R1 - Detailed Project Report - Rangpo Station - 13.12.2023

Detailed Project report for Integrated Development And Facilitation Of Rangpo Railway Station
Detailed Project Report

On Integrated Master Plan for The
Development and Facilitation of
“Rangpo Railway Station”
Date: 13-12-2023
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CUBATIC DESIGN AND ARCHITECTURE CONSULTANCY
Architecture | Interior Design | Urban Design | Urban Planning | Landscape
E 108 , East of Kailash New Delhi 110065 Ph : +91 11 41655273,+91-93132053298
Contents
LIST OF FIGURES .......................................................................................................................... 8
LIST OF TABLES .......................................................................................................................... 10
LIST OF ABBREVIATIONS .......................................................................................................... 11
1. Structure Of the report ......................................................................................................... 12
1.1 Executive Summry ........................................................................................................ 14
1.1.1. Project Objective ..................................................................................................... 15
1.2 Overview of the project ................................................................................................ 16
1.3 Heritage context , Importance of station and surrounding areas ........................... 17
2. Engineering Survey Report ................................................................................................. 18
2.1 Introduction & Site Context
2.1.1 Existing Site Features .................................................................................................. 21
2.1.1.1 Topography ............................................................................................................. 22
2.1.1.2 Existing Building Footprints ..................................................................................... 23
2.1.1.3 Site Entry/Exit .......................................................................................................... 24
2.2 Existing site photographs ............................................................................................ 24
2.3 Survey and investigations ........................................................................................... 27
2.3.1. Traffic survey report ............................................... Error! Bookmark not defined.
2.3.2. Passenger survey report ....................................................................................... 27
2.3.3. Geotech investigation report.............................................................................. 29
2.3.4. Land due diligence report ................................................................................. 36
2.3.5. Bye Laws and master plan report....................................................................... 38
3. 3D Views of the station ........................................................................................................ 39
4. Traffic survey Analysis ........................................................................................................ 43
4.1 Introduction ................................................................................................................... 43
4.2 Road Network ................................................................................................................ 43
4.3 Public Transport System.............................................................................................. 44
4.3.1. Urban Goods Movement ......................................................................................... 44
4.4 Traffic Characteristics at Important Nodes in Study Influence Area ...................... 44
4.4.1. Traffic Volume in Rangpo ....................................................................................... 45
4.4.2. Speed Data ............................................................................................................. 45
4.4.3. Traffic Flow Level of Service ................................................................................... 45
4.4.4. Traffic demand estimation....................................................................................... 46
4.4.5. Passenger Demand ................................................................................................ 46
4.4.6. Future Modal share ................................................................................................. 47
4.4.7. Planning of movement within the station ................................................................ 47
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4.4.8. Drop off and drop pick up........................................................................................ 47

4.4.9. Parking Demand ..................................................................................................... 48
5. YARD PLAN AND FUTURE REQUIREMENTS .................................................................... 49
6. MASTER PLANNING ............................................................................................................. 50
6.1 Objective ........................................................................................................................ 50
6.2 General conditions and Planning Principles ............................................................. 50
6.3 Urban Context and connect of station within the city .............................................. 50
6.4 Station Master Plan ....................................................................................................... 50
6.4.1. Zoning ..................................................................................................................... 50
6.4.2. Station Master Plan ............................................................................................... 51
6.4.3. Phasing Plan .......................................................................................................... 55
6.4.4. Master Plan components..................................................................................... 56
6.4.5. Master Plan 3D Visuals ........................................................................................... 77
6.4.6. Master Plan Outcome .......................................................................................... 81
6.5 ARCHITECTURAL EXPRESSIONS AND FAÇADE AESTHETICS ............................. 83
6.5.1. TRADITIONAL SIKKIMESE ARCHITECTURE ............................................................. 85
6.6 PUBLIC SPACES AND PLACEMAKING STRATEGIES .............................................. 86
6.6.1 Urban Design Guidelines for Open Green And Community Spaces...................... 86
6.6.2 Design improvement strategies .............................................................................. 89
6.6.3 Multi-Modal Interchange ......................................................................................... 89
6.7 Rain Water Harvesting, Waste Water Treatment, Water Recycling And Solid Waste
Management .................................................................................................................. 89
6.8 Sustainable strategies -Renewable energy generation ,passive strategies for
energy conservation ..................................................................................................... 91
6.9 Area Program For Railway Facilities , Station Facilities Commercial And Real
Estate.............................................................................................................................. 93
6.10 Strategies for Divyangjan............................................................................................. 95
6.11 Fire compliance at master plan level ......................................................................... 95
7. DETAILS OF STATION PLANNING ................................................................................... 100
7.1 Introduction and existing station summary ............................................................. 100
7.1.1 Vision ..................................................................................................................... 100
7.2 Station Designing Objectives .................................................................................... 100
7.3 Sizing and Planning of Station Elements - Station Building Design..................... 101
7.3.1 Concept Evolution ................................................................................................. 101
7.3.2 CIRCULATION PATTERN .................................................................................... 101
7.4 Station Building Floor Plans ...................................................................................... 103
7.4.1 Ground Floor Level (+413.0 m LvL) ...................................................................... 103
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7.4.2 First Floor Level (+416.5 m LvL) ........................................................................... 104

7.4.3 Second Floor Level (+420 m LvL)......................................................................... 105
7.4.4 Third Floor Level (+424 m LvL) ............................................................................. 106
7.4.5. Fourth Floor Level (+428 m LvL) –Concourse level ........................................... 107
7.4.6. STATION AREA SUMMARY ................................................................................ 109
7.4.7. ELEVATION .......................................................................................................... 113
7.4.8. SECTION .............................................................................................................. 114
7.4.9. 3D Views of Station building ................................................................................. 115
8. SERVICES AND INFRASTURCTURE ................................................................................ 118
8.1. Review of existing services and utilities including connections from local bodies
118
8.2. Infrastructure Demand -Assessment of Water Supply ............................................ 118
8.2.1. General.................................................................................................................. 118
8.2.2. Design Basis ......................................................................................................... 118
8.2.3. Station Population ................................................................................................. 119
8.2.4. Train Services ....................................................................................................... 119
8.2.5. Platform and Apron Area ...................................................................................... 119
8.2.6. Design Population ................................................................................................. 120
8.2.7. Station & Land Development Area ....................................................................... 120
8.2.8. Unit Demand Calculation ...................................................................................... 120
8.2.9. Proposed Water Supply System ........................................................................... 121
8.2.10. Water Demand ...................................................................................................... 123
8.2.11. Sources of Water .................................................................................................. 124
8.2.12. Water Treatment ................................................................................................... 124
8.2.13. Water Quality for Potable Supply .......................................................................... 125
8.3. Infrastructure Demand -Assessment of Wastewater System ................................. 126
8.3.1. Proposed Wastewater System.............................................................................. 126
8.3.2. Wastewater Generation ........................................................................................ 128
8.3.3. Collection System ................................................................................................. 129
8.3.4. Wastewater Treatment Plant ................................................................................ 129
8.3.5. Concept of Sewage Treatment Plant .................................................................... 130
8.3.6. Design Parameters ............................................................................................... 131
8.3.7. Recycling System of Treated Wastewater ............................................................ 131
8.4. Infrastructure Demand -Assessment of Storm Water Drainage System ............... 133
8.4.1. Proposed Storm Water Drainage .......................................................................... 133
8.4.2. Criteria for Planning of Storm Water Drainage System ........................................ 133
8.4.3. Type of Drains ....................................................................................................... 134
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8.4.4. Brief Description of Different Type of Drainage System ....................................... 134

8.4.5. Design Calculation for Storm Water Drainage System ........................................ 136
8.4.6. Proposed Storm Water Utilization System............................................................ 137
8.5. Infrastructure Demand -Assessment of Solid Waste Management...................... 141
8.5.1. Proposed Solid Waste Management .................................................................... 141
8.5.2. Function Elements of Solid Waste Management Framework .............................. 141
8.5.3. Waste Generation: ................................................................................................ 141
8.5.4. Waste Generation on Railway Station: ................................................................. 141
8.5.5. Onsite Storage: ..................................................................................................... 142
8.5.6. Storage criteria of Solid Wastes:........................................................................... 142
8.5.7. Collection:.............................................................................................................. 143
8.5.8. Transfer & Transport: ............................................................................................ 143
8.5.9. Transportation criteria of Solid Wastes: ................................................................ 143
8.5.10. Processing & Recovery: ........................................................................................ 144
8.5.11. Disposal:................................................................................................................ 144
8.5.12. Disposal criteria of Solid Wastes: ......................................................................... 144
8.5.13. Proposed Solid Waste Management: ................................................................... 145
8.6. POWER SUPPLY SYSTEM ............................................................................................... 148
8.6.1. Introduction............................................................................................................ 148
8.6.2. General.................................................................................................................. 148
8.6.3. Objective ............................................................................................................... 148
8.6.4. Design Approach ................................................................................................... 148
8.6.5. Energy Conservation............................................................................................. 150
8.6.6. Load Forecasting .................................................................................................. 151
8.6.7. Power Demand Assessment................................................................................. 153
8.6.8. 11 KV Substation Equipment ................................................................................ 155
8.6.9. Power Distribution Scheme ................................................................................... 155
8.6.10. Space Planning for Power Distribution ................................................................. 156
8.6.11. Life Expectancy of Equipment’s Proposed ........................................................... 160
8.6.12. HT Switchboard..................................................................................................... 160
8.6.13. L.T. Panel and Power Distribution Panel .............................................................. 161
8.6.14. DG SETS - Provision of / Stand-by Power ........................................................... 161
8.6.15. UPS for Emergency Lighting................................................................................. 162
8.6.16. Cables, Cable Trays and Conduits ....................................................................... 162
8.6.17. Internal Electrical Work ......................................................................................... 163
8.6.18. Provision of Socket Outlets ................................................................................... 164
8.6.19. Multipoint Metering at Individual Retails /Commercial Spaces............................. 164
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8.6.20. Illumination System ............................................................................................... 164

8.6.21. Fire Survival Cable System ................................................................................... 166
8.6.22. Lightning Protection .............................................................................................. 166
8.6.23. Earthing System .................................................................................................... 167
8.6.24. Smart Street Lighting System ............................................................................... 168
8.6.25. Fire Alarm and Detection System ......................................................................... 169
8.6.26. Closed Circuit Television System ......................................................................... 171
8.6.27. FACADE Light ....................................................................................................... 172
8.6.28. Miscellaneous / Other Works ................................................................................ 172
8.7. HVAC System .............................................................................................................. 173
8.7.1. Introduction............................................................................................................ 173
8.7.2. Design Concepts for HVAC System ..................................................................... 174
8.7.3. Applicable Codes and Guides............................................................................... 174
8.7.4. Green Building Features ....................................................................................... 175
8.7.5. Proposed Type of HVAC system .......................................................................... 175
8.7.6. Split Air- Condition System ................................................................................... 175
8.7.7. VRV / VRF System................................................................................................ 176
8.7.8. COMPARATIVE ANALYSIS OF A FEW PROBABLE SYSTEMS OF AIR
CONDITIONING ................................................................................................................... 178
8.8. VENTILATION SYSTEM .................................................................................................. 181
8.8.1. General.................................................................................................................. 181
8.8.2. Propeller Fans: Proposed for toilet, pantry exhaust ............................................. 181
8.8.3. Inline Fans: Proposed for toilet, pantry exhaust ................................................... 181
8.8.4. Axial Flow Fans ..................................................................................................... 181
8.8.5. Rectangular Duct Work & Air Distribution ............................................................. 183
9. RELOCATION PLANNING OF STRUCTURE .................................................................... 187
10. STRUCTURAL AND GEO TECHNICAL CONCEPTS .................................................... 188
10.1. DESIGN CODES AND STANDARDS.............................................................................. 188
10.2. METEOROLOGICAL CONDITIONS .............................................................................. 189
10.3. STRUCTURAL MATERIALS .............................................................................................. 190
10.4. STRUCTURE FEASIBILITY AND DESIGN ......................................................................... 191
10.4.1. Vertical Deflection ................................................................................................. 191
10.4.2. Lateral Deflection .................................................................................................. 191
10.4.3. Control Of Cracking............................................................................................... 191
10.5. NOISE AND VIBRATION MITIGATION MEASURES ...................................................... 192
10.6. LOADING STANDARDS AND COMBINATIONS .......................................................... 192
10.6.1. Structural Analysis ................................................................................................ 196
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10.6.2. Design Of Structural Elements.............................................................................. 197

10.7. GEOTECHINCAL CHARACTERISTICS AND RECOMMENTDATIONS ......................... 197
11. CONSTRUCTION METHODOLOGY AND PLAN ........................................................... 198
11.1. CONSTRUCTION METHODOLOGY FOR STATION BUILDING ............................... 198
11.1.1. Station Construction at Different Level ................................................................. 198
11.2. CONSTRUCTION METHODOLOGY FOR RESIDENTIAL AND OFFICE BUILDINGS
200
11.3. CONSTRUCTION PLAN .............................................................................................. 202
11.4. PASSENGER SAFETY DURING CONSTRUCTION................................................... 202
11.5. Temporary Structure .................................................................................................. 204
11.6. Clearances Of Space .................................................................................................. 204
11.7. Traffic Diversion /Rerouting During Construction .................................................. 204
11.8. Testing And Commissioning .................................................................................... 204
12. SOCIAL AND ENVIRONMENT IMPACT ASSESSMENT .............................................. 205
12.1. RESETTLEMENT PLAN .............................................................................................. 205
12.2. STRATEGIES FOR GREEN BUILDING AT MASTER PLANNING LEVEL ............... 205
12.3. STRATEGIES FOR GREEN BUILDING AT CONSTRUCTION/ MATERIAL /DESIGN
ETC ............................................................................................................................... 206
13. BRIEF OVERVIEW AND SLAIENT FEATURES OF THE PROJECT ............................ 208
14. DETAILED ESTIMATES CAPEX .................................................................................... 212
15. RISK ANALYSIS AND MITIGATION............................................................................... 213
15.1. INTRODUCTION........................................................................................................... 213
15.2. RISK ANALYSIS OF THE PROPOSED PROJECT ................................................... 213
15.3. Mitigation Measures of the Risks Identified............................................................ 214
15.3.1. Proposals for Mitigation of the above Risks ......................................................... 214
16. TECHNO ECONOMIC VIABILITY STUDY...................................................................... 217
17. STAKEHOLDER CONSULTATIONS .............................................................................. 219
18. ANNEXURE-1 .................................................................................................................. 221
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LIST OF FIGURES
Figure 1:Project Flow Diagram ...................................................................................................... 17
Figure 2:Showing regional connectivity from Rangpo ................................................................... 18
Figure 3:Location of station............................................................................................................ 19
Figure 4:Route map from Sivok to Rangpo ................................................................................... 20
Figure 5:Pakyong Airport Sikkim ................................................................................................... 21
Figure 6: Site In Relation to the city ............................................................................................... 22
Figure 7:Site Boundary .................................................................................................................. 22
Figure 8: Site Topography map .................................................................................................. 23
Figure 9: Structures in proposed yard plan ................................................................................... 23
Figure 10:Common entry/Exit point ............................................................................................... 24
Figure 11:Site topography and Railway housing on site ............................................................... 24
Figure 12:Approach road for station and site vegetation............................................................... 25
Figure 13:Pictures showing stakeholder consultation ................................................................... 26
Figure 14:Road Network ................................................................................................................ 43
Figure 15:Proposed master plan zoning ........................................................................................ 51
Figure 16:Station Master plan ........................................................................................................ 52
Figure 17:Master plan phasing plan .......................................................................................... 55
Figure 18:First floor plan showing parking for card and wo wheelers ........................................... 57
Figure 19:Junction Improvement ............................................................................................... 62
Figure 20:Commercial spaces in master plan ......................................................................... 64
Figure 21:Waterfront public spaces .......................................................................................... 64
Figure 22:Plinth Level Plan (402 m lvl )-Budget Hotel ............................................................... 65
Figure 23:Elevation Budget Hotel............................................................................................... 65
Figure 24:3D visuals of Budget hotel .......................................................................................... 67
Figure 25:Showing Hospitality areas (T7 & T8)........................................................................... 68
Figure 26:Warehouse space in master plan ............................................................................. 69
Figure 27:Shows GF plan of Type-II ............................................................................................ 71
Figure 28:Elevation -Type II Housing........................................................................................... 72
Figure 29:3D visual 1 -Type II Housing ........................................................................................ 72
Figure 30:3D visual 2 -Type II Housing ........................................................................................ 73
Figure 31:Ground floor plan and typical floor plan -Type III housing .................................... 74
Figure 32:Type-III housing elevation and section..................................................................... 75
Figure 34:Traditional Stepped roof pattern .................................................................................... 84
Figure 35:Roofing Pattern .............................................................................................................. 85
Figure 36:Ground floor plan ......................................................................................................... 103
Figure 37:First floor plan .............................................................................................................. 104
Figure 38:Second floor plan ......................................................................................................... 105
Figure 39:Third floor plan ............................................................................................................. 106
Figure 40:Fourth floor (Concourse level) ..................................................................................... 107
Figure 41:3D visuals of station building ....................................................................................... 117
Figure 43:Proposed Water Supply System .............................................................................. 122
Figure 44:Proposed Sewerage System ....................................................................................... 127
Figure 45:Proposed Recycled water network system ................................................................. 132
Figure 46:Proposed storm water drainage system ...................................................................... 138
Figure 47:Waste Generation ........................................................................................................ 142
Figure 48:Proposed Solid Waste Management ........................................................................... 146
Figure 49:Proposed HT Panel Room & MDP Location ............................................................... 157
Figure 50:Rangpo Railway Station 11kV Single Line Diagram ................................................... 158
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Figure 51:Rangpo Railway Station LV Single Line Diagram ....................................................... 159

Figure 52:HT panel board and Ring main unit............................................................................. 160
Figure 53:Station Illumination ...................................................................................................... 166
Figure 54:Street Lighting Concept ............................................................................................... 168
Figure 55:Typical Lighting Arrangement Details for Row’s ......................................................... 169
Figure 42:showing typical precast RCC slab panel ..................................................................... 199
Figure 56:Stakeholder consultations ........................................................................................... 219
Figure 57:Site visits ...................................................................................................................... 220
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LIST OF TABLES
Table :Station Land use areas .................................................................................................... 53
Table :Budget Hotel -Area chart .............................................................................................. 64
Table : Area statement for Housing Type -II ............................................................................. 73
Table :Railway housing III-Area chart ........................................................................................ 76
Table :Phase- 1 area statement .................................................................................................... 81
Table :Station Land use areas .................................................................................................... 93
Table :Population Projection .................................................................................................... 119
Table :Train Services................................................................................................................... 119
Table :Details of Platform and Apron Area ............................................................................ 119
Table :Details of Design Population ......................................................................................... 120
Table :Water Demand Calculation ............................................................................................... 123
Table :Treated Water Quality Standards ..................................................................................... 125
Table :Waste Water Generation .................................................................................................. 128
Table :Wastewater Design Parameters................................................................................... 131
Table :Rooftop rainwater calculations.......................................................................................... 139
Table :Solid Waste Generation calculation.................................................................................. 146
Table :Codes & standards ........................................................................................................... 149
Table : Power Demand Norms/Codes and Standards ................................................................ 152
Table :Power demand for 45 Acre site ........................................................................................ 153
Table :Space Requirement for Power Distribution ...................................................................... 155
Table :Standards for Illumination in Railway Stations ................................................................. 164
Table :Design codes and standards ............................................................................................ 188
Table :Recommended minimum grade of concrete .................................................................... 190
Table :Design floor loads ........................................................................................................... 192
Table :2016 input parameters for seismic design of building ...................................................... 193
Table :input parameters for evaluation of Lateral Forces due to Wind ....................................... 194
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LIST OF ABBREVIATIONS
ARR Average Room rate
Capex Capital Expenditure
DU Dwelling Unit
ECS Equivalent car space
EIA Environment Impact Assessment
FOB Foot over bridge
FSI Floor space index
HST High speed train
IDR Infrastructure development report
ISBT Inter State bus terminal
KD Key Deliverables
LOS Level of services
MOR Ministry of railways
MOSSR Manual for Standards and Specifications for Railway Stations
NBC National building code
NMV Non-Motorized Vehicles
PWD Public Works Department
OHT Overhead tank
RLDA Rail Land Development Authority
RFP Request for Proposal
RFQ Request for Quantities
SIA Social Impact Assessment
TOD Transit oriented development
ToR Terms of reference
TVM Ticket vending machine
RMC Rangpo Municipal Corporation
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1.0 Structure of the report

The structure of the Detailed Project Report is given below:
CHAPTER 1- Executive Summary: This section includes the background, broad project
scope, project objectives, methodology, Heritage context, architectural theme.
CHAPTER 2- Introduction And Site Context: This section details out the project area
characteristics incorporating the site location, existing site features, project area, site
connectivity and approach, Site precincts, site surroundings. This section further
explains in detail the existing condition of the site area, the land boundary, site slope,
physical features, Passenger scenario, Review of Yard plan, key issues and concerns
etc.
CHAPTER 3 – 3D Views: This section shows 3D architectural view, bird eye view of
proposed development.
CHAPTER 4 – Traffic Survey Analysis
This section details out traffic data collection and analysis, demand forecast, future
modal split, planning movements within the station, segregation of arrival departure
of passenger, drop off pick up planning, parking demand and related facilities, multi
modal integration and walkability strategies and LOS of roads leading to station.
Chapter 5- Yard Plan and future requirement
This section covers study of proposed yard plan, modifications proposed by railways
on yard and assessment of future requirements of station w.r.t ongoing infrastructure
projects.
Chapter 6 - MASTER PLANNING: This section includes the design principles, master plan
approach and vision, planning principles adopted in master plan, along with area
summary & masterplan drawings, after various discussions & inputs from Ministry of
Railways, the final masterplan is developed which is in resonance with the client
requirement and design vision of the project.
Urban Design Guidelines And Architecture Controls: This section details out Urban
design guidelines and architecture controls
CHAPTER 7: Details of Station Planning: This section includes station planning

objectives, sizing and planning of station elements -Station building design principles,
Area program and 3d visuals
CHAPTER 8: Services and Infrastructure: This section of the report provides detail of
existing infrastructure and proposed infrastructure plan to meet the requirement of
station area and area development plan. The section covers the water supply,
sewerage system, recycle system, storm water drainage plan and Power supply Plan
for the project area.
CHAPTER 9: Relocation planning of structures
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CHAPTER 10: Structural & Geotechnical Concepts: This section describes design codes
and standards adopted for station building design, structural feasibility
CHAPTER 11: Construction Methodology and Plan – This section includes proposed
station construction methodology.
CHAPTER 12 Social Impact Assessment
CHAPTER 13: CAPEX This section of the report provides broad costing for station
development.
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1.1 EXECUTIVE SUMMARY

Sivok–Rangpo line, will provide access to Gangtok in Sikkim. The foundation stone for
construction of a new railway line from Sivok railway station to proposed Rangpo
railway station on the border of Sikkim and West Bengal was laid in October 2009 by
the vice president of India. Indian Railways awarded LOA of Sivok-Rangpo BG line
Railway Project to IRCON International Limited. Rangpo Railway Station is to be
developed under umbrella works for major upgradation of Railway stations on Indian
Railways vide letter no. 2022/SD-II/22/01/39 dated 31.12.2021 & using state of art
technology for giving better passenger amenities and maximize the revenue. The
Vision of the station development project is to create a world-class railway station of
Sikkim state, which matches the character that is being adopted in the city, and cater
to the variety of passenger potential in the city.
Purpose and Objective of the report

1. To understand the concept, components and planning norms of Railway Stations
and its planning.
2. To review approaches for measuring performance of passenger terminals and
stations;
3. To review global best practices for Station planning and identify performance
benchmarks;
4. To assess the physical and operational characteristics of Railway Stations and
their relationship with the station performance;
5. To identify the gaps in station planning parameters and evolve/recommend
appropriate planning guidelines.
6. To make railway station as landmark green building at state entry point with
efficient passenger facilities.
This stage includes master planning and station building design. Our project
approach involves:
• Utilizing the potential of station area as a development catalyst:
To boost the footfall for commercial and other revenue generation development in
that area railway station has the potential to draw masses in city area. Infrastructure
development will act as a catalyst for rejuvenation with new residential and
commercial growth. Major investments have been observed in the areas nearest to
metro stations or railway stations.
• Railway station as a landmark
Railway station design focuses on urban design strategy with a view to not only
transform the station into an efficient transportation hub but also to reinforce its status
as a city’s landmark.
• Holistic approach
This approach enhances social and cultural potential for transit facility and
transform the area into city centre with a new identity of socio-cultural hub.
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Considering the culture and diversity, during the planning stages of the
surrounding area will help ensure a more cohesively designed community.
• Multi-modal integration
Integration of multiple modes of transportation enables and encourages travellers to

combine two or more forms of transport to complete their journey, this will increase
level of cycling, walkability, and accessibility to public transport nodes.
• Inclusive development
Railway station complex shall be designed with inclusive environment like
❖ Welcoming to everyone
❖ Intuitive to use
❖ Flexible
❖ Convenient so they can be used without undue effort
❖ It can be accessed and used by as many people as possible,
regardless of age, gender and disability.
❖ Participatory and transparent way of development by taking
feedbacks and valuable suggestions from all institutional bodies like
ministry of railways, IRCON etc.
❖ By linking local economy of Rangpo and to proposed economic
zone, this will act as a growth driver for traditional sources of
economy
❖ Enhance green mobility services like, cycles and other EV para transit
vehicles for last mile connectivity.
1.1.1 Project Objective

The prime objective of this project is to map out the method and manner in which the
Consultant plans to approach the assignment submission of various draft and final
deliverables and visits of Personnel in order to complete the Consultancy in time.
Development of Rangpo Station with ‘State-of-art’ architecture, facilities and public

amenities on approximate area of 20.8 hectares on railway land into world class
station with iconic urban infrastructure and distinctive gateway with futuristic vision of
20 years ahead of now. Conforming to the mandate specified in the Terms of
Reference (TOR), the baseline objective of the consultancy is to ensure that:
• Master planning and designing will be based on surveys and investigation.

• Traffic Integration Plan w.r.t. Surface Transport [Vehicular / Pedestrian].
Segregation of arrival / departure passenger movement and circulation
around the stations. Superior road connectivity with the city for quick and easy
access to the railway station. Pick-up drop and adequate parking within the
station premises. Efficient multi-model interface and provision for integration
facilities with future transport infrastructure. Smooth arrival / departure of goods
cum service vehicle w.r.t. parcel, luggage, linen, catering material. Smooth
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and segregated pedestrian movements for general passenger, old / infirm and
physically challenged [Divyang] passenger.
• Master planning of Railway station to be done adhering to the standards
mentioned in the manual of standards and specifications for Railway Stations,
the Development control Regulations, Building bye laws. Also taking into
consideration other standards to be followed like the Code for universal access
of differently abled persons.
• To ensure that the proposed infrastructure would be able to cater to the needs
of users for the next 20 years.
• Ensure cost-effectiveness throughout the master planning process while
showcasing modern aesthetics of the station as a gateway to the city.
• Superior Services for Passenger, provision of adequate and effective inter-
platform transfer, Elimination of cross – circulation and obstructed movement
of passenger. Adequate facilities of small retail, F&B, washrooms, resting
facilities, community space for public, booking counter, waiting area.
Management of luggage services / clock rooms. State-of-Art passenger
information & display systems, security system, fire safety system and services
like escalators.
• Operation and Maintenance, Modern office spaces, allied service building
with efficient functioning.
• Efforts towards passenger growth.
• High Quality Residential Accommodation for Railway Staff.
• Commercial Development, to carried out on vacant land / air-space above
railway station and railway platform track towards optimal financing model to
explore commercially all towards generation of monetization / revenue, vide
private real estate developers could be in various forms as follows as per
regulatory norms.
• Planning of Trunk Infrastructure w.r.t. for Railway Stations such as water supply,
MEP services, Electrical works within Master plan / Integrated Development
plan followed by internal layouts at all levels and for Commercial Development
[within the Master plan].
1.2 Overview of the project

Rangpo railway station, currently in the process of construction, is situated in Rangpo
and is part of the Sevoke-Rangpo Railway Line within the Alipurduar railway division of
Northeast Frontier Railway. Operational railway stations in close proximity include Sivok
railway station at a distance of 55 km, Siliguri Junction at 75 km, and New Jalpaiguri
Junction at 87 km.
The proposed methodology defines the working of the Consultant for the station
development project and is in accordance with the scheduled deliverables and the
contained activities and tasks to achieve/address the desired objectives at each of
the proposed stage and facilitate the Client to implement the project. The detailed
methodology for the assignment is presented below for each domain respectively.
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This assignment will be carried out under three stages:

❖ Stage-I: Inception report and Existing situation analysis
❖ Stage-II: Concept Master planning of station and adjacent areas
with station building design
❖ Stage-III: Detailed Master plan and station design in consultation with
client.
Figure 1:Project Flow Diagram
1.3 Heritage context, Importance of station and surrounding areas
Rangpo is a town located in the East Sikkim district of the Indian state of Sikkim.
Rangpo is strategically located on the border between Sikkim and West Bengal.
Rangpo Station serves as a vital transportation gateway, connecting the state of
Sikkim to the broader Indian rail network. This connectivity is essential for the
movement of goods and people.
17
2.0 ENGINEERING SURVEY REPORT:
2.1 Introduction and site context

Sikkim is a state in north-eastern India. It borders the Tibet Autonomous Region of China
in the north and northeast, Bhutan in the east, Province No. 1 of Nepal in the west,
and West Bengal in the south. Sikkim is also close to the Siliguri Corridor, which borders
Bangladesh.
Sikkim is the least populous and second smallest among the Indian states. Situated in
the Eastern Himalaya, Sikkim is notable for its biodiversity, including alpine and
subtropical climates, as well as being a host to Kangchenjunga, the highest peak in
India and third highest on Earth. Sikkim’s capital and largest city is Gangtok. Almost
35% of the state is covered by the Khangchendzonga National Park – a UNESCO World
Heritage Site. Rangpo is a Municipal town in Pakyong district in the Indian state of
Sikkim.
Total area of the Sikkim is 7096 Sq. Kms. Sikkim having a typical geographical location,
biological wealth, environmental settings and cultural diversity. Most of Sikkim lies on
the lesser and greater Himalayan Zone with girdling ridges having some imposing
peaks and high altitude passes.
The exalted peaks of Khanchenjunga (8595 m) which is the third tallest mountain in
the world and high altitude Nathula pass (4728m) which has recently been opened
as the border trade post with the Tibet Autonomous Region of China are all located
in the State.
About Rangpo City
Rangpo is a town in Pakyong district in the Indian state of Sikkim. The town borders
West Bengal's Kalimpong district and is situated along the Teesta river and Rangpo
River. Rangpo is located 30 kms from capital city Gangtok as shown in figure below :
18
Figure 2:Showing regional connectivity from Rangpo
It is the first town in Sikkim on NH 10 (earlier called NH 31A before the renumbering of
all national highways) that links Siliguri to Gangtok. It is about 300 m above sea level
with a sub-tropical climate. It is the 'Gateway to Sikkim'.
Connectivity
Roadways
As Rangpo lies on NH-10, Town is connected with almost all cities and towns of Sikkim
and cities/towns of West Bengal like Siliguri, Kalimpong, Darjeeling, Kurseong, Jaigaon,
Malbazar, Bagdogra, Panitanki etc. In Rangpo, NH-10 is joined by following major
roads:
• Rorathang- Kumrek- Rangpo Road,

• Namchi-Namthang-Rangpo Road and
• Kalimpong-Munsoong-Rangpo Road.
Frequent buses operated by Sikkim Nationalised Transport (SNT) are available from
Rangpo to Sikkim Nationalised Transport Bus Terminus (Siliguri) and Gangtok, apart
from it many private buses and NBSTC buses are available from the town to Gangtok,
NJP Bus stand and Tenzing Norgay Bus Terminus, (Siliguri).
Figure 3:Location of station

19
Railway
Rangpo railway station is the under-construction railway station in Rangpo which falls
under Sevoke-Rangpo Railway Line, Alipurduar railway division of Northeast Frontier
Railway. The nearby currently functioning railway stations are Sivok railway station - 55
km, Siliguri Junction -75 km and New Jalpaiguri Junction - 87 km.
Figure 4:Route map from Sivok to Rangpo
20
Air Link
Earlier Sikkim was entirely dependent upon the road and External arrivals by air solely
on the Bagdogra Airport in West Bengal. Visitors to Sikkim either change to the 5-seater
helicopter connecting Gangtok directly with the Bagdogra Airport, or take land
transport for about 4-hour ride to Gangtok. To improve the Air connectivity of Sikkim
the Airport Authority of India in Year 2018-19 opened a new Airport in Sikkim Called
Pakyong Airport.
Pakyong Airport -The nearest airport is Pakyong Airport around 25 km away Pakyong
Airport is a greenfield RCS airport at Pakyong town near Gangtok, the state capital of
Sikkim, India. As per AAI In the year 2018-2019 total number of passengers used
pakyong airport is 18,963.
Figure 5:Pakyong Airport Sikkim
2.1.1 Existing Site Features

