the train
between the two tracks.

5.2.5 PLATFORM SLOPE

The platform shall be sloped to the platform edge to insure positive drainage, to
ensure safety, and to prevent wheeled devices from rolling off the platform edge. The
typical slope employed for drainage will be 1%.
The maximum longitudinal slope (along the length) of the platform is 0.5%
(0.3% preferred) as dictated by the track alignment. The preferred maximum allowable
cross-slope (perpendicular to its length) of the platform is 1.5%. The maximum
allowable cross-slope is 2%. If platform edge doors are provided, the platform shall
slope away from the platform edge and platform floor drains shall be provided.

5.3 MODIFICATION OF PLATFORMS 1 & 2

It is seen that Platforms No. 1 and 2 have a certain degree curvature, which
extends approximately to 22 m in length.
This causes reduction in the amount of space which is available to enter/exit
the station. This is seen in the figure below.

64

The current position of the Platform No. 2 with respect to the station building
results in reduction of circulation space and causes inconvenience for the commuters.
After observing the availability of spaces at the ends of platforms it was found
that there was enough space for extension of Platform No. 1 & 2 towards Nalasopara
side.
According to the guidelines provided by Indian Railways, it preferred that the
tracks and the platform remain parallel to each other. Thus to avoid the curvature at
the beginning of the platform it is recommended to extend Platform No. 1 and 2 by 25
m.
The major advantage that this would provide is the freeing up of space near the
entrance and the possibility of relocating the station building. This would help in
increasing the circulation area for the passengers and streamline the flow of commuter
traffic.

Fig. 5.1: Revised platform after removal of curvature

65

5.4 COMPACTION
Soil compaction is the process in which a stress applied to a soil causes
densification as air is displaced from the pores between the soil grains. When stress is
applied that causes densification due to water (or other liquid) being displaced from
between the soil grains then consolidation, not compaction, has occurred. Normally,
compaction is the result of heavy machinery compressing the soil.
Compaction is a vital part of the construction process. It is used for support of
structural entities such as building foundations, roadways, walkways, and earth
retaining structures to name a few. For a given soil type certain properties may deem it
more or less desirable to perform adequately for a particular circumstance. In general,
the preselected soil should have adequate strength, be relatively incompressible so that
future settlement is not significant, be stable against volume change as water content
or other factors vary, be durable and safe against deterioration, and possess proper
permeability.

5.4.1 COMPACTION METHODS

There are several means of achieving compaction of a material. Some are more
appropriate for soil compaction than others, while some techniques are only suitable
for particular soils or soils in particular conditions. Some are more suited to
compaction of non-soil materials such as asphalt. Generally, those that can apply
significant amounts of shear as well as compressive stress, are most effective. The
available techniques can be classified as:
1. Static - a large stress is slowly applied to the soil and then released.
2. Impact - the stress is applied by dropping a large mass onto the surface of the
soil.
3. Vibrating - a stress is applied repeatedly and rapidly via a mechanically driven
plate or hammer. Often combined with rolling compaction.
4. Gyrating - a static stress is applied and maintained in one direction while the
soil is a subjected to a gyratory motion about the axis of static loading. Limited
to laboratory applications.

66

5. Rolling - a heavy cylinder is rolled over the surface of the soil. Commonly
used on sports pitches. Roller-compactors are often fitted with vibratory
devices to enhance their ability.
6. Kneading - shear is applied by alternating movement in adjacent positions. An
example, combined with rolling compaction, is the 'sheep foot' roller used in
waste compaction at landfills.

5.4.2 NEED FOR COMPACTION OF PLATFORMS

There is no standard procedure for designing a platform. A general platform
construction method is used which consists of the following steps:
1. A trench 1.5 2 m deep is dug; the width of the trench depends upon the width
of the base of the column.
2. Depending on the type of platform, a brick wall 0.85m in height is laid on the
edges of the platform.
3. A layer of stone rubble 0.5m in depth is laid over the entire length and width of
the platform
4. A layer of coarse aggregate 25 30 cm thickness is laid over the rubble and it
is compacted using a plain footed roller.
5. A slab of P.C.C is laid on top of the coarse aggregate, which is then provided
with suitable floor finishes such as bitumen, paver blocks, tiles etc.
Due to inadequate compaction of the coarse aggregate, there is uneven
settlement, which results in undulations on the surface. These undulations then lead
to formation of cracks over the entire surface of the platform.

67

5.4.3 RECOMMENDATIONS
To achieve better compaction it is recommended that after every 300mm layer
of filler material, compaction is to be done using mechanical means such as a
vibratory plate or hammer and a roller.
It is recommended to add a layer of soil 200 mm thick which is compacted beforehand
up to Optimum Moisture Content.
The high degree of compaction will ensure that there is no uneven settlement or voids
which results in much better interlocking between the filler materials.

68

CHAPTER 6

CONCLUSION

Robust and resilient station operations require integrated and optimised

operation of fleet, infrastructure and facilities to provide easy access for transport
services, seamless movement across modes and effective maintenance. Efficient stations
ensure cost savings for operators and owners.
Eliminating the choke points allow the commuters by providing ample amount
of room to circulate around the area. Provisions for extra parking makes the present
scenario more competent. The provisions for 4 wheeler parking serve as a boost for this
station.
The new station building provides lots of facilities which are mandatory for a
station viz. waiting room, separate reservation counters, cloak room, locker rooms etc.
which were missing earlier.
The various operations of the building have been analysed perfectly and the local
codes have been followed correctly. The manual design of other components is also
given high importance and calculations of desired reinforcement are found with high
factors of safety. We propose that this building has adequate strength to resist all the
loads and meet its purpose. STAAD analysis results show that the structure can resist
various loads coming on to it.
The obstructions like columns, food stalls etc. which cause a lag in the flow of
the commuters are eliminated, saving the time of commuters. Considered design of
infrastructure can minimise risk of accidents and conflicts. Clean, well maintained
infrastructure and places create a sense that the environment is safe, controlled, managed
and cared for this reduces the fear of crime or accidents for all users.
69

We have ensured that the recommendations made can be carried out without
disturbing the existing working of the station.

FUTURE SUGGESTIONS
Providing a supplementary ticket booking counter above the proposed Food
Plaza could prove beneficial by diverting some crowd from the main ticket counter. The
counter can be connected to the skywalk and the FOB making it more accessible.
The parking towards the east can be transformed to a multi-storey structure
making more room for parking in the near future. A new FOB can be proposed towards
the Northern end connecting platforms 4 and 6. The extensions of Platform No. 8
towards 1 can make the commuters cover a smaller distance than the present conditions

If carried out, this project can make certain that Virar Station will be able to cope
up with the increase in the population in the coming decade. Commuters will be able to
enter and exit the station quickly without any delays and implementation of new security
measures will help in augmenting the station security without any compromise.
The implementation of this project will guarantee a huge increase in competency
and efficiency over the existing one.

70

REFERENCES

Manual for Standard and Specifications of Railway Stations Vol. 1

Indian Railways Schedule of Dimensions 1676mm Gauge (2004)
IS 456:200 - Plain & Reinforced Concrete Code of Practice (Fourth Revision)
IS 1893:2002 Part 1 Criteria for Earthquake Resistant Design of Structures
Railway Engineering by Satish Chandra, M. M. Agarwal
Limit State Design by P.C. Varghese
Reinforced Concrete Design by U. Pillai and Devdas Menon
Guide to Station Planning and Design by NetworkRail, U.K
The Internet

71