gmr ambala chandigarh expressways · junction to junction of rani jhansi road with g.t. road...

Integrated Transit Corridor Development and Street Network/Connectivity Plan for G.T. Road from Azadpur Junction to Junction of Rani Jhansi Road with G.T. Road

Inception Report P a g e | 0

Government of National Capital Territory of Delhi

Public Works Department

Integrated Transit Corridor Development and

Street Network/Connectivity Plan

G.T. Road from Azadpur Junction to Junction of Rani Jhansi

Road with G.T. Road

CONCEPTUAL DESIGN REPORT

FEBRUARY 2014

ICRA Management Consulting Services Limited

Logix Park, 1st Floor, Plot No A4 & A5, Sector 16, Noida – 201301, INDIA

2014


Conceptual Design Report P a g e | i

List of Abbreviations

AADT Average Annual Daily Traffic

ADT Average Daily Traffic

BOQ Bill Of Quantities

DDA Delhi Development Authority

DJB Delhi Jal Board

DMRC Delhi Metro Rail Corporation

DPR Detailed Project Report

DUAC Delhi Urban Art Commission

EIA Environmental Impact Assessment

EMP Environmental Management Plan

GNCTD Government of National Capital Territory of Delhi

GT Road Grand Trunk Road

IMaCS ICRA Management Consultancy Services Limited

ITC Integrated Transit Corridor

MoUD Ministry of Urban Development

MPD Master Plan for Delhi

MRTS Mass Rapid Transit System

NCTD National Capital Territory of Delhi

NH-1 National Highway 1

NMT Non-Motorised Transport

OD Origin – Destination

PIA Project Influence Area

PT Public Transport

PWD Public Works Department

RFP Request for Proposal

ROW Right of Way

RSI Road Side Interviews

SIA Social Impact Assessment

TOR Terms of Reference

TVC Traffic Volume Count

UTTIPEC Unified Traffic and Transportation Infrastructure (Planning & Engineering) Centre


Conceptual Design Report P a g e | ii

Contents

Chapter 1 : Introduction 5

1.1 About the Document 5

Chapter 2 : Study Background 6

2.1 Study Objective 6

2.2 Study Terms of Reference and Scope 6

2.3 Exclusions and Clarifications 9

2.4 Key Deliverables and Work Plan 10

Chapter 3 : Project Area Appreciation 11

3.1 Zone ‘C’ – Civil Lines Zone 11

3.2 Project Corridor Description 14

Chapter 4 : Study Methodology and Work Plan 29

4.1 Proposed Analytical Framework 29

4.2 Data Collection 30

4.3 Primary Survey Plan 33

Chapter 5 : Primary Surveys 36

5.1 Traffic Surveys 36

5.2 Stakeholders Opinion 58

5.3 Topography Survey 59

Chapter 6 : Traffic Growth Forecast 60

6.1 Methodology of Traffic Growth Estimation 60

6.2 Estimated Traffic Growth on the Project Corridor 61

Chapter 7 : Traffic Impact Assessment 62

Chapter 8 : Conceptual Proposal for Improvement Measures 66

Chapter 9 : Concept Evaluation 71

9.1 Way Forward 73

Annexure

Annexure-1: Context Plans

Annexure-2: Base Map and Data including the Existing Service Layout Plan and Existing Street

Sections

Annexure-3: Conceptual Proposals for Improvement Measures

List of Tables

Table 1: Key Deliverables...................................................................................................................... 10

Table 2: Sub-Zones along Corridor Alignment...................................................................................... 15

Table 3: Summary of Major Intersections ............................................................................................ 16

Table 4: Summary of Major Transport Facilities .................................................................................. 17

Table 5: Summary of Proposed Metro Lines ........................................................................................ 17

Table 6: Summary of Opportunities & Constraints .............................................................................. 19

Table 7: Primary & Secondary Data Requirement ............................................................................... 30

Table 8: Policies/Guidelines Reviewed ................................................................................................. 31

Table 9: Traffic Survey Locations and Schedules .................................................................................. 36

Table 10: Vehicle Classification and PCU Factors ................................................................................. 37

Table 11: Traffic Summary on G.T. Karnal Road near Malkaganj Market ............................................ 38


Conceptual Design Report P a g e | iii

Table 12: Traffic Summary on Ambedkar Marg near Malkaganj Market ............................................. 39

Table 13: Turning Traffic Volume Summary of Ghantaghar (Clock Tower) Intersection ..................... 41

Table 14: Peak Hour Turning Traffic Volume Summary of Ghantaghar (Clock Tower) Intersection ... 41

Table 15: Turning Traffic Volume Summary of Kamla Nagar Intersection ........................................... 44

Table 16: Peak Hour Turning Traffic Volume Summary of Kamla Nagar Intersection ......................... 44

Table 17: Turning Traffic Volume Summary of Arya Bhat Polytechnic Intersection ............................ 47

Table 18: Peak Hour Turning Traffic Volume Summary of Arya Bhat Polytechnic Intersection .......... 47

Table 19: Turning Traffic Volume Summary of Azadpur Intersection (Roundabout) .......................... 50

Table 20: Peak Hour Turning Traffic Volume Summary of Azadpur Intersection (Roundabout) ......... 50

Table 21: Traffic Zoning System ........................................................................................................... 55

Table 22: Regional Distribution (in %) of Traffic on the Project Corridor ............................................ 56

Table 23: Distribution (in %) of Local and Through Traffic on the Project Corridor ............................. 56

Table 24: ECS Values Adopted for Various Vehicle Types .................................................................... 56