Site is lying on Sivok-Rangpo========================] Railway Line in Pakyong
District of Sikkim. It will serve Rangpo city, and three districts of Sikkim, which are
Pakyong District, Gangtok District and Mangan District.
The total site area for proposed Rangpo railway station is 20.83 HA. The available land
area will be used for commercial exploitation beside railway yard and station
development. The revenue generation through commercial development would
make the project financially feasible. Map below shows site boundary of proposed
railway station.
21
Figure 6: Site In Relation to the city
Figure 7:Site Boundary
2.1.1.1 Topography
Site is hilly and average land elevation is 400 metres above sea level. Below map
shows site topography map of site area. The Site falls in the valley surrounded by
mountains thus providing scenic views.
22
Figure 8: Site Topography map
2.1.1.2 Existing Building Footprints

Within site many structures have been observed during joint site visit with the Client.
The structures seen on the site are residential railway quarters which are recently
developed and there is one railway temporary Site office. The structures are G+1 and
G+2 Storey building which may be scrutinised and proposed to be redeveloped in
Phase-2 depending upon the market study.
Figure 9: Structures in proposed yard plan
23
2.1.1.3 Site Entry/Exit

The station entry point is from NH-10. The existing lane configuration of access road
to the station is given in figure below:
Figure 10:Common entry/Exit point
2.2 Existing site photographs
Figure 11:Site topography and Railway housing on site
24
Figure 12:Approach road for station and site vegetation
25
Figure 13:Pictures showing stakeholder consultation
26
2.3 Survey and Investigations

2.3.1 Traffic Survey Report
Area Study
Rangpo is a town in the Indian state of Sikkim's East Sikkim district. The town is located
along the Teesta River and borders West Bengal. It has a sub-tropical climate and is
about 200 metres above sea level. It is the Sikkim Gateway, and all vehicles entering
the state must stop here. Rangpo is located at 27°11’N 88°32’E / 27.18°N 88.53°E /
27.18°N 88.53°E / 27.18°N 88.53°E / 27.18°N 88.53°E / It is 333 meters above sea level on
average (1093 feet). The three-arm unsignalized intersection in the heart of Rangpo
town will be the subject of the investigation. The three arm branches off to Majhitar,
Rorathang and Teesta. The traffic in this circle is normally regulated by traffic police
stationed in the intersection's centre on a 2.9-diameter traffic circle.
Results and Discussion

Traffic Volume Count: Through traffic volume counting, we were able to determine
the volume of various vehicle groups travelling in nine directions. Taxi had the highest
volume (5477), followed by private cars (4319), two wheelers (1575), HCV (1364), LCV
(656), and bus had the lowest volume (656) according to the study (612). We also
discovered that the Teesta to Majhitar direction has the most traffic, while the Teesta-
to-Teesta direction has the least. Collection of speed data: Speed data was
collected in three directions: Majhitar arm, Teesta arm, and Rorathang arm. The
average speed of 25 kmph was recorded in this intersection. Pedestrian Volume: The
data was collected using a video graphic survey in the Teesta and Majhitar
directions during peak hours of 8:00 a.m. to 10:00 a.m., 12:00 p.m. to 2:00 p.m., and
4:00 p.m. to 6:00 p.m. With the help of the video graphic study, we found out that
majority of pedestrians were between the ages of 20 and 50, while the minority were
over 50. Due to this lack of proper crossing points, various pedestrians were crossing
the road from different points in the intersection, creating traffic congestion and
raising the area's vulnerability. Following the study, we suggested installing a raised
crossing in each of the intersection's entry arms. As per IRC 103:2012, we also
recommend providing a minimum of 1.8 m wide footpath for all the arms of
intersection
2.3.2 Passenger survey report

The Transportation System in Sikkim is majorly buses and taxis which serve as the means
of transport in Sikkim and connectivity to other districts and neighbouring states like
West Bengal. Major highways connecting Sikkim to other parts of the country are NH
10 and NH 310A. Sikkim is well connected by road with Siliguri, Bagdogra, Jalpaiguri,
Darjeeling & Kalimpong.
27
Sikkim Nationalized Transport (SNT) provides public transport service to the people of
Sikkim. The entire bus passenger transport service is the state is nationalized with no
private bus operators.
Currently, SNT has a fleet of 75 buses and 83 truck/tankers. SNT operates on routes from
Gangtok to Siliguri, Mangan, Jortang and Rangli. There are 3 depots at Gangtok,
Jorthang and Rangpo.
Considering average bus capacity of 30 passengers /bus, Total passengers expected

from bus are 2250.
Passenger count (boarding/ alighting) data was analysed by assuming Siliguri

passenger count i.e. 25000 passengers per day and assuming passengers coming by
road as a mode of transport.
Rail Passenger travel analysis is done purely on assumption basis. The passenger is
forecasted based on passengers travelling from Siliguri. Assuming 50 % of passengers
travel to Gangtok and out of total passengers travelling to Gangtok we assume
around 60% will take rail as mode of transportation.
Assumption 01
Description Numbers Remarks
Total Peak Day Passengers at Siliguri Station 25000 All Modes of Travel
Considering 50% load for Sikkim bound Travel 12500
Total passengers by road (Bus+Taxis) 4000
Total passengers by all mode of transport 16500
Considering 60% share for Train 9900
Growth Prospects by the Horizon Year 13365 Based on City Population Growth in 2051
Peak Hour Passengers 1337
Passenger count has been worked out based on another set of assumptions
considering maximum passenger train handled in peak hour. As mentioned earlier
there are two passenger line therefore, we have assumed four trains Arriving /
Departing in a peak hour considering 30 min. time for each train. The peak hour
passenger is calculated as 3600 which is shown in below table.
Assumption 02
Total Up & Down Line 2
Maximum Trains 4 30 Minutes for Each Train
Maximum Passenger in One Train 1800
Occupancy for Ranpo Station @ 50% 3600
Total Arrival & Departure Passengers at Peak Hour 3600
28
The peak hour passenger is considered as 3600 for station sizing calculation in
subsequent sections as a worst-case scenario.
2.3.3 Geotech investigation report
2.3.3.1 DETERMINATION OF SAFE BEARING CAPACITY OF SOIL BY PLATE LOAD TEST

(IS 1888-1982)
Visual examination of the soil exposed in suitably located trial pits at the site,
combined with the already established data for different types of soils is commonly
used for deciding on the safe bearing capacity. While this procedure may be
adequate for light or less important structures under normal conditions, relevant
laboratory tests or field tests are essential in the case of unusual soil types and for all
heavy and important structures. These standard covers plate load test method for
determination of ultimate bearing capacity of soil in place which assumes that soil
strata is reasonably uniform. The load test included in the standard is also used to find
modulus subgrade reaction useful in the design of raft foundation and in the design
of pavements.
SCOPE
This standard lays down the method for conducting load test for estimation of bearing
capacity of soils and its settlement.
TERMINOLOGY
For the purpose of this standard, the definitions given in IS : 2809 -1972 and IS : 6403-
1981 shall apply.
APPARATUS
Loaded dumper with river bed materials so as to estimate load reaction for
conducting the test Hydraulic jack of required capacity with properly calibrated load
measuring device, such as pressure gauge, proving ring shall be used.
Bearing Plates - Square bearing plates of mild steel (600mm x 600mm) of not less than
25 mm in thickness. Dial gauges with 25 mm travel, capable of measuring settlement
to an accuracy of 0.01 mm.
PROCEDURE
Selection of Location - The locations for load test shall be based on exploratory
borings, and unless otherwise desired, shall be conducted at an elevation of the
proposed foundation level under the worst estimated conditions. In case the water
table is within the depth equal to the width of the test plate, the test shall be
29
conducted at water table level. In case water table is higher than the test level, it shall
be lowered to the test level and maintained by pumping through a sump, away from
the test plate, however, for the soils like cohesionless silt and fine sand which cannot
be drained by pumping from the sump, the test level shall also be water table level.
Test Pit - The pits, usually at the foundation level, having in general normally of width
equal to five times the test plate or block, shall have a carefully levelled and cleaned
bottom at the foundation level; protected against disturbance or changes in natural
formation.
Size and Shape of Plate - Except in case of road problems and circular footing; square
plates may be adopted. For clayey and silty soils and for loose to medium dense
sandy soils with N < 15, a 450 mm square plate or concrete blocks shall be used. In the
case of dense sandy or gravelly soils (15 < N < 30 ) three plates of sizes 300 mm to 750
mm shall be used depending upon practical considerations of reaction loading and
maximum grain size. The side of the plate shall be at least four times the maximum size
of the soil particles present at the test location.
PHOTO: DIAL GUAGE & PRESSURE GUAGE
PHOTOS OF TESTS AT PIT

NO. 01 & PIT NO. 02
2.3.3.2 REPORT OF PLATE LOAD TEST

1. Date of Test: 9-01-22 & 11-01-22
2. Name of the Test: Plate Load Test
3. Test Method: IS: 1888-1982
Plate load test is a field test which is commonly adopted to determine the bearing
capacity and settlement of soil under a given condition of loading. In this test a square
or circular rigid plate of standard dimension is placed at foundation level and load is
applied in increments. Then settlement of the plate corresponding to each load
increment is recorded for calculating bearing capacity of soil. The Plate Load Test was
30
conducted as per IS: 1888-1982 using square plate of size 600mm. The test was
conducted at the proposed foundation level After performing the plate load test,
load settlement curve is plotted on arithmetic scale, with applied pressure in ton/m2
in x-axis and corresponding settlement (in mm) in y-axis. Depending on the type of soil
below the test plate, the load settlement curve can be of 4 different types as shown
below.
Curve A: This type curve is obtained in case of loose to medium cohesion less soil (i.e.
15 < N < 30). This type of curve shows no clear point of failure.
Curve B: This type curve is obtained in case of cohesive soil. As the load increases the
curve leans toward settlement curve.
Curve C: This type curve is obtained in case of partially cohesive soil (i.e. C-phi soil).
This type of curve also does not show a clear point of failure.
Curve D: This type curve is obtained in case of dense cohesionless soil (i.e. N > 30). This
type of curve is common in case of dense sand or gravel deposits.
After drawing the load settlement curve, the next step is to identify the failure point
on the load settlement curve.
In case of curve B & D, the point of failure can be easily identified by the sudden
drop down of the curve. Or draw two tangent lines from the beginning straight
portion of the curve and end straight portion of the curve. The point where these two
tangents cross each other is called the point of failure. The pressure corresponding
to this point is called ultimate bearing capacity of the soil. But in case of curve A &
C, it is difficult to find out a clear point of failure on the load settlement curve. To
overcome this problem scientist Abbet introduced another method of drawing load
settlement curve. According to his method, a log-log chart is plotted with settlement
are plotted as abscissa against corresponding pressure intensities as ordinate. Such
a plotting will give two straight lines, the intersection of which will be considered as
the failure point. Find the corresponding value of pressure to the failure point. This is
considered as the ultimate bearing capacity of soil.
31
In order to calculate safe bearing capacity of the soil, the ultimate bearing
capacity of soil is divided by a suitable factor of safety.
Safe bearing capacity of soil = Ultimate bearing capacity / Factor of safety

the values of factor of safety normally used are 2.5 or 3 depending upon the
site condition and importance of the structure.
The safe bearing pressure could be read, corresponding to a settlement (Sf), which
shall be calculated as under Sf taken as permissible settlement of footing (ref. IS:
1904): ref. clause no. 5.3 of IS:1888-1982:
Sp= Sf {Bp*(B+0.3) ^2/B*(Bp+0.3) ^2}
For clayey soil the following equation can be used (Terzaghi & Peck).
Sf = Sp*(B/Bp)
B = the size of footing in m, Bp = size of test plate in m, Sp = settlement of test plate in

m, and Sf= settlement of footing in mm. From this formula total settlement of footing
(Sf) is calculated taking Sp as observed total settlement of plate.
32
PLATE LOAD TEST (IS: 1888-1982) PIT NO. 01

PROJECT: C/O Station yard from Km 43.850 to Km 45.250: Sivok - Rangpo new BG
Railway line Project
Location: Majitar -Rangpo (East Sikkim) N 3008052.357 Date: 9-01-2022
E649842.279
RL of pit bottom 408.377 Chainage Km 44.090
LC of dial gauge: 0.01mm Load gauge: HEICO
Depth of testing at foundation level: 2.50 m Tested in normal condition Pit size:
(2.5x2.5x2.5)
Plate size: 600mm x 600mm
Settlement Dial gauge reading
Left (m) Right (m) Average Cumulative
Load Applied Settlement Settlement settlement settlement
Obs applied pressure Initial Final (m) Initial Final (m) (m) (m)
(ton) (t/m2)
1 0 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
2 5 13.89 0.00 0.07 0.07 0.00 0.91 0.91 0.49 0.49

3 10 27.78 0.07 1.01 0.94 0.91 1.31 0.40 0.67 1.16
4 15 41.67 1.01 3.91 2.90 1.31 3.00 1.69 2.30 3.46
5 20 55.56 3.91 4.10 0.19 3.00 3.33 0.33 0.26 3.72
33
Safe bearing pressure corresponding to the settlement of the plate from the load settlement
curve (ton/m2) = 29 ton/m2
PLATE LOAD TEST (IS: 1888-1982)

PIT NO. 02
PROJECT: C/O Station yard from Km 43.850 to Km 45.250: Sivok - Rangpo new BG Railway line Project
Location: Majhitar-Rangpo (East Sikkim) N3008070.523 Date: 11-01-2022
E649453.502
RL of pit bottom 378 .048 Chainage Km 44.490
LC of dial gauge: 0.01mm Load gauge: HEICO
Depth of testing at foundation level: 2.50 m Tested in normal condition Pit size: (2.5x2.5x2.5)
Plate size: 600mm x 600mm
Settlem
ent Dial gauge reading
Left (m
) Right (m
) Average Cum
ulative
Load Applied settlem
ent settlem
ent
Settlem
ent Settlem
ent
applied pressure
Obs Initial Final (m
) Initial Final (m
) (m
) (m
)
(ton) (t/m2)
1 0 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
2 5 13.89 0.00 1.37 1.37 0.00 0.62 0.62 1.00 1.00

3 10 27.78 1.37 2.90 1.53 0.62 1.14 0.52 1.03 2.02
4 15 41.67 2.90 3.97 1.07 1.14 2.30 1.16 1.12 3.14
5 20 55.56 3.97 4.29 0.32 2.30 2.46 0.16 0.24 3.38
34
Safe bearing pressure corresponding to the settlement of the plate from the load settlement
curve (ton/m2 ) = 39 ton/m2
The safe bearing pressure could be read, corresponding to a settlem ent ( Sf ), which shall be calculated as
under Sf taken as Permissible Settlement of footing (ref. IS : 1904): ref. clause no. 5.3 of IS:1888-1982:
Sp = Sf x Bp ((B+0.3)/B (Bp + 0.30))^2
For clayey soil the following equation can be used (Terzaghi & Peck).
Sf = Sp*(B/Bp)
B = the size of footing in m
, Bp = size of test plate in m
, Sp = settlement of test plate in m
,
and Sf is Settlement of footing total settlem
ent of footing( Sf) is calculated taking Sp as observed total settlem
ent of plate.
Safe Bearing
Pressure
Width of Allowable corresponding
plate Corresponding
width of Settlem
ent to the settlem
ent Founding
Pit no. Location settlem
ent of
footing (m
) of the Plate Strata
Plate (m
)
Sf) from theload
settlem
ent curve
ton/mm2
Loose to m
edium
1 Rangpo yard 2.5 0.6 25 1.00 29.00
cohesionless soil
Loose to m
edium
2 Rangpo yard 2.5 0.6 25 3.00 39.00 cohesionless soil
(Authorised Signatory)
35
2.3.4 Land due diligence report

Rangpo Railway Station will be constructed under Amrit Bharat Station Scheme which
ensured world class facilities to passengers. Total required land of 20.8 Ha for
development of the station yard and the Master plan of Amrit Bharat Station at
Rangpo has been acquired through the State Govt. duly following due procedures
under Land Acquisition Act/2013.
The extent of land comprising the Project is 9.36 Ha as per the enclosed Site Plan
Drawing No. IRCON-P.21-CDAC-MP-01 and phasing plan drawing No. IRCON-P.21-
CDAC-MP04. The project phase 1 shall be constructed on Land and Airspace as
earmarked on the Master Plan having foot print area of 9,976 sqm.
The following are complete details of the Right of Way showing the dates on which
the Authority shall provide Right of Way for the different areas of the Site in phases to
the Contractor:
Sr. No. Phase Plot area (sqm)
1 T1 - Station building 5660
2 Parcel Facility 275
3 Road Network 21245
4 T2 Building 3027
5 T3 Building 703
6 T4 Building 498
7 T5 Building 1353
8 T6 Building 667
9 T7 Building 1280
10 T8 Building 2007
11 W1 Building 1000
Complete land as per above land zones have been acquired and handed over by
the State Govt free of encumbrances except 0.2092 Ha of land which will be handed
over once compensation amount is deposited by Railway to the State Govt.
36
37
2.3.5 Bye Laws and master plan report

As per, The Sikkim building construction regulations, 1991, Amendment regulations,
2001 following control norms needs to be adopted in all public buildings of Sikkim:
Maximum height of the building:

The maximum height of the buildings constructed in allotted sites or private holdings
within a notified area shall be in accordance with the suitability and profile of the
location based on the stability map of the area as prepared by the Mines and
Geology Department from time to time
Lighting and ventilation of rooms:

Every habitable room shall have for the admission of light and air, one or more
aperture such as windows, French windows, clear storey windows, sky lights etc.
opening directly to the external air or into an open veranda and this aggregate area
inclusive of frames shall not be less than 20 per cent of the floor area of the rooms. The
areas of doors shall not be included for this purpose. The minimum 5 per cent of floor
area of the room shall be for the purpose of ventilators alone. All windows shall have
a section of the area for ventilators to afford cross ventilation. Kitchen shall have a
chimney and to a minimum of 2’ above the ridge level of the highest point of the
building.
Regular line of streets:

No portion of any building shall project beyond the regular line of any street, road,
and gully
Permissible covered area and set back:

The permissible covered area and set back shall be applicable only for area above
2700 sqft. as given under:
1. Above 2700 sqft butnot exceeding 5400 sqft. — 70% - of the area of the plot.
2. Above 5400 sqft. But not exceeding 10,000 sqft. — 50% - of the area of the plot.
3. Above 10,000 sqft — 40% - of the area of the plot.
In case of attached plots/sites where two plots/sites are joined on one side minimum
gully of 6’ on the opposite free site of these plots/sites shall be provided. In case of
detached single plots/sites a minimum gully of 6’ each shall be provided between the
plots/sites.
38
3. 3D Views of the station
39
40
41
42
4.0 Traffic survey Analysis

4.1 Introduction
The first initial step in the preparation of any Traffic Impact Assessment Study for a
transport hub is the data collection of the traffic and travel pattern of the commuters
of that hub and the factors which influence these travel patterns. From various
transportation studies, it is revealed that the travel pattern in any hub of urban
agglomeration is quite regular, and a definite pattern develops in the movement of
people, which has to be anticipated for the horizon years. Therefore, appreciation of
existing traffic and travel characteristics is extremely important for the successful
completion of a traffic study.
This data collection is done through secondary sources. The baseline data, apart from
helping in understanding the existing traffic and transportation scenario, help in
appreciating the existing problems, constraints, and also level of services at the
network level (in the project influence area).
Reconnaissance survey and Detailed secondary data analyses have been done to
accumulate traffic data for the station region to start with the existing situation
appraisal.
4.2 Road Network

Rangpo is situated along National Highway 10, which connects the town to other
important locations in Sikkim and the neighbouring state of West Bengal. This highway
is a vital route for transportation to and from Sikkim. The road connectivity in and
around Rangpo is important for tourism in Sikkim. Tourists often pass through Rangpo
Figure 14:Road Network
43
on their way to popular destinations in the state, such as Gangtok, Nathula Pass, and
other scenic spots.
4.3 Public Transport System

Sikkim Nationalized Transport (SNT) provides public transport service to the people of
Sikkim. The entire bus passenger transport service in the state is nationalized with no
private bus operators. Currently, SNT has a fleet of 75 buses and 83 truck/tankers.
SNT operates on routes from Gangtok to Siliguri, Mangan, Jorthang and Rangli. It
presently employs 900 people and has 35 bus routes throughout the state. There are
3 depots at Gangtok, Jorthang and Rangpo.
As stated in CMP Gangtok “The operation of the public transport system provided by
SNT is currently on a decline with reduction in its fleet size over the past years. The total
number of SNT buses in 2008 was 75. During the last decade, the bus fleet has declined
by 48.28% and the truck /tanker fleet has reduced by 45.75%.
IPT has a potential to overplay its role in Rangpo. Taxis are the most widely available
public transport within Sikkim. Most of the residents stay within a few kms of the town
center and many have their own vehicles such as two wheelers and cars.
Currently Work has commenced for a broad-gauge railway link from Sevoke in West
Bengal to Rangpo in Sikkim that is planned for extension to Gangtok. So, Development
of railway station will change modal split which will support public transport system.
4.3.1 Urban Goods Movement

The share of goods traffic in Sikkim varies from 1.4% to 5.7% and the average is about
3.7%. There are no designated terminal facilities for heavy goods vehicles from where
goods are transported to the local sites in smaller vehicles.
In Sikkim the freight transport services are provided both by Sikkim Nationalised
Transport (SNT) and private operators. However, the operation of private trucks is
monitored by SNT through collection of supervision charges from trucks entering
Sikkim.
As per reconnaissance surveys and discussion with SNT officials, all trucks and tankers
enter Sikkim through either Melli Check post or Rangpo Check post where SNT have
their counters. Majority of freight movement is passing through Rangpo check post.
At these counters, SNT is collecting supervision charges from private operators besides
details like Origin, Destination, quantity of materials carried etc.
4.4 Traffic Characteristics at Important Nodes in Study Influence

Area
Rangpo is a town in the Indian state of Sikkim's East Sikkim district. The town is located
along the Teesta River and borders West Bengal. It has a sub-tropical climate and is
about 300 metres above sea level. It is the Sikkim Gateway, and all vehicles entering
the state must stop here. Rangpo is located at 27.18°N 88.53°E. It is 333 meters above
sea level on average (1093 feet).
44
4.4.1 Traffic Volume in Rangpo

Traffic survey in Rangpo was conducted by earth and environment research in 2013.
The modal vehicle distribution coming from Majhitar Arm of the Rangpo Intersection
during weekdays and weekends is shown below:-
Above graph indicates that on weekdays, 50% of the overall volume count is
attributed to taxi vehicles, with private vehicles accounting for 30% and buses for 10%.
On weekends, the distribution shifts, with taxis making up 57% of the total volume,
followed by private vehicles at 39%.
4.4.2 Speed Data

The figure below presents speed data for various types of vehicles on weekdays at
the Rangpo intersection, specifically in Majhitar, Teesta, arms;
4.4.3 Traffic Flow Level of Service

Approach to Rangpo station will take-off from NH-10 just before the RCC bridge on
NH-10 across Khanikhola nala at Majitar. To streamline the traffic flow, a roundabout
will be provided at the junction of the station approach road with NH-10. The station
approach road will be 10 m wide. The vehicles will either directly go the station
building (T1) drop/pickup zone or to the multi-modal transit hub (T2). To facilitate
obstruction-free movement of vehicles at road crossing near MMTH building, an
45
underpass will be provided for exit of vehicles from MMTH to the station approach
road.
4.4.4 Traffic demand estimation

Demand estimation is done for:
A. Station Level Demand: This will be further estimated based on two categories. Traffic
generated through.
• Development of Rangpo Railway Station, i.e., based on Station Operations

(Development of station excluding commercial development) and passenger
boarding/alighting with additional trains.
• Proposed Land Use Development, i.e., additional traffic generated by the proposed
commercial, real estate development, etc. within the railway station area.
B. Network-level: Through traffic growth and nearby development traffic (which is

also non-destined). The network-level traffic will be projected based on the growth
rates adopted from the secondary sources.
4.4.5 Passenger Demand

Passenger count (boarding/ alighting) data was analysed by assuming Siliguri
passenger count i.e. 25000 passengers per day.
Rail Passenger travel analysis is done purely on assumption basis. The passenger is
forecasted based on passengers travelling from Siliguri. Assuming 50 % of passengers
travel to Gangtok and out of total passengers travelling to Gangtok we assume
around 60% will take rail as mode of transportation.
Assumption 01
Total Peak Day Passengers at Siliguri Station 25000 All Modes of Travel
Considering 50% load for Sikkim bound Travel 12500
Total passengers by road (Bus+Taxis) 4000
Total passengers by all mode of transport 16500
Considering 60% share for Train 9900
Growth Prospects by the Horizon Year 13365 Based on City Population Growth in 2051
Peak Hour Passengers 1337
Passenger count has been worked out based on another set of assumptions
considering maximum passenger train handled in peak hour. As mentioned earlier
there are two passenger line therefore, we have assumed four trains Arriving /
Departing in a paek hour considering 30 min. time for each train. The peak hour
passenger is calculated as 3600 which is shown in below table.
46
Assumption 02
Total Up & Down Line 2
Maximum Trains 4 30 Minutes for Each Train
Maximum Passenger in One Train 1800
Occupancy for Ranpo Station @ 50% 3600
Total Arrival & Departure Passengers at Peak Hour 3600
The peak hour passenger in considered as 3600 for station sizing calculation in
subsequent sections as a worst-case scenario.
4.4.6 Future Modal share

According to the conducted traffic survey, taxis currently constitute 50% of the modal
share, with private vehicles following 30%. The designated node is projected to
function as a multi-modal hub due to the convergence of significant infrastructure
projects, including public buses, trains, key tourist sites, and anticipated
developments. This convergence has the potential to generate substantial foot traffic.
JUNCTION IMPROVEMENT AT ENTRY POINT

In our site visits, it was observed that there is traffic congestion point at entry junction.
Also, there is common arrival /departure at entry point of station.
To avoid this junction has been improved for free flow movement and to avoid
congestion at junction.
4.4.7 Planning of movement within the station

The proposed MMTH building is positioned adjacent to the station building, featuring
separate arrival and departure areas for buses, ensuring no disruption to the station
traffic. A road runs alongside the MMTH, facilitating smooth bus movements. Buses exit
via an underpass beneath the approach road, ensuring conflict-free bus flow at the
main approach road. Additionally, there is a pedestrian connection for passengers
traveling to and from the station.
4.4.8 Drop off and drop pick up

Planning for the pickup and drop off facility for all modes of transport at the project
station area. Planning for adequate bus bays, Auto bays and parking facility for the
personalized vehicles ( Two Wheeler and Cars).
47
4.4.9 Parking Demand

The railway station complex will be catering to the parking demands of Railway bound
passengers, commercial development. At present there is no terminating and
originating bus route, thus parking for buses is not anticipated in nearby vicinity of
station. It was envisaged that parking would be required for private vehicles, taxies
and buses.
Parking demand for Rangpo station have been estimated for 2060 for peak hour
passenger footfall of 3600.
ESTIMATION OF LAND-USE DEVELOPMENT TRAFFIC
In addition to the Railway Station redevelopment, several areas near the station are
planned for redevelopment, which will include a variety of land uses. The
development work will be done to provide state-of-the-art facilities at its premises. The
development entails the construction of hotels, resort, high-rise housing, real state
components, commercial developments, offices, etc.
The proposed development will attract additional traffic in addition to the existing
plying traffic. Attempts have been made to estimate the additional generated traffic
via the trip rate method. Trip rates from the consultant’s previous studies on similar land
uses and urban scenarios are used to estimate the generated traffic.
The estimated parking turnover has been used to determine the parking requirement
for Railway station bound traffic. ECS factors, as per IRC standards have been used to
obtain the parking demand in ECS. Table below summarizes the estimated parking
demand for the Rangpo Station traffic .
Mode Parking requirement (ECS)

Car/TW/ Taxi 277
Bus 8
48
5.0 YARD PLAN AND FUTURE REQUIREMENTS

After several consultations and reconnaissance survey following issues were identified
in yard plan:
• The station is at high level approx. at 40m height from the station access road,
therefore the station building required to be designed carefully to stand as a
landmark which is visible right at the station entry below valley area.
• Also, as the goods platform and activity is proposed towards passenger
circulation area, it is required to avoid visibility of goods area to the passengers
through careful design.
• Although Passenger platform no 1 & 2 is located behind the goods platform on
the other side of the front passenger circulation area, the main station
departure lobby and station building need to be design at the front side for
clear visibility and to create an impact to the incoming passenger as an
attractive entry point.
• Traffic Congestion at entry junction and Common arrival /departure
49
6.0 MASTER PLANNING

6.1 Objective
The development of Rangpo Railway Station majorly focusses on provision of the
much-required social infrastructure facilities in the area and aims to boost the land
value of the region through Real estate and Commercial development.
The revenue generation from Real estate development would help in funding of the
development of Railway Station as a city level Transit oriented facility with efficient
passenger movement and a hub of public activity.
6.2 General conditions and Planning Principles

• Planning for the smooth Arrival/departure and movement of passenger
vehicles, parcel, luggage, linen & catering material etc. within and around
station premises, with state-of-the-art passenger information and display
systems, security systems and fire safety systems etc.
• Planning for the pickup and drop off facility for all modes of transport at the
project station area. Planning for adequate bus bays, Auto bays and parking
facility for the personalized vehicles (Two-Wheeler and Cars)
• Planning of superior road connectivity for easy access to the Railway Station
and adequate parking within the station premises, efficient multi-modal
Interface, also to provide flexibility for integration facilities with future transport
infrastructure.
• Master Plan proposal holds huge potential in terms of real estate and
commercial value and thus the Masterplan has been developed envisaging
the future needs of the population along with catering to the present
challenges of the area.
• Existing site features and terrain has been considered while designing station
master plan.
6.3 Urban Context and connect of station within the city

The concept is to develop Rangpo railway station with ‘State-of-art’ architecture,
facilities and public amenities on railway land into world class station with iconic urban
infrastructure and distinctive gateway with futuristic vision of several years ahead of
now. Master plan has been shaped taking into consideration “Indian green building
concept and other environment factors.
6.4 Station Master Plan
6.4.1 Zoning
The main highlight of the masterplan is the ease of accessibility created through
effective distribution of functional uses and to capture natural beauty around station.
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Figure 15:Proposed master plan zoning
6.4.2 Station Master Plan

The development of the station should not be just an isolated iconic item,
understanding that a world class station has to be also a fully integrated plan thus
becoming a key piece to link the surroundings. According to this, the station concept
should host the entrance and exit zones but also permit the pedestrian flows across it.
The appearance of the station should be also integrated with the neighbouring
development, in order to guarantee a fully integrated Master Plan. Key features of
proposed plan.
• Modern and attractive architecture

• Pleasant Green zones
• Effective road system
• Isolation from acoustic disturbance
• Environment improvement
• Harmony within the layout
• Effective circulation of traffic as well as people
• Development of commercial and banquet facilities
• Hotel and wellness resort
• Warehousing facilities
51
Figure 16:Station Master plan
52
Total Site Area 20.8 Ha
Total BUA 83,937 sq.m.
Global FAR 0.4
Global Ground coverage 21.7 %
Table 1:Station Land use areas
Building Plot Area Land Uses Function Foot-

No sqm print No. BUA
area of Area Working
(sqM) floors (sq.M.) Population Residents
T1 Transport Station building 5660 12,851 86
T2 6,017.4 Transport MMTH - Bus/drop-off & pick-up 3,027 1 3,027 15
Car/taxi Parking 2,974 1 2,974 15
Pvt Offices - Travel agencies 2,974 1 2,974 248
Pvt Offices 2,974 1 2,974 248
Pvt Offices 2,974 1 2,974 248
Restaurant + terrace 683 1 683 27
Arrival block (475 passengers per 15 min) 683 1 683 3
T3 Commercial Retail 703 2 1,406 47
Serviced Apartments (30 rooms) 703 2 1,406 23
Multiplex (4 nos, 225 capacity each) 703 2 1,406 47
53

