Pointed arch motif apparent in frontal view

Kamalapur Railway
Station, Dhaka

Open stair connecting office spaces below roof canopy

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Kamalapur Railway Station Site Plan showing preliminary design with barrel vaulted roof

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Preliminary Site Plan and elevations not accepted by authorities
Elevations showing barrel vaulted roof with two floors of office
functions under it
Kamalapur Railway Station, Dhaka
Kamalapur Railway Station project offered an opportunity to
design a grand structure as a symbolic gateway to the capital
city. The old brick building in Phulbaria was proposed to be
abandoned and replaced with a new station at Kamalapur on
land acquired by the government. With train and bus terminals
in close proximity to each other, this part of town was to be
developed as a transportation hub.
Berger Engineers won the contract to design the structure and
made a few schemes before the final design was accepted by
the authorities. This project required solution on a grand scale
unequal to any other existing at that time. The Railway Board
looked to symbolic shapes but the solution required flexible yet
functional volume. The Governor of the province had the
ultimate authority over what was then East Pakistan Railway
and his approval was required.
The idea of a grand railway station comparable to those in
Europe is evident in the first scheme. The site plan showed a
two-story arrival hall, sunken courtyard with a clock tower and
an administrative building. The roof of the hall had vaulted roof.
The first floor roof was also articulated with an engaged vaulted
shape to break down the scale of the building. The entry canopy
featured two vaults with half vaults on ends. The use of vaults
may have been response to demand by the railway authorities
to convey an Islamic image. It was a common practice in those
days to add symbolic shapes to facades to add style and
perceived idea of Islamic identity.
The first scheme did seem to have provided an acceptable
solution but was rejected by the railway authorities. It is possible
that the functional requirements had to be revised and a more
flexible structure was needed. The later versions were more
flexible in the space allocation and also provided room to expand
within the framework of the overall structure. It is also possible
that the requirement to condition such a huge volume might
have been proved impossible. Dan seemed to have made many
schemes to solve the dilemma of special and stylistic
requirements. From his notes, it appears that he made a design
of the roof in the shape of a pointed arch and described it as the
“dome umbrella scheme”.
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 Construction site photo by Daniel Dunham

Robert Boughey’s letter about reverting back to Dan’s “Dome Umbrella” design

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Dan’s photographs of Dhaka arches and Station design arch
Final design showing pointed arches acceptable to authorities
Thin shell concrete poured over reusable formwork using bamboo
scaffolding
Dan had taken a survey of the existing structures in Dhaka at
that time and recorded prevailing stylistic preferences. Pointed
arch was the revered shape and this shape would manifest
itself in the design of mausoleums, markets, and around
windows of government buildings. It implied a sense of
grandeur and historical point of reference to Moghul and
Islamic architecture.
The Kamalapur railway Station project design went through
many studies and schemes before the “dome umbrella scheme”
was accepted by the authorities. Dan had opted to join the
ranks of teachers at the Architecture Department at the
Engineering University. Robert Boughey was hired by Berger as
Dan’s assistant and was now the chief architect at Berger
Consultants. Mr. Boughey sent a handwritten letter from
Mymensingh Express to Mary Frances Dunham in 1962 after
hearing Dan’s decision to join the university to teach. He
wrote:”I do not want you feel that while you are away, I am
undermining his position. Tell Dan, I reverted back to the
dome umbrella scheme --- and with luck will get it approved
by the governor et al”.
The “dome umbrella scheme” solved many of the functional
requirements and looking at it in straight elevation from all
sides, the resemblance to Mogul pointed arches was uncanny.
Given the fact that the railway board and the governor were
only looking at elevations, it was deemed more acceptable.
Dan’s solution however was more complicated and ingenious. It
was designed as a concrete thin-shell segmented dome roof
supported on the columns with arched beams. At 25 feet
square each bay and 37’ height, the solution could be easily
erected by casting premade shapes and repeated over and over.
It provided a solution that required judicious use of material
and plenty of manpower. Dan’s thesis project at Harvard using
thin-shell concrete to span large volume might have played a
key role in the solution at Kamalapur.
The solution separated the roof structure from the functional
spaces. The taller and independent roof structure offered
flexibility and possibilities for expansion support spaces below.
The end bay featuring the entry hall used the full height under
the canopy while a grand circular stair provided access to the
two upper floors. The fenestrations of the office spaces were
left to vary within its own framework of the office block below
the canopy roof above.
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Kamalapur Railway Station post-construction picture
Photo: Daniel Dunham

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Reusable forms and bamboo scaffolding at construction site
Post-construction pictures by Iftekhar Ahmed
Apart from the design and engineering feat, Kamalapur
Railway Station also symbolized how limited available
resources coupled with bureaucratic demands can still
produce great buildings. The scale and proportion of this
building is fitting to function as a grand railway terminal.
Berger Engineers had to deal with the authorities and
deliver a functioning building to suit their perceived Islamic
image.
There has been general acceptance of the building by the
public with occasional complaints about water penetration
during heavy rainfall. People have come to understand the
value of grand structures. The authorities have maintained
the premises with pride. There has also been a lot of
public discussion about the influence of Islamic motif in
the design. Dan’s note about the design sums up the
sentiment: “The Railways are still very important in Bengal
and the desire for monumental station buildings is
th
reminiscent of the 19 century attitudes elsewhere“.
The design of the station started in 1962 and by the time
the station was opened for service in 1968, Dan had
already left Dhaka. He was involved in the early
interactions and design development of the station. If
monumental design is what was demanded by the
authorities, the end product definitely delivered the stated
goal. The genius of the design is how it has solved the
client’s demand for monumentality and made the building
function properly. The suitability of such grand canopy to
shelter against rain and sun is especially relevant when
seen in the context of functioning without air-conditioning.
The volumetric succession of the platform, lounge, and
ticket counter and arrival hall fit within the grand canopy
design.
Critics have hailed the station as suited for our climate,
aesthetically pleasing and culturally sensitive. What is not
apparent to the observer is the concept of practical
construction on pre-made forms, optimal use of materials,
simplification of the construction process by repetitive
forms, employing abundant labor to produce architecture
that is suited for the climate. Dan is no longer with us but
his contribution to architecture in Bangladesh will endure
as a testament to his dedication to the profession, country
and people.
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Kamalapur Railway Station in use photograph
Photo: Iftekhar Ahmed

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