Table 25: Mode-wise On-street Parking Demand from Ghantaghar Roundabout to GT Road-

Ambedkar Road Intersection ................................................................................................................ 57

Table 26: Mode-wise On-street Parking Demand from Mahavir School to Arya Bhat Polytechnic

Intersection .......................................................................................................................................... 57

Table 27: Traffic Growth Rates of Different Traffic Streams on the Corridor ...................................... 61

Table 28: Traffic Growth Rates of Different Traffic Streams on the Corridor with Proposed Metro ... 61

Table 29: Traffic Impact Assessment of Project Corridor – Required Number of Lanes ...................... 65

Table 30: Option Evaluation ................................................................................................................. 71

List of Figures

Figure 1: Zonal Development Plan for Zone ‘C’ – Civil Lines Zone ....................................................... 13

Figure 2: Project Corridor Alignment ................................................................................................... 14

Figure 3: Indicative Influence Area of the Project Corridor ................................................................. 14

Figure 4: Special Area along project corridor ....................................................................................... 15

Figure 5: Select Visuals along the Project Corridor .............................................................................. 18

Figure 6: Proposed Analytical Framework............................................................................................ 29

Figure 7: Traffic Survey Locations ......................................................................................................... 37

Figure 8: Traffic Composition on G.T. Karnal Road near Malkaganj Market ........................................ 38

Figure 9: Traffic Composition on Ambedkar Marg near Malkaganj Market ........................................ 39

Figure 10: Turning Movement Diagram of Ghantaghar (Clock Tower) Intersection ........................... 42

Figure 11: Peak Hour Turning Movement Diagram of Ghantaghar (Clock Tower) Intersection .......... 43

Figure 12: Turning Movement Diagram of Kamla Nagar Intersection ................................................. 45

Figure 13: Peak Hour Turning Movement Diagram of Kamla Nagar Intersection ............................... 46

Figure 14: Turning Movement Diagram of Arya Bhat Polytechnic Intersection .................................. 48

Figure 15: Peak Hour Turning Movement Diagram of Arya Bhat Polytechnic Intersection ................. 49

Figure 16: Turning Movement Diagram of Azadpur Intersection (Roundabout) ................................. 51

Figure 17: Peak Hour Turning Movement Diagram of Azadpur Intersection (Roundabout) ............... 52

Figure 18: Traffic Composition of Ghantaghar (Clock Tower) Intersection ......................................... 53

Figure 19: Traffic Composition of Kamla Nagar Intersection ............................................................... 53

Figure 20: Traffic Composition of Arya Bhat Polytechnic Intersection ................................................ 53

Figure 21: Traffic Composition of Azadpur Intersection (Roundabout) ............................................... 54


Conceptual Design Report P a g e | iv

Figure 22: Hourly On-street Parking Accumulation from Ghantaghar Roundabout to GT Road-

Ambedkar Road Intersection ................................................................................................................ 57

Figure 23: Hourly On-street Parking Accumulation from Mahavir School to Arya Bhat Polytechnic

Intersection .......................................................................................................................................... 57

Figure 24: Traffic Growth Estimation Methodology ............................................................................. 60

Figure 25: Traffic Impact Assessment of Existing Situation at Ghantaghar and Kamla Nagar Junction62

Figure 26: Traffic Impact Assessment of Existing Situation at Arya Bhat Polytechnic and Azadpur

(Roundabout) Junction ......................................................................................................................... 62

Figure 27: Existing Average Journey Speed on the Corridor (in km/hr) ............................................... 63

Figure 28: Reduction in Journey Speed due to Mixed Traffic .............................................................. 63

Figure 29: Traffic Impact Assessment of Project Corridor with Forecasted Traffic at the end of Year

2021 ...................................................................................................................................................... 64

Figure 30: Traffic Impact Assessment of Project Corridor with Forecasted Traffic at the end of Year

2031 (Considering Metro Proposal) ..................................................................................................... 64

Figure 31: Impact of V/C Ratio on Journey Speed on Project Corridor ................................................ 64

Figure 32: Option-1 Conceptual Proposal ............................................................................................ 66

Figure 33: Comparison between Schematic Cross Sections of Existing Situation and Concept-1 ....... 67



Figure 36: Comparison between Schematic Cross Sections of Different Concepts ............................. 70


Conceptual Design Report P a g e | 5

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1.1 ABOUT THE DOCUMENT

The Public Works Department, Government of N.C.T. Delhi, has appointed ICRA Management

Consulting Services Ltd. (IMaCS) to provide Consultancy Services for preparing an Integrated Transit

Corridor Development and Street Network/Connectivity Plan for G.T. Road from the Azadpur

Junction to the Junction of Rani Jhansi Road.

The key study components comprise of:-

I. Undertaking requisite surveys along the corridor and its influence area to ascertain existing

scenario and forecast demand;

II. Preparing Conceptual Designs for Integrated Transit Corridor with 2-3 optional schemes and

corresponding block cost estimates;

III. Preparing Detailed Designs for approved conceptual scheme and assist the client in layout of

approved scheme on ground, if implemented within 12 months of study completion.

The present document is meant to be a conceptual design proposal submission towards the slated

study that articulates our understanding of the assignment, discusses the underlying analytical

framework and the proposed study methodology to be adopted across the various study modules.