T4 Commercial Pvt offices 498 4 1,993 166
T5 PSP Banquet hall (750 capacity) 1,353 1 1,353 9
Restaurant + Kitchen 1,353 1 1,353 45
Exhibition hall 1,353 2 2,706 18
Conference facilities (Total 3000 capacity) 1,353 4 5,413 36
T6 2,396.86 Commercial Retail 667 1 667 22
Budget hotel (60 key) 667 7 4,669 85
T7 Commercial Resort (24 rooms) 1280 2 2,560 47
T8 Commercial Hotel (4-star category-225 rooms) 2007 8 16,056 292
W1 Industrial Warehouse (with part mezzanine) 1000 1.25 1,250 25
R1 2,965.60 Residential Type-II railway housing (2 blocks- 44 Dus) 351 6 2,109 198
R2 3,082.87 Residential Type-III railway housing (1 blocks- 15 Dus) 383 4 1,530 67.5
Total 45,243 83,937 1,797 266
54
Railway station buildings all over the world are not just transportation hubs, rather they
create the city center. They change the whole urban fabric due to the commercial
pull of the activities associated with them. The station buildings have a great social &
economic impact and bring commercial value to the surrounding buildings as well. A
railway station should be developed as a public space. Rangpo station is located in
hilly region therefore site topography will be considered for preparing master plan.
• Master plan has been prepared taking into consideration site topography,
connectivity from approach road.
• A multi modal hub which connects the Buses / Bus stand / Taxi Stand / pvt cars
/ other vehicles are planned in Land abutting to access road for free flow
movement of buses.
• Public spaces have been planned connecting station building along
channelized waterbody.
• Hotels and wellness resort needs to be developed in a separate parcel.
6.4.3 Phasing Plan

Rangpo station Master plan has been divided into two phases, Phase 1and Phase 2.
The development of railway station yard would be done first. Along with that all road
and infrastructure works will be done in same phase. Similarly, Budget hotel, MMTH
and circulating areas will be developed in first phase. Residential buildings type-II and
Type III area already developed on site.
Remaining site such as commercial use (retail, service apartments, multiplexes, private
offices, resorts ,4-star category hotels), PSP use (banquet hall, restaurant, exhibition
hall, conference facilities) and warehouses will be developed in second phase of
development. Total area to be developed in phase-1 is 23.32 Acres. Below map shows
phase wise development:
Figure 17:Master plan phasing plan
55
6.4.4 Master Plan components
4.3.4.1. Multi Modal Transit Hub

A multi modal transport hub of G+9 floors have been proposed at level of 384 m, to
ensure ease of connectivity with the approach road which is ranging from 379 m to
388 m along MMTH block. MMTH building has been located adjacent to the station
building that has segregated arrival and departure for buses and does not interfere
with the station traffic itself. A road along MMTH has been placed in such a way so
that it enables free flowing bus movements and buses exit through under pass below
approach road to provide conflict free bus movement at the main approach road.
Pedestrian connection for passengers to and from the station. MMTH has direct
connectivity from 9th floor to station building via skywalk.
• Ground floor of MMTH i.e. at 384 m LVL comprises of ticket counters, enquiry
counters, Restrooms, Other passenger services and bus parking. It also has
connectivity to first floor via ramp.
• First, Second, Third, Fourth Floors in MMTH is dedicated to car/taxi/two-wheeler
parking drop-off & pick-up with total car parking of 277 ECS.
• Above car parking floor i.e. Fifth floor (402.6 m R.L), Sixth floor (406.5 m R.L),
Seventh floor (410.3 m R.L) of MMTH are dedicated for private offices specially
for travel agencies. Presently there is minimal reserved spaces for private offices
and travel agencies in Rangpo.
• Eighth floor i.e. at 414.3 m R.L comprises of cafeteria, Restrooms and other
services.
• Top floor i.e. Ninth Floor at RL 420.0m comprises of both arrival and departure
block, and it connects MMTH to station via skywalk.
Above image shows road loop which has been proposed for entry/exit segregation
of bus movements.
56
Figure 18:First floor plan showing parking for card and wo wheelers
Below table shows MMTH area chart MMTH detailed floor plans has been attached in
annexures.
Sr. Details of Parking Minimum Area/ Number/ Extent

No
MMTH (T2)
1 Ground Floor (384M lvl)m Bus Parking -8
4 First Floor Car/ Taxi/ 2-wheeler Parking (ECS) - 67
5 Second Floor Car/ Taxi/ 2-wheeler Parking (ECS) - 69
6 Third Floor Car/ Taxi/ 2-wheeler Parking (ECS) - 69
7 Fourth Floor Car/ Taxi/ 2-wheeler Parking (ECS) - 72
TOTAL PARKING SPACES Bus parking - 8

Car parking - 277 (For passengers and
commercial floors above)
MMTH 3D VISUALS
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58
59
60
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Junction improvement at entry point

In our site visits, it was observed that there is traffic congestion point at entry junction.
Also, there is common arrival /departure at entry point of station.
To avoid this junction has been improved for free flow movement and to avoid
congestion at junction.
COMMERCIAL AND PUBLIC SPACES

The integration of commercial development into railway stations can enrich the
station environment, providing convenience as well as substantial revenue
Figure 19:Junction Improvement

generation. Also, there is no major commercial complex and banquet facility in east
Sikkim district apart from commercial areas in Gangtok, therefore commercial zones
have been planned to fulfil demand of retail spaces, private offices and banquet
facility in the region. Location has advantage of beautiful landscape and waterfront
for banquet facilities. Majestic landscape will enhance utilisation of commercial
spaces.
• Commercial Building (T3)
This block comprises of total 6 floors, As discussed above, Two floors from ground level
covers retail spaces. Presence of Manipal universities and upcoming conference
facilities there is need and demand for hospitality industry in the region, therefore
service apartment can meet the demand of visitors staying for long duration in Sikkim.
Considering service apartment demand, we have proposed Two floors of service
apartments with capacity of 30 rooms above retail floors.
Also, there are no multiplexes in the region. Hence to meet demand for multiplexes
we have proposed four screens multiplex of 225 capacities each on top floors.
• Commercial Building (T4-Private offices)

62
To cater need of private offices in the region, station master plan has provision for
sufficient space for private offices in this block. Total 4 floors of Pvt office space have
been provided with built up area of ~2000 sq.m.
• PSP Building (T5)
Currently there is no major commercial complex and banquet facility in east Sikkim
district apart from commercial areas in Gangtok. Therefore, to get location
advantage of beautiful landscape and waterfront, banquet facilities have been
offered at ground floor with capacity of 750 pax for hosting a party, banquet,
wedding or other reception, or other social events.
To support banquet facility and to serve visitors a big restaurant has been proposed
with kitchen facilities in this block.
An exhibition hall has been provided to showcase culture and traditional art of Sikkim
state. This block also includes conference facilities of total 3000 capacities in six floors.
Sample images showing exhibiton halls , conference facitlites and banquet facilities
• Commercial Building (T6-Retailwith budget hotels)
There is always a demand for budget hotels near railway station, also Rangpo lacks
hospitality facilities in budget category. To meet the demand, budget hotels have
proposed in this block having capacity of 60 keys.
63
Figure 20:Commercial spaces in master plan
Figure 21:Waterfront public spaces
Sample images showing waterfront public places
Table 2: Budget Hotel -Area chart
Area in
T6 Retail & Budget Hotel Floor Height sqm
6a Ground Floor at +404.0 M lvl 5.60 667
6b 1st floor 3.30 667
6c 2nd Floor 3.30 667
6d 3rd Floor 3.30 667
6e 4th Floor 3.30 667
6f 5th Floor 3.30 667
6g 6th Floor 3.30 667
6h 7th Floor 3.30 667
6i Terrace (mumty)
Images below shows plinth level plan and elevation of Budget hotels, Detailed
drawings and floor plans are attached in annexures
64
Figure 22:Plinth Level Plan (402 m lvl )-Budget Hotel
Figure 23:Elevation Budget Hotel

65
66
Figure 24:3D visuals of Budget hotel

• Hotel (T8)
As mentioned in concept master plan report, market demand assessment section

there is huge demand for Hotel and Resort in Sikkim. Therefore, to fulfil hospitality
industry demand, hotels and homestays can also be developed in other parts of
eastern districts such as Rangpo which is also entry town for Sikkim state. Premium hotel
of 4star category with 225 keys, budget hotels for all category and service apartments
has been proposed adjacent to access road and away from station building and thus
secluded. Private spaces in surrounding areas along with beautiful natural landscape
will boost hotel industry in that area.
Pedestrian connectivity has been provided connecting Hotel to commercial spaces.
67
Figure 25:Showing Hospitality areas (T7 & T8)

• Wellness Resort (T7)
As mentioned in tourist inflow section of Concept Master plan report , Major tourist
come for leisure and business activity , thus, resort could be a best possible arena
to provide pleasing facilities and space for them. In station complex Wellness resort
has been proposed adjacent to hotel.
This resort of 1280 sqft with 24 rooms will act as multifunction space, as it will have
restaurants, Conference halls, Individual Cottages, Heath Club, Curio Shop,
performance space etc.
The resort will attempt to integrate the socio-cultural aspect of Sikkimese society
with contemporary spatial demand of resort and create harmony between them,
together harmonizing it with site, and surrounding to fit it in context.
Sample images showing sikkim’s vernacular architecture in resort.
• Provision of Warehouse and storage facilities
68
As mentioned in demand assessment studythere are many pharmaceutical industries

, The warehousing demand in Sikkim is more as compared to nearby states and the
requirement will be serviced by providing warehousing facility in state where there is
good connectivity via multiple national highways to the neighbouring cities which
makes distribution and transportation of goods easier. To fulfil demand a warehouse
has been proposed near goods platform fo ease of goods movement.
Figure 26:Warehouse space in master

Above image shows location of plan
warehouse with 9m height near goods
platform. It is placed at a level of 414 m and upper floor of warehouse is directly
connected to parcel entry area.
4.3.4.2. Provision of Housing

Housing Demand has been catered in master plan in the form of railway housing, Type
-II railway housing has been proposed in two blocks catering 44 DU’s and Type –III
railway housing is proposed in 1 block catering 15 DU’s.
Design principles adopted while designing railway housing are:
• Building façades and motifs are inspired from Traditional “Lepcha

architecture “and other traditional architecture of Sikkim state. It is a
unique style of architecture that reflects the cultural and religious
traditions of the local community.
• Intricate carvings in railings, colourful murals, and distinctive sloping roofs
designed to withstand the heavy snowfalls in the region during the
winter months.
• Buildings feature large windows and open balconies, which offer
stunning views of the surrounding mountains and valleys.
69
Sample images showing sikkim’s vernacular architecture
Type –II (Housing)
This type of housing comprises of two blocks and each block has G+5 floors. 2
dwelling units has been provided on Ground floor and remaining area has been
utilized in small recreation area and banquet facility. Apart from ground floor, 4
Dwelling units are proposed on each floor above ground level. Proposed Dwelling
unit size is 87.9 sq.m(inclusive of unit area, balcony area, core area and circulation
area). Figure below shows ground floor plan and typical floor plan above ground
level.
70
Figure 27:Shows GF plan of Type-II
71
Figure 28:Elevation -Type II Housing
Figure 29:3D visual 1 -Type II Housing
72
Figure 30:3D visual 2 -Type II Housing

Table 3: Area statement for Housing Type -II
Facility Description Floor Height Area (Sqm)
Railway housing (Type-2)
Ground Floor 2 units on each 3.0 351.4

floor
1st floor 4 units on each 3.0 351.4
floor
2nd Floor 4 units on each 3.0 351.4
floor
3rd Floor 4 units on each 3.0 351.4
floor
4th Floor 4 units on each 3.0 351.4
floor
5th Floor 4 units on each 3.0 351.4
floor
Terrace (Mumty) at +427 M Lvl
Type –III (Housing)

73
This type of housing comprises of only one block and has G+3 floors. 3 dwelling units
has been provided on Ground floor and remaining area has been utilized as
multipurpose hall. Apart from ground floor, 4 Dwelling units are proposed on each floor
above ground level. Proposed Dwelling unit size is 95.6 sq.m (inclusive of unit area,
balcony area, core area and circulation area).. Figure below shows ground floor plan
and typical floor plan above ground level.
Figure 31:Ground floor plan and typical floor plan -Type III housing
74
Figure 32:Type-III housing elevation and section
75
Table 4:Railway housing III-Area chart
R2 Railway housing type -III
Facility Description Floor Area (sqm)

Height
Ground Floor 3 units on each 3.0 382.5
floor
1st floor 4 units on each 3.0 382.5
floor
2nd Floor 4 units on each 3.0 382.5
floor
3rd Floor 4 units on each 3.0 382.5
floor
Terrace (Mumty) at +430 M
Lvl
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6.4.5 Master Plan 3D Visuals
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79
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6.4.6 Master Plan Outcome

The key elements of this master plan is well integrated in a harmonious and elegant
manner with a comfortable and efficient passenger experience, ease of movement,
security, safety, accessibility and efficient connectivity to other transport modes. Key
outcome of the Rangpo station area development shown below:
PHASE -1 AREA STATEMENT
Table 5:Phase- 1 area statement
Building Floor
no. Description Height(M) Area(Sqm)
T1 Railway Station Building 12,851
1a FLOOR AT +413 M LVL (Below Platform lvl) 3.5 1,495
1b FLOOR AT +416.5 M LVL (Below Platform lvl) 4 385
1c FLOOR AT +420 M LVL (Platform lvl) 4 2,884
1d FLOOR AT +424 M LVL (Above Platform lvl) 4 1,866
1e CONCOURSE FLOOR AT +428 M LVL 8 / 22.6 6,221
T2 MMTH building 25,208
Multi Modal Transport Hub (Bays for
2a Bus/cars/taxi/2W) at +384m lvl 5.0 3,027
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Building Floor
2b Parking for Car/ Taxi/ 2-wheeler 3.4 2,974
2c Parking for Car/ Taxi/ 2-wheeler 3.4 2,974
2d Parking for Car/ Taxi/ 2-wheeler 3.4 2,974
2e Parking for Car/ Taxi/ 2-wheeler 3.4 2,974
2f Pvt Offices (Travel agencies) 3.9 2,974
2g Pvt Offices (Travel agencies) 3.9 2,974
2h Pvt Offices (Travel agencies) 3.9 2,974
Restaurant with Usable Green terrace, Services
2i and Mumty 5.7 683
2j Arrival/Departure lobby connecting skywalk 683
T6 Retail & Budget Hotel 5,336
6a Ground Floor at +404.0 M lvl 5.60 667
6b 1st floor 3.30 667
6c 2nd Floor 3.30 667
6d 3rd Floor 3.30 667
6e 4th Floor 3.30 667
6f 5th Floor 3.30 667
6g 6th Floor 3.30 667
6h 7th Floor 3.30 667
6i Terrace (mumty)
R1 Railway housing (Type-2) 2,108.7
R1a Ground Floor 3.0 351.4
R1b 1st floor 3.0 351.4
R1c 2nd Floor 3.0 351.4
R1d 3rd Floor 3.0 351.4
R1e 4th Floor 3.0 351.4
R1f 5th Floor 3.0 351.4
R1g Terrace (mumty) at +427 M Lvl
R2 Railway housing (Type-3) 1,530.0
R2a Ground Floor 3.0 382.5
R2b 1st floor 3.0 382.5
R2c 2nd Floor 3.0 382.5
R2d 3rd Floor 3.0 382.5
R2e Terrace (mumty) at +430 M Lvl
P Platform 21,130
p1 PF - 01 3,056
p2 PF - 02 5,730
p3 GPF (Goods circulating area) 12,344
G COP of Platform 13,796
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Building Floor
g1 COP of PF - 01 excluding concourse 8.0 2,234
g2 COP of PF - 2 excluding concourse 8.0
COP of GPF (Goods Platform) excluding
g3 concourse 8.0 11,562
Skywalk Connection from MMTH (T2) to station
G building (T1) 6.0 405
Q Road Network 21,245
q1 Primary Road Area 16,890
q2 Service road area 2,075
q3 Secondary Road area (Phase-2) 2,280
R Through Roof 9,665
8.0/22.6
Above Concourse M 9,665
S Canopy
s1 Area 1 (over Arrival plaza) 7 255
Part of main
s2 Area 2 (over Departure plaza) roof
V External Development
v1 Green area 4,307
v2 Paving area 4,920
v3 INTERNAL CIRCULATION AREA 3,860
6.5 ARCHITECTURAL EXPRESSIONS AND FAÇADE AESTHETICS
The design of the Station building draws inspiration from traditional Sikkimese
architecture. The aesthetic elements of the facade and architectural style are
adapted to suit the local climate and functional requirements. The building design
includes intricate detailing of doors, windows, parapets, featuring painted frames and
wooden overhang decorations.
In the design for Rangpo station, sloping roofs are incorporated, a common feature
found in various typologies of Sikkimese architecture. This design choice is influenced
by the high rainfall in the region. The station features a combination of flat roofs with
parapets and sloping roofs
83
Also Sikkim architecture follows stepped roof typologies across the state.
Figure 33:Traditional Stepped roof pattern
Apart from traditional roof patterns other roof styles has been considered while
developing roof pattern of the station building such as Hyperbola Paraboloid roof
,conical pitched roof.
Amalgamating all roofing patterns and taking into the consideration the traditional
roofing pattern, stepped roof has been proposed for station building .This will not only
cover the entire station area (both platforms).Below image shows roofing style
considered for station building.
84
Figure 34:Roofing Pattern
6.5.1 TRADITIONAL SIKKIMESE ARCHITECTURE
85
6.6 PUBLIC SPACES AND PLACEMAKING STRATEGIES
The urban fabric of the area surrounding the railway station in the city has under gone
transformation to accommodate the growing demand for multiple modes of
transportation, pedestrian need, and retail businesses including large informal sectors
like vendors on the streets and changes in the land use and built form. One of the
basic challenges of the urban design of the development is the segregation of
functions within an integrated Master Plan. The station cannot be established without
the urban design components and vice versa. The challenge is to create a symbiotic
relationship between the two so they complement each other in a harmonious whole.
The railway station being the major entry point to the state for regular commuters as
well as occasional visitors, there is a need to establish an image-ability and a sense of
place.
Design principles adopted for station development are:
6.6.1 Urban Design Guidelines for Open Green And Community

Spaces
• Pedestrians are an integral part of transportation system. The importance of
good pedestrian facility design not only applies to development of new
facilities, but also to the improvement and retrofitting of existing facilities for
pedestrian use. Hence uninterrupted pedestrian network is proposed with
public facilities and amenities. Pedestrian’s walkways should be designed and
built to be free of hazards and to minimize conflicts with external factors such
as noise, vehicular traffic.
• The pedestrian environment includes open spaces such as plazas, courtyards,
and squares, as well as the building facades that give shape to the space of
the street. Amenities such as street furniture, banners, art, plantings, and special
paving, along with historic elements and cultural references, should promote a
sense of place.
• Pedestrians should have a safe and adequate place to walk and should be 5–
7 feet wide in residential settings and 8–12 feet wide in commercial areas.
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• The elements on the pedestrian walkway must be attractive, supportive, and

comfortable for the users, The paving material must be considered in terms of
its reflectivity, considering the environment, and the material that are made of
nature materials.
• Tactile tiling on the pedestrian route of travel should be placed at pedestrian
crossing.
• Pedestrian pathways shall be covered in all the open space/green areas with
proper lighting and street furniture, resting areas, signage’s etc.Street furniture
includes bus stops, benches, mail boxes, lampposts, signboards, public toilets,
newspaper kiosks, planting tubs, garbage bins, etc.
• Pathways should also include public amenities like modular toilets and budget
friendly water ATM’S .
• Signage should include direction signs, signs of locality, street names and
numbering, information signs, etc.
• Street furniture should be located so as to allow for the free passage of all
people without creating hazards.
• Resting facilities should be placed outside the main circulation path in public
parks, recreational places, pathway crossings, in front of accessible entrances
and exits and wherever necessary.
• Resting facilities should be provided at regular intervals between 100.00 m and
200.00 m. resting spaces with benches should allow a minimum of 1.20 m of
adjoining space for a wheelchair.
• Guide strips should be provided on walkways for sightless person to help identify
travel routes.
• The slope of an accessible path should not exceed 1:20. Pathways with a slope
of more than 1:20 should be designed as ramps.
87
• Curb ramps should be used wherever there is a difference in level on

pedestrian paths or cross paths. The maximum slope of a curb ramp should be
1:12.
• Amenities like water fountains, public conveniences, bi-cycle stands, NMT

interchange shall be easily accessible along the route at 300 or 100 m walking
distances.
• Cycle network should have kerb, green
hedges, bollards, etc.Green areas provide
shade, qualitative spaces and an ambient
environment for not only cyclists but all road
users. Trees and planters reduce the glare of
concrete on roads during the dry and hot
Indian summers.
• Locate public transport waiting areas,
particularly pick-up and drop-off areas, and
taxi stands where they are clearly visible from
the pedestrian approach paths and nearby
buildings.
• Locate lighting for safe travel and way-
finding along pedestrian and bicycle paths,
and to emphasise crossings, landmarks and
destinations. Smart light poles can be used to
increase urban efficiency while reducing
energy costs also they are capable of
performing multiple functions as they can receive and transmit data.
88
6.6.2 Design improvement strategies
6.6.3 Multi-Modal Interchange

• Minimized travel time and cost for majority of commuters. Also provided
multiple mode options for all sections of society with safety and affordability.
Ensured reliable, frequent and affordable public transport systems/ networks
across the city.
• Minimized the number and time required for mode transfers for maximum
number of commuters.
6.7 Rain Water Harvesting, Waste Water Treatment, Water Recycling

And Solid Waste Management
It is an age-old system of collection of rainwater for future use. But systematic
collection and recharging of ground water, is a recent development and gaining
importance as one of the most feasible and easy to implement remedy to restore the
hydrological imbalance and prevent a crisis [refer figure]. Our focus is on currently
facing acute water shortage and drastic drop in the groundwater table over the last
few decades.
In spite of higher average annual rainfall in India (1170mm, 46in) as compared to the
global average (800mm, 32in) it does not have sufficient water. Most of rain falling on
the surface tends to flow away rapidly, leaving very little for the recharge of
groundwater. As result, most part of India experience lack of water even for domestic
use.
Hence, the need for implementation of measures to ensure that rain falling over the
region is tapped as fully as possible through water harvesting, either by recharging it
into the ground water aquifers or storing it for direct use.
89
There are two main techniques for rainwater harvesting:
• Storage of rainwater for future use.

• Recharge to groundwater.
A typical Roof top Rainwater Harvesting System comprises of
(i) Roof catchments

(ii) Gutters
(iii) Down take pipe
(iv) Rainwater / Storm water drain
(v) Filter chamber
(vi) Groundwater recharges structure like pit, trench, tube well etc.
Waste Water Treatment
The total domestic sewage will generate 1.0 mld / day from the ultimate master
plan. The return factor for potable water will be 80% and recycle water 100% for
calculating the total sewage flow.
The STP (1.0 MLD) has been proposed for the wastewater generated from the
station premises. The treated water shall be reused for non- potable water
demand.
Solid waste management
Proposed solid waste management system is consisting of collection, storage,

and disposal infrastructure. The proposed Solid Waste Management for the
Rangpo Railway Station consists of the following components:
1. Transfer Station
2. Organic Waste Composter
3. Auto Tippers/ Trucks
4. Garbage Bins
5. Fixed Compactor vehicle
The solid waste generated across the Rangpo Railway Station, shall be collected
by Auto tippers/ trucks and collected at the transfer station. The organic waste
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shall be composted through organic waste composter, while the dry waste can
be further segregated to recyclable waste, inert waste and electronic waste and
shall be further transferred to the municipal Solid waste handling area.
6.8 Sustainable strategies -Renewable energy generation, passive

strategies for energy conservation
The following performance specifications are required to be met for Rangpo station
development-
1. Green building Certification:
a. All buildings to be rated at the highest possible level for both design and
operations - The green building ratings could be USGBC LEED Platinum or GRIHA
5-Star or IGBC Super Platinum
b. New building design and construction certification must be achieved within 3

months of completion of each building, and compliance needs to be maintained
for the tenure of the contract.
c. Within3 years of operation, highest level ofgreen building certification for existing
building operation and maintenance must be achieved. USGBC LEED Platinum or
IGBC Platinum level certification for existing buildings (EB) to be achieved and
maintained for the tenure of the contract.
2. Net-Zero Energy:
a. Renewable energy2 produced onsite should be at least equal to the total energy
used by the building annually. The buildings will be grid-connected; consuming
grid power when required, and feeding excess power to the grid when the
renewable energy system is producing extra.
b. The renewable energy systems can be installed anywhere on site, including

building rooftops, ground mounted, and other locations within the project
boundary.
c. In cases where on-site renewable energy is not sufficient or feasible, off-site

'renewable energy should be installed so as to achieve NZEB for the building.
3. Net-Zero Run-off
a. Demonstrate rainwater storage and harvesting as per local ground water authority
recommendations, so as to ensure 100% rainwater management for the project
boundary considering typical rainfall.
4. Net-Zero Waste
a. Provide facilities and infrastructure for waste management as given below

i. No waste sent to landfill
ii. All organic waste processed on site
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iii. Toxic and Hazardous waste to be sent for safe disposal

iv. Electronic waste to be sent to e-waste recyclers
v. All others (plastic, paper, metals etc.) sent for recycling offsite
vi. All sewage treated onsite and treated water to be reused
b. During construction, ensure 100% of the waste is reused or recycled and is not
sent to landfills
c. Maintain Net-Zero waste status as proposed during the contract period.
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6.9 Area Program for Railway Facilities, Station Facilities Commercial and Real Estate
Total Site Area 20.8 Ha
Total BUA 83,937 sq.m.
Global FAR 0.4
Global Ground coverage 21.7 %
Table 6:Station Land use areas

T1 Transport Station building 5660 12,851 86
T2 6,017.4 Transport MMTH - Bus/drop-off & pick-up 3,027 1 3,027 15
Pvt Offices - Travel agencies 2,974 1 2,974 248
Pvt Offices 2,974 1 2,974 248
Pvt Offices 2,974 1 2,974 248
Restaurant + terrace 683 1 683 27
Arrival block (475 passengers per 15 min) 683 1 683 3
93

T3 Commercial Retail 703 2 1,406 47
Serviced Apartments (30 rooms) 703 2 1,406 23
Multiplex (4 nos, 225 capacity each) 703 2 1,406 47
T4 Commercial Pvt offices 498 4 1,993 166
T5 PSP Banquet hall (750 capacity) 1,353 1 1,353 9
Restaurant + Kitchen 1,353 1 1,353 45
Exhibition hall 1,353 2 2,706 18
Conference facilities (Total 3000 capacity) 1,353 4 5,413 36
T6 2,396.86 Commercial Retail 667 1 667 22
Budget hotel (60 key) 667 7 4,669 85
T7 Commercial Resort (24 rooms) 1280 2 2,560 47
T8 Commercial Hotel (4 star category-225 rooms) 2007 8 16,056 292
W1 Industrial Warehouse (with part mezzanine) 1000 1.25 1,250 25
R1 2,965.60 Residential Type-II railway housing (2 blocks- 44 Dus) 351 6 2,109 198
R2 3,082.87 Residential Type-III railway housing (1 blocks- 15 Dus) 383 4 1,530 67.5
Total 45,243 83,937 1,797 266
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6.10 Strategies for Divyangjan

Strategies adopted for Divyangjan in master plan are:
• Access from Road Level to VCEs, Ramp are provided of slope not more than
1:12.
• Tactile Pathways including non-Slip Floors, Installation of information in Braille
including audio information announcements.
• Barrier Free pathways for easier access
• Provisions of Wheelchairs and Luggage Trollies for Elderly and in-need people.
• Elevators are provided for passengers at convenient distance for different
modes of transport.
• Facilities for Disabled including Toilets and Drinking Water has been provided
at Platform and Concourse Levels.
• Counter for disabled (Divyangjan counter) has been provided at all departure
lobbies at convenient locations
6.11 Fire compliance at master plan level
PREAMBLE
Most accidental fires have a small, insignificant beginning, but a terrible ending. They
advance rapidly from the incipient stage to a devastating stage and soon go out of
control. And fire is no sojourner and travels rapidly to engulf large areas with least
delay. The end result is always horrible and needs no further description.
1.1 AIM
The present objective is to put forth a Fire Protection and Safety Scheme for the
building in conformity with existing standards and practices.
1.2 BIG QUESTION
When one considers a subject like fire protection, one comes across an immediate
and important question most difficult to answer satisfactorily, and that is –“What is the
actual fire risk involved?’
’ The rude reality is that all are eternally vulnerable to fire at any instant. Much more
than a lesson or two have been consistently learnt from every fire occurrence and yet
conflagrations are taking place with alarming frequency in spite of remedial measures
instituted.
95
a. Everybody who has suffered a fire has suffered something much worse and
complex than just financial loss- for example, embarrassment, deep rooted regret, loss
of confidence, reduced ability to regain original status in service and society, and so
on.
b. No modern organization is safe without an effective in-house fire protection system.

This fact is indisputable. It may appear at first sight to be idle most of the time and
somewhat redundant. But this constitutes a private captive fire protection service
operable instantaneously.
c. Certainly in this critical issue of fire protection, self-help is the best help. Help from
outside source will be most welcome if and when it comes.
2. Details of the building:
The firefighting will be designed as per the recommendations of the National Building
Code of India-Part IV, 2016. Since the building has a mixed occupancy namely-Hotel,
Shopping, Cinema theatres, office & food court etc. it is imperative that the building
firefighting system be designed for the most stringent of the three types. Therefore, the
building firefighting system will be designed for:
Group-A: Residential Buildings
Group-D: Assembly Buildings
Group-E: Business Buildings
2.1 Considering that the purpose of the building, as well as the height of the structure
and mixed occupancy, it will be necessary to provide a proper and adequate
firefighting system based on the requirements of the National Building Code 2016.
2.2 The proposed firefighting shall be consisting of total static U.G storage tank
described below with a provision of fire brigade inlet and suction connections.
FIRE FIGHTING WATER REQUIREMENT (UGT AS PER NBC-2016 )
a) For Railway Station 500 KLD
2.3 Separate main pipe lines will emanate from the pump room for internal and
external hydrants and sprinkler network and connect to the vertical risers.
2.4 Vertical wet risers of 150mm dia M.S. pipes will be taken to provide pressurized
water to the single outlet hydrant landing valve on each floor as per requirement and
then connected commonly to overhead tank. Along with wet riser system, portable
fire extinguishers are to be provided at all accessible positions.
2.5 A fire hose cabinet with complete firefighting accessories shall be provided with
following specifications:
I)2 nos., 63mm dia and 15m long rubberized fabric lined hose pipe as per I.S:636 typeII.
ii) Gunmetal Male and female instantaneous type coupling as per I.S:903 with I.S.
specifications. iii) 1 Nos. Gunmetal branch pipe with nozzle as per I.S:903.
96
iv) First-aid fire hose reels with 20mm dia. 30m long with 5mm bore gunmetal nozzle
as per I.S:884 - 1969.
v) Fireman’s axe.
2.6 Wet riser system, shall be connected with the following type of fire pumps, which
will be operated automatically and also on emergency supply.
I) Two nos. Jockey Pump of 180 LPM discharge and 100m head.
ii) One no. Main Fire Hydrant Pump 2850 LPM discharge and 100m head.
iii) One no. Sprinkler Pump 2850 LPM discharge and 100m head.
iv) Two nos. diesel pump 2850 LPM discharge and 100m head.
Therefore, the entire system will remain pressurized at all times, so that water is always
available at the required pressure, for firefighting purpose.
2.7 Sprinklers shall be provided in all the building, each sprinkler covering an area of
up to 12 sqm, & connected to the same pressurized system with provision for an
automatic alarm system in case of activation. The sprinkler shall be automatically
activated at a temperature of 57oC-68o C.
2.8 Also, upright sprinkler pendant shall be provided in the areas where the depth
between the soffit of the main slab and the false ceiling is more than 800mm.
2.9 The delivery pipes for the sprinkler pumps and main fire pumps shall be
interconnected.
2.10 Over head tanks of described below for firefighting system over the building and
will be connected to the risers through a non-return valve and also connected to the
suction of the pumps in the underground pump room.
FIRE FIGHTING WATER REQUIREMENT (OHT AS PER NBC-2016)
a) For Railway Station 20 KLD (1No.) for Railway
Station.
2.11 Also, it is proposed to provide the following types of portable fire extinguishers.
I) 9 lit. Water expelling type.
ii) 4.5 lt. CO2 Type.
iii) 4 kg ABC type.
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IMPORTANT INDIAN STANDARDS FOR FIRE FIGHTING WORK
S. No. STANDARDS TITLE
1 IS 1239-1968 (Part-I) Specifications for mild steel tube, tubular and other
steel pipe fittings.
2 IS 1239-1968 (Part-II) Specifications for mild steel tube, tubular and other
steel pipe fittings.
Specification for centrifugally Cast (Spun) Iron pressure

pipes with flanges for water, gas and sewage.
3 IS 1536-1976
4 IS 1538 (Part 1 to 23) Specification for Cast Iron fittings for pressure pipes for
water, gas and sewage.
5 IS 1726-1960 Code for cast iron manhole frame and cover.
6 IS 3589-1981 Specification for electrically welded steel pipes for

water, gas and sewage.
7 IS 4736-1986 Galvanizing G.I. Pipes
8 IS 636-1988 Non percolating flexible firefighting delivery hose (third

revision)
9 IS 694-1990 PVC insulated cables for working voltages upto

and including 1.100 volts (third revision)
Copper alloy gate, globe and check valves for

10 IS 778-1984 water works purposes (fourth revision)
(Amendment 2)
11 IS 780-1984 Sluice valves for water works purposes (50 to 300 mm)
size (sixth revision) (amendment 3)
Specification for first-aid hose-reel for firefighting

12 IS 884-1985 (for fixed installations) (first revision)
(with amendment No.1)
13 IS 900-1992 Code of practice for installation and maintenance of

induction motors (second revision)
Specification for couplings, double male and double

female, instantaneous pattern for
14 IS 901-1988
firefighting (third revision)
15 IS 902-1992 Suction hose coupling for firefighting of purposes (third

revision)
Specification of fire hose delivery couplings branch

pipe, nozzles and nozzle spanner (third revision)
16 IS 903-1984
(Amendment 5)
98
Specification for washers for water fittings for

17 IS 937-1981 firefighting purposes (revised) (with amendment No, 1)
18 IS 1520-1980 Horizontal centrifugal pumps for clear cold, fresh water

(second revision)
Horizontally cast iron pressure pipes for water, gas
19 IS 1536-1976 & sewage (first revision) (with Amendments No. 1 to 4)
PVC insulated (heavy duty) electric cables

20 IS 1554-1988 Part I (working voltage upto and including 1100 volts(third
revision)
PVC insulated (heavy duty) electric cables (working

21 IS 1554-1988 Part II voltage from 3.3 KV upto and including11 KV
(second revision)
Code of practice for fire safety of buildings

22 IS 1648-1961
(General) Firefighting equipment and its
maintenance (with amendment No.1)
23 IS 3624-1987 Pressure and vacuum gauges (Second revision)
24 IS 4736-1968 Hot-dip zinc coatings on steel tubes

(withAmendment No.1)
25 IS 5290-1983 Specification for landing valves (second revision)

(with Amendments No.6)
26 IS 5312- 1984 Part I Swing check type reflux (non return) valves Part I-
single door pattern (with amendments nos. 1 & 2)
27 IS 5312- 1986 Part II Swing check type reflux (non return) valves Part II-
Multi door pattern (with amendments nos. 1 & 2)
28 IS 7285 Seamless cylinders for storage of gas at high

pressure.
29 IS 2189-1962 Code of practice for Automatic Fire alarm system
30 IS 2195-1962 Specification for heat sensitive fire detectors
Code of practice for electrical wiring installation UL

31 IS 732-1973 168 Underwriters Laboratory specification
forsmoke detector.
99
7.0 DETAILS OF STATION PLANNING

7.1 Introduction and existing station summary
The Rangpo railway station development project integrates the station complex with
other infrastructure and facilities to offer a seamless experience for passengers.
The development would utilize the commercial potential of the location of the station
complex and to modernize the railway station facilities from the revenue generated
by the sale of the development on the vacant land parcels.
7.1.1 Vision
Aim is to enhance visual appearance of station building, the station building is
designed carefully to stand as a landmark which is visible right at the station entry
below valley area.
The main station departure lobby and station building is designed at front for clear
visibility and to create an inviting entry point to the incoming passengers.
7.2 Station Designing Objectives

The Manual for Standards and Specifications for Railway Stations determines the
principal objectives of the Station Project:
• Superior services to the passengers for the passenger volume.

• Superior train operations (including allied services such as parcel, posts) and
maintenance facilities affording greater flexibility and enhanced operational
efficiency for Indian Railways.
• Smoother and safer road traffic flow to and from the station, superior road
connectivity with the city and adequate parking within the station premises.
• Modern and improved offices, residential quarters and other facilities for
railway staff on the railway land surrounding the station.
• Overall enhancement in the urban standards of the area for residents and road
commuters.
• Least possible inconvenience to passengers, road commuters and residents
during construction.
• Harmonious and complementary co-existence of the railway terminal and the
real estate proposed to be developed.
According to that, in the designing process of the Rangpo railway station, the
following areas and requirements have been considered, In the next section floor wise
detail explanation has been provided to reflect MOSSR’s design objective in
proposed station design plan.
100
7.3 Sizing and Planning of Station Elements - Station Building Design
7.3.1 Concept Evolution

The proposed building creates a welcoming gesture for the passengers with
cantilevers and open spaces that feels like an extension of the outside. Built and
landscape are delineated into each other.
As a part of concept design, focus will be on capturing surrounding valley views and
natural landscape around station. To make railway station stand as a visible landmark,
station building at front should be proposed with such a height so that it can complete
visual axis from road level.
Secondly despite of planning passenger movement from the tunnel, passenger

movement and concourse is planned above the track to capture beautiful
landscape of surrounding areas.
7.3.2 CIRCULATION PATTERN

Passenger movement is the primary concern, in the designing of a station building.
We have segregated Departure & Arrival, creating very clear & hassle-free lines of
movement. Departure lobby and arrival lobby are proposed in sequence, So that
passenger can be dropped off and another passenger can be picked up in a
sequential manner without taking several turns. Below image shows arrival and
departure pattern in station building.
101
All the railway operational facilities such as offices and other services are placed in
between arrival and departure lobby as shown in above image .
5.1.5.1. Connection from MMTH

Below image shows passenger movement from MMTH building to station building ,
Scenario-1 : Departure -Passenger coming from MMTH will take VCE and come to
skywalk which will further connect to
concourse level and to platforms via
VCE.
Scenario-2 : Arrivals -Passenger coming

from platform to take private vehicles will
come to arrival plaza at 413 m level
,while passengers taking public transport
will come to MMTH via skywalk.
102
7.4 Station Building Floor Plans
7.4.1 Ground Floor Level (+413.0 m LvL)

This floor comprises of grand entrance plaza, food and
Beverage kiosks, Drop off area and pick up area. Ground
floor also includes area for RPF office, security office,
Restrooms and a double heighted entrance lobby. This floor
is placed below platform level. Tunnel area has also been
provided for staff movement to offices. Below chart shows
areas proposed at this floor level.
Total
FLOOR AT +413 M LVL (Below Platform lvl) area
1,495
Security Office
Toilet (F)
Toilet (M)
RPF Counter
Staircase, Lifts and lobby for Railway staff
circulation
Passenger's entrance lobby for departure
Passenger's Arrival lobby
Divyang counter
Information centre
Vertical circulation core (VCE) with
staircase and escalators for departing Figure 35:Ground floor plan
passengers
103
Vertical circulation core (VCE) with

staircase and escalators for arriving
passengers
7.4.2 First Floor Level (+416.5 m LvL)

This floor comprises of Staff Resting area, along with
Utility, CCTV Room and toilets. This floor is placed below
platform level and adequate VCE’s are proposed for
vertical connections.
FLOOR AT +416.5 M LVL (Below 385 sqm

Platform lvl)
Store / Utility Room
CCTV Room
Staff / TT Restroom
Toilet
Staircase, Lifts and lobby for Railway

staff circulation
Double Height Departure and Arrival

lobby area with vertical circulation
core
Figure 36:First floor plan
104
7.4.3 Second Floor Level (+420 m LvL)

This floor is at Platform level comprises of adequate
VCE’s for vertical connections. Connection to MMTH via
skywalk is proposed in this floor, Apart from skywalk there
is provision of goods storage, merchant room, goods
booking office, cloak room, kiosks and Station master
room on this floor.
Designated area for mechanical and electrical services

has bene provided.
FLOOR AT +420 M LVL
Total area: 2,884
(Platform lvl)
Staircase, Lifts and
Double height departure
lobby for Railway staff
lobby at Platform no 1
circulation
Good Booking Office C&W Office
Goods storage area Tunnel / Surveillance Room
Merchant Room with Assistant station master
Toilet room
Staff Area EI Room
Staircase, Lifts and
lobby for Railway staff IPS Room
circulation
Double height
Departure and Arrival Battery Room, OFC Room
lobby with retail spaces
Figure 37:Second floor plan
Cloak room Skywalk
105
7.4.4 Third Floor Level (+424 m LvL)

Third floor is placed above Platform level comprises of adequate VCE’s for vertical connections.
This floor is planned and designed for the railway parcel

offices of the entire station building. Other than parcel
offices this floor has storage and equipment room with
arrival and departure lobbies. Apart from these spaces
there is provision of dormitories and lockers in this floor.
Below table shows mandatory areas on this floor:
FLOOR AT +424 Total area: 1,866

M LVL (Above
Platform lvl)
Staircase, Lifts Double Height IBM Control
and lobby for Departure and Arrival Room
Railway staff lobby area with
circulation vertical circulation
core
Lockers Staircase, Lifts and Crew Rest
lobby for Railway Room
staff circulation at
PF1
Crew Rest SM/GAZ Office
Room (12 Beds)
Terrace Conference Room
attached to
Figure 38:Third floor plan
106
7.4.5. Fourth Floor Level (+428 m

LvL) –Concourse level
Concourse Level is designed above the railway
tracks. Departure lobbies are planned on one
sides of the concourse level for easy access to
waiting areas. These departure lobbies are
connected through means of VCEs, which can
be used to access ticket counters, cloak rooms,
toilets and other areas provided in the departure
lobbies.
Arrival lobbies are designed at the other side of

concourse level providing larger receiving area.
The arrival lobbies are connected with the VCEs
connecting with the platform level with the help
of arrival corridors.
VCEs are located considering the length of

travel on the platform and average travel length
is considered on the basis of distance between
VCEs location. Number of VCEs have been
provided for departing and arriving passengers
as per number of trains which can come
simultaneously and average length of travel on
platform.
Other areas provided at concourse level are

retail spaces, amenities for passengers, waiting areas, services for smooth operation of the station building which are elaborated in
the description below.
Figure 39:Fourth floor (Concourse level)
107
Concourse Level comprises of the following areas:
1. Departure Lobby
2. Arrival Lobby
3. Service core for railway staff
4. Waiting Areas
5. Amenities
6. Retail Areas
Utility Areas- Utility Areas such as washrooms- separate for male, female and specially-abled persons are provided at various
locations, which can be easily accessed and used by the passengers sitting in the waiting area. Amenities includes provisions for
specially abled persons.
Retail Areas- Attempt has been made to provide retail areas in the concourse level. Retail spaces includes refreshment facilities,
convenience shops, public telephone etc.
CONCOURSE FLOOR AT +428 M LVL Total area : 6,221 sq.m.

Staircase, Lifts and lobby for Railway staff circulation Food Court
Ticketng back office Departure lobby and circulation area
Passenger's ticketing area Staff circulation area
Ticket checking office Arrival lobby at PF 1 side and circulation area
Admin office / BOH Arrival lobby at front block and circulation area
Departure lobby and circulation area with passenger's amenities Store / services
Information centre Labor Registration Office

AFC gates with security office FRO Office
Retail areas Waiting and circulation area
Lounge/VIP waiting area with attached toilet Arrival lobby at PF 1 side and circulation area
108
7.4.6. STATION AREA SUMMARY
Building no. Facility Description Area (Sqm)
T1 Railway Station Building

1a FLOOR AT +413 M LVL (Below Platform lvl) at + 413 M lvl 1,495
Security Office
Toilet (F)
Toilet (M)
RPF Counter
Staircase, Lifts and lobby for Railway staff circulation
Passenger's entrance lobby for departure
Passenger's Arrival lobby
Divyang counter
Information centre
Vertical circulation core (VCE) with staircase and escalators for
departing passengers
Vertical circulation core (VCE) with staircase and escalators for
arriving passengers
1b FLOOR AT +416.5 M LVL (Below Platform lvl) at + 416 M lvl 385
Store / Utility Room
CCTV Room
Staff / TT Restroom
Toilet
Double Height Departure and Arrival lobby area with vertical

circulation core
109
1c FLOOR AT +420 M LVL (Platform lvl) at + 420 M lvl 2,884

Good Booking Office
Goods storage area
Merchant Room with Toilet
Staff Area
Double height Departure and Arrival lobby with retail spaces

Cloak room
RPF Room
Double height departure lobby at Platform no 1
C&W Office
Tunnel / Survelliance Room
Assistant station master room
EI ROOm
IPS Room
Battery Room
OFC Room
Maintenance & Diagnostic Room
Electrical Equipment Room with DG
TL / AC Office
Toilet blocks - 2 nos
Retail kiosks at platform no 1 (6 nos)
110
Passenger's Toilet at platform no 1

Double height arrival lobby at Platform no 1
Staircase and escalator at PF 2
Lifts at PF 2
Skywalk
1d FLOOR AT +424 M LVL (Above Platform lvl) at + 424 M lvl 1,866
Lockers
Crew Rest Room (12 Beds)
Terrace attached to Crew Rest Room
Double Height Departure and Arrival lobby area with vertical
circulation core
Staircase, Lifts and lobby for Railway staff circulation at PF1

SM/GAZ Office
Conference Room
IBM Control Room
Traffic Cum Commercial Inspector Office
VIP Lounge
Toilets
1e CONCOURSE FLOOR AT +428 M LVL at + 428 M lvl 6,221
Ticketng back office
Passenger's ticketing area
111
Ticket checking office

Admin office / BOH
Departure lobby and circulation area with passenger's
amenities
Information centre
AFC gates with security office
Retail areas
Lounge/VIP waiting area with attached toilet
Toilet facility
Waiting and circulation area
Food Court
Departure lobby and circulation area
Staff circulation area
Arrival lobby at PF 1 side and circulation area
Arrival lobby at front block and circulation area
Store / services
Labor Registration Office
FRO Office
112
7.4.7. ELEVATION
113
7.4.8. SECTION
114
7.4.9. 3D Views of Station building
115
116
Figure 40:3D visuals of station building

117
8.0 SERVICES AND INFRASTURCTURE

8.1. Review of existing services and utilities including connections from
local bodies
At present, the water supply is sourced from the Khanikhola nala, and there is an existing
water tank reservoir and an electric substation on the site. However, the water from
khanikhola nala will not be adequate to meet the requirement of the station and the allied
infrastructures especially during winter season during which the volume of water significantly
reduces.
Hence, the water to the project area is planned to be sourced from Teesta River. This shall
cater the drinking and bathing water requirement for the Station Area and buildings. The
water treatment plant (3.0 MLD) is being proposed.
8.2. Infrastructure Demand -Assessment of Water Supply
8.2.1. General
This section of the report provides details of proposed infrastructure plan to meet the
requirement of station area and area development plan. The section covers the water
supply, sewerage system, storm water drainage and Solid waste Management plan for the
project area.
8.2.2. Design Basis

The requirement for water, and sewerage for Vadodara station and development area has
been calculated based on the total passenger, staff, train service at Vadodara and
approved land use plan for Station and development area.
The Services Systems for the project shall be conceptualized based on past experience and
acceptable domestic and international design standards. Effort shall be made to conceal
all services and still provide access to these for accommodating changes in requirement in
future. Conservation of energy, optimization of resources, eco-friendliness and State of the
art technology shall be the key factors in the design concept to ensure least downtime and
reduce maintenance hassles.
Every effort shall be made to design, layout and install equipment in locations which will tend
to encourage routine preventive maintenance by providing easy access for operation
personnel. Manual isolation will be provided to enable servicing, expansion or renovation of
any part of the system without interrupting the services in adjacent areas.
The design basis / assumption for each utility service calculation are discussed in following
section.
118
8.2.3. Station Population

The present passenger load has been taken from the site data. It is assumed that the present
development will enhance the station capacity to handle a greater number of trains. The
utility services are designed to handle the peak passenger population.
Table 7:Population Projection
S. No Project Horizon Passenger Per Day Peak Passenger per Day
1 Design Scenario 36,000 3,600
8.2.4. Train Services

It is assumed that the number of trains originating are 10 Nos and terminating are 10 Nos (i.e.
Total -20 Nos Trains) from the Rangpo Station have been considered. The number of platforms
in station remains the same.
Table 8:Train Services
S. No Train Type Total Train Washing Coach Filling
1 Originating / Terminating 20 20 20
2 Halting 100 0 100
3 Average no. of Coaches 20 20
4 No. of Coaches 400 Washing at Platform- Coach Filling at Platform -
200 1000
8.2.5. Platform and Apron Area

No alteration in the existing platform and apron is proposed under the present project. The
present area of platform and apron is calculated and given in the following table.
Table 9:Details of Platform and Apron Area
S. No Platform Area of Platform in sqm Area of Apron in sqm
1 Platform No. 1 to 6 19,650 9,498
Platform Name Sq. Mtrs

Goods Platform 10800
Platform -1 3050
Platform -2 5800
Total 19650
119
8.2.6. Design Population

The design population is considered for station area main building with other building too.
The total railway staff (Station Operation)/ work force along with the residential and
commercial population have been calculated. The design population considered for the
Rangpo Railway station is as mentioned below:-
Table 10:Details of Design Population
Sr. No Working Population Residential Population Commercial Population
5,418
1 1,797 266 (Hotel – 768
Commercial Visitors - 4650
8.2.7. Station & Land Development Area

The development of the station and its surrounding areas has been done into a modern
world class station with superior services for passengers, superior train operation and
maintenance facilities, new community space for public, better mobility for road transport,
modern office space and high-quality residential accommodation for railway staff.
8.2.8. Unit Demand Calculation

The water demand will be calculated based on the Indian Railway Works Manual 2000,
National Building Code (NBC) 2016 and CPHEEO Manual 2018. The unit water demand as
well as fresh and flushing water requirement against each usage is given in the following
table.
S.No Description Value Unit Fresh Flushing
1 Residential Area 135 LPCD 90 45
2 Passengers 45 LPCD 25 20
3 Office Area 45 LPCD 25 20
4 Workshop Area 30 LPCD
5 Apron Washing 10 liters/sq.m
6 Platform Floor 5 liters/sq.m
7 Washing of carriage in 3600 liters/carriage
washing lines
8 Cleaning of carriage in 500 liters/carriage
Platform
9 Rake Water filling in washing 1800 liters/coach
line
10 Rake water filling on Platforms 900 liters/coach
11 Retail Population 45 LPCD 25 20
12 Hotel Rooms 180 LPCD 120 60
13 Hospital 450 LPCD 300 150
14 School 45 LPCD 25 20
120
15 Mixed Land use 45 LPCD 25 20

16 Landscaping 22500 liters/Ha
The entire water supply normally contributes to the total flow in sewerage system. However,
the flow quantities are less than the water consumption since some water is lost in
evaporation, seepage, leakage etc. The sewer flow will be 80% of the fresh water supply and
100% of recycle water supply.
The flow in sewer also varies from hour to hour, but for the purpose of hydraulic design
estimated peak factor of 3.0 will be considered. As per the MoUD guidelines, the permission
water loss of 10% is considered.
8.2.9. Proposed Water Supply System

Water is a precious natural resource for life. The demand of water grows day by day and
climate changes reduce the availability of natural source of water. In general, a number of
private exploitation has been made to meet the demand; with the result groundwater levels
continue to fall. So, our efforts in the proposed project for the planning of various systems
there shall be enough safe, clean and potable domestic water on a continuous basis to
every user.
121
Figure 41:Proposed Water Supply System
The proposed water system for the Rangpo Railway Station consists of the following
components:
• Water Treatment Plant : 3.0 MLD
• Source of Water : Teesta River
• Clear Water Reservoir (CWR): 2 ML
• Overhead Tank – 1: 0.5 ML
• Overhead Tank – 2: 0.5 ML
• Pumphouse near Clear Water Reservoir
• Rising Main from CWR to OHTs (2 nos)
• External and Internal Water supply network
122
8.2.10. Water Demand

The water supply demand has been analysed based on the designed population/ footfall
data. The coach filling with water along with coach cleaning on the platform has been
considered for computing the overall water demand. The water demand from station area
has been calculated based on the Indian Railway Works Manual 2000, CPHEEO manual and
NBC Code and projected population. The calculation of the water demand has been
tabulated below:
Table 11:Water Demand Calculation
Total Unit Total Fresh

Flushing
S.N Descriptio Popula Water Water Water
Unit Unit Requirem
o n tion / Consump Requirem Requirem
ent (MLD)
Area tion ent (MLD) ent (MLD)
Passenger
1 s 19800 Nos. 45 LPCD 0.891 0.495 0.396
(Boarding)
Greeters /
2 1800 Nos. 15 LPCD 0.027 0.009 0.018
Meeters
Office /
Staff /
3 Operating 1797 Nos. 45 LPCD 0.081 0.045 0.036
Populatio
n
Commerci
4 al Building 768 Nos. 180 LPCD 0.138 0.092 0.046
(Hotel)
Commerci
al Building
5 4650 Nos. 45 LPCD 0.209 0.116 0.093
(Banquet
Halls)
Residentia
l
6 266 Nos. 135 LPCD 0.036 0.024 0.012
Populatio
n
Cleaning
of liters/
7 19,650 sqm 5 0.098 0.000 0.098
Platform sq.m
Floor
Apron liters/
8 9,498 sqm 10 0.095 0.000 0.095
Washing sq.m
Cleaning
liters/
of trains coa
9 200 500 coac 0.100 0.000 0.100
on ches
h
Platform
123
Total Unit Total Fresh

Flushing
S.N Descriptio Popula Water Water Water
Unit Unit Requirem
o n tion / Consump Requirem Requirem
ent (MLD)
Area tion ent (MLD) ent (MLD)
Watering
liters/
of trains coa
10 2,000 900 coac 1.800 1.800 0.000
on ches
h
Platforms
Landscapi liters/
11 12,425 sqm 2.25 0.028 0.000 0.028
ng sqm
3.503 2.581 0.922
Total Water Requirement including 10% water loss 3.89 2.909 1.014
Say 3.0 MLD 1.0 MLD
Based on the water demand calculation, the total water demand for the entire Rango
Station and other building comes out as 4.0 MLD. However, the fresh water demand is 3.0
MLD while the flushing requirement of 1.0 MLD. The fresh water demand (drinking and
bathing purpose) shall be cater by proposing of Water Treatment Plant of 3.0 MLD, while the
non-potable use (flushing and horticulture purpose) shall be catered from the treated waste
water from the Sewage Treatment Plant (STP) of 1.0 MLD.
The water treatment plant of 3.0 MLD, is propose with the clear water reservoir (CWR) of 2.0ML
capacity. The water from the CWR shall be pumped to 2 nos of OHTs (i.e. 0.5 ML capacity
each). The 2 nos of OHTs are proposed on the either side of the railway track in order to have
an optimized supply system. One OHT shall supply water to Station building and MMTH
building by gravity lines, while the other OHT shall supply water to other remaining buildings.
8.2.11. Sources of Water

The water to the project area is planned to be sourced from Teesta River. This shall cater the
drinking and bathing water requirement for the Station Area and buildings. The water
treatment plant (3.0 MLD) is being proposed. By recycling the treated effluent of the STP for
Flushing, and horticultural purposes; a major portion of the fresh water demand can be
reduced.
8.2.12. Water Treatment

The water from Teesta River shall be stored in centralized water treatment plant. Depending
upon the quality, water from raw water tank shall be treated in the water treatment plant,
consisting of chlorination, filtration and softening units. After treatment domestic water shall
be supplied directly to each land parcel / building and proposed to be stored in dedicated
Clear Water Reservoir (CWR) adjacent to the WTP unit.
124
Similarly flushing water shall be supplied from the Centralized Sewage Treatment plant to
each land parcel / building and proposed to be stored in dedicated flushing water UGR’s at
each plot/building.
Local pumping shall be done at the each plot level to overhead tanks as per the height of
the buildings.
8.2.13. Water Quality for Potable Supply

Treated water quality standards shall be maintained as per IS: 10500 and CPHEEO standards,
Summary of the Treated water quality requirement as per IS 10500 and CPHEEO is present in
the flowing table.
Table 12:Treated Water Quality Standards
Parameters IS:10500 CPHEEO
Turbidity (NTU) 1 1
Colour (Hz) 5 5
Taste Agreeable Unobjectionable
Odour Agreeable Unobjectionable
Ph 6.5-8.5 7.0-8.5
Total dissolved solids (mg/l) 500 500
Total hardness (as caco3) (mg/l) 200 200
Chloride (mg/l) 250 200
Sulphate (mg/l) 200 200
Fluoride (mg/l) 1.0 1.0
Nitrate (mg/l) 45 45
Calcium (mg/l) 75 75
Magnesium (mg/l) 30 ≤ 30
Iron (mg/l) 0.3 0.1
Manganese (mg/l) 0.1 0.05
Copper (mg/l) 0.05 0.05
Aluminium (mg/l) 0.03 0.03
Alkalinity (mg/l) 200 200
Residual free chlorine (mg/l) 0.2 0.2
Zinc (As Zn) (mg/L) 5 5.0
Mercury (as Hg) (mg/l) 0.001 0.001
Coliform Count MPN/100 ml - Absent
Faecal coliforms MPN/100 ml - Absent
125
8.3. Infrastructure Demand -Assessment of Wastewater System

8.3.1. Proposed Wastewater System
The ground water is being used for potable as well as non-potable water demand. With the
proposal of STP/ETP, sufficient amount of treated water can be used for non -potable
demand, resulting in lesser extraction of ground water and reduction in its usage for non-
potable demand/works.
The proposed system will focus on treatment and reuse to wastewater collected from the
station area, buildings and development area. Dedicated 1 number (3.0 MLD) sewage
treatment plants have been proposed for the master plan. The surplus treated effluent if any
shall be disposed of into external municipal sewer line/ natural drain.
The treated wastewater shall be collected at the treated water sump and pumped to 2 nos
of treated water OHTs (i.e. 0.5 ML) as per the existing topography. The one treated water OHT
shall supply the non-potable requirement at the station building and MMTH building. While
the other treated water OHT shall supply the non-potable requirement for the rest of the
buildings. The overall sewerage system will be designed as per Indian Railway works manual
2000 and CPHEEO manual.
The proposed Sewerage system for the Rangpo Railway Station consists of the following
components:
• Sewage Treatment Plant : 1.0 MLD

• Treated Water Sump within STP area: 1.0 ML
• Pumphouse near Treated Water Sump
• Overhead Tank-1 for Treated Water: 0.5 ML
• Overhead Tank-2 for Treated Water: 0.5 ML
• Rising Main from Treated Water Sump to OHTs (2 nos)
• External and Internal treated/ recycled water supply network
The proposed Wastewater system has been shown below:-
126
Figure 42:Proposed Sewerage System
127
8.3.2. Wastewater Generation

The total domestic sewage will generate 1.0 MLD / day from the ultimate master plan. The
return factor for potable water will be 80% and recycle water 100% for calculating the total
sewage flow. The waste water generation across the Rangpo Railway Station has been
tabulated below:
Table 13:Waste Water Generation
Total Wastewater
Unit Water
S.No Description Population / Unit Unit Generation
Consumption
Area (MLD)
Passengers
1 19800 Nos. 45 LPCD 0.356
(Boarding)
Greeters /
2 1800 Nos. 15 LPCD 0.022
Meeters
Office / Staff
3 / Operating 1797 Nos. 45 LPCD 0.065
Population
Commercial
4 Building 768 Nos. 180 LPCD 0.111
(Hotel)
Commercial
Building
5 4650 Nos. 45 LPCD 0.167
(Banquet
Halls)
Residential
6 266 Nos. 135 LPCD 0.029
Population
Cleaning of
7 Platform 19,650 sqm 5 liters/sq.m 0.079
Floor
Apron
8 9,498 sqm 10 liters/sq.m 0.076
Washing
Cleaning of
9 trains on 200 coaches 500 liters/coach 0.080
Platform
Watering of
10 trains on 2,000 coaches 900 liters/coach 0.000
Platforms
11 Landscaping 12,425 sqm 2.25 liters/sqm 0.000
Total Sewage Generation in MLD 0.984
Say 1.0 MLD
The STP (1.0 MLD) has been proposed for the wastewater generated from the station
premises. The treated water shall be reused for non- potable water demand.
128
8.3.3. Collection System

The proposed sewerage infrastructure for the site was envisaged for the following system as:-
1. Sewage collection systems for normal soil/waste effluent from station and development
activities and
2. Collection system for all activities across various buildings/infrastructure.
Dedicated sewage treatment plant is proposed for railway facilities and associated
developments within railway land. The treated wastewater is to be recycled for various non-
potable use.
The excess volume of treated water was proposed to be diverted to the existing nala. The
wastewater will be collected by underground pipe network connecting to dedicated
treatment plant. The pipe network system will be designed for to handle the peak sewage
flows based on the estimated population and water allocation for domestic, commercial,
institutional and industrial sectors. The design flow will also comprise of infiltration of
groundwater.
During phased construction of the station it will be necessary for the Concessionaire to
maintain sewerage to all operational facilities within each phase of construction. The exact
phasing sequence will be subject to further definition by the Concessionaire.
8.3.4. Wastewater Treatment Plant

The selection of treatment technology will depend upon the techno-economic feasibility of
the process selected for treatment. The tech-economic feasibility is mainly attributed to the
following parameters:
▪ Degree of treatment required,

▪ Capital cost of the project,
▪ Power Requirement,
▪ Land Requirement,
▪ Ease of construction,
▪ Operation & Maintenance,
▪ Proven process, Ability to absorb shock loads (Hydraulic / Organic)
The Treatment technology for STP will be based on detailed comparative study of various
sewage treatment technologies as presented in following section.
129
Fig: Sewerage Treatment Plant System
8.3.5. Concept of Sewage Treatment Plant
In a wastewater treatment plant the wastewater will be treated in different stages of

treatment as below;
▪ Preliminary Treatment: Involves removal of oversized particles, rags, stones, fat, oil
&grease and grit.
▪ Primary Treatment: The organic solids contained in wastewater are separated by
gravity sedimentation or other solid liquid separation techniques, and the separated
solids are removed in the form of sludge. Chemical dosing system will be provided for
efficient treatment of the downstream units.
▪ Secondary Treatment: Biological treatment where microbes are used to convert the
organic matter in the wastewater to sludge, which can be settled down in Final
Settling Tank.
▪ Tertiary Treatment: Involves further removal of the organic matter, nutrients and / or
pathogens remaining in the effluent from the secondary treatment stage. Excess bio-
solids should be stabilized and can be safely disposed of in landfill or reused as organic
fertilizer.
130
8.3.6. Design Parameters
In line with sustainable infrastructure plan, sewage is proposed to be treated to required

standards and recycled. The recycled water can be used for gardening, flushing, apron
Washing, etc. Excess of recycled water after recycling for gardening, flushing, etc. will be
discharged to the nearby natural drains. The sewage treatment plant will fulfil the guidelines
laid in CPHEEO manual for Recycled water supply. The table below provides the important
parameters quality standards required for treatments.
Table 14:Wastewater Design Parameters
S. No Parameters Raw Sewage After treatment

1 pH 6.5 – 8.0 6.5 – 8.0
2 BOD5 (mg/L) 200-300 <10
3 COD (mg/L) 400-600 <50
4 TSS (mg/L) 350-450 <10
5 Residual chlorine (mg/L) Nil 0.3 – 0.5
8.3.7. Recycling System of Treated Wastewater

▪ At present, in absence of recycling system, potable water is used for washing and
cleaning purpose. The recycling will reduce the raw water demand. The requirement
of recycle water from building have been calculate.
▪ Separate network will be provided for supplying recycle water from STP to overhead
storage tank (2 nos of 0.5 ML each). Treated water from STP will be used for various
non- potable purpose like flushing, horticulture, platform washing, etc.
▪ The recycle water (non-potable water) from the Sewage Treatment plant (STP) will be
stored in individual recycle water storage tank (1.0 ML) at the STP land area. The water
will be conveyed from recycled water storage tank to 2 nos of OHTs (0.5 ML Each)
and from these OHTs water shall be conveyed by gravity to the required areas for
catering the non-potable water demand. One OHTs shall cater the non-potable
requirement of Station building and MMTH building, while the other OHTs shall cater
the non -potable water demand for the remaining buildings.
▪ The schematic diagram for recycled water network has been shown below:
131
Figure 43:Proposed Recycled water network system
132
8.4. Infrastructure Demand -Assessment of Storm Water Drainage

System
8.4.1. Proposed Storm Water Drainage
▪ Storm water drainage system will be developed based on the environmental and
sustainable concept. The rainwater will be collected by gravity through drainage
network. The provision of rainwater harvesting and storage system will enable to
recharge the ground water and used for train washing, and other non-potable use.
The use of bio-swales to carry the runoff will enable natural filtration of rainwater and
also reduce the pollution load to the disposal point. The overall system will be
designed to reduce the load in existing sewer network by re-use and natural filtration.
▪ The planning of drainage system will be done based on the slope and location of
existing outfall point. The area is divided into two major storm water drainage zones
i.e. Station area and development land area. These zones have been proposed
based on the nature of operation and discharge points. The storm water from the
station area will be stored in UGR tank and only excess water will be discharged into
recharge pit and then into the natural drain. The rainwater will be used for train
washing, platform wash down and other uses that do not require potable quality
water. It will reduce the load in the fresh water usage.
▪ The storm water drain in development areas have been planned along roads and are
proposed to be constructed between the road and property line, wherever possible.
The key parameters of drains such as cross section, slope, velocity etc. will be carefully
designed to ensure that the scheme is economical and efficient. The rooftop storm
water will be sent to recharge pit and only excess water from rooftop, road drainage
and open area will be discharged into the storm water drain.
8.4.2. Criteria for Planning of Storm Water Drainage System

The following criteria have been taken into consideration while planning the storm water
drainage system of the proposed Re development site:
▪ Rooftop rainwater will be stored in underground tanks for future use for irrigation,
flushing etc.
▪ The rest of the rooftop rainwater flows through the pipe network and will be discharge
into the nearest Rainwater Harvesting pit through which water is infiltrate in ground
and increase the water table level. The over flow of the recharge pit will be discharge
to a bio swale system or drainage network by gravity flow.
▪ The surface water from open areas, road, green and other paved areas will be
collected by road gully chamber/catch pit/inlets and will be carried through pipe
and discharge into a bio-swale system or drainage network by gravity flow.
▪ Bio-swales for storm water treatment using soil, vegetation and microbes, to reduce
run-off, Increase infiltration and groundwater recharge.
133
8.4.3. Type of Drains

Following type of drains are normally considered for proposed site:
A Rain water Harvesting
B Underground Pipe Drain
D Bio-swales
8.4.4. Brief Description of Different Type of Drainage System

A Rain Water Harvesting
It is an age-old system of collection of rainwater for future use. But systematic collection and
recharging of ground water, is a recent development and gaining importance as one of the
most feasible and easy to implement remedy to restore the hydrological imbalance and
prevent a crisis [refer figure]. Our focus is on currently facing acute water shortage and
drastic drop in the groundwater table over the last few decades.
In spite of higher average annual rainfall in India (1170mm, 46in) as compared to the global
average (800mm, 32in) it does not have sufficient water. Most of rain falling on the surface
tends to flow away rapidly, leaving very little for the recharge of groundwater. As result, most
part of India experience lack of water even for domestic use.
Hence, the need for implementation of measures to ensure that rain falling over the region
is tapped as fully as possible through water harvesting, either by recharging it into the
ground water aquifers or storing it for direct use.
There are two main techniques for rainwater harvesting:
• Storage of rainwater for future use.