The report also aggregates the option evaluation emanating from the scoring of individual options

based on different evaluation criterion. The CONCEPTUAL DESIGN REPORT has been structured

along the following lines:-

Chapter 2 discusses the study background; scope of work and stated deliverables and timelines;

Chapter 3 presents appreciation of the Project Study Area and discuss the constraints &

opportunities observed during the reconnaissance site visit;

Chapter 4 articulates the proposed analytical framework underlying the study, details out study

approach & methodology and proposes primary survey plan and study Work Plan;

Chapter 5 represents the primary survey and analysis required to prepare the improvement

concepts;

Chapter 6 explains the estimation of traffic growth factor on the project corridor and accordingly the

future forecasted traffic for the corridor;

Chapter 7 assesses the impact of future forecasted traffic on different stretches of the project

corridor;

Chapter 8 describes the different conceptual options including improvement measures;

Chapter 9 addresses the evaluation of the proposed concepts and the way forward.



CC hhaapptt ee rr 22 :: SStt uuddyy BBaacc kkgg rr oouunn dd

With an aim to augment public transport services, the Government of NCT of Delhi (GNCTD) has

planned a city-wide public transport network in Delhi. This network includes nearly 345 km of

Integrated Transport Corridors (ITC)/ Bus Rapid Transit (BRT) System network. Phase I of BRT, a 14.5

km long corridor from Delhi Gate to Ambedkar Nagar Terminal has already been implemented.

Phase II, Karawal Nagar to Shastri Park, is awaiting GNCTD Cabinet approval. Fourteen new BRT

corridors have been identified as Phase III of the BRT network. Out of the fourteen corridors the

Transport Department of GNCTD has awarded seven corridors to DIMTS and remaining seven to

PWD.

To reinforce and integrate wider road network in Delhi, PWD Flyover Project Division had recently

invited consultants for designing few Integrated Transit Corridors within its jurisdiction. This study

pertains to designing Integrated Transit Corridor Development and Street Network/Connectivity

Plan for G.T. Road from Azadpur Junction to Junction of Rani Jhansi Road with G.T. Road. The

proposed corridor is approximately 6km in length and falls within Zone C – Civil Lines Zone.

The Public Works Department, Government of N.C.T. Delhi, has appointed ICRA Management

Consulting Services Ltd. (IMaCS) vide a competitive selection procedure to render Consultancy

Services for preparing an Integrated Transit Corridor Development and Street Network/Connectivity

Plan for G.T. Road from the Azadpur Junction to the Junction of Rani Jhansi Road with G.T. Road.

The Letter of intent was issued in March 30, 2013 and the contract formally signed on 15th April

2013.

2.1 STUDY OBJECTIVE

The primary objective of the study is to prepare a Detailed Project Report (DPR) encompassing

Integrated Transit Corridor and Street Network/Connectivity Plans for the corridor to ascertain

existing traffic scenario and problems to make appropriate traffic management and engineering

design recommendations aimed at improving intermodal connectivity, increasing public transport

ridership and reducing traffic congestion and eventually journey times.

The Consultant aims to work under government goals and framework, and would assess and

evaluate the conceptual options amidst the UTTIPEC framework. The goals are as mentioned below:

Environment: A reduction in the impact on the environment;

Safety: An improvement in the safety of motorised and non-motorised users and an increase

in security;

Economy: An improvement in economic efficiency;

Accessibility: Improving the ability of people to reach locations by different modes;

Integration: Increasing integration between types of transport and integration with land-use

planning and other policies.

2.2 STUDY TERMS OF REFERENCE AND SCOPE

The study terms of reference have been thoroughly outlined within the tender document however the consultant would take this opportunity to reiterate it here:



To carry out Total Station Survey with geo -referencing for the:

- Corridor ( as defined above) and network comprising all connecting roads /streets up to

500m depth beyond the ROW all along the proposed corridor;

- Area covering foot prints of buildings or 50 m from center line of ROW (whichever is

less) on both sides of the corridor and connecting roads/streets showing entry/exit

points/gates etc. in detail;

To incorporate the future proposal of Metro/BRT along the corridor or the surrounding

network;

To carry out classified Traffic Volume Count survey on all intersections and mid-sections of

the corridor and network within influence zone area for all categories of fast and slow

vehicles( All public and private modes including cycle, cycle rickshaw, and pedestrian) for 24

hours on any 2 mid-week working days;

To carry out Origin-Destination (OD) survey of traffic for all modes including the bicycle,

NMT and pedestrians on sample basis for three consecutive working days (16 hours both

directions) at all major locations on the corridor and network within influence zone to be

finalized in consultation with PWD and UTTIPEC. The O-D survey will be undertaken from

06.00 hours to 22.00 hours. The O-D survey should be at least 10% of the total passenger

volume on the study corridor;

To carry out Speed and Delay survey for the corridor under study to suggest suitable

measures for segregation and smooth flow of traffic to ensure traffic safety;

To carry out Public Transport Survey in general on routes, frequency, reliability, last mile

mode use, occupancy survey for all modes including bus, metro following standard survey

procedure and also opinion survey of public transport users regarding last mile connectivity

and reliability of public transport and para-transit modes;

To carry out Pedestrian/ NMT survey – opinion, occupancy, Origin-Destination points,

movement conditions, crossing facilities etc.;

To study the present signal system/cycle time, provision of markings/signages at all

intersections and mid sections all along the corridor and network within influence zone;

To carry out road inventory survey i.e. Study and mapping of all physical features

(permanent/temporary, legal/illegal including authorized parking) within the right of way of

the corridor and network under influence zone;

To carry out Parking (off street and on street) survey showing authorized/unauthorized

parking on road and off road on the corridor and network under influence zone showing

duration, time, number of vehicles (all modes), parking charges, capacity, area under parking

etc.;

To carry out Activity survey showing present road use pattern by all road users on a map of

the corridor and network under the influence zone;

All the survey formats shall be approved/vetted by PWD/UTTIPEC and only then they shall

be used on the field;

Fixing of permanent bench marks at important points correlated with Survey of India Bench

Mark;

Collect the data of infrastructure existing on the ground, below & above the ground and

levels of the ground and also identify the monument, reserved green/ parks, water bodies,

sensitive/ defence areas in the vicinity and its influence on the proposed corridor.