• Recharge to groundwater.
A typical Roof top Rainwater Harvesting System comprises of
(vii) Roof catchments

(viii) Gutters
(ix) Down take pipe
(x) Rainwater / Storm water drain
(xi) Filter chamber
(xii) Groundwater recharges structure like pit, trench, tube well etc.
134
B Under Ground Pipe Drainage
Underground pipe drains are normally being provided in higher density modern townships
where open water course are not practical [refer figure below]. Over flow of underground
cistern, over flow of rain water harvesting, surface runoff from developed area will be
carried out through the underground pipe drainage system.
In this system surface water will be collected by road gully chamber/catch pit/inlet, etc
and finally discharged to the storage tank or outfalls. Manhole is being provided in some
interval for inspection and cleaning purpose. These drains require minimum clear cover
0.9m above the pipe for safety reasons it also required clear space on both side for
maintenance.
A minimum self-cleaning velocity should be maintained throughout the network. If it faces

some difficulty at final disposal point due to level difference, Pumping system should be
provided at that point.
Under Ground Pipe System comprises of:
(i) Collection pit (catch pit, inlet, road gully chamber, etc)
(ii) Pipe network with safe pass of design discharge.
(iii) Manholes
(iv) Outfalls
(v) Pumping system (optional)
C Bios wales
Bios wales are shallow linear seasonal water courses used to convey water above ground to
storage areas and outfalls [refer figure]. A bio-swale or vegetated swale is a form of bio-
retention used to partially treat water quality, attenuate flooding potential and convey storm
away from critical infrastructure. These systems are linear, with length to width dimension
Surface runoff from the adjacent impervious area enters the swale diffusely through an
energy reducing gravel strip and then flows through vegetative buffers along the bio-swale.
These swales are grass line shallow ditches, offers some basic level of bioremediation of the
run-off water. Run-off water carries petrol, diesel, oils etc, and these pollutants partly broken
by natural process in bio-swales.
135
Bio-swales will be suitable planned with low maintain grasses and adequate hydraulic
capacity to convey the maximum discharge. Bio-swales are proposed to be lain at
between 1 in 200 and 1 in 500 slope in city. Swale can be designed with swale blocks
perpendicular to flow if there is a significant slope.
A Bioswale System comprises of:

(i) linear channel with save pass of design discharge ( best land use)
(ii) energy reducing gravel strip
(iii) vegetative buffer
(iv) permeable soil / filter media
(v) swales blocks / check dames (optional)
(vi) proper outfall
Advantages of Bioswale System:

(i) Provide both storm water treatment and conveyance functions.
(ii) Treat water quality using soil, vegetation and microbes
(iii) Reduce total volume of storm water runoff.
(iv) Increase infiltration and groundwater recharge
(v) Multifunctional conveyance system
(vi) Can be aesthetic part of landscape.
(vii) Provide protection to natural wetland system.
8.4.5. Design Calculation for Storm Water Drainage System

Calculation of Storm Water Runoff: Storm water runoff for each drain has been calculated
as per following rational formula given in CPHEEO Manual.
Q = 10 C I A where;
136
C = Runoff Factor
A = Catchment Area in Hectares
I = Rainfall intensity in mm / hr
Q = Runoff in m3/hr
8.4.6. Proposed Storm Water Utilization System

The rainwater from the roof top area shall be collected at storage tank for station buidling,
which shall be used for train washing, platform wash down and other uses that do not require
potable quality water. It will reduce the load in the existing trunk main.
The water from the roof top area of the other buildings shall be discharge into the recharge
pit and the overflow from the recharge pit shall be discharged into the natural drain / nala.
The schematic diagram for the same has been shown below.
137
Figure 44:Proposed storm water drainage system

138
The rooftop rainwater calculation has been shown below.
Table 15:Rooftop rainwater calculations
Catchment Daily
Runoff co- Discharge
Sr. No. Outfall Area (sq. Rainfall
efficient (m3/day)
mtr) (mm)*
Station Building
1 9666.228 0.8 17.20 133.03
(T1)
2 MMTH Building (T2) 1307.328 0.8 17.20 17.99
3 Commercial (T3) 533.365 0.8 17.20 7.34
4 Commercial (T4) 498.265 0.8 17.20 6.86
Banquet and
5 Conference 1353.145 0.8 17.20 18.62
Facility (T5)
6 Commercial (T6) 648.15 0.8 8.92 17.20
7 Residential (R1) 680.566 0.8 9.37 17.20
8 Hotel T8 2006.718 0.827.62 17.20
9 Residential (R2) 380.815 0.8 5.24 17.20
17074.58 Total 234.99
Note:- * - Rainfall data reference-"IMD - Monthly Weather Report for Sikkim (June 2023)"
Recharge Pit (Inside collection pit dimension)

Diameter 1220 mm
Radius 610 mm
Height 1820 mm
Section Detail
40 mm Boulders 1000 mm
Coarse Sand 150 mm
Gravel 150 mm
Loose Boulders 150 mm
Free Water depth 370 mm
The average permeability of the Gravel/ Coarse Sand and Loose Boulders is 1 cm/s.
Hence the
1 cm/sec
Permeability
60 cm/min
3600 cm/hr
36 m/hr
Calculation of the effective area of 200mm dia slotted uPVC pipe

Diameter 200 mm
Radius 100 mm
Height 1480 mm
139
Total Surface 0.92944 m2 (Area = 2*3.14*100*1480/ (10^6)

Area
Assumed 50% of the surface area with
Effective Area 0.46472 m2
slot/hole for percolation.
Total 16.730 m3/hr

Permeability
401.518 m3/day >> 234.99 m3/day
Hence, 1 nos of recharge pit is sufficient to cater the rooftop rain water discharge.
However, total of 3 nos of Recharge pits have been proposed considering the surface
storm water drainage across the road/landscapes.
The rain water so collected shall be discharged into the recharge pits, which will replenish
the ground water table/ aquifers.
Recharge of Acquifers
RAINWATER
COLLECTION
Rainwater collection from multi-storeyed Building
140
8.5. Infrastructure Demand -Assessment of Solid Waste Management

8.5.1. Proposed Solid Waste Management
Solid waste includes all solid or semisolid materials that are no longer considered valuable to
retain in a given setting. Solid Waste Management is one of the essential services for
maintaining the quality of life in an urban area for ensuring health and sustainability. The solid
waste management comprises of estimation of waste generated, on site handling, storage
and processing, collection, transfer and transport, processing and recovery & disposal
methods.
8.5.2. Function Elements of Solid Waste Management Framework

To solve solid waste problems, various functional elements are combined in what is usually
known as Solid Waste Management System. In most cases; a solid waste management
system comprises four functional elements:
• waste generation,
• on-site storage,
• collection, and
• Disposal.
Therefore; one of the goals of solid waste management is to optimize the system to provide
most efficient and economical solution, commensurate with all constraints imposed by the
users of the system and those affected by it or controlling its use.
8.5.3. Waste Generation:

The solid waste which will be generated from proposed city will mainly consist of solid
waste, bio-medical waste and agriculture waste like grass from green belt. In India;
national municipal refuse generation rates (by National Environmental Engineering
Research Institute NEERI) are as follows:
(i) Residential Refuse: 0.30 to 0.60 kg/per capita/day

(ii) Commercial Refuse: 0.10 to 0.20 kg/per capita/day
(iii) Street sweeping: 0.05 to 0.20 kg/per capita/day
8.5.4. Waste Generation on Railway Station:

Rangpo Station shall generate vast quantities of different types of wastes. The waste is
mainly solid waste generated by train passengers, vendors, hawkers etc., during the journey
and also at stations. The garbage generated in trains and stations can be categorized as:-
• Biodegradable- This consists primarily of left over foods, and paper waste like
newspapers, disposable cups, food containers etc. and
• Non-biodegradable- This comprises mainly of plastic waste from mineral Water
bottles, aluminium foil etc.
141
• An appropriate waste management strategy is to be adopted for proposed site to

make it sustainable and make a healthy environmental for the people who will live or
work there as well as to meet current and future Indian regulation. It should fulfil the
following criteria:
Figure 45:Waste Generation
8.5.5. Onsite Storage:

Although solid waste from small area may constitute only a small portion of the municipal
solid wastes, their management requires a large and continuous effort. Reason being, the
heterogeneous nature of waste and the availability of limited storage space for waste these
wastes cannot be tolerated for long on individual premises because of their
biodegradability, and they must be disposed within a reasonable time.
On-site storage is of primary importance because of the aesthetic consideration, public

health, and economics involved. Unsightly makeshift containers and even ground storage
are undesirable. The waste storage should be located at basement level in three different
storage bins in each of the buildings. The storage area should be constructed to prevent
vermin infestation and odour and should be simple to maintain and access.
8.5.6. Storage criteria of Solid Wastes:

Project proponent will establish and maintain storage facilities in such a manner as they do
not create unhygienic and unsanitary conditions around it. Following criteria shall be taken
into account while establishing and maintaining storage facilities, namely:
142
1. Storage facilities, to be set up by project proponent authorities or any other agency,

shall be so designed that wastes stored are not exposed to open atmosphere and
shall be aesthetically acceptable and user-friendly;
2. Storage facilities or ‘bins’ shall have ‘easy to operate’ design for handling, transfer
and transportation of waste. Bins for storage of bio-degradable wastes shall be
painted green, those for storage of recyclable wastes shall be printed white and those
for storage of other wastes shall be printed black;
3. Manual handling of waste shall be prohibited. If unavoidable due to constraints,
manual handling shall be carried out under proper precaution with due care for
safety of workers.
8.5.7. Collection:
The functions of collection include not only the gathering of solid wastes, but also the hauling
of wastes to a transfer station, a processing station, or a landfill disposal site. In small areas
where final disposal sites are nearby the hauling of wastes is not a serious problem. In large
areas, however, where the point of disposal is at a distance greater than 10kms, the haul
may have serious economic implications.
For collection of refuse from high rise buildings, Chute system is to be considered. R efuse will
be collected from successive floors in a shaft and ending at the ground/basement floor on the
top of the collection chamber. The collection chamber will be attached with compactor to
density incoming refuse in order to maximize the space.
A private contractor should be retained to
1. Collect and dispose the recyclable waste,

2. Collect and treat the organic waste, and
3. Collect and dispose non-recyclable waste.
Organic waste needs to be collected regularly to prevent built-up of odour and pest issues.
8.5.8. Transfer & Transport:

The functional element of transfer and transport involves two steps:
1. Transfer of wastes from the smaller collection vehicles to the transfer equipment, and
2. Subsequent transport of wastes, usually, over long distances, to the disposal site.
Contractor is proposed to carry solid waste from various storage bins near buildings to
recycling unit or disposal location.
8.5.9. Transportation criteria of Solid Wastes:

Vehicles used for transportation of wastes shall be covered. Waste should not be visible to
public, nor exposed to open environment preventing their scattering. The following criteria
shall be met, namely:
143
a) The storage facilities set up by project proponent shall be daily attended for
clearing of wastes. The bins or containers wherever placed shall be cleaned
before they start overflowing
b) Transportation vehicles shall be so designed that multiple handling of wastes, prior
to final disposal, is avoided
c) Internal transportation will be carried out by small vehicle up to the storage and
segregation site. External transportation will be carried out by hired authorized
party or by Municipal Authority up to the Municipal Land Fill Site/Disposal Site
earmarked for the city.
8.5.10. Processing & Recovery:
The functional element of processing and recovery includes all the techniques, equipment’s,
and facilities used both to improve the efficiency of the other functional elements and to
recover usable materials, conversion products, or energy from solid wastes. Extent of
recovery, processing and possibility of having recycling of waste at dumping site may be
discussed with the client as per statutory requirement and/or economics.
8.5.11. Disposal:
The final functional element in the solid waste management system is disposal. Disposals
ultimate fate of solid wastes, whether they are residential wastes collected and transported
directly to a landfill site, semisolid wastes (sludge) from municipal and commercial
infrastructure, compost, or other substances from the various solid waste plants that are of
no further use to society.
It is proposed that garbage collected at dumping place at transfer station shall be finally
disposed to municipal land fill sites. A contractor should be appointed to transport the Solid
waste.
8.5.12. Disposal criteria of Solid Wastes:

Land filling will be restricted to non-biodegradable, inert waste and other waste that are not
suitable either for recycling or for biological processing. Land filling shall also be carried out
for residues of waste processing facilities as well as pre-processing rejects from waste
processing facilities. Land filling of mixed waste shall be avoided unless the same is found
unsuitable for waste processing. Under unavoidable circumstances or till installation of
alternate facilities, land-filling shall be done following proper norms. Organization setup for
maintenance of solid waste is shown in Figure below
Association Secretary
144
Supervisors
Maintenance-cum-Store-In-Charge
Sanitary Workers Street Sweepers Cart Operators Waste Segregators
8.5.13. Proposed Solid Waste Management:

Proposed solid waste management system is consisting of collection, storage, and
disposal infrastructure. The proposed Solid Waste Management for the Rangpo Railway
Station consists of the following components:
6. Transfer Station
7. Organic Waste Composter
8. Auto Tippers/ Trucks
9. Garbage Bins
10. Fixed Compactor vehicle
The solid waste generated across the Rangpo Railway Station, shall be collected by
Auto tippers/ trucks and collected at the transfer station. The organic waste shall be
composted through organic waste composter, while the dry waste can be further
segregated to recyclable waste, inert waste and electronic waste and shall be further
transferred to the municipal Solid waste handling area. The schematic diagram for the
Solid waste management plan is shown below:
145
Figure 46:Proposed Solid Waste Management
Based on the population at the station, the solid waste generation is tabulated as
below as per the CPHEEO manual for solid waste management:
Table 16:Solid Waste Generation calculation
Sr. No Particular Population

1 Departure 19800
2 Visitors (with Platform Ticket) 1800
3 Office / Staff / Operating Population 1797
4 Commercial Building (Hotel) 120
146
Total Population 23517
5 Solid waste generation (kg/capita/day) 0.21
6 Total Solid waste generation (kg/day) 4938.47
As per the CPHEEO manual of MoUD, and Solid Waste (Management & Handling) Rules,
2000 & 2016; the following approach should be followed:
1. Segregation of solid waste at the station level (Biodegradable and non-

biodegradable).
Category 1 Category 2 Category 3

Food & Green waste Recyclable & Non-bio- Domestic Hazardous
(wet waste) degradable (dry waste) waste
Paper, Plastics, glass, metal,
ceramic, rubber, leather, rags,
Cooked/uncooked food,
used cloths, wood, stone, sand,
vegetable, fruit, meat, Batteries, expired
ash, thermacol, straw & packing
borne, fish waste, leaves, medicines, bulbs etc.
materials, sanitary napkins and
grass
diapers (to be packed and
disposed of)
2. The segregated waste collected shall be transferred from the existing SWM area to the
Municipal Corporation, wherein the garbage trucks/ vehicles shall pick the waste and
transfer to municipal solid waste handling area.
Domestic hazardous
waste
(Bag)
Wet Dry
waste waste
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Detailed Project report for Integrated Development And Facilitation Of Rangpo Railway
Station
8.6. POWER SUPPLY SYSTEM
8.6.1. Introduction
This Infrastructure development report gives an introduction of proposed
preliminary electrical power distribution system require for site area, brief
introduction of the norms, rules-regulations and guidelines followed or considered
for electrification of this package. However, it is not intended to cover all aspects
of the system design but to indicate the basic requirements only.
8.6.2. General
Electrical energy plays a vital role in modern life. Almost all the
appliances/machines are operated electrically now a days, more over in present
days one does not imagine the life without electric power; hence a proper and
reliable electric power supply require to electrify the project. It ensures facilities like
lighting, Air- conditioning, lifts escalators, safety equipment i.e. firefighting pumps,
water pumps and other auxiliary equipment’s require to make functional to the
railway station & ancillaries.
8.6.3. Objective
This report covers the Review of existing infrastructure, Power Load assessment
based on relevant norms and codes as mentioned below in the report, Power
distribution system etc.
• The below mentioned aspects are covered in power section-

• Observation on Existing power supply system
• Load forecasting & Power Demand assessment
8.6.4. Design Approach

Proposed Design and Drawings shall be carried out as per various standards &
regulations. Power distribution system to be designed keeping in view the following:
• Continuity and reliability of power supply.
• Flexibility of operation.
• Concentration/distribution of loads.
• Safety of personnel and equipment.
• Investment and operational costs.
• Compliance with various statutory provisions such as Indian
Electricity
• Act and Rules, National Electrical Code and the relevant B.I.S.
• Specifications and State Electricity Authority’ norms.
• Easy future extensions/modifications.
• Ease of maintenance.
• Maximum interchangeability of equipment resulting in minimum
• inventories and spare parts.
• Minimum fire risk.
148
Station
• Simplicity of operation.
• The electrical design and installation of the electrical systems will
comply with the latest edition of the codes, regulations, and
standards of the following organizations:
• International Electric Code (IEC)
• Energy Conservation Building Code (ECBC)
• Bureau of Indian Standard Code of Practice
• Indian Electricity Rules & Regulations (IE Rules)
• Central Public Works Department (CPWD)
• National building Code (NBC 2016)
• Institute of Electrical and Electronic Engineers (IEEE)
• National Electrical Manufacturer’s Association (NEMA)
• National Electric Code (NEC)
• National Fire Protection Association (NFPA)
• Underwriter’s Laboratories (UL)
• Manual of standards and specification Railway station.
• The following codes and standards (latest edition/revision) will be
followed during the designing of electrical installation.
Table 17:Codes & standards
S. NO CODES & STANDARDS

Manual of standards and specification for
1 General
railway station
2 General Indian Railways works code
2 General Sikkim Electricity supply code
3 General Energy Conservation Building Code 2009
4 General Indian Electricity Rules

5 General National Building Code 2016
6 General Power engineers hand book
7 General National Electric Code
8 CEA Manual on Transmission planning Criteria
9 IS 732 Code of practice for Electrical wiring installation
10 IS 3427 / IEC-62271- Metal Clad Switchgear
4 IS 13118/ IEC-62271-
Circuit Breakers
100/IEC60947
5 IS 2705 Current transformer
6 IS 3156 Potential Transformer
7 IS 2544 Bus bar support insulators
8 IS 3231 Electrical Relays For Power System Protection
149
Station
9 IS 13703 HRC FUSES

10 IS 3646 Code of Practice for interior illumination
11 IS 1944 Code of Practice for road lighting
12 Protection of buildings and allied structures
IEC 62305
against Lightning code of practice
13 Specification for XLPE insulated PVC sheathed
IS 7098
cables
14 IS 1554 Specification for PVC insulated cables
15 For Stationary cells and batteries, with Tubular
IS: 1651
positive plates specification.
For Basic climatic & mechanical durability tests
16 IS 9000 for components for electronic and electrical
equipment
17 For Transformer and inductors (Power, Audio,
IS 6297
Pulse & switching) for electronic equipment
18 IS 2026/IEC 600076 Power transformers
19 NEMA National Electrical Manufacturer Association
20 NFPA National Fire Protection Association
21 Regulation lay down by the local & State
Local & State Norms
Government Authorities
22 Regulation lay down by the Electrical
Local Norms
Inspectorate
Unless otherwise stated, the entire electrical distribution system shall be governed
by all applicable local codes, code of practices regulation and standards (all
latest) issued by the local agencies.
Local codes, regulations and standards shall take precedence where standards or
requirements are more onerous than other national/international standards.
Design methodology that will be followed in future deliverables will be based to
bring out the following parameters and details.
▪ Estimate power demand for the whole project: Relevant norms for
calculating the power demand for different product mixes inside
project boundary forms the basis for power demand calculations.
▪ Power required during each phase and source of power for the
same for Redevelopment of Existing power infrastructure.
▪ Power source identification.
▪ Power distribution scheme.
8.6.5. Energy Conservation

To economize on the use of energy, following main systems are proposed to be
adopted.
150
Station
1) Adequate design to limit the losses in transmission and distribution

system.
2) Use of energy efficient devices like light sources such as LED
lamps.
3) Use of capacitors at load centers to improve voltage and power
factor to reduce distributional losses and also to avoid penalty by
state electricity authority.
4) Part Solar External Lighting will be used. Total 20% solar lighting
pole out of total 100% streetlight shall be solar back up street light
pole with LED lamp fixtures having provision of battery back-up
with solar panel.
5) Variable Frequency Drives are proposed to be installed for hydro-
pneumatic system for water supply and necessary chilled water
system.
6) Use of insulation on roof top to reduce air-conditioning load.
7) All high efficiency motors will be used in the building.
8.6.6. Load Forecasting

The Built-up Area considering growth plans & Population density of various clusters
are used in assessment of the power demand and infrastructure planning of
electrical power system. The main objective of carrying out the demand
assessment for complete site is to estimate the power demand, identify the right
source for feeding the power and to select the correct voltage levels for T&D
purposes.
Different loading like lighting, power, Lift, HVAC, Common area/Parking, Utilities,
Roads etc. is taken under consideration for arriving at power demand of the site.
In Underground Network, appropriate measures are required to identify fault-
location and its rectification, for this purpose Ring Topology of Distribution system is
proposed. Each sub distribution boards which is located at various locations for
station buildings, T2,T4,Residential buildings will feed the power supply from two
different 415V buses from LV Main power control centre(PMCC). During failure of
any one incomer in the 415V bus at the PMCC Panel, then other incomer will feed
the power supply to sub distribution boards. This will reduce downtime by huge
factor in U/G Cable Distribution system.
Relevant norms for calculating the power demand for different product mixes inside
project boundary are being reproduced here as under which forms the basis for
power demand calculations:
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Detailed Project report For Integrated Development And Facilitation Of Rangpo Railway Station
Table 18: Power Demand Norms/Codes and Standards
POWER DEMAND NORMS

Power
S.N. Product Mix Demand Basis for Norms Adopted
norms
1 Lighting load
i) Commercial 14.1 W/ Sqm.
Residential- Group & EWS
ii) 7.5W/ Sqm.
housing
ECBC-2017 and 2009 (Energy
iii) Institutional 11.2 W/Sqm.
conservation building code)
iv) Offices/Public / Semi Public 9.50 W/ Sqm.
v) Transportation 9.20 W/ Sqm.
vi) utilities/services area 11.5 W/ Sqm.
Mandatory areas (Green / As per NBC 2016 (National
vii) 2.58W/ Sqm.
pedestrian NMT / open area) building codes)
2 HVAC load
i) Commercial 40 W/ Sqm. As per CPWD Guidelines for
substation and power
ii) Institutional / offices 40 W/ Sqm. distribution system of
buildings it is 40W/sqm. As
per past project experience,
power engineer’s handbook
and ASHRAE energy
iii) Public / Semi Public 40 W/ Sqm. standard 1Ton/18.58Sqm.
Considering power
consumption 0.8kW/ton, it
will be 43.05W/ sqm.
Demand Load office and
4
commercial buildings
Guidelines for substation and
Electrical load for power
i) 30-40 W/ Sqm. power distribution system of
excluding HVAC works
buildings, CPWD 2019,
Guidelines for substation and
Electrical load for HVAC
ii) 40 W/ Sqm. power distribution system of
works
buildings, CPWD 2019,
5 Total connected load
Residential- Multistorey As per Guidelines for
i) 50W/SQM
Building Determination of Connected
Load Madhyanchal Vidyut
Non-Residential - Multistorey
ii) 150W/Sqm Vitran Nigam Limited, U.P.
Building
Government
As per Industrial
iii) Industrial 54W/Sqm.
development Schemes
152
8.6.7. Power Demand Assessment

Power demand assessment on Built-up Area for each type of land use and plot area is arrived
based on norms mentioned above. For planning of external electrical infrastructure
estimation of total power demand has been made for each product mix of the project area.
A preliminary breakdown of power demand is arrived based on proposed land use and
power demand norms for both the phases separately.
Table 19:Power demand for 45 Acre site

Area Chart for Rangpo Railway Station Electrical Load Calculation
Total
Plot BUA Ultimate
Building Dema CL
Area Phase Land Uses Function Area D.F Demand
No nd (KW)
sqm (sq.M.) Load (KW)
load
T1 1 Transport Station building 12,851 60 770 0.75 577
MMTH - Bus/drop-off &
pick-up 3,027 18 55 0.75 41
Car/taxi Parking 2,974 18 54 0.75 41
Car/taxi Parking 2,974 18 54 0.75 41
Car/taxi Parking 2,974 18 54 0.75 41
Car/taxi Parking 2,974 18 54 0.75 41
Pvt Offices - Travel
T2 6,017. 1 Transport agencies 2,974 64 191 0.53 101
4 Pvt Offices 2,974 64 191 0.53 101
Pvt Offices 2,974 64 191 0.53 101
Restaurant + terrace 683 67 46 0.53 24
Arrival block (475
passengers per 15
min) 683 67 46 0.53 24
Retail 1,406 67 95 0.53 50
Serviced Apartments
T3 2 Commercial (30 rooms) 1,406 67 95 0.53 50
Multiplex (4 nos, 225
capacity each) 1,406 67 95 0.53 50
T4 2 Commercial Pvt offices 1,993 64 128 0.53 67
Banquet hall (750
capacity) 1,353 69 94 0.75 70
Restaurant + Kitchen 1,353 69 94 0.75 70
T5 2 PSP
Exhibition hall 2,706 69 187 0.75 140
Conference facilities
(Total 3000 capacity) 5,413 69 374 0.75 281
Retail 667 67 45 0.53 24
T6 2,396. 1 Commercial
86 Budget hotel (60 key) 4,669 67 315 0.53 165
T7 2 Commercial Resort (24 rooms) 2,560 67 173 0.53 91
Hotel (4-star category-
T8
2 Commercial 225 rooms) 16,056 67 1083 0.53 568
Warehouse (with part
W1
2 Industrial mezzanine) 1,250 54 68 0.4 27
2,965. Type-II railway housing

R1 60 1 Residential (2 blocks- 44 Dus) 2,109 25 53 0.60 32
Type-III railway
3,082. housing (1 blocks- 15
R2 87 1 Residential Dus) 1,530 25 38 0.60 23
Total 83,937 4644 KW 2839 KW
Phase-1 Electrical Load 2160 KW 1375 KW
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Area Chart for Rangpo Railway Station Electrical Load Calculation

Total
Plot BUA Ultimate
Building Dema CL
Area Phase Land Uses Function Area D.F Demand
No nd (KW)
sqm (sq.M.) Load (KW)
load
Phae-2 Electrical Load 2484 KW 1464 KW
1 Lift Load
1a Lifts 21 Nos. @ 7.5 Kw each. 158 0.70 110
1b Escalatoe 33 Nos. @ 10 Kw each. 330 0.70 231
2 Fire Fighting Load 100 5
3 Water Supply System 80 0.70 56
4 STP 200 0.70 140
5 External Lighting 80 0.70 56
6 EV Charger of Car & two-wheeler 50 0.60 30
7 Advertising display 20 0.70 14
8 water cooler 25 0.70 18
9 Kiosks/other load 40 0.70 28
10 Baggage X-ray 15 0.80 12
11 DFMD,Body scanners 10 0.80 8
12 AS & IT Load 60 0.80 48
Phase-1 Electrical
Total 100 3327 2131 KW
Load
Ultimate Power Demand Load (KW) after considering 0.7 overall diversity factor 1492 KW
Ultimate Power Demand Load (KVA) @ 0.95 power factor 1570 KVA
Considering the various Diversity Factors at different Product mix, Phase wise, development
of Rangpo Railway Station, optimized loading on Transformers the Final Selected rating of
11/0.415 kV Distribution Transformer is 2 x 2000 KVA(1W+1S), shall be installed with (N+1)
configuration. For Phase-1 development (1W+1S) Shall be installed another 2000kVA shall be
installed for Phase-2 development.
Based on the electrical load assessment the Transformer and DG Set Selection are worked
out as follows: (Refer – Annexure E1) for Rangpo Railway Station.
Transformers: Three (3) Nos. 3x2000 kVA (2W+1S), For Phase-1 Two Nos, 2x2000 kVA (1W+1S),
and for Phase-2 addition 1 No. 2000KVA shall be procured.
DG Set: one (1) Nos. 1x2000KVA for Phase-1 development.
The Load calculations and equipment sizing shall be submitted for approval and the
equipment’s shall be provided as per the approved load sheet and equipment selection.
8.6.8. 11 KV Substation Equipment

The Electrical load details (Annexure E1) as follows for Rangpo Railway Station
Total connected Load (On Mains) – 5674 kW.
Total Demand Load (On Mains) – 2449 kW, for Phase-1-1424 KW and for Phase-2- 1025KW.
Based on the electrical load calculation, maximum electrical power demand for the
complex is estimated 2449 kW for Rangpo.
154
Based on the prevailing Electricity rules, the power supply to meet this requirement, from the
local electric supply board shall be made available at 11 kV Distribution Substation
11kV/0.433kV, 1 No. power substations will be provided for the Phase -I. Power substation
mainly consist of the 2 No of 2000kVA distribution transformers (1 Working + 1 Stand by). First
phase which mainly caters to the power demand for construction of various infrastructure.
1 No. DG set of rating 2000KVA shall be provided to cater the demand of the entire
infrastructure during failure of main power supply.
2 No. of Capacitor banks shall be provided which can maintain the lagging power factor
0.98 at the Power cum main control centre (PMCC) level.
8.6.9. Power Distribution Scheme