To obtain details of underground / over ground services from various utility department like

MCD, BSES, MTNL, DJB, DTL etc., inventorying the same and prepare necessary shifting plans

for these services in consultation with PWD and utility department;

Locations of trees with girth more than 30 cm (measured at 1 m height from the ground

level) in separate Auto Cad layer. A table, showing location, type, their species, and girth

diameter and reference number duly shown on the plan shall be made. The trees at site to

be numbered and marked with paint including the identification of trees, which can be

saved (without cutting), if falling on median;

The feasibility survey shall be in accordance with the UTTIPEC, DDA Guide Lines and other

parameters;

Environmental Impact Assessment studies, if required;

Traffic Impact Assessment & its management all along corridor & 500 meter across the

alignment on roads meeting the alignment.

Prepare following Plans:-

- Prepare the Integrated Transit Corridor (ITC) Development Plan with detailed design of

intersections, mid-sections and all other features as per the UTTIPEC Street Design

Guidelines for the corridor and for the area covered under the Total Station Survey

specified under the para B (i) above;

- Prepare a comprehensive Traffic Circulation system, Network and Connectivity plan for

the corridor and network under the influence zone;

- Prepare a public transport oriented specific last/first mile connectivity plan for the

entire influence zone;

- Prepare Multimodal integration plan for the intense zone around all Metro stations ( 3-4

stations) along the corridor;

- Prepare Multi-modal integration and connectivity plans as per the specific

Checklist/guidelines of UTTIPEC;

- Prepare ‘On- Street’ parking plan, if any, on the corridor/network and identify suitable

‘Off –Street’ parking sites within the influence zone;

- Prepare design of all signages, road markings along with other road features required to

facilitate all road users as part of UTTIPEC Street Design Guidelines;

The Proposal shall be submitted to UTTIPEC as per the contents and detailed stages

mentioned in the approved format for submission and to be submitted at following stages

for scrutiny and deliberations in the UTTIPEC:

- Stage I & II. Project details and conceptual design with 3 options;

- Stage III, i.e. with detail design proposal;

Preparation of 2 to 3 optional scheme with rough indicative cost and execution time and

most viable/ preferred scheme with models for the junctions after study and analysis of data

and discussion with Engineer-in-charge PWD;

Present the scheme before UTTIPEC, Delhi Urban Art Commission, and any other

organization like Archaeological Survey of India, MCD, DDA, Delhi Police etc. on behalf of

PWD, GNCTD and getting the approval from them;

Design of Cross Section/ Longitudinal section shall be adhered to as per UTTIPEC/IRC

Standards/ Guidelines;

Presentation of proposal at any point of time required by the PWD (GNCTD)/UTTIPEC shall

be made available by the consultant;



Preparation of artistic views /photomontage as required for various presentations, for

desired locations as per UTTIPEC submission format and as per direction of UTTIPEC/PWD;

Prepare & submit a Detailed Project Report and Economic Analysis of the project (Min. 4

sets) based on the detail design of the proposal approved by UTTIPEC before

implementation of the project by PWD. A copy of the same shall be submitted to UTTIPEC

for reference and records (soft & hard copy);

Submit all the architectural drawings of foot over bridge, if required, approved as part of

overall proposal. In case of feasibility of two or more proposals, then merits and demerits of

each of the proposal is to be furnished for the consideration of PWD, GNCTD;

Effecting necessary changes/modifications to the plans as and when required by the

competent authority and submission of Ten sets of final drawings along with soft copy in

desired format to PWD (GNCTD) and Ten sets of layout plans along with soft copy in desired

formats showing services details;

Some field work may have to be done at night and requisite lighting arrangements etc. for

night working shall be made;

Ensure all road / traffic safety measures including deployment of traffic marshals, placing of

proper barricading boards, traffic safety cones, and use of traffic safety jackets etc. as per

direction of Engineer-in-Charge;

All the ground levels shall be plotted in the form of L-Section in computer AUTO CAD with

scale 1:1000 horizontal, 1:100 vertical. For X-Sections, it would be at 1:100 horizontal and

1:50 vertical;

Carryout micro simulation if desired by the PWD/UTTIPEC for the whole stretch under study;

After approval of Integrated Transit Corridor Improvement Scheme from UTTIPEC/DUAC,

and issue 10 sets of “Detailed drawings” along with soft copy, prepared as per UTTIPEC

Street Design Guide line and as approved by UTTIPEC/DUAC. The “Detailed drawings” shall

consist of details of every component of corridor improvement scheme i.e. main carriage

way, footpaths, service road, NMV lanes, central verge, street furniture, street lighting, Bus

stops/Bus bays, Parking areas, road marking, signage’s, Public amenities, drainage, Multi

Utility Zone/ Green area, Rain Water Harvesting Scheme, Horticulture work details etc.;

Structural design and issue of structural drawings is not in the scope of work;

The required models of the proposal, to be submitted to DUAC/UTTIPEC etc., shall be

prepared by the consultant and nothing shall be paid on this account;

Assist the client in layout of approved scheme on ground, if implemented within 12 months

of study completion;

Adhere to the Scope of the study in its true letter and spirit while preparing the proposals

and reports; and during various submission stages. Also incorporate the observations and

suggestions by PWD/UTTIPEC.

2.3 EXCLUSIONS AND CLARIFICATIONS

Whilst the aforesaid TOR is quite descriptive there are certain elements of the study that were

discussed and omitted during the prebid meeting. The consultant has described those study

components for client’s reference and confirmation:

The Environmental Impact Assessment shall be undertaken only if it is found to be necessary

based on the extent of tree felling proposed in the final proposal;



The Social Impact Assessment (SIA) & Environmental Management Plan (EMP) has not been

envisaged as part of the study and shall not be undertaken within the study budget;

Block (rough) Cost Estimates for all the proposals shall be prepared for consideration and

selection. However, Detailed Cost Estimates shall not be prepared for the study;

Preparation of the Completion Plan after completion of the project work has been omitted

from the study;

Preparation of detailed architectural drawings of foot over bridge or any other similar

structures such as Underpass, Bus Queue Shelter (BQS) and Public Amenities shall only be

prepared if proposed within the final proposal;

Preparation of structural design and issue of structural drawings shall not be undertaken

within study scope and budget;

Geotechnical Investigations and any corresponding analysis shall not be undertaken within

study scope and budget;

Land Acquisition Plan highlighting the details of land required for acquisition shall only be

prepared if deemed necessary as part of the final proposals;

Preparation of micro simulation model shall only be undertaken if desired by the

PWD/UTTIPEC for the study corridor.

2.4 KEY DELIVERABLES AND WORK PLAN

The following are the proposed deliverables and timelines:-

Table 1: Key Deliverables

Sr. No. Deliverable

1 Submission of Inception Report for scrutiny and approval of

PWD

2 Submission of plans (Stage I and Stage II as per format for

submission) for consideration and approval by UTTIPEC

3 Submission of plans (Stage III as per format for submission) for

consideration and approval by UTTIPEC

4 Submission of Plans and Architectural Model to DUAC and its

approval by DUAC

5 Submission of final Drawings (Detailed drawings based on

Street Design Guidelines of UTTIPEC) to PWD



CC hhaapptt ee rr 33 :: PPrr oojj ee cctt AA rree aa AApppp rree cciiaatt iioonn

This chapter aims to introduce and highlight existing characteristics of the Project Influence Area

(PIA) and the wider zone. It discusses the provisions made in Zonal Development Plan and

Masterplan for Delhi (MPD) 2021 and highlights any provisions that shall be considered for the

study.

3.1 ZONE ‘C’ – CIVIL LINES ZONE1

The National Capital Territory of Delhi (NCTD) is divided into 15 planning Zones (Divisions)

designated as 'A' to 'P' (except Zone 'I') in the Master Plan 2021. Zone 'C', also known as ‘Civil Lines

Zone’, is located towards North and is spread across an area of 3959 Hectares consisting of 21 Sub-

Zones. The Zone ‘C’ is bordered by four adjoining zones namely, Zone ‘A’, ‘H’, O’ and ‘P’. The Zone is

demarcated either by arterial road, railway line or other land uses and its boundaries are as follows:

North-East Part Ring Road, Outer Ring Road, Zone-'O' (River Yamuna)

N.H.-1 & 'P-II' (North Delhi) adjoining Sub-zone C-21.

North-West Zone 'P-I' (Narela) & Zone 'P-II' (North Delhi)

South-East Old City (Zone-'A')

South-West Delhi Amritsar Railway Line

Zone-'H' (North West Delhi-I)

3.1.1 Special Characteristics of the Zone

The Zone houses a mixture of diverse cultures from Mughal ad British era and the same is reflected

in the architecture of some of the heritage buildings and gardens. Shahjahanabad (Old City) is

located within this zone and is part of the Special Area along with Sub-Zones C-1 (Kashmiri Gate), C-4

& C-5 (Old Subzi Mandi), C-6 (West MaIka Ganj), C-7 (East MaIka Ganj) and C-I0 (Jawahar Nagar-Part)

that requires redevelopment plans to be made as per the special provisions given in the Master Plan.

It also houses some of the Regularized Unauthorized Colonies such as Adarsh Nagar group of

Colonies; Nirankari Colony etc. as well as number of plotted residential colonies such as Shakti

Nagar, Kamla Nagar, Roop Nagar etc. that were set up before MPD-62.

The zone has been developing since pre-independence era and through the MPD-1962, MPD-2001

and now MPD-2021. The population of the Zone as per Census 2001 and its estimated holding

capacity are 6,79,000 and 7,88,000 respectively. The Zone also houses Azadpur Mandi that now

forms part of the centrally located urbanized area and experiences heavy inter-city and intra-city

truck movement. As per MPD 2021, this has been now designated as Sub City level wholesale market

aimed at catering the needs of population at local level whereas the city level requirement shall be

shifted to Integrated Freight Complex in Narela near entry point of Delhi.

1 Zonal Development Plan for Zone – “C” (Civil Lines Zone), Delhi Development Authority, 2010



3.1.2 Transportation System

The transportation network within the zone spread across 414.4 hectares, out of total 3959

hectares, and accounts for about 10.66% of land area. The N.H-1 (G. T. Karnal Road) converges into

this zone whereas Outer Ring Road forms the north-eastern boundary of the zone that acted as an

embankment to protect this low lying area from floods in 1982. It is served by Jahangirpuri – Huda

City Centre (yellow line) metro system that is partly underground and overground. A BRT Corridor of

approximately 14 Km from Moolchand to Jahangirpuri has also been proposed with an envisaged

bus terminal at Jahangirpuri. Within the Zone, it shall ply from Salimgarh Fort on Ring Road to

Metcalf House and further from Metcalf House on Outer Ring Road to Jahangirpuri, Mukarba Chowk.