Power for Substation will be received at 2 different sources of the local power grid by 2
independent feeders (double circuit) from each. substations shall be GIS indoor type and
shall be provided in the basement or ground floor of the station structure. The power
receiving stations are inter-connected for transfer of power from one to another through Fire
Retardant Low Smoke (FRLS) cable feeders. These receiving stations should be remote
controlled from Centralized Operation Control Centre through Supervisory Control & Data
Acquisition System (SCADA). In the event of total power failure station will be automatically
switched on and fed the standby Generator Sets.
Power supply shall be received through at 11 kV HT tariff meter for the sub-station installed
by power authority. Space allocation & access doors for VCB Room & HT metering shall be
as per local norms.
11 kV, XLPE insulated armoured cables of suitable cross section shall be laid in HDPE pipe and
buried in ground below at least 1050 MM deep from main 11 kV HT panel of authority ESS to
Sub Station.
The Sub Station will contain 11 kV VCB panel with Vacuum Circuit Breaker (VCB) in incomer
as well as outgoings to feed 11/0.433 kV, 3 phase, 50 cycles step down Dry type Transformer.
Prefabricated sandwiched bus trunking suitable capacities, suitable for 415-volt, 50 KA/1sec,
3-Phase, 4 wire 50Hz AC supply complete with bends, expansion joints, copper flexible end
connections at both ends, earthing with 2 runs of Aluminium. strips of indicating sizes i/c
necessary supports etc. shall be used for interconnection between Transformer to LT panel.
8.6.10. Space Planning for Power Distribution

Space requirements of following external and Internal Electrical Infrastructure are shown in
the below Table.
Table 20:Space Requirement for Power Distribution
Description Required Area Remarks

11kV Substation 500sqm Planned in outdoor green
area
155
Compact substations for 36 sq. mtr. per Planned in outdoor green

common areas, Street lighting substation area
etc.
Main Distribution Panel 24 sq. mtr. per Planned in outdoor green
substation area
156
Figure 47:Proposed HT Panel Room & MDP Location
157
Figure 48:Rangpo Railway Station 11kV Single Line Diagram
158
Figure 49:Rangpo Railway Station LV Single Line Diagram
159
8.6.11. Life Expectancy of Equipment’s Proposed

The Quality and life of the material, equipment, cables, panels shall be secured a
minimum service life of the equipment as shown below.
Mains Switch Boards / Distribution Boards/ Panels 30 years

Cables 30 years
Luminaires
10 years
Tray, Bus Trunking and Supports
30 years
Sub-Assemblies and Components
30 years
UPS
20 years
Batteries
5 years
All other Equipment
20 years
Service life of the equipment is the normal life expectancy of the equipment subject
to its maintenance and preservations as per the recommended maintenance
practice. Contractor shall furnish manufactures certificate for secured service life of
the equipment.
8.6.12. HT Switchboard
The HT Switchgear will be provided with Numerical relays, compatible for IEC 61850
protocol so that the same shall be communicated to respective substation Remote
terminal unit.
The H.T. Panel shall consist of HT panel board consists of suitable No. of VCB shall be
located near transformers. VCB shall be indoor type floor mounted metal clad, 11 KV
VCB panel, horizontal draw out, horizontal/ vertical isolation type breaker Internal Arc
Classified upto 21kA/1-sec. complete as per IEC 62271-200.
Figure 50:HT panel board and Ring main unit
160
8.6.13. L.T. Panel and Power Distribution Panel

All the panels shall be completely modular and compartmentalized with Form 4B
Separation as per IEC 61439. The panel shall be free standing floor mounted type. The
panel shall be manufactured as per IEC 61439
The Main LT panel shall also be located in the Main LT panel room of ESS. Automatic
Power Factor Correction Panel will also be installed here. The L.T. Panel will have air
circuit breakers for controlling the feeders of more than 630 Amp. rating whereas
feeders of 630 Amp. and below will have MCCBs to control them. LT panel shall supply
power to sub distribution boards (SDBs) and floor distribution boards (FDBs) located as
per requirements.
Automatic Power factor equipment (Capacitor Panel) shall be installed to enhance
the power factor to the value of 0.95 in addition detuned filter shall be integrated with
capacitor panel in order to suppress the harmonics.
Main Distribution Board shall be outdoor type of metal clad construction, partly draw
out type having self-aligning type auxiliary contacts for circuit breakers and draw out
modules.
4 pole Bus bars and air circuit breakers shall have short circuit withstand capacity of
50 KA for 1 second duration. Or as per calculation.
Air circuit breakers of incoming transformer, DG and bus coupler shall be of electrically
operated type with the necessary protections.
For all incomers and the main outgoing feeders like AC Equipment, light, power, water
supply and treatment etc., a data logger having digital display, scanning facility of
Electrical parameters, data storing with battery backup and data retrievable by PC
shall be provided.
The main distribution board shall have double source of power supply, one from
transformer and other from D.G.
DOL starters will be provided for motors rated up to 7.5 KW and Star Delta starters for
all motors rated above 7.5 KW will be provided.
Cable Riser will be installed to supply power from the main LT panel to the sub panels.
The power factor correction measurement has to be in accordance with relevant IEC
codes mentioned in specification. It should not only function as P.F correction also it
mitigates harmonics by using active filters. It should be in line compline’s to limit
harmonic in the system as per IEEE 519 E.
There should be energy management system for monitoring, reporting dashboards
and historical data management, which should compile to ISO 50001.
8.6.14. DG SETS - Provision of / Stand-by Power

One (1) No. 1x2000 kVA (For Ragpo Railway Station) for Phase-1 development.
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The Provision will be made for 100 percent power back up. The stand-by powerplant,
which can be quickly/automatically started in case of power failure, is an essential
requirement for important installations like this, where power failure over an extended
period can result in huge losses and set-back to the services.
Diesel Engine shall be of multi cylinder, 4 stroke, water cooled with Engine driven or
electric motor driven Radiator, Turbo charged - after/inter cooled with charged air
cooling, vacuum indicator, Lub oil system, electronic governor, electric start of
suitable BHP at 1500 RPM for above output of alternator at 50 degree C and
conforming to BS 5514, BS 649, IS 10000 with Sound Attenuated Acoustic and
weatherproof Enclosure.
Residential silencer with LRV rock wool insulation having 100 kg per m3 density
insulation shall be provided for each DG set. Independent exhaust pipes from
each DG set shall be taken through a dedicated pipe shaft to the terrace level. The
quality of effluent gas will be ensured as per Pollution Control Board norms. Treated
effluent shall be discharged above the highest terrace level as per the CPCB norms.
The DG Sets will be provided with sound attenuated canopy as per CPCB norms.
8.6.15. UPS for Emergency Lighting

UPS Backup will be provided for 10 % lighting for all common areas for avoiding a total
blackout situation as emergency lighting, since the DG Sets generally take about 15-
30 seconds to start delivering power. These UPS will work in redundancy modes.
The UPS shall have electrical and mechanical characteristics and requirements for a
continuous duty, highly reliable, solid-state type true on-line fully microprocessor
controlled double conversion IGBT based Uninterruptible Power Supply Systems. The
UPS shall provide high quality AC power for sensitive electronic equipment loads. It
shall also supply clean power automatically without any break in the supply in the
absence of raw power. Under no conditions will be protected system get direct supply
from the raw mains unless there is fault in the protected system.
8.6.16. Cables, Cable Trays and Conduits

Power cables will be selected based on the following criteria:
• Continuous current rating
• For Cables laid in air: De-rating factors to be considered for air ambient
temperature, grouping
• For Cables buried in ground: De-rating factors to be considered for ground
temperature, grouping, thermal resistivity, depth of burial
• For Cables laid in duct: De-rating factors to be considered for ground
temperature, grouping, thermal resistivity, depth of burial
• Short circuit rating
• Voltage drops
• Standardization of cable sizes
a) Current carrying capacity: The cable carries the full load current of the
circuit continuously under the specified ambient temperature and other
conditions of installation.
162
b) Derating Factors: The base current ratings of cables are de rated based on-
site conditions such as Maximum ambient design temperature, Maximum
allowable temperature rise under normal full load condition based on the
material of cable insulation (XLPE/PVC), Method of cable laying i.e. outdoor
/ indoor in air, underground/buried with depth of burial, no. of cables in a
group-touching each other or separated by a distance, thermal resistivity.
c) Short Circuit rating of the circuit: All breaker operated feeder cables are
sized to withstand the fault current, for the time taken by the primary
protective system to isolate the fault.
d) Permissible voltage drops: The voltage drop in the cable shall be within
permissible limits.
e) Standardization of cable sizes: Standardization of cable sizes shall be
considered in order to maintain less inventory.
Cable Trays shall be of G.I. ladder type construction for power cables and G.I.
perforated type for control and instrumentation cables (if these cables are flexible).
Widths shall be as required. Thickness of material shall be 2.0 mm. Cable glands shall
be made of Nickel-plated brass and shall be double compression type, complete with
double seal cone grip arrangement, check nut, PVC hood etc. Washers shall be
minimum 1.5 mm thick. However, for indoor termination, single compression type
glands shall be used.
Cable Trays shall be of G.I. perforated/ Ladder type construction for power cables
and G.I. perforated type for control and instrumentation cables (if these cables are
flexible). Widths shall be as required. The thickness of material shall be 2.0 mm. Cable
glands shall be made of Nickel-plated brass and shall be double compression type,
complete with double seal cone grip arrangement, check nut, PVC hood etc.
Washers shall be minimum 1.5 mm thick. However, for indoor termination, single
compression type glands shall be used.
8.6.17. Internal Electrical Work

All areas shall be provided with internal electrical work.
On the platforms, the bus bar trunking (BBT) shall be provided for the lighting and
power outlet system.
All control and lighting circuit cables shall be of single core copper conductor, with a
minimum conductor size of 1.5 mm2.All wires shall be done with FRLS PVC insulated
copper conductor wires in Heavy Duty MS conduit e.g., low voltage wiring - Telephone
cable, data cable, and security co-axial cable, etc. The minimum wire size shall be
1.5 sq.mm copper single core for loop wiring and 2.5sqmm for circuit wiring.
Convenient socket outlet shall be with minimum 4.0 sq.mm copper single core cable
The Ceiling fans, Bracket Fans and Air Circulator to be provided as per the
requirement.
163
8.6.18. Provision of Socket Outlets

In all the areas provision of socket outlets shall be made as per space requirements.
All 16 amp. Sockets shall be 3pin 16 amp. type. All sockets shall be shuttered type.
Sockets are proposed to be provided in the Common areas for cleaning and in the
utility room like sub-stations, pump room etc.
8.6.19. Multipoint Metering at Individual Retails /Commercial

Spaces
Individual Retail Shops, development and inside Railway station areas shall be
provided with three phase power supply through dual source electronic meters.
Meters shall be installed in the individual meter panel board located on the respective
floor.
Common areas and external lighting electrical supply shall also be provided.
8.6.20. Illumination System

The basis of design for illumination system is based on the following lighting criteria:
• Lighting lux level.
• Luminance distribution.
• Glare restriction.
• Direction of incidence of light and shadow effect.
• Colour appearance and colour rendering of the light source.
The lighting installation can satisfy the requirements only if all the quality criteria as
prescribed above is followed and executed.
The illumination levels for different areas are chosen as per recommendation of IS and
other governing bodies. Depending on applications areas such as Equipment areas,
Control rooms, station area and Non plant application areas such as Office room,
Corridors, lobby, reception, porch and other miscellaneous room/areas various
lighting fixtures (decorative) are selected.
The provision of luminaries in various areas / spaces to be designed to achieve the

illumination levels as per relevant standards. The luminaries will be selected keeping in
mind Aesthetics, location requirement, and ease of maintenance and energy
conservation. Each lighting shall be connected through SCADA System & Platform
shed lightings needs shall be operated on 70:30 ratio. As if there is a such area where
no activity is going on that area will be shut off through SCADA. The lux level shall be
provided as per the National Building Code-2016, relevant Indian Standard and/or
International Standard as applicable. All area shall be proposed with LED type light
fixture.
Table 21:Standards for Illumination in Railway Stations
AREA Illumination (Lux Level)

GENERAL
Interactive Area (task location) 200
164
AREA Illumination (Lux Level)

Interactive Area (background) 150
Sign, maps, displays 200
Platform
Outdoor Platforms with canopy 100
Outdoor Platforms without canopy 50
Indoor Platforms 150
Interior passageways 100
Service corridor on tracks (under station) 50
Site
Open Parking Areas 50
Station entrance Areas 150
Station Perimeter 30
Buildings
Concourse 200
Circulating Area 50
Enquiry cum reservation office 200
Ticket Counter At counter 300
TVMs At counter 200
Waiting Area 200
Offices 100
Toilets 100
Lifts Interior 100
Lifts Landing 200
Parcel/Luggage Area 150
Corridors 100
Stairs 100
Cloak Room 250
Restaurant
Kitchen 300
Stores 100
Dining Hall 100
Lighting, fans, sockets etc in the leased-out area i.e., Retail, Kiosk etc. are not in scope
of work.
Lighting power densities (LPD) shall be achieved as per GRIHA/ECBC.
Lighting DB power supply will be at 415V, 3 phase, 4 wire, 50 Hz with effectively earthed
neutral. The supply will be derived from 415V system by providing separate delta/star
lighting transformers. The secondaries of lighting transformers will be connected to
415V, 3 phases, 4 wire, AC lighting distribution boards (LDBs).
The lighting system which will essentially comprise the following three (3) categories.
• Normal 240V AC Lighting System.

• Normal-cum- emergency 240V AC Lighting System.
The lighting is designed based on lux level as per IS 3646.The lighting fixtures will be
selected based on architectural point of view.
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Figure 51:Station Illumination
8.6.21. Fire Survival Cable System

Power supply to emergency fire and life safety system – Emergency power supplying
distribution system for critical requirement for functioning of fire and life safety system
and equipment shall be planned for efficient and reliable power and control supply
to the following systems and equipment, where, provided as per NBC 2016:
a) Fire pumps.
b) Pressurization and smoke venting including its ancillary systems such
as dampers and actuators.
c) Fireman’s lifts (including all lifts).
d) Exit signage lighting.
e) Emergency lighting
f) Fire alarm system
g) Public address (PA) System (relating to emergency voice
evacuation and annunciation
h) Magnetic door hold open devices.
i) Lighting in fire command Centre and security room.
8.6.22. Lightning Protection

Lightning protection as per IEC 62305 is proposed for the building. Risk management
Calculation will be done and elaborated in accordance with the standard EN 62305-
2,
After the risk management calculation Lightning protection will be designed as per
Class II. The grid size as per IEC 62305 is 10 m. Accordingly, grids of dimension 10 x 10
m (or as per design) shall be made on the roof Reinforced concrete elements are
ideally suited as an arrester system and it must be joined to the air termination system
using lightning protection connection components in accordance with IEC 62561-1
(DIN EN 62561-1).
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Steelwork within reinforced concrete structures is considered to be electrically

continuous, provided that major part of interconnections of vertical & horizontal bars
are welded, clamped or overlapped a minimum of 20 times their diameter and bound
or otherwise securely connected. While using structural reinforcement as down
conductor, outer columns which are straight from terrace up to the ground floor shall
be used as down conductor. The steel bars in this column shall be welded\bolted with
proper overlapping at every floor to ensure, proper continuity throughout. At the
ground level steel bars shall be taken out & welded\bolted to the Gl tape and the
tape will be carried out till the earthing pit at ground. Also, at the terrace level steel
bars will be taken out & to be connected to the Air terminal.
For terminal utilizing steel reinforcement as down conductor, the electrical continuity
if reinforcing bars shall be determined by electrical testing between uppermost part
& ground level. The overall electrical resistance shall not be greater than 0.2 ohms
measured using test equipment suitable for this purpose. Surge Protective devices
have considered in all the MSBs as per LPL II
8.6.23. Earthing System

The Earthing system of the entire project will be designed to keep resistance of earth
less than One (1) Ohm or as specified in IS 3043.The protective conductor size is
calculated considering the below mentioned relation as per IS:3043:
S = (I x √ t x C.F)/k
Where
S = cross sectional area of protective conductor
I = Fault current magnitude.
t = time of fault current withstand by the protective conductor.
K = constant (depends upon temperature and material)
C.F. = Corrosion factor
Value of K is taken as per tables: 6A, 6B, 6C, 6D (page 31) of IS: 3043.
TESTING:
On the completion of the entire installation, the following tests shall be
conducted:
➢ Earth resistance of electrodes.
➢ Impedance of earth continuity conductors.
➢ Effectiveness of earthing.
All meters, instruments and labour required for the tests shall be provided. The test
results shall be submitted in the prescribed tabulated form in triplicate to the authority
for approval.
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8.6.24. Smart Street Lighting System

Smart Street Lighting System is all about monitoring and control of light fixture from
anywhere using web application from mobile, tablet, or PC. Basically it has three main
components.
• Switching point control unit.

• Street Light Controllers.
• Web based application for remote monitoring & control.
The system is based on GPRS/Ethernet and RF Mesh technology, which establishes

communication to server and enable data logging, monitoring and control.
System provides user friendly and easy to use Web based software to manage entire
Switching Point Controllers and streetlights.
The main aim of a smart street lighting system is to control energy efficient LED
streetlights to turn on only when needed and to remain in a dim state otherwise. The
system integrates technologies such as: wireless network and dimmable LEDs.
Figure 52:Street Lighting Concept
The illuminance level for road lighting in India is governed by IS 1944 (Part 1& 2): 1970
Code of practice for lighting of public thoroughfare.
Street lighting System will be designed as per IS: 1944 and MOUD guidelines which
classifies the roads inside the Station building.
The layout for street lighting system will be planned in such a way that uniformity ratio
as required by IS: 1944 for roads is maintained.
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Figure 53:Typical Lighting Arrangement Details for Row’s
Our proposed design aims to reduce the carbon footprint and the overall costs of
street lighting by integrating dimmable light-emitting diodes (LEDs) and smart control
technology. The principle of operation is to efficiently control the intensity of the
streetlights to respond to the needs of road users.
8.6.25. Fire Alarm and Detection System

The purpose of providing fire alarm and detection system is to provide early
notification to all building occupants in a fire scenario and inform occupants to
evacuate the area accordingly. Thus, it may be possible to manually extinguish the
fire even before it develops into a major hazard.
It is proposed to provide an automatic intelligent addressable fire detection & alarm
system in the station and other building. The Intelligent addressable system shall be
with communication, notification & Interface capability. All the areas of the building
will be provided with the smoke/heat detection system employing various types of
detectors. Response Indicators, Manual call stations, repeater Panels and Main Fire
Control panel shall be provided at appropriate places. The design criteria of IS 2189,
NBC 2016 are followed for designing the fire detection and alarm system, NFPA 72 is
referred. The system shall be as per UL/EN standards. Beam detectors are proposed in
the areas with height above 10m. In other areas, multi-sense detectors are proposed.
The system shall be state of the art, reliable and operated from a central location to
provide coordination in case of fire. In addition, the fire alarm control panel shall also
integrate with the public address system and hooters/strobe lights for planned
evacuation.
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APPLICABLE CODES AND STANDARD-

IS:2175: Heat sensitive detectors.
IS:2189: Automatic fire detection and alarm system.
IS:11360: Smoke detectors.

NFPA 71 & 72: Commissioning tests for fire alarm systems.
BS:5839: Commissioning tests for fire alarm systems.
BS: 5445, UL&FM/NFPA/EN: Fire detection & Alarm System.
UL864/EN: Fire Alarm Panel.
UL268/EN: Duct Detector.

National Fire Protection Association (NFPA) - USA:
UNDERWRITERS LABORATORIES INC. (UL) – USA
The system proposed shall be intelligent, addressable fire detection and alarm system.
It shall consist of microprocessor-based fire alarm control panel, communication
cable, intelligent addressable photoelectric type smoke sensors, rate of rise electronic
thermal sensors, Gas suppression System (For Server Room), Beam detector where
Detection to be done at high ceiling area (above 10m), manual call points, hooters,
fault isolators, and control cabling.
Photoelectric smoke detectors shall be provided above false ceiling where space
between the false ceiling and the slab is 800 mm and more. All devices including Main
Fire Alarm Panel shall be UL/EN listed.
These shall continuously measure the percentage of obscurity in the area and transmit
this value to the stand-alone controller for evaluation and subsequent alarm
generation, if required. Detectors will be multi-sensor as required for the environment
and all the detectors shall have self – diagnostics capability. All automatic fire
detectors shall be interchangeable without requiring different mounting bases or
alterations in the signal panel.
Pull / Push down Resettable type units will have an addressable built-in monitor
module. The starting of sprinkler will be reflected as an alarm signal. Flow switches will
form part of appropriate loop and the switching on or off of above will be as shown
in the Alarm Matrix.
The Fire Alarm panel triggers the smoke extraction systems in the Corridors, and also
the staircase and lift pressurization systems.
FAD System consist of intelligent Addressable, Multi Criteria Detector, smoke detector,
Heat detectors Addressable Manual Pull Station, Fault Isolators, Control Modules,
Monitor Module, Response Indicators, Hooters Cum strobe, addressable beam
detectors etc. as per NBC with the help of 2x1.5 sq.mm Cu FR Arm. cable.
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The addressable type fire detection system will be used with photoelectric type Multi/
smoke detectors with inbuild isolator, which shall use minimum power to economize
circuit power to accommodate at least 240 Detector/ Devices in one Loop. The
Detectors shall be designed/ Selected for adaptability to humid locations without
performance deterioration.
The fire alarm panel would be located at Fire Control room. The fire alarm should be
integrated with the H.V.A.C system to facilitate automatic closure of the dampers
upon the activation of the F.A.S.
The fire detection and alarm system of the building shall be integrated with respect to
the zoning of PA system so that in case of fire, PA system shall automatically come in
announcement mode of that zone and play pre-recorded evacuation messages
from PA system. The PA system shall be independent from the fire alarm system
however system should be integrated with zoning of PA system.
8.6.26. Closed Circuit Television System

The Closed-Circuit Television System is intended for comprehensive round the clock
surveillance of the common area, parking area and service area of the Complex from
security control room. The following category of areas shall be monitored by the
system in the priority as given below:
Lift Lobbies, staircase in the building with fixed integrated coloured Dome cameras.
Parking areas in basements in the building with fixed integrated coloured Dome
cameras.
Service areas with fixed coloured normal cameras.
CCTV shall be provided at Arrival & Departure Concourse, FoB’s including connecting
concourse, front station side (Entry & Exits), rear station side (Entry & Exits),
Outdoor type fixed coloured Cameras will be provided of the perimeter surveillance.
For safety of passenger on camera inside and one camera outside each lift and tow
cameras for whole length of escalator should be provided.
The CCTV system shall be suited to the surveillance requirements and shall provide
performance through highly reliable equipment. The system shall provide clear and
sharp picture on TV monitor in all lighting conditions at any time of the day or night
with minimum illumination level.
All TV cameras shall be linked to TV monitors in the security control room through
programmable video distribution/ switching units, which shall enable operator to
switch on any of the camera on any TV monitor. Pictures from various cameras
locations shall be displayed on TV monitor in a programmed sequence and in short
selectable time intervals with facility of automatic/ manual selection, continuous
recording of all cameras shall be possible with the real time digital recorder for
recording the event.
Facility shall be provided for multi view display on TV monitor. It shall also be possible
to have free enlarged view and freezing of the picture on TV monitor from any
camera and also its video recording, as required.
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Video recording facility integrated into the system through time lapse real time digital
video recorder fitted with a time/ date generators, identifying each frame recorded
on the tape with date and time. This shall enable knowing at a later date the exact
moment of the event occurrence and identification of the area / zone.
8.6.27. FACADE Light

Proper arrangement for creating highlight effect in night time shall be provided with
use of inbuilt light in the façade wall and focus light as per design and drawing
approved by the authority engineer.
8.6.28. Miscellaneous / Other Works

a) PA System Applicable to Fire Alarm System
b) EPABX Communication System with Voice And Video Management
System
c) Access Control and System
d) Integrating Intrusion Detection, Access Control and Video
Surveillance
e) IBMS and IBMS Control Rooms
f) Public Address & Background Music System
g) Control Room Design (Centralized Command & Control Centre And
Decentralized Facility Manager Console In each Tower and
Commercial Area
h) Display Panels
i) Parking Management System
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8.7. HVAC System
8.7.1. Introduction
This chapter covers the Heating Ventilation and Air-conditioning (HVAC) system
requirements for the underground sections of the proposed area. It includes the
following.
- Station Heating and Air-conditioning System
- Ventilation System Pressurization system as per NBC.
1. Outdoor Design Conditions: Outside air conditions are extracted from
the web.
Summer
Dry Bulb Temp. 25-30 deg. C
Wet Bulb Temp. 20-25 deg. C

Monsoon
Wet Bulb Temp. 18 to 22 deg. C

Winter
Wet Bulb Temp. 0-10 deg. C
2. Building Envelope
Envelope Followed Composition
1. Glass: Double glass SHGC=0.45 & U value=0.49 Outer 6 mm thick, 12 mm air

Btu/hr-Sq.ft-°F Gap + inner 6 mm clear
2.
double glass
3. External Wall U Value=0.36 Btu/hr-Sq.ft-°F 230 mm thick brick wall
4. Floor / Ceiling U Value=0.38 Btu/hr-Sq.ft-°F 150 mm thick RCC slab with
tile finish at one end
5. Internal Partition U Value=0.33 Btu/hr-Sq.ft-°F 200 mm thick brick wall

Wall
HVAC/VRF system which shall include air-conditioning (HVAC / VRF / VRV type Air
Conditioning System) for all the following areas.
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Rangpo Railway Station

Building Facility BuA Tentative AC Ventilation Proposed Air-
no. Area(Sqm) Tonnage (TR) Airflow conditioning
(CFM)
T1 Railway Station 12851 272 141,316 500TR Water
Building (2W Coole
T2 MMTH BUILDING 25208 411 326,909 +1S) d
T6 Retail & Budget 5336 213 - Centrif
Hotel ugal
R1 Railway housing 2109 - - Chiller
(Type-2)
R2 Railway housing 1530 - -
(Type-3)
P Parcel building 550 - -
8.7.2. Design Concepts for HVAC System

We have proposed different type of Air-conditioning system for different type of
buildings as per technically feasibility & Green building requirement.
Normal ventilation, Smoke Exhaust & pressurization system have been considered as
per NBC.
The HVAC system has been designed keeping in view the following:
➢ Continuity and reliability.
➢ Concentration/distribution of loads.
➢ Energy efficient method
➢ Variable frequency derived motors
➢ Controlled outdoor air quantity into the system
➢ Safety of personnel and equipment.
➢ Investment and operational costs.
➢ Compliance with various statutory provisions.
➢ Ease of maintenance.
➢ Maximum interchange ability of equipment.
➢ Minimum fire risk.
➢ Simplicity of Operation
8.7.3. Applicable Codes and Guides

➢ American Society of Heating, Refrigeration and Air Conditioning
Engineers (ASHRAE) Standards.
➢ Indian Society of Heating, Refrigeration and Air Conditioning Engineers,
Inc. (ISHRAE).
174
➢ National Building Code of India 2016. ECBC – 2017 – Energy conservation

building code.
➢ ARI – Air-conditioning and Refrigerant institute.
➢ IS – Relevant IS Codes.
➢ National Fire Protection Association (NFPA)
➢ Underwriters Laboratories, Inc. (UL)
➢ SMACNA
➢ Relevant Bureau of Indian Standards (BIS) Codes
➢ CPWD General specifications (E & M)-2017
8.7.4. Green Building Features

➢ (i) AHUs, & TFAs with VFD shall be used.
➢ (ii) CFC & HCFC free refrigerants shall be used.
➢ (iii) AHU, TFA, motors will be IE-4 rated.
➢ (iv) Over deck insulation with high S.R.I (Solar reflective index) finishes.
8.7.5. Proposed Type of HVAC system

• Split Air- Condition System.
• VRV / VRF System.
• Precision Air-conditioning (PAC) System
• Water cooled hilled water system.
8.7.6. Split Air- Condition System

The split units shall consist of hermetically sealed rotary/ reciprocating
compressor, motor, evaporator, evaporator fan, air cooled condenser,
integral refrigerant piping and wiring.
Indoor unit shall be housed in insulated cabinet consisting of motor,
cooling coil, blower with motor, filter & insulated drain pan.
Outdoor unit to be installed on terrace/as directed by engineer in
charge, shall consist of compressor, air cooled condenser coil with fans,
all mounted on a steel frame. The total de-rating on all accounts will not
exceed more than 10%.
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8.7.7. VRV / VRF System

VRF system, VRF/VRV is a technology that circulates only the minimum amount of
refrigerant needed during a single heating or cooling period. This mechanism
introduced the opportunity for end users to individually control several air
conditioning zones at one time.
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Water cooled chilled water

system.
Chilled water systems provide

cooling to a building by using
chilled water to absorb heat from
the building's spaces. At the heart
of the water chilled system, a
chiller removes heat from water
by means of a refrigeration cycle.
... It also uses the most energy in a
chilled water system.
AIR WASHER: To be proposed for

Makeup air Kitchen area and for
evaporative cooling also.
An air washer is a device for conditioning air. In an air washer air comes in direct
contact with a spray of water and there will be an exchange of heat and mass (water
vapour) between air and water. The outlet condition of air depends upon the
temperature of water sprayed in the air washer.
WET AIR SCRUBBER UNITS: To be proposed for Exhaust air Kitchen area.The term wet
scrubber describes a variety of devices that remove pollutants from a furnace flue
gas or from other gas streams. In a wet scrubber, the polluted gas stream is brought
into contact with the scrubbing liquid, by spraying it with the liquid, by forcing it
through a pool of liquid, or by some other contact method, so as to remove the
pollutants.
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8.7.8. COMPARATIVE ANALYSIS OF A FEW PROBABLE SYSTEMS OF

AIR CONDITIONING
A few probable systems of Air Conditioning which can be adopted for this
application are briefly described below:
System-A:
Central Chilled water system consisting of a central chilled water plant with Air
cooled screw chillers suitable for R-134a refrigerant, primary and secondary chilled
water pumps and individual AHUs with air distribution system for individual floors and
fan-coil units for Guest Rooms on seventh and eighth floors. For Energy saving during
part load operation, the secondary chilled water pumps are to be provided with
VFD (Variable Frequency Drives).
System-B
Conventional Split units with air cooled outdoor units and indoor units for each
individual room / zone with fresh air cooling and distribution system for individual
floors.
System-C
VRF (Variable Refrigerant Flow) system with central outdoor units (air cooled) and
individual indoor units for individual rooms/ zones with fresh air cooling and
distribution system for individual floors.
A comparative analysis of the above systems with respect to the important system
attributes are presented below:
System System-A System-B System-C
Attributes ٧ /
Systems >
Environment Environment friendly Standard units as available Environment friendly
friendliness in refrigerant R-134a can be are suitable for R-22 refrigerant R-410A is used.
respect of used. refrigerant which is less
refrigerant environment friendly and will
be phased out by the year
2040.
Water More. Less. Less.
Requirement Some loss of chilled water is A small amount of make-up A small amount of make-up
inevitable, which is required to water required for the water required for the chillers
be made up with fresh supply chillers of Fresh Air cooling of Fresh Air cooling system.
of water and such make up system.
water should be properly
treated using some water
treatment plant/equipment.
Space More. Less. Less.
Requirement
A central plant room is No plant room is required. No plant room is required.
required for housing the Outdoor units can be placed Outdoor units can be placed
chilled water pumps and on outside walls and centrally over the roof. Indoor
associated electrical terraces. Indoor units are units are placed inside
equipment. Moreover, AHU placed inside individual individual rooms /zones.
rooms are required in all the rooms /zones.
floors excepting 7th & 8th Ceiling suspended/ Floor
floors containing Guest rooms Ceiling suspended/ Floor mounted type Treated Fresh
for which Fan coil units are mounted type Treated Fresh Air units (TFA) are to be
provided. Air units (TFA) are to be located at in each floor (usually
located in each floor (usually one no. for each floor). Foot
178

Attributes ٧ /
Systems >
one no. for each floor). Foot prints of such TFA units are
prints of such TFA units are very small, since they handle
very small, since they only the fresh air required for
handle only the fresh air each floor.
required for each floor.
Installed Plant Around 300TR Around 280 TR (for both Around 160 TR for Outdoor
Capacity outdoor and Indoor units) + units and 240 TR for Indoor
80 TR for Fresh air cooling. units +80 TR for Fresh air
cooling.
Owning cost 180 Lakhs (Approx.) 129 Lakhs (Approx.) 185 Lakhs (Approx.)
(Rs.)
Part Load Step less and can operate Only On/Off operation of Step less and can operate with
operation with around 20 % load. each unit. around 10 % load.
Annual 52 Lakhs (Approx.) 60 Lakhs (Approx.) 38 Lakhs (Approx.)
Operating Cost
Rs.
Air Distribution Elaborate ducting network Very small quantity of Very small quantity of ducting
system required. ducting required with Fresh required with Fresh air system
air system and a few and a few ductable indoor
ductable indoor units only. units only.
Condensate Condensate draining is easier Condensate draining is very Condensate draining is easier
draining facility considering only one location difficult. Drain piping with since each indoor unit is
of AHU room in each floor. proper slope is to be provided with its own drain
provided from each Indoor pump. Drain piping can be
unit to the nearest toilet routed above false ceiling.
/pantry/Kitchen. For hiding
such drain piping, wall
chases are required.
Redundancy In this comparison no stand- In this case also no stand-by In this case no stand-by is
requirement by chiller and AHU is Indoor or outdoor units have required for outdoor units since
envisaged. However one been envisaged. But due to failure of one compressor will
module each of primary and multiple numbers of be compensated for, by higher
secondary pump has been equipment, small areas will speed operation of other
considered. suffer in case of failure of compressors.
Therefore, in case of failure of one unit. However, in case of failure of
one chiller or one AHU, A few one Indoor unit, very small
floors will suffer. portion of area served by that
Indoor unit will suffer.
Therefore, this system is more
flexible and reliable than other
systems compared.
Building Outside Building face is not Outside Building face will be Outside Building face is not
aesthetics affected with this system. much affected with the affected with this system, since
placement of a number of all outdoor units are located on
outdoor units. the roof.
System Not applicable. Distance between the out Level difference between
limitation due door and indoor units should indoor and outdoor units may
to longer not be more than 6 M be as high as 90 M. Total
refrigerant pipe without de-ration of the unit actual length of the refrigerant
length capacity. piping interconnecting the
indoor and outdoor unit may
be as high as 165M.
Close control Control of inside conditions Control of inside conditions More precise control with a
of Inside may be achieved within a may be achieved within a control band of ± 0.5 Deg C
conditions band of ± 2 Deg C DB and RH band of ± 2 Deg C DB and DB of inside conditions is
can be maintained within 40% RH can be maintained within possible since each indoor unit
-50%. 60%. is provided with an electronic
expansion valve. Maintaining
of RH less than 60 % may also
be possible considering
treated fresh air supply.
179

Attributes ٧ /
Systems >
Effect on Chiller compressors are Starting current is high and Starting current of
Electrical provided with soft starter and therefore needs higher compressors driven by DC
system therefore starting current is rating of electrical items like inverters is the lowest. Such
very low. MCB, contactors fuses etc. drive also improves System
Total Power consumption is Power Factor to around 0.95,
higher and therefore needs which in turn reduces power
higher rating of power consumption. Therefore, cost
distribution system. of power distribution system
becomes the lowest due to
lower rating of electrical items.
180
8.8. VENTILATION SYSTEM
8.8.1. General
The ventilation fans, blowers shall be complete in all respects and shall generally
comply with the specifications given below:
Fans performance rating data shall be tested accordance with AMCA Standard 210-
85 (Air Moving and Conditioning Association), ANSI/ASHRAE Standard 51-1985
“Laboratory Methods of Testing Fans for Rating”. Sound ratings shall conform to AMCA
Standard 300-85, “Reverberant Room Method for Sound Testing of Fans”
All fans shall be dynamically trim-balanced to ISO1940 and AMCA 204/3 - G2.5 quality
grade after assembly. A computer printout with the vibration spectrum analysis shall
be attached to the fans.
8.8.2. Propeller Fans: Proposed for toilet, pantry exhaust

The propeller fan is a comparatively simple form of a fan with a sheet metal, 3–6
bladed impeller directly driven by a motor mounted in the airstream. Efficiencies up
to 75% can be achieved, though pressure development is low and overloading can
occur if the fan is installed in a system with too high a resistance. Single phase 220V,
50 Hz power supply point within 2 meters from the fan shall be available.
8.8.3. Inline Fans: Proposed for toilet, pantry exhaust

Inline fans present an attractive option for homeowners who want to locate the fan
away from the room or rooms that need exhausting. Inline fans are mounted inline
with the ductwork, bringing air from the inside and to the outside of the home. An
inline fan may also be described as a remote-mounted fan.
8.8.4. Axial Flow Fans

• The Axial Fan Blades shall be of Cast Aluminium of aerofoil design for
high efficiency and high static pressure. The blades shall be joined
together on cast aluminium hub.
• The mounting ring shall be of CRCA/sheet steel with steel brackets
to connect the frame, with the Fan/Motor assembly. Rubber mounts
shall be provided between the mounting frame and the mounting
brackets.
• Fan shall be complete with motor, motor mount, belt driven (or
direct driven) and vibration isolation type, suspension arrangement
as per approved for construction shop drawings.
• Casing shall be constructed of heavy gauge GSS. Fan casing, motor
mount and straightening vane (wherever specified) shall be of
welded steel construction. Motor mounting plate shall be minimum
20mm thick and machined to receive motor flange.
181
• Straightening vanes (wherever specified) shall be aerodynamically

designed for maximum efficiency by converting velocity pressure to
static pressure potential and minimizing turbulence. Casing shall be
bonderized, primed and finish coated with enamel paint.
• Rotor: hub and blades shall be cast aluminium or cast steel
construction. Blades shall be die-formed aerofoil shaped for
maximum efficiency and shall vary in twist and width from hub to tip
to effect equal air distribution along the blade length. Fan blades
mounting on the hub shall be statically and dynamically balanced.
Extended grease leads for external lubrication shall be provided. The
fan pitch control may be manually readjusted at site upon
installation, for obtaining actual air flow values, as specified and
quoted. All rotors shall be statically and dynamically balanced as
per AMCA 204-05 standard to a minimum of BV-3 level.
• Motor shall be energy efficiency squirrel-cage, totally-enclosed, fan
cooled standard round frame, constant speed, continuous duty,
single winding, suitable for 415+ 10% volts, 50 cycles, 3 phase AC
power supply, provided with class ‘F’ / ‘H’ insulation as specified in
schedule of quantity. Motor shall be specially designed for quiet
operation. The speed of the fans shall not exceed 1000 RPM for fans
with impeller diameter above 450 mm, and 1440 RPM for impeller
diameter 450 mm or less. For lowest sound level, fan shall be selected
for maximum efficiency or minimum horsepower. Motor conduit box
shall be mounted on exterior of fan casing and lead wires from the
motor to the conduit box shall be protected from the air stream by
enclosing in a flexible metal conduit.
• The fans should be selected at maximum efficiency and low noise
level conditions. The minimum acceptable total efficiency of the
fans shall be 70% and the sound pressure should not exceed 80
db(A) at a distance of 3 Mts. when measured in an hemispherical
surface under reverberant room conditions. Fan performance shall
be based on tests conducted in accordance to AMCA 210 for air
performance and AMCA 300 for Inlet sound power levels. These fans
shall be licensed to bear the AMCA seal for air and sound
performance
• Drive to fan shall be provided through belt drive with adjustable
motor sheave and standard sheet steel belt guard with vented from
for heat dissipation. Belts shall be of oil-resistant type.
• All the High temperature/Exhaust Fans should either be EN-12103-3
or UL tested for High temperature (UL Power & smoke Ventilation
listed) for a minimum of 250 Deg C for a minimum of 2 Hrs and should
be UL or CE labelled
• Vibration isolation: The assembly of fan and motor shall be
suspended from the slab by vibration isolation suspension of rubber-
in-sheet type.
Accessories: The following accessories shall be provided with all fans:
I. Outlet cone for static pressure regain.
ii. Inlet cone.
182
• Fan shall be factory assembled and shipped with all accessories

factory mounted.
• Limitation: The air velocity limits shall be as per Schedule of
Equipment and/or BOQ but in no case exceed.
• Outlet velocity shall not exceed 12.70 M/s (2500 FPM) for normal
ventilation fans.
• Inlet Velocity shall be limited to 8 M/S (1000 FPM)
• Outlet velocity shall not exceed 15.2M/s (3000 FPM) for smoke fan &
pressurization fan.
8.8.5. Rectangular Duct Work & Air Distribution

The ducts shall be fabricated from galvanized steel sheets as per SMACNA.
All duct work, sheet metal thickness and fabrication unless otherwise directed, shall
strictly meet requirements, as described in SMACNA
The thickness of the sheet shall be as follows:-
Rectangular ducts upto 900 mm 26 gauges
Rectangular ducts 901mm to 1200mm 24 gauge
Rectangular ducts greater than 2101mm 18 gauge
SMACNA STANDARD
Dimensions of Ducts Gauge G.I Joints
Up to 600 26 (0.48mm) C & SS
601 to 900 26 (0.48mm) TDF

901 to 1200 24 (0.63mm) TDF
1201 to 1800 22 (0.80mm) TDF
1801 to 2250 20 (1.0mm) TDF

2251 and above 18 (1.25mm) TDF
Dimensions of Ducts Gauge G.I Aluminium
Up to 750 24 (0.63mm) 22 (0.80mm)
751 to 1500 22 (0.80mm) 20 (1.0mm)

1501 to 2250 20 (1.0mm) 16 (1.61mm)
183
2251 and above 18 (1.25mm) 14 (1.99mm)
GRILLES
The supply and return air grilles shall be fabricated from aluminium/ MS
extruded sections (As per Schedule of Quantity). The supply air grilles shall
have double louvers. The front horizontal louvers shall be of extruded
section, fixed type. The rear vertical louvers shall be adjustable type. The
return air grille shall have single horizontal extended section fixed louvers.
Air Transfer Grille
Air transfer grilles shall be in extruded aluminium construction. The grilles
shall be complete with single /double frame suitable to be fixed on the
door panel from both sides. The central core shall be no-see-thru type.
DIFFUSERS
• The ceiling type round or square diffusers shall be of extruded
aluminium sections with flush or step down face, as specified with
fixed pattern and round neck.
• The diffusers shall be die formed for proper air diffusion.
• All supply diffusers shall be provided with black anodized extruded
aluminium dampers, with knurled knobs for adjustment from the
bottom.
LINEAR DIFFUSERS /GRILLES
• The linear diffusers/grilles shall be fabricated from the extruded
aluminium sections. The diffusion blades shall be die formed, flush
mounted type with single or double direction air flow.
• The frame also of extruded aluminium sections shall hold the louvers
tightly in fixed position. The dampers as described under grilles shall
be provided wherever specified.
DAMPERS
• At the junction of each branch duct with main duct and split of main
duct, volume dampers must be provided.
• Dampers shall be two gauges heavier than gauge of the large duct,
and shall be rigid in construction to the passage of air.
• The volume dampers shall be of an approved type, lever operated
and complete with locking devices which will permit the dampers
to be adjusted and locked in any positions.
• The dampers shall be of splitter, butterfly or louver type (As per
schedule of quantity). The damper blade shall not be less than
1.25mm (18 gauge), reinforced with 25mm angles 3mm thick along
any unsupported side longer than 250mm. Angles shall not interfere
with the operation of dampers, nor cause any turbulence.
• Automatic and manual volume opposed blade dampers shall be
complete with frames and bronze bearings as per drawings,
dampers and frames shall be constructed of 1.5mm steel and
blades shall not be over 225mm wide.
184
• Wherever required for system balancing, provide a volume

balancing opposed blade damper with quadrant and thumb screw
lock. Provide damper rod and damper block with upset screws.
• After completion of the duct work, dampers are to be adjusted and
set to deliver the required amounts of air as specified on the
drawings.
FIRE CUM SMOKE DAMPER
The fire dampers shall be made from heavy gauge galvanized steel in multi plate
construction. The damper shall be provided with Jam seal (compression type) on sites
to prevent spread of smoke and fire. The motorized damper shall activate on a signal
or either an electronic thermal sensor (74°C UL stamped) mounted in the air stream or
from the smoke detector system. The fire dampers and smoke detectors are to be
installed in supply air duct & return air duct.
The dampers shall be equipped with a well-designed control panel, using high
components which consume less power. It shall operate at 24 volts obtained through
a step down transformer. The panel is protected against surge currents or short circuits
through a Fuse connected on the PCB. The panel shall have an optional power supply
of 24 V AC. The control panel shall be well protected against wrong switching. All fire
cum smoke damper must be qualified under UL standard 555-1995 of approved 90
min. fire rating.
The actuator for fire damper shall be capable of supplying at least 10 Nm of torque
to the damper shaft. The actuator shall be mounted in the metal enclosure with
service access.
VENTILATION AIR INTAKE LOUVERS
Ventilation air intake louvers 50 mm deep wherever required as per shop drawing will
be made of GI construction. The blades are inclined at 45 °on a 40 mm blade pitch
to minimize water ingress. The lowest blade of the assembly shall extend out slightly
to facilitate disposal of rain water without falling in door/wall on which it is mounted.
STORM PROOF EXHAUST AIR LOUVERS
Ventilation Exhaust air louvers 80mm deep wherever required as per shop drawing will
be made of GI construction/powder coated extruded AL construction as per BOQ.
The blades are inclined at 45 degree on 75 mm blade pitch to minimize water ingress.
The lowest blade of the assembly shall extend out slightly to facilitate disposal of rain
water without falling in door / wall on which it is mounted.
FLEXIBLE DUCT CONNECTION

The Flexible Connection should be made of TF quality fire retardant double canvas or
imported fabric of fiberglass weave having silicone rubber coating, as mentioned in
the schedule of quantities. Flexible connections shall be air tight & water proof and
withstand high temperature application, non-flammable type and does not support
combustion. There shall be extruded Angle aluminium frame at both ends for
connection.
ACCESS PANEL
185
A hinged and gasket access panel shall be provided on duct work before each
control device that may be located inside the duct work.
MISCELLANEOUS
• All ducts above 450mm are to be cross broken to provide rigidity to
the ducts.
• All duct work joints are to be true right angle or approaching with all
sharp edges removed.
• Sponge rubber gaskets also to be provided behind the flange of all
grilles.
• Each shoot from the duct, leading to a grille, shall be provided with
an air deflector to divert the air into the grills through the shoot.
• Inspection doors measuring at least 450mm x 450mm are to be
provided in each system at an appropriate location, as directed by
Engineer in Charge.
• Diverting vanes must be provided at the bends exceeding 600mm
and at branches connected into the main duct without a neck.
• Proper hangers and supports should be provided to hold the duct
rigidly, to keep them straight and to avoid vibrations. Additional
supports are to be provided where required for rigidity or as directed
by Engineer in Charge.
• The ducts should be routed directly with a minimum of directional
change.
• The duct work shall be provided with additional supports/hangers,
wherever required or as directed by the Engineer in Charge, at no
extra cost.
• All duct supports, flanges, hangers and damper boxes etc. shall be
given 2 coats of red oxide paint before installation and one coat of
aluminium paint after the erection, at no extra cost.
• All angle iron flanges to be welded electrically and holes to be
drilled.
• All the flanged joints, to have a 4mm thick felt packing stack to the
flanges with shellac varnish. The holes in the felt packing are to be
burnt through.
• The G.S.S. ducts should be lapped 6mm across the flanges.
• Sheet metal connection pieces, partitions and plenums required,
shall be constructed of 1.25 (18 gauge) sheet thoroughly stiffened
with 40mm x 40mm x 6mm angle iron braces and fitted with access
doors.
186
9.0 RELOCATION PLANNING OF STRUCTURE
As the Rangpo station is a greenfield development, there is no need for the

relocation of existing structures.
187
10.0 STRUCTURAL AND GEO TECHNICAL CONCEPTS

This chapter is an abstract of approach and assumption considered for structural
design of proposed Structures for Phase-1 development of Rangpo Railway Station.
This section shall meet all respective codal requirement as mentioned in section
below.
The aim is to collect in unique document for all the Design Inputs to be employed for
the Structural calculations and preparation of DPR Drawings. This section gives the
basis for calculations including applicable codes and standards, material properties,
design method, loading to be considered (Gravity along with Lateral). This section
shall be used as reference for future calculations and structural drawings.
As parameters assumed in this report are going to be the Basis for Structural Design
calculations, based on which drawings shall be issued to site.
10.1.DESIGN CODES AND STANDARDS

In the analysis, design and detailing of the building, the latest editions of following
Indian Standards shall be followed:
Table 22:Design codes and standards
IS Code Description
IS 456 Plain and Reinforced Concrete – Code of Practice
IS 800 Code of Practice for General Construction in Steel
IS 875 (Part I) Dead Loads – Unit Weight of Building Material and Stored
Material
IS 875 (Part II) Imposed Loads
IS 875 (Part III) Wind Loads (Amended 2016)
IS 875 (Part V) Special Loads and Combinations
IS 1343 Code of practice for Pre-stressed Concrete
IS 1893 Criteria for Earthquake Resistance Design of Structure
IS 1904 Design &Construction foundations in Soil: General Requirements
IS 1905 Code of practice for structural use of unreinforced masonry
IS 2911 Code of Practice for design & Construction of pile foundation
IS 2950 Code of Practice for Design &Construction of Raft Foundation

(Part 1)
IS 3370 Code of practice for concrete structure for the storage of liquids
IS 4326 Earthquake Resistant Design and Construction of Buildings
188
IS Code Description
IS 13920 Ductile Detailing of R C Structures subjected to Seismic Forces
SP 16 Handbook for Structural Engineers
SP 7 (2) National Building Code of India
SP 34 Handbook on Concrete Reinforcement & Detailing
IS 1617 Reinforcement couplers for mechanical splices of bars in

concrete
IS: 4923 Specification for Hollow steel section for structural use
NBC National Building Code of India 2016
IS:432 Specification for Mild Steel and Medium Tensile Steel Bars and
Hard Drawn Steel Wire for Concrete Reinforcement.
Where the design is not covered by Indian Standards, reference shall be made to
international standards for guidance.
10.2. METEOROLOGICAL CONDITIONS

Proposed project is in Rangpo, Sikkim , India. General environment to which concrete
will be exposed during its working life as per classification given in Table 3 of clause
8.2.2.1 of IS: 456 shall be Mild / Moderate Exposure Conditions. Concrete in contact
with soil shall be considered as moderate exposure and otherwise concrete is
considered as Mild Exposure.
Proposed Concrete Cover is based on Environmental Exposure Condition Durability,

and Fire Rating criteria as per recommendations of IS 456.
Structural Member Cover (mm) Remark
Raft Foundation/Pile Cap 75(Bottom) --
50 (Top and sides)
Isolated and Strip Footing 50 --
Plinth Beam/Tie Beam 30 From face of ties
Retaining Wall 30 Earth Face
25 Inside Face
Water Retention structures 30 Liquid/Earth Face
25 Inside Face
STP structure 35 Liquid/Earth/ Face
189
Column /Pedestal 40 From face of ties
Shear Walls 40 From face of ties
Beams 30 From face of ties
Slabs 25 From face of ties
Note: Thickness of cover excludes Plaster or any other decorative finish.
10.3. STRUCTURAL MATERIALS

Cement
Ordinary Portland cement of 43 Grade confirming to IS 8112 and IS 12269, respectively

shall be used (fly ash component shall not be more than 20% of total cementitious
content).
Reinforcement
Only thermo-mechanically treated reinforcement bars of Grade Fe 500-D with

minimum Elongation of 14.5% conforming of IS 1786 shall be used. Reinforcement Bars
of 8, 10, 12, 16, 20, 25, 32 mm shall be used. Mechanical couplers should be used for
splicing of reinforcement of 16mm diameter bars and above in columns to achieve
economy.
Structural Steel
Structural Steel Conforming to IS 2062 shall be used with yield strength of 250 MPa or
310MPa depending on the design. Hollow steel section such as pipe, SHS, RHS etc.
section can be used with yield strength of 310 MPa.
Concrete
Minimum Grade of Concrete in all RCC structural members shall be M30.
Concrete of Grade M10 or equivalent shall be used in filling, plum concrete, levelling
courses and other non-structural items. Density of Reinforced concrete and Plain
Concrete is assumed as 25 KN/m3 and 24 KN/m3 respectively. All concrete mix shall
be designed by competent agency and same shall be approved by Engineer-in
charge prior to execution.
Recommended Minimum Grade of Concrete for various structural elements:
Table 23:Recommended minimum grade of concrete
STRUCTURAL ELEMENT MINIMUM CONCRETE GRADE TO BE USED
Pile Cap/ Pile M40
Earth retaining structures M30
Column/Shear Wall M40
190
Conventional Beam/Slab M30
Water Retaining Structure/STP M30
10.4. STRUCTURE FEASIBILITY AND DESIGN
10.4.1. Vertical Deflection

To control deflection of structural elements, the criteria given in clause 23.2 of IS:
456:2000 shall be adhered. All structural elements are designed in such a way that
final deflection due to all loads including shall not exceed span/250 or 20 mm
whichever is minimum.
10.4.2. Lateral Deflection

The overall lateral deflections of the buildings shall not exceed the following:- H/250 is
nothing but maximum allowable story drift of 0.004.
Similarly for wind load as well.
10.4.3. Control Of Cracking

Cracking of concrete will occur whenever the tensile strength of concrete is
exceeded to its Modulus of Rupture. As concrete has relatively low tensile strength as
well as low failure strain in tension, cracking is usually inevitable in normal reinforced
concrete members. However, the degree of cracking (in terms of width, depth and
spacing of cracks) can be controlled through careful reinforcement detailing and
adequate member section. To avoid excessive cracking in the flexural members,
maximum diameter and spacing of reinforcement bar is restricted as per the detailing
guidelines rules mentioned in clause 35.3.2 (Page-67) IS: 456:2000. For calculation of
crack width, nominal cover required as durability shall be considered.
Crack width limits
•0.3 mm – members where cracking is not harmful (Super Structure Structural

Elements)
•0.2 mm – where cracking is harmful (Sub Structure Structural Elements – Retaining

Walls and Foundation and Water tank walls/roof)
•0.1 mm – for structural elements exposed to aggressive environment (STP)
191
10.5. NOISE AND VIBRATION MITIGATION MEASURES

The long floor spans in the station Concourse Level will be susceptible to greater
vibration effects than standard building spans. The adequacy of the floor in terms of
occupant-induced vibrations shall satisfy the acceptance criteria in BS6472,
(Evaluation of human exposure to vibration in buildings (1 Hz to 80Hz), London, British
Standards Institution, 1992) by applying the procedures in Design Guide on the
Vibration of Floors’.
The acceptance criteria to be adopted for typical office floors, retail areas and the
like is that the Response Factor, R, (as defined in the above publication) shall be less
than or equal to 8 – equivalent to a peak acceleration of 0.57%g.
10.6. LOADING STANDARDS AND COMBINATIONS

FLOOR LOADS
Self-weight of reinforced concrete: 25kN/m3 and Self-weight of Steel: 78.5 kN/m3.
Floor loads shall be determined in accordance with IS: 875 (Part 1 and 2):1987. The
design floor loads for the building are:
Table 24:Design floor loads
USAGE FINISHES (kN/m2) SERVICES (kN/m2) Live Load

(kN/m2)
Concourse Level 2.5 0.5 5
Mezzanine Level 2.5 0.5 5
Main/Arrival/ Departure 0.75 0.5 0.75

Roof
Equipment/Plant Room 1.25 - 7.5
SEISMIC LOADS
Three-Dimensional Analysis shall be performed for anticipation of forces due to seismic

loads applied on Structure. Response Spectrum method shall be adopted as per IS:
1893. The combination of result for various modes is adopted using Complete
Quadratic Combination (CQC). Number of mode shapes are given in analysis in such
a way that mass participation factor in both direction is achieved up to 90%. All
response of structural moments and forces will be enhanced accordingly as per
clause 7.7.3 of IS: 1893.
Seismic forces shall be applied in analysis with Standard method given in STAAD Pro.
Induced forces due to Seismic Loads shall be combined with other forces as suitable
load combinations and Design of Structural members.
192
As per guidelines of IS 1893-2016 input parameters for seismic design of building shall
be considered as follows:
Table 25:2016 input parameters for seismic design of building
Description Input Parameter Relevant Clauses in

IS1893:2016
Location of Site Rangpo Seismic Map of India
Seismic Zone IV Annex E (Page 36)
Seismic Zone Factor 0.24 Table 3(Page 10)
Importance Factor 1.5 Table 8 (Page 19)
Lateral Load Resisting SMRF Table 9(Page 20)

System
Response Reduction Factor 5.0 Table 9(Page 20)

(R)
Soil Type based on N Values Hard soil Table 1 (Page 10)
Percentage of Imposed Up to 3KN/m2 - 25% Table 10 (Page 20)

Load Considered in Seismic
Above 3KN/m2- 50%
Weight (W) Calculations
Damping Factor 1 for 5% Damping Clause 7.2.4 (Page 19)
Formulae Considered of 0.075 X (H)^0.75 Clause 7.6.2(Page 21)

Time Period Calculation
Structure Height Base to Terrace Floor Level Clause 7.6.2 (Page 21)
Considered for Time Period as per calculation.
Calculation
Formulae Considered of (Sum Ai x Hi) / Sum Ai Figue-5D (Page 22)

Structure Height
calculation
Story Drift 0.004-time Story Height Clause 7.11.1 (Page 26)
Accidental Eccentricity 5% Clause 7.8.2 (Page 25)
Design Horizontal & vertical Ah & Av Clause 6.4.2 (Page 9) &

Acceleration (Ah, Av)
Cl.6.4.6 (Page 14)
Design Seismic Base Shear Vb= Ahx W Clause 7.6.1 (Page21)

(Vb)
WIND LOADS
193
Structure shall be designed to with codal specified wind loads. Evaluation of wind
loads is required for design of Structural Elements to resist Lateral Loads due to wind
forces. Structural members, components, and cladding, shall be designed against
wind induced shear, sliding, overturning and uplift actions. With effect of above-
mentioned issues, structural design shall be made in such a way that wind forces shall
not create discomfort to occupants of the building. Wind loads shall be applied with
help of standard module given in STAAD. For particular floor height, wind force shall
be calculated as IS 875- (Part III) -2015, and same shall be applied to particular floor
as concentrated as centre of Diaphragm. As per guidelines of IS 875 (Part III) input
parameters for evaluation of Lateral Forces due to Wind shall be considered as
follows:
Table 26:input parameters for evaluation of Lateral Forces due to Wind
Description Input Parameter Relevant Clause
Location of Site Rangpo ----------------------
Vb - Basic Wind Speed (m/s) 47 Appendix A (Page 51)
K1 – Risk Coefficient factor 1 Table 1 (Page 7)
K2 – Terrain roughness and Dependent on height of Clause 6.3.2.1 (Page 7)

Height Factor various buildings.
Table 2 – Without Gust
K3 – Topography Factor 1 Clause 6.3.3
K4 –Importance factor for 1 Clause 6.3.4

Cyclonic region
Cfx- Force Coefficient -- Clause 7.4 (Page 32)
(X Direction)
Cfy- Force Coefficient -- Clause 7.4 (Page 32)
(Y Direction)
Type of analysis for Wind

forces
THERMAL LOADS
Concrete expands with temperature rise and contract as temperature drops, which
induces internal stresses in concrete elements. Thus, it is essential to access stresses
developed due to temperature variation and accordingly design the structural
elements. Temperature stresses can be induced in Structure due to following reasons:
• Shrinkage Stresses
• Variation of Temperature during day and night
194
• Seasonal Temperature Variation
As, maximum shrinkage in concrete happen in 28 days of casting, thus shrinkage stress
shall be eliminated by providing 2m wide shrinkage strips in floor plate area and
retaining walls, which shall be casted after a gap of about 12 weeks. Location of
shrinkage strips shall be decided in Consultation with Client and Execution Team.
Temperature Variation during Day and Night is applicable only for areas exposed to
direct sun.
Seasonal variation in temperature internal stresses are induced in structure (which are
statically indeterminate) owing to restriction in free movement. For seasonal
temperature variation, as project is in Rangpo, where peak summer and minimum
winter temperature are 30˚C and 5˚C respectively. Thus, seasonal temperature
variation is about 25˚C for external elements. Considering Modulus of Elasticity for
concrete as half (Post Construction due to long term creep), thus temperature
loading applied on structure shall be 12˚C for external elements.
The station building is assumed enclosed and therefore will be in an internal

environment. The entrance roof will experience greater thermal loading because the
roof cladding is glazing. The main roof is assumed fully cladded, with insulation. Based
on these conditions, it is proposed that the following design temperature difference
be applied in the design of the roofs:
• Entrance Roof = ±15°C
• Main Roof = ±10°C
STIFFNESS MODIFIERS
For Structural Analysis and Design at Ultimate loads, following are the values of Stiffness
Modifiers that has to be used as per Clause 6.3.4.1 the IS-1893 (2016).
Since proposed Stiffness Modifier in latest IS 1893 – 2016, are in resemblance with
recommendations of ACI -318, hence, it is proposed to adopt Stiffness Modifier values
for Serviceability criteria as recommend in ACI 318 – sec 10.10, which specifies a factor
of 1.43 to be used in above mentioned Stiffness Modifier for Serviceability Criteria.
Extract of ACI is presented below:
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Following are the Stiffness Modifiers Used in Analysis:
• Ultimate Limit State (Design against Wind and Seismic loads)
Structural Elements Stiffness Modifiers
Shear walls 0.7 Ig
Beams 0.35 Ig
Slabs 0.25 Ig
Columns 0.7 Ig
Serviceability Criteria
(Design against Wind and Seismic loads to be used in separate Analysis model)
Structural Elements Stiffness Modifiers
Shear walls 1.0 Ig
Beams 0.5 Ig
Slabs 0.35 Ig
Columns 1.0 Ig
Ig = Gross Inertia of Structural Member
10.6.1. Structural Analysis

•Proposed Structure is planned as a combination of Shear walls, beams, and slabs
(panelled) forming framed structure. After preliminary sizing of various structural
members, a computer model of the structural frame of Building shall be generated
for carrying out computer analysis for the effects of vertical and lateral loads that are
likely to be imposed on the structure. The building structure will be analysed using
STAAD Pro. Above mentioned Analysis/Design software has been thoroughly tested,
validated and recognized internationally by several organizations and is well suited
for the analysis of building system.
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• Geometrical dimensions, member properties, variation in material grades,

all kind of loading, etc. shall be modelled in STAAD Pro. The permissible values of the
load factors and stresses will be utilized within the purview of the Indian standards.
• The computer analysis will evaluate induced forces, reactions at foundation

level and deflection pattern of the entire structure and in the individual members. This
data will then be used to verify adequacy of the member sizes adopted and further
iteration shall be carried out to arrive at the most optimized design of structural
members. Some re-runs of analysis programs might be required for arriving at optimum
3-Dimensional structural frame that satisfy strength and stability criteria in all respects.
• Beams and columns in the structure will be modelled as line members. The
shear walls shall be modelled as “plate” elements. Rigid Diaphragm is given to reduce
degrees of freedom and make problem size smaller. The Structure is analyzed for all
possible load combinations i.e. gravity loads, wind, earthquake etc. acting on it
throughout its life span.
10.6.2. Design Of Structural Elements

• Based on input made in modelling, results shall be analysed as per
expectations, and once correctness of results are assured with various iterations and
cross reference with manual check and past experience, structural elements shall be
designed and detailed.
• Columns and beams shall be designed using STAAD design module.
• Isolated Footings or small strip footings shall be designed with in house

developed work sheets.
• Staircases will be designed on in-house developed Excel worksheet.
• Elevational features and other visual structural components will be designed

with an eye for aesthetic character in the consultation with Architects.
• Every effort shall be made to provide simple reinforcement details to enable

the contractor to carry out the work with speed, accuracy, ease and involving
minimum wastage. Special attention will be given to avoid reinforcement congestion
to achieve good quality concrete.
• Reinforcement requirement shall be provided as per output from results,

however there may be minor variations in reinforcement provided as per Design
Engineer’s discretion.
10.7. GEOTECHINCAL CHARACTERISTICS AND

RECOMMENTDATIONS
Geotechnical data such as SBC values, water table, N-values etc. as well as the
proposed foundation system shall be studied from the Geo-tech report.
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11.0 CONSTRUCTION METHODOLOGY AND PLAN
11.1. CONSTRUCTION METHODOLOGY FOR STATION BUILDING
11.1.1. Station Construction at Different Level

GROUND/PLATFORM LEVEL
Construction at platform/ground level inside station commences with:
a) Excavation – Rangpo is a greenfield project and thus allows open excavation for
station and platform. However, the station building is located on an elevated ground
with an adjacent lower area. Thus, slope protection measures shall be undertaken to
strengthen the nearby soil. Excavation can be done easily by mechanical
excavator/JCB.
f) Steel Columns and RCC walls to Concourse Level.
The walls for Lifts from Platform level to Concourse level will be made in RCC. Pits for
escalator also need to be excavated and finished at the platform level.
Steel Columns/partial RCC walls be erected to support the staircase at different

heights.
The columns supporting the Concourse slab and roof are in structural steel, this will
mean that (i) the material must be ordered early; (ii) the design is fixed early enough
for shop drawing preparation and timely fabrication; and (iii) fabrication and delivery
at site are properly coordinated with the site progress.
It is envisaged that the columns could be fabricated and delivered in sections sitting
at Platform level over the columns below with the necessary holding down bolts and
rising to just above concourse level. The sections may be assembled on site and lifted
into position in one piece using a mobile crane sitting on Track slab. Alternatively,
smaller pieces can be lifted directly into place and fixed together in position.
CONCOURSE LEVEL
The concourse slab structure consists of deep steel built-up sections in two directions,
with metal decking as permanent formwork for a reinforced concrete slab. The main
beam will span form column to column along the platforms, and secondary beams
will span onto them.
Again, the use of large number of steel built-up sections dictates that the process of
ordering material, design, shop drawing preparation, fabrication, and delivery must
be well managed to avoid delays on site. However, the truss system will be very
repetitive leading to possible economies of time and cost due to mass production.
It is expected that the built-up sections, which will be over 20 metres long, will be
delivered to site by road in at least two sections to stay within the usual long-load
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traffic restriction of about 12 metres. Delivery by road will be made more difficult by
the road conditions and topography of the site.
It will take a heavy crane and space on ground if the trusses are spliced before lifting;
if trusses are decided to be spliced in air, then more temporary supports will be
required to splice them in air, which will in turn hamper the movement below.
After a bay of trusses has been erected, precast RCC slab panels can be placed over
the trussed to save precious time. Pre-stressed panels can also be used for larger spans
and lower span to depth ratio.
Figure 54:showing typical precast RCC slab panel
The columns to above levels will be erected after casting concourse slab. Given the
size and weight of the column, it is expected that they will be fabricated and
delivered to the site and broken down into elements. The elements will be delivered
to site on trucks at Platform level. These elements will be combined and erected on
site to form the final column, with the elements being lifted into position by a tower
crane fixed on ground level. A gantry crane can also be used to erect and position
the trusses.
Station Roof
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The Roof is very dramatic structure, it consists of space frame structure with covering
with aluminium fins to give the desired shape as per architecture drawing.
It is anticipated that the fabricated steelwork will be delivered on trucks to the Station
area at ground level, and erected by tower cranes operating from the
Platform/ground floor level.
The roof structural system will comprise continuous primary trusses, some 600 deep,
spanning 20m long over columns with pinned struts. Secondary trusses of about 15m
length will be further spanning over the primary truss system. There will be additional
roof beam if required spanning between the secondary trusses to support the
fabric/cladding. The whole roof will be covered/clad above so that the steelwork will
not be visible.
11.2. CONSTRUCTION METHODOLOGY FOR RESIDENTIAL AND OFFICE

BUILDINGS
Foundation System
Soil bearing capacity around railway station building is around 16-22T/sqm. Soil strata
consists of sand and weathered rock as top layer. Since, the project is spread around
a large area, independent soil investigation shall be done for all the buildings
proposed in the master plan. Depending on the soil investigation report, mat or pile
foundation shall be proposed for the residential, commercial office and iconic towers
due to heavy overburden pressure and load.
Framing System
Rangpo lies in seismic zone IV which means that all the structures shall be designed
for earthquake forces and ductile detailing shall be ensured for the RCC elements.
Therefore, RCC beam-column frame (Special Moment Resisting Frame) system shall
be adopted for the these high rise buildings.
Pre-stressed beams shall be used for very long spans wherever columns cannot be
provided. To speed up the construction, precast concrete elements can be used.
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Shuttering
Construction techniques play a vital role in deciding time required for completion of
a building. Disadvantage with using concrete is that it requires a lot of time for
shuttering, RF placing, concrete setting and curing. One of the major part is of
shuttering. For identical floors in a building, such as residential or an office building, we
can reduce the time required for shuttering by a large extent by using aluminium
shuttering frames which are called as MIVAN shuttering.
Formwork constitutes 25% cost of concrete, but it also constitutes 60% of construction
time. Therefore, using an aluminium as the material which is lightweight, corrosion free
and material with high reusability in MIVAN shuttering gives the edge to complete a
project at a very high pace.
Advantages of MIVAN Shuttering:
• Easy to install and remove, lightweight, negligible maintenance.
• Seismic resistance due to box type construction, a smaller number of joints.
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• Monolithic construction provides great smooth quality finish, no need of

plastering
• Requires semi-skilled labour and can be used up-to 250 times with regular
refurbishment.
11.3. CONSTRUCTION PLAN

The construction plan for the proposed Rangpo station development has been
finalized. Phase 1 will involve the development of the station building along with the
access road, utilizing an Engineering, Procurement, and Construction (EPC) contract.
In Phase 2, other components of the master plan, such as the MMTH with a skywalk,
will be implemented through an item rate contract. Subsequent phases will include
the construction of hotels, residential towers, and various public and semi-public
amenities.
11.4. PASSENGER SAFETY DURING CONSTRUCTION

Ensuring passenger safety is a paramount concern during the development of railway
stations. Several key measures and considerations are implemented to safeguard
passengers:
Design and Infrastructure:
• Station layout and design should prioritize clear pathways, well-defined

platforms, and efficient crowd management.
• Adequate lighting and visibility enhance overall safety and deter potential risks.
Accessibility:
• Ensure that the station is accessible to all, including individuals with

disabilities and those with reduced mobility.
• Install ramps, elevators, and other facilities to accommodate passengers
of diverse needs.
Security Systems:
• Implement advanced surveillance systems, including CCTV cameras, to

monitor and respond to security incidents promptly.
• Employ trained security personnel to maintain a visible presence and
address any security concerns.
Emergency Preparedness:
• Develop and communicate clear emergency evacuation procedures to

passengers.
• Install emergency exits, signage, and fire safety equipment throughout
the station.
Technology Integration:
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• Use technology, such as sensors and alarms, to detect and respond to

potential safety hazards.
• Implement contactless systems for ticketing and boarding to reduce
physical interactions.
Public Awareness:
• Conduct regular safety awareness campaigns to educate passengers

about station safety guidelines and emergency procedures.
• Display safety information prominently through signage and digital
displays.
Crowd Management:
• Designated waiting areas and effective crowd control mechanisms

prevent overcrowding and ensure a smooth flow of passengers.
• Implement crowd monitoring technologies to anticipate and manage
congestion.
Regular Inspections and Maintenance:
• Conduct routine inspections of infrastructure and equipment to identify

and address potential safety hazards promptly.
• Regular maintenance ensures that facilities remain in optimal working
condition.
Collaboration with Authorities:
• Work closely with local law enforcement and emergency services to

enhance overall security and response capabilities.
• Collaborate with relevant authorities to stay updated on safety
regulations and implement best practices.
Feedback Mechanisms:
• Establish channels for passengers to provide feedback on safety

concerns or improvements.
• Act on feedback promptly to address any emerging safety issues
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11.5. Temporary Structure:

Being a green field project, there are no temporary structures
on the ground. Also, no temporary structures are planned
during and after the construction of the station.
11.6. Clearances Of Space:

The project is a green field project. The land for development
of the station has been acquired through the State Govt.
following due procedures under Land Acquisition/2013 and
the land is available free of encumbrances.
11.7. Traffic Diversion /Rerouting During Construction:

The project site is away from NH-10 and construction work will
not affect any public road. Hence, no traffic
diversion/rerouting will be required during construction of the
project.
11.8. Testing And Commissioning:
Some Specific Building (Station Building, MMTH, Hotel ,Residential

Type-3 QTR etc) in this project that have elevators and escalators,
hence installation and maintenance will be ensured by design
standards and as per manual and national building code, It
verifies that systems are installed correctly and work together
effectively.
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12.0 SOCIAL AND ENVIRONMENT IMPACT

ASSESSMENT
12.1. RESETTLEMENT PLAN

As the Rangpo station development is a greenfield project, there are no existing
settlements on the site that would require relocation.
12.2. STRATEGIES FOR GREEN BUILDING AT MASTER PLANNING LEVEL

Implementing green building strategies for railway stations is essential for minimizing
environmental impact and promoting sustainability. Here are some key green building
strategies that can be applied to railway station development:
Energy Efficiency:
• Integrate energy-efficient lighting systems, such as LED fixtures, and utilize

natural lighting where possible.
• Install energy-efficient heating, ventilation, and air conditioning (HVAC)
systems.
• Incorporate renewable energy sources, such as solar panels, to generate
clean electricity.
Water Conservation:
• Implement water-efficient plumbing fixtures, such as low-flow toilets and

faucets.
• Harvest rainwater for non-potable uses like landscape irrigation or cleaning.
Green Roofing and Landscaping:
• Install green roofs or vegetated areas to enhance insulation, reduce heat

absorption, and improve stormwater management.
• Plan landscaping with native, drought-resistant plants to reduce water
demand.
Waste Management:
• Implement a robust waste management system, including recycling bins, to

minimize the generation of landfill waste.
• Encourage the use of recycled and locally sourced materials in construction.
Sustainable Materials:
• opt for environmentally friendly construction materials with low environmental

impact.
• Prioritize materials that are recycled, recyclable, or sourced from sustainable
suppliers.
Public Transportation Connectivity:
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• Design the station to facilitate easy access to public transportation, cycling,

and walking, reducing the reliance on private vehicles.
• Provide amenities such as bike racks and pedestrian pathways.
Energy-Efficient Transportation Systems:
• Integrate energy-efficient and low-emission modes of transportation within

the station, such as electric vehicle charging stations.
• Consider incorporating bike-sharing or electric scooter facilities for last-mile
connectivity.
Smart Building Systems:
• Implement smart building technologies for efficient energy management,

including automated lighting and HVAC systems.
• Utilize sensors to monitor occupancy levels and adjust energy usage
accordingly.
Green Certifications:
• Pursue green building certifications, such as LEED (Leadership in Energy and

Environmental Design) or other relevant local certifications, to validate the
sustainability of the station.
12.3. STRATEGIES FOR GREEN BUILDING AT CONSTRUCTION/

MATERIAL /DESIGN ETC
Implementing green building strategies during the construction stage of a railway
station is crucial for minimizing environmental impact and ensuring long-term
sustainability. Here are specific strategies for promoting sustainability during the
construction phase:
Construction Waste Management:
• Develop a comprehensive waste management plan to minimize construction

waste.
• Encourage recycling and proper disposal of construction debris.
• Prioritize the reuse of materials on-site or off-site
Sustainable Materials:
• Environmentally friendly and locally sourced materials are proposed to

reduce transportation-related carbon emissions.
• Materials with high recycled content and low embodied energy needs to be
opt
Energy-Efficient Construction Equipment:
• Use energy-efficient construction equipment to reduce fuel consumption and

emissions.
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• opt for equipment with the latest technological advancements in energy

efficiency.
Water Conservation Measures:
• Implement water-saving measures during construction, such as using water-

efficient construction practices.
• Consider using recycled water for construction purposes.
Vegetated Construction Sites:
• Implement temporary vegetation or ground cover to minimize soil erosion

and dust during construction.
• Protect existing trees and incorporate green spaces within the construction
site.
Environmental Monitoring:
• Regularly monitor air and water quality during construction to ensure

compliance with environmental standards.
• Implement corrective measures promptly if any environmental impacts are
identified.
By integrating these strategies into the construction process, Rangpo railway station
development can significantly reduce its environmental footprint and contribute to
the creation of a more sustainable and resilient infrastructure.
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13. BRIEF OVERVIEW AND SLAIENT FEATURES OF THE

PROJECT
Proposed
Existing value for
Item Remarks
S.N Value Horizon
O Year 2060
Total plot/ site area for
1 51.39
development (in acres)
2 Total Built up area (sqm) 83,937
No. of Platforms - (High
3 Level/ Medium/ Rail 2
Level)
No of Subways and their
4 -
width and length
Passenger Footfall in
5 3600
Station (peak hour)
Average daily Passenger
6 4
Trains in Station (Nos)
Annual Passengers-
7
Departure (Nos)
-
Annual Passengers-
8
Arrival (Nos)
Annual Unreserved
Passengers
9 -
(Nonsuburban)-
Departure (Nos)
Annual Unreserved
Passengers
10 -
(Nonsuburban)-
Arrival (Nos)
Annual Reserved Non-AC
11 passengers(Nonsuburba -
n)-Departure (Nos)
Annual Reserved Non-
AC passengers
12 -
(Nonsuburban)-
Arrival (Nos)
Annual Reserved AC
13 passengers-Departure -
(Nos)
Annual Reserved AC
14 -
passengers-Arrival (Nos)
Annual Number of
15 Visitors to the Station 1800
(Nos)
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Proposed
Existing value for
Item Remarks
S.N Value Horizon
O Year 2060
16 Peak Hour Traffic (PHT) 3600 Peak Hour Estimated Footfall
Buses /
Type of Modes of
Bus
Transportation at
stand /
17 Station like Bus-Stop,
Taxi
Metro-Station, Local Taxi
Stand /
etc
pvt cars
Total Parking area (sqm

&ECS)
(a) Surface Parking
(Sqm & ECS) For passengers and commercial
32 (b) Basement 277
floors above)
Parking (Sqm &
ECS)
(c) Elevated Parking
(Sqm & ECS)
(d) Divyang Parking
32 No of Lifts 21
33 Access Control
34 No of Escalators 33
35 No of Travellators
No of FOB's (Width &
36
Length)
Length & Width of
37
Concourse with Area 6,221 sqm
Total Seating Capacity
38
(Platform)
Total Seating Capacity
39
(Concourse)
Area of AC Lounge &
40
Seating
Area of Non AC Lounge
41
& Seating
Total Commercial area in
42
Concourse
Total Commercial Area
43
in Station Building
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Proposed
Existing value for
Item Remarks
S.N Value Horizon
O Year 2060
44 No of Toilets On each floor as / NBC

requirements
45 No of Water Cooler
47 Platform Surface Area
Area of Through Roof
48 (Common across
Platform)
49 Area of PF Shelter
Landscaping Area in
50
Circulation
51 Material for Façade
Material for Roof
52
(Concourse)
No of Display Screens for
53
Information
Sourrce of Water (Supply
54 & Augmentation 4
required) MLD/Day
55 RWH Capacity
Solar Panels installed
56
capacity
Water Recycling Plant / 2 nos of
57 Treatment Plant with 0.5 ML
capacity each
Total Power
58 Requirement per day &
Augmentation Required 1570 KVA
No and capacity of
59
Transformer
No and Capacity of DG
60
Sets
No and capacity of
61
Battery Sets
Area marked for Retail /
62
Commercial use
Facilities planned for
63
Parcel Movement
No of Coach indication
64
boards
No of Trains at a glance
65
boards
66 No of Multiline boards
67 No of LED Screen boards
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Proposed
Existing value for
Item Remarks
S.N Value Horizon
O Year 2060
No of Baggage scanner
68
machines
69 No of DFMD machines
Battery operated Car
70
planned
Covered pathway for
connection with other
71
modes of transport
planned
No of booking windows
72
other than PRS Windows
73 PRS Windows
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14. DETAILED ESTIMATES CAPEX

Rangpo station development comprises of two components.
▪ Mandatory Component – which includes station development, development of

associated infrastructure (Road Network, Extenal development), Multi-modal
Transport Hub (MMTH), Railway Housing (Type II and Type III), Parcel Facility, Retail and
budget hotel etc.
▪ Non-Mandatory Component (Commercial Component) – which includes

commercial offices, retail, premium hospitality, warehouse, and serviced apartments.
Total cost for Mandatory components which can be developed in phase -1 including
G.S.T and escalation is 370 Cr.
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15. RISK ANALYSIS AND MITIGATION
15.1. INTRODUCTION
Careful planning, construction and operation schemes are essential to implement
safely and with reliability a project of this magnitude. The Rangpo railway station
project has characteristics that make the project more complex than existing railway
projects. It utilizes non indigenous technology, and therefore foreign system
technology is being selected to provide state of the art world class facilities, following
due process, which put an extra burden on project scheduling and cost control.
This calls for much more complex decision processes involving local governments in
addition to the central government. Furthermore, it involves high uncertainties in terms
of political risks, in addition to financial and technological aspects. This stems from the
long project duration that spans many government departments and the large
number of components as well as project size that encompasses different
administrative bodies. In view of the above factors, the project calls for extensive risk
analysis and management for successful and safe completion that is much more
complex than many other railway projects in India.
15.2. RISK ANALYSIS OF THE PROPOSED PROJECT
Risk is probability of something going wrong, and the negative consequences if it does.
We have to prepare for and manage risks which can arise during the project
implementation if by a consequence that we had not planned for costs, time, and
reputations could be on the line. Efforts have been made to identify possible risks during
the course of execution of this project till its completion. Risk Analysis is complex and we
have drawn on the detailed project report & plans, financial data, security protocols,
marketing forecasts and other relevant information.
On this project, the following risks have been identified:
1. Construction risks.
2. Equipment or technology failure, theft, staff sickness, or natural disasters.
3. Changes in government policy.
4. Human Risks –Strikes / Bandhs / Accidents or Loss of a key individual.
5. Operational – Disruption to construction supplies and operations, loss of access to
essential assets.
6. Procedural –Failures of accountability, internal systems, or controls, or from fraud.
7. Project – Going over the budget, taking too long on key tasks or contractual
failures– Contractor not deploying adequate equipment’s, manpower & other
required resources in time.
8. Financial – Business failure, stock market fluctuations, interest rate changes, or non-
availability of funding.
9. Technical – Advances in technology, or from technical failure.
10. Natural – Weather, natural disasters such as earthquake, floods etc. or disease
11. Political – Changes in tax, public opinion, government policy, or foreign influence.
12. Structural – Inadequacy of design, poor workmanship and quality of work.
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13. Safety features adopted proving in adequate, leading to site accidents or failure
of parts of structures resulting in manpower or the structure being harmed as well
as delaying the completion of the project.
14. Change in the scope of work by the Railways–During the execution of the project
there could be situations where the Railway operational requirements undergo
certain revisions due to the highly dynamic nature of Railway operations. This could
necessitate changes in the planning leading to delays and additional costs.
15. Having identified the threats as above, we need to assess likelihood of these threats
materializing, and their possible impact. The risks identified above and suggested
action for their mitigation is summarized below.
15.3. Mitigation Measures of the Risks Identified
15.3.1. Proposals for Mitigation of the above Risks

Construction risks of station building and other related structures integrated with
concourse/airspace above the railway tracks as well as other commercial and residential
buildings which form apart of this project.
The above works which form a part of the AMD project comprises of the design and
construction of all works and services necessary to complete the
development/redevelopment of the Station Buildings, railway yard, coach maintenance
workshop & structures and loco shed etc. as per the Development Agreement documents
and the construction specifications.
The railway yard will be constructed by the IRCON with their own agency and under their
supervision and will not be the part of this project. However, since the platforms and the
overhead structures above the platforms, the subways, escalators & other overhead
structures are to be constructed as a part of this project. These will be adjacent to the
railway line; there is an essential requirement of coordination between the execution of
works by the Railway and by the Concessionaire since there could be a risk of infringement
of the railway tracks.
This can be achieved by deployment of proper equipment and strict supervision. Ensure
that such infringements do not take place. No surplus excavated material should be
stacked in any infringing manner and such material should be taken away by the
developer or disposed off in the approved dumping area. Proper and safe scaffolding for
construction of, subways & walkways which form part of this project. Safety precautions
as required must be strictly enforced in the installation, testing & commissioning of the lifts
& escalators, underground & above ground ancillary structures / facilities including
plantroom, water tanks & pumps, telecommunication and power cabling etc.
Proper barricading of construction site must be ensured to prevent unauthorized entry in

to the protected area of the construction site to prevent unauthorized persons from
accidental entry to save them from falling debris, electric current. Plumbing & pipelines
must be made totally leak proof and electric cables, wires & ancillaries must be carefully
executed and taped to prevent short circuit or electrocution.
Water supply must be made contamination free by proper sealing and other required
protection works. Suitable provisions in design will have to be made for safety at
construction site during design & erection of temporary woks to enable permanent
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construction since Rangpo lies in a seismically active zone and also keeping in mind the
flood (either due to natural conditions or due to equipment failure such as pump set
during construction)
A. Equipment or technology failure, theft, staff sickness or natural disasters, Weather

or disease. In a project of this magnitude the quality and progress of work will be
adversely affected if adequate construction equipment is either not provided or is
rendered in effective by improper maintenance or shortage of operator leading
to idling. Further in case due to design defector specification of selection of
technology the work could suffer. In view of this risk it is essential that selection of
technology is done with great care and implementation is carried out optimally
and effectively. It is of great importance that utilities such as firefighting,
communication & electricity are provided round the clock with proper backup in
case of any related equipment or power failure to avoid any untoward incident.
At large construction sites theft of spares, fuel etc are not uncommon but if they
take place the progress of work slows down besides idling of manpower.
In view of this need for tight security at work site cannot be understated. The
location of this project is in an area which is subject to seasonal sicknesses like skin
diseases, malaria, dengue etc which can affect the availability of manpower. It is
therefore suggested that proper sanitation & drainage at the work site as well as
arrangement of immunization of the workmen should be arranged in time. While
natural disasters like earthquakes, floods etc cannot be wished away, adequate
disaster management plan must be in place to minimize the effect of such
disasters. Also, Ahmedabad being in high seismic zone, the permanent and
temporary structures both must be designed keeping adequate and relevant
provisions for seismic parameters in the design. The construction must ensure that
the safe stand best engineering practices are followed while executing the project,
keeping seismic effects / threats into consideration.
B. Changes in government policy. While the project is being taken up after due
approvals from the different government bodies nothing stops any of these bodies
from changing the policies which may affect the planning for this project. The
effect of these changes can be minimized by remaining in constant touch with
these bodies & networking with them suitably to know in advance of impending
changes & planning to handle them.
C. Human Risks –Strikes / Bandhs / Accidents or Loss of a key individual. In India it is not
uncommon for strikes & bandhs, rallies &dharnas to take place from time to time in
connection with agitations / representations etc, mostly for social and political
issues not related to the project. The effect of such activities results in occasional
work stoppages.
This is perhaps inevitable & some provision for the days lost on this account should
be planned initially itself.
D. Operational –Disruption to construction supplies and operations. Owing to short

supply, transportation bottle necks and interruptions and occasional non
availability of certain materials from time to time there could be delays and
disruptions in certain segments of work. This effect can be minimized by timely and
early procurement and storage of critical materials so that supply is not affected.
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E. Procedural – Failures of accountability, internal systems, or controls, or from fraud.

These are potential risks in all major projects & can be mitigated by having proper
planning, controls & monitoring systems in place during execution of the project.
F. Project – Going over budget, taking too long on key tasks or contractual failures.
The major reasons for delay in most projects is the contract or not deploying
adequate equipment’s, manpower & other required resources in time. This can be
taken care of by providing planned advances, timely payments for work done &
proper monitoring of provision of equipment, material & manpower by the
contractor as required from time to time.
G. Financial – Business failure, stock market fluctuations, interest rate changes, or non-
availability of funding. These factors are normally not under the control of the
project management team or the contractor / concessionaire. They have to be
factored in while estimating the project cost at the time of taking up the project.
H. Technical – Advances in technology, or from technical failure. Due to this project
involving provision of world class state of the art technology & facilities, it may be
necessary to change the proposed technology due to new developments which
may come about during the execution of the project.
I. Political –Changes in tax, public opinion, government policy, or foreign influence.
Since this project will be executed in about 3 Years after commencement of work
for the project as per planning as such, we must also factor in likely delays of upto
100 days for various reasons. The possibility of changes in priority and annual
allocation of funds not matching the planned and required amounts, by the
government cannot be ruled out. This may lead to further delay. Changes in
corporate tax may also affect the project finances & suitable provisions should be
made in the financial planning of the project. Since this is a public utility project, at
times the public opinion also builds up for provision, shifting or shutting down of
some activities which may result in some changes in the planning with consequent
variation in cost and requiring additional time. Adequate provisions should be
made both in funds and project schedules for meeting such contingencies.
216
16. TECHNO ECONOMIC VIABILITY STUDY
The recent introduction of the Amrit Bharat Station Scheme aims to enhance and
modernize railway stations throughout the Indian Railways network. The scheme currently
intends to upgrade and modernize a total of 1275 stations across the Indian Railway
system.
The Amrit Bharat Station scheme has a long-term vision for the ongoing development of
stations. It involves creating Master Plans and executing them in phases to enhance
various station facilities. These enhancements encompass bettering station accessibility,
waiting areas, toilet facilities, lift and escalator installations as needed, cleanliness, offering
free Wi-Fi, setting up kiosks for local products through initiatives like 'One Station One
Product', enhancing passenger information systems, establishing Executive Lounges,
designating spaces for business meetings, incorporating landscaping, and catering to the
unique requirements of each station.
Furthermore, the scheme emphasizes upgrading station structures, integrating stations
with the surrounding city areas on both sides, promoting multimodal connectivity,
providing facilities for individuals with disabilities (Divyangjans), implementing sustainable
and eco-friendly solutions, introducing ballast less tracks, incorporating 'Roof Plazas' when
required, and considering the feasibility and phasing of improvements. The ultimate goal
is to transform these stations into vibrant city centres over the long term.
Rangpo is a Municipal town in Pakyong district in the Indian state of Sikkim. The town
borders West Bengal's Kalimpong district and is situated along the Teesta
river and Rangpochu River. It is the first town of Sikkim lying on National Highway 10 that
links Siliguri to Gangtok. It is about 300 m above sea level with a sub-tropical climate. It is
the 'Gateway to Sikkim' and all vehicles entering Sikkim have to stop at the Rangpo Police
check-post. Foreign tourists require documents to enter Sikkim state and have to show
them at the police check post.
Rangpo is located at 27.18°N 88.53°E.[3] It has an average elevation of 333 metres
(1093 feet). The town lies on the belt of two rivers, River Teesta which comes from Dikchu-
Singtam-Majitar side, and River Rangpo which comes from Rongli-Rorathang-
Kumrek side. Both rivers meet each other below the town. The conjunction point is named
as Indrakil Prayag and is considered as a holy place by Hindus. Since River Teesta is the
largest river and River Rangpo the third largest river of Sikkim so both rivers become violent
during monsoon season especially between June and September; hence, sometimes the
river overflows towards lower residential areas of the town and causes destruction.
As Rangpo lies on NH-10, so frequent service jeeps and taxis are available to almost all
cities and towns of Sikkim and cities/towns of West Bengal
like Siliguri, Kalimpong, Darjeeling, Kurseong, Jaigaon, Malbazar, Bagdogra, Panitanki etc.
In Rangpo, NH-10 is joined by following major roads:
• Rorathang- Kumrek- Rangpo Road,

• Namchi-Namthang-Rangpo Road and
• Kalimpong-Munsoong-Rangpo Road.
217
There are many factories and companies in and nearby Rangpo. The areas like
Mining, Kumrek, Chanatar etc. are home to many pharmaceutical and other
factories/Industries. Rangpo Upper market along NH-10 is famous for Fast Food and
Restaurants. There are many food stores in these areas. Areas like Upper market, lower
market, IBM, Chanataar, Mining etc. are usually crowded.
The crops like Large Cardamom, Broom Plant (Kuccho) and Ginger are traded in
large scale in the Rangpo Lower Market.
Attractions
The places of attraction in and around Rangpo are as follows:
• Mining Cricket Stadium, Rangpo which belongs to Sikkim Cricket Association.

• Atal Setu Bridge (The longest bridge of Sikkim) over River Rangpo.
• Rangpo - Mining Teesta Bridge over River Teesta.
• Indrakil Prayag (confluence point of River Teesta and River Rangpo.
• Rangpo railway station which is under construction.
• Gulmohar Picnic Spot, Kumrek.
Mining Cricket Stadium located at Rangpo, Pakyong district is the largest cricket stadium
of entire Sikkim. The stadium belongs to Sikkim Cricket Association and hosts important
cricket tournaments like Ranji Trophy, CK Nayudu Trophy, Cooch Behar Trophy, Vijay
Merchant Trophy etc. It is the home ground of Sikkim cricket team.
There are many educational institutions in Rangpo, Sikkim Manipal Institute of

Technology lies in Majitar just 2 km away from Rangpo. The famous schools of the town
include Rangpo Senior Secondary School, Chanataar Secondary School, New Horizon
Academy, Little Bells School, Tiny tots School, Hans Raj Academy, Divya Jyoti Academy,
Ivana Memorial School, Kumrek School, Grace Academy Kumrek etc.
From the above context it can be inferred that Rangpo is likely to become the
commercial hub of Sikkim in the coming days so a world class railway station here can be
an accurate diagnosis for all weather transit instead of construction of new road network
around mountain which is highly affected during rainy season.
The railway line is needed for security and socio-economic reasons. The railway line will
help troops and armaments move faster towards the Indo-Tibet border. The new railway
line allows easier access to the rest of India through Siliguri. It will boost the state's
economy and tourism.
218
17. STAKEHOLDER CONSULTATIONS
Based on the stakeholder consultation following things were analysed:
•Proximity to the National Highway, foster demand in the subject site.

•The subject node is expected to serve as a multi-modal hub owing to the
congregation of major infrastructure projects such as Public buses, Trains, Ropeways
important tourist sites, proposed development – potentially generating significant
footfall.
•Subject site is connected to the National highway and it also serve as entry station
for Sikkim therefore station can be used both for freight and import-export handling
respectively if required in future.
•Topography of site can be a disadvantage in future station development.
•Primary access road to the location is a narrow single lane road.
•Being an entry gate to Sikkim, there is great potential for tourism and hospitality
industries as there is no major hotels in Rangpo.
•Also being in proximity to Sikkim Manipal university there is huge potential for
convention Centre and commercial complex in station adjoining areas.
Figure 55:Stakeholder consultations
219
Figure 56:Site visits
220
18. ANNEXURE-1
Assessment of Electrical load is as per clause 8.6.7
221

R1 - Detailed Project Report - Rangpo Station - 13.12.2023

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Detailed Project report for Integrated Development And Facilitation Of Rangpo Railway Station

Detailed Project Report

“Rangpo Railway Station”

4.4.8. Drop off and drop pick up........................................................................................ 47

7.4.2 First Floor Level (+416.5 m LvL) ........................................................................... 104

8.4.4. Brief Description of Different Type of Drainage System ....................................... 134

8.6.20. Illumination System ............................................................................................... 164

10.6.2. Design Of Structural Elements.............................................................................. 197

Figure 51:Rangpo Railway Station LV Single Line Diagram ....................................................... 159

Capex Capital Expenditure

ECS Equivalent car space

EIA Environment Impact Assessment

FOB Foot over bridge

FSI Floor space index

HST High speed train

IDR Infrastructure development report

ISBT Inter State bus terminal

LOS Level of services

MOR Ministry of railways

MOSSR Manual for Standards and Specifications for Railway Stations

NBC National building code

NMV Non-Motorized Vehicles

PWD Public Works Department

OHT Overhead tank

RLDA Rail Land Development Authority

RFP Request for Proposal

RFQ Request for Quantities

SIA Social Impact Assessment

TOD Transit oriented development

ToR Terms of reference

TVM Ticket vending machine

RMC Rangpo Municipal Corporation

1.0 Structure of the report

CHAPTER 4 – Traffic Survey Analysis

Chapter 5- Yard Plan and future requirement

CHAPTER 7: Details of Station Planning: This section includes station planning

CHAPTER 9: Relocation planning of structures

CHAPTER 12 Social Impact Assessment

1.1 EXECUTIVE SUMMARY

Purpose and Objective of the report

• Utilizing the potential of station area as a development catalyst:

• Railway station as a landmark

Integration of multiple modes of transportation enables and encourages travellers to

Railway station complex shall be designed with inclusive environment like

1.1.1 Project Objective

Development of Rangpo Station with ‘State-of-art’ architecture, facilities and public

• Master planning and designing will be based on surveys and investigation.

1.2 Overview of the project

This assignment will be carried out under three stages:

Figure 1:Project Flow Diagram

1.3 Heritage context, Importance of station and surrounding areas

2.0 ENGINEERING SURVEY REPORT:

2.1 Introduction and site context

About Rangpo City

Figure 2:Showing regional connectivity from Rangpo

• Rorathang- Kumrek- Rangpo Road,

Figure 3:Location of station

Figure 4:Route map from Sivok to Rangpo

Figure 5:Pakyong Airport Sikkim

2.1.1 Existing Site Features

Figure 6: Site In Relation to the city

Figure 7:Site Boundary

Figure 8: Site Topography map