MPD-2021 has identified a number of Urban Relief Roads within the Zone for detailed feasibility.

One of the proposed urban relief road plans to give access to Azadpur Fruit & Vegetable Market

from its back along the existing Railway line so as to reduce congestion on G. T. Karnal Road. Also,

Road Development Plans, funded under JnNURM project, are also envisaged to be prepared for

roads having 30m and above ROW. The Masterplan also permits provision of segregated

cycle/rickshaw tracks on feeder roads to metro station however these are not permitted on the

Arterial roads.

On-street parking is rampant across majority of the Zone, especially in the commercial streets of

many Sub-Zones, leading to heavy congestion. The Master Plan permits provision of underground

parking facilities under the open areas such as parks & gardens and also multilevel parking facilities.

Once such multilevel parking has been proposed in Kamla Nagar subject to land availability and

requisite permissions from concerned authorities.

Figure 1 presents Zonal Development Plan for Zone ‘C’ highlighting distribution of various land uses.



Figure 1: Zonal Development Plan for Zone ‘C’ – Civil Lines Zone



3.2 PROJECT CORRIDOR DESCRIPTION

The project corridor is approximately 6km in length and falls within Zone C – Civil Lines Zone. The

corridor starts from Azadpur Junction traversing along G. T. Road and terminates at the junction with

Rani Jhansi Road. The corridor can be distinctively bifurcated along the following two road tranches:-

1. Azadpur Junction to Road No. 48 Junction having 45m ROW and;

2. Road No. 48 Junction to Rani Jhansi Road having 30m ROW.

Figure 2 presents project corridor alignment highlighted in red over the Zonal Development Plan.

Figure 2: Project Corridor Alignment

The corridor traverses through varied land uses and has numerous connecting roads and local

streets. The design measures that shall be recommended during the study would undoubtedly

influence adjoining land uses and roads. The indicative Influence Area, spread approximately 500m

on both sides of the corridor has been highlighted in violet colour in Figure 3.

Figure 3: Indicative Influence Area of the Project Corridor



As observed in the corridor alignment plan, the corridor traverses through various Sub-Zones of

Zone ‘C’ and details of these Sub-Zones are presented in Table 2.

Table 2: Sub-Zones along Corridor Alignment

Sr. No. Sub-Zone Name of the Area

1 C-4 Old Subzi Mandi

2 C-5 Old Subzi Mandi

3 C-6 Malka Ganj (West)

4 C-9 Shakti Nagar

5 C-10 Roop Nagar, Kamla Nagar,

Jawahar Nagar

6 C-11 Northern Ridge

7 C-17 Rana Partap Nagar

8 C-18 Tripoli Area

9 C-19 Model Town

10 C-20 Adarsh Nagar

It can be noted that Sub-Zones C-4 & C-5 (Old Subzi Mandi) and C-6 (West MaIka Ganj) that fall

alongside the corridor are declared as Special Area requiring redevelopment plans to be made as per

the special provisions given in the Master Plan. Figure 4 presents snapshot of the Special Area Map

demarcating the aforesaid Sub-Zones.

Figure 4: Special Area along project corridor



The corridor navigates through variety of land uses and has two heritage structures along it. These

structures/monuments are:

1. Tripolia Gateways: Centrally Protected Monument under Delhi Circle, Archeological Survey

of India;

2. Tomb unknown, on G. T. Karnal Road near Gurudwara Nanak Piao: Monument notified by

Department of Archaeology, GNCTD.

The corridor also has number of major and minor intersections that currently effect traffic flow and

journey times and shall be looked into detail over the study to recommend potential improvements.

Table 3 presents the list of major intersections along the corridor along with approximate chainage

and brief description.

Table 3: Summary of Major Intersections

Sr.

No.

Chainage

(Km) Major Intersections Type of Junction

No. of

Arms

Type of

Movement

1 0.00 G. T. Karnal Road with Ring Road

(Azadpur Junction)

At Grade with

Underpass 4 Signalised

2 0.50 G. T. Karnal Road with Mall Road

(Azadpur Bus Terminal)

At Grade with

Roundabout 3 Signal Free

3 1.30 G. T. Karnal Road with Stadium

Road At Grade 3 Signal Free

4 1.70 G. T. Karnal Road with Ashok Vihar

Flyover At Grade 3 Signalised

5 2.80

G. T. Karnal Road with Pambri

Marg & Swami Narayan Underpass

Road

At Grade,

Staggered 4 Signalised

6 3.90

G. T. Karnal Road with Satyawati

Marg & Inder Chandra Shastri

Marg

At Grade 4 Signalised

7 4.60

G. T. Karnal Road with Chandrawal

Road & Roshanara Road

(Clock Tower)

At Grade,

Roundabout 4 Signal Free

8 5.50 G. T. Karnal Road with Prof. N. D.

Kapoor Marg At Grade, Y-Fork 3 Signal Free

9 5.80

G. T. Karnal Road with Rani Jhansi

Road, Lala Hardev Sahai Marg &

Zorawar Singh Marg

At Grade 5 Signalised

The corridor, and near vicinity, also house number of major transport facilities that currently provide

public transport users opportunity to change modes. These interchanges serve as a lifeline to the

local community and shall be studied in detail so as to ascertain any problems in terms of

accessibility, service connectivity, etc. and recommend appropriate improvement measures. Table 3

presents the list of major intersections along the corridor along with approximate chainage and brief

description.



Table 4: Summary of Major Transport Facilities

Sr.

No.

Chainage

(Km) Transport Facilities Comments

1 0.50 Azadpur Metro Station

Existing metro station serves yellow line and has

car parking, cycle rickshaw/auto stands and metro

feeder service facilities.

The metro station shall be converted into an

interchange station with proposed new metro lines

planned as part of Phase III and IV.

2 0.50 Azadpur Bus Terminal Existing bus terminal within vicinity of metro

station.

3 6.00 Pulbangash Metro Station Existing metro station serves red line from Rithala

to Dilshad Garden.

4 6.50 Tis Hazari Metro Station Existing metro station serves red line from Rithala

to Dilshad Garden.

The study corridor shall also witness few metro lines in coming years with an ongoing expansion of

Delhi Metro system in Phase III & IV. Table 5 summaries proposed metro lines along study corridor.

Table 5: Summary of Proposed Metro Lines

Sr.

No. Proposed Metro Lines Comments

1 Mukundpur – Yamuna

Vihar

This metro line is been constructed as part of the Phase III

expansion with deadline for completion by 2016. It shall have

total length of 55.07km and shall convert existing Azadpur metro

station into Interchange station.

2 Azadpur – R. K. Ashram

This metro line shall be constructed as part of the Phase IV

expansion with deadline for completion by 2021. It shall have

total length of 9km and shall have Azadpur Interchange station

as its terminus. It shall also have two metro stations namely,

Dewawal Nagar and Kamla Nagar that shall be located in

immediate vicinity of the study corridor.

3.2.1 Opportunities & Constraints

This section aims to describe opportunities and constraints identified along the corridor during

reconnaissance site visit. Figure 5 presents select visuals, photographs, superimposed over the

project corridor to provide an insight into the site dynamics.



Figure 5: Select Visuals along the Project Corridor



The opportunity and constraints analysis undertaken shall act as a foundation for the study that

would not only assist in identifying constraints but shall also offer an early insight into potential

solutions that can be implemented upon validation after detailed study. Table 6 outlines

opportunities and constraints along the corridor with their approximate chainage and description of

adjoining land use.

Table 6: Summary of Opportunities & Constraints

Opposite Azadpur Market Opposite Azadpur Market

Chainage -0.25 km Chainage -0.25 km

Land Use Commercial Land Use Commercial

Constraint Truck parking on footpath &

Service Road Opportunity

Vacant undulating land with

occasional truck parking

Potential

Solution

Alternate off-street parking

location

Potential

Solution

Resurfaced alternate off-street

parking location

Opposite Azadpur Market Opposite Azadpur Market


Land Use Commercial / Office Land Use Commercial / Office

Constraint Footpath access to Subway

Crossing in derelict situation Constraint

Lack of median barriers (railings)

resulting into unsafe at grade

crossing & underutilization of

nearby Subway

Potential

Solution

Restoration of footpath with

Subway signage

Potential

Solution

Installation of high railings &

plantation on central median to

beautify locality



Azadpur Transport Centre Azadpur Transport Centre


Land Use Commercial/Logistics Land Use Commercial / Office

Constraint

Unpaved above grade access

road to Azadpur Transport

Centre

Opportunity

Vacant undulating space adjacent

to Azadpur Transport Centre

access road

Potential

Solution

Upgradation of pavement to

improve access

Potential

Solution

Potential redevelopment of the

vacant space into Multi Utility

Zone (MUZ)

Azadpur Junction (East) Azadpur Junction (South)

Chainage 0.00 km Chainage 0.00 km

Land Use Commercial/Office Land Use Commercial/Office

Constraint

Rampant on road parking &

pick-up/drop off by RTV’s &

Auto’s

Constraint Parking and hawker

establishments on service road

Potential

Solution

Strict enforcement so as to

ensure use of adjacent

dedicated parking space under

the flyover

Potential

Solution

Alternate land for off-street

parking and MUZ



Azadpur Roundabout Azadpur Roundabout – Entry to G. T. Road


Land Use Commercial/Office/Residential Land Use Commercial/Residential

Constraint

On road stabling (parking) of

DTC buses and hawker

establishments

Constraint Hawker establishments on G. T.

road

Potential

Solution

Strict enforcement &

notification to DTC to park

within the Terminal/alternate

location

Potential

Solution Alternate land for MUZ

G. T. Road G. T. Road


Land Use Commercial/Residential Land Use Commercial/Residential

Constraint G. T. Road in derelict condition Constraint Road (ROW) encroached by

religious establishment

Potential

Solution Full reconstruction of road

Potential

Solution

Potential relocation in

consultation & agreement with

concerned stakeholders



G. T. Road G. T. Road (near open ground)


Land Use Commercial/Residential Land Use Commercial/Residential/Public

Space

Constraint Ongoing construction work for

Metro Phase III Constraint

On street parking and open drain

posing safety risk

Potential

Solution

Diversion to continue until

construction is completed,

necessary enforcement & road

safety measures to be ensured

Potential

Solution

Cover open drain and identify

alternate land for off-street

parking

G. T. Road (near open ground) G. T. Road (Bara Bagh)



Opportunity Open ground with sparse

mature trees and playing area Constraint

Parking on service road and

dumping of construction material

on footpath & road

Potential

Solution

Consider feasibility of

underground parking below

open ground to avoid on-street

parking in adjoining areas

Potential

Solution

Strict enforcement to ensure

heavy fines are levied from

violators



G. T. Road (Stadium Road junction) G. T. Road (Gujrawala Town)



Constraint

Central median of the T-junction

set back far from the junction

that may comprise road safety

Constraint

Recently resurfaced one side of

road leading to difference in level

of other road and no central

median comprising road safety

Potential

Solution

Redesign junction to bring

forward central median ensuring

appropriate turning radius for

turning vehicles

Potential

Solution

Provision of central median to

prevent unsafe crossing and

ensure road safety

G. T. Road (Derawal Nagar junction) G. T. Road (Telephone Exchange Bus Stop)



Constraint

Absence of central median

leading to unsafe driving

conditions

Opportunity

Mature trees on road leading to

dead road space being used for

parking near bus stop

Potential

Solution

Provision of central median to

safe driving and improve road

safety

Potential

Solution

Provision of dedicated bus bay in

the dead road space shall ensure

efficient utilization of space and

safer boarding/alighting for bus

passengers



G. T. Road (Central Warehousing

Corporation) G. T. Road (Mahaveer Senior Model School)


Land Use Commercial/Residential Land Use Commercial/Residential/Educational

Constraint Derelict road surface and

absence of central median Constraint

On-street parking of school buses

and auto outside school/college

premises

Potential

Solution

Full reconstruction of road and

redesign of junction to

improve riding experience &

road safety

Potential

Solution

Strict enforcement to ensure

parking within school premises or

identification of alternate parking

location

G. T. Road (Tripolia Gateway) G. T. Road (Tripolia Gateway)



Constraint

The Gateway is a listed

monument and currently traffic

is diverted on single carriageway

due to ongoing carriageway

reconstruction work

Constraint

The movement through the

Gateway is permitted however it

has been noticed that the far-

right archway is being used by

traffic from both directions

posing road safety risks

Potential

Solution

Once the work is completed it is

expected that traffic movement

shall be permitted through the

gateways. Recommendations to

further improve road safety &

protect gateways from damage

shall be proposed

Potential

Solution

Recommendations pertaining to

defining traffic flow movements

clearly to improve road safety &

also protect gateways from

damage shall be proposed



G. T. Road (Bridge over Drain) G. T. Road (Shakti Nagar)



Constraint

Absence of footpaths & street

lighting and non-continuous

central median

Constraint

Start of 30m ROW with

commercial activity spillover and

on-street parking

Potential

Solution

Introduce footpaths, street

lighting and extend central

median

Potential

Solution

Alternate parking space

complimented by strict

enforcement

G. T. Road (Kamla Nagar) G. T. Road (Clock Tower Bus Stop)



Constraint

30m ROW with commercial

activity spillover and on-street

parking

Constraint

Buses stopping in middle of the

road to board & alight leading to

traffic congestion and comprising

passenger safety

Potential

Solution

Alternate parking space, possibly

MLCP as per MPD 2021,


enforcement

Potential

Solution

Demarcate bus lay by coupled

with notification to drivers to

board /alight beside bus stop



G. T. Road (Clock Tower Roundabout) G. T. Road (Malka Ganj Special Area)


Land Use Commercial/Residential/Special

Area Land Use Commercial/Residential

Constraint

Four legged non-signalised

roundabout leading to unsafe

driving conditions & congestion

Constraint

30m ROW with two way traffic

and on-street parking leading to

congestion

Potential

Solution

Potential signalization or

regulating traffic flow through

traffic police assistance

Potential

Solution

Consider one-way circulation

movement from Chandrawal

Road to Y-fork junction with G. T.

Road to ease congestion

G. T. Road (Malka Ganj Special Area –

Community Centre) G. T. Road (P. S. Subji Mandi)


Land Use Commercial/Residential/Special

Area Land Use Commercial/Public Space

Constraint

Constrained ROW with two way

traffic, commercial activity

spillover and on-street parking

leading to congestion

Constraint

Garbage collection facility

encroaching road leading to road

safety risks

Potential

Solution

Consider one-way circulation

movement from Chandrawal

Road to Y-fork junction with G.

T. Road to ease congestion

Potential

Solution

Alternate space for relocation of

the facility



G. T. Road Junction with Rani Jhansi Road Rani Jhansi Road Approach to Junction


Land Use Commercial/Special Area/Public

Space Land Use

Commercial/Special Area/Public

Space

Constraint

Five legged signalised junction

witnessing red light & traffic

rules violation

Constraint

Single carriageway with two way

traffic movement in unsafe

conditions

Potential

Solution

Strict enforcement with

introduction of traffic signs &

demarcation of stop lines

Potential

Solution

Provision of median separator

on approach to junction


enforcement to improve road

safety



CC hhaapptt ee rr 44 :: SStt uuddyy MM ee tt hhooddooll oogg yy aann dd WWoo rrkk PP llaann

This chapter aims at articulating our understanding of the study contours, dwells over the proposed

approach and methodological aspects intrinsic to the study and discusses the underlying analytical

framework amidst which the study shall be executed.

4.1 PROPOSED ANALYTICAL FRAMEWORK

The consultant shall adopt a systematic and phased approach for the study. Figure 6 presents the

proposed Analytical Framework that consultant intends to follow to undertake this study.

Figure 6: Proposed Analytical Framework

The aforesaid Analytical Framework has been split into three primary Modules, each module

representing a collation of homogeneous activities that shall be undertaken simultaneously. The

Consultant wishes to take this opportunity to describe these Modules in detail herewith.

Module I: Primary and Secondary Data Collection This module shall firstly involve undertaking requisite site visits to ascertain site dynamics followed

by demarcation of Project Influence Area (PIA). This shall then be followed by identifying secondary

data required for the study and collecting it from various authorities. The traffic surveys, as

stipulated in the scope of work, shall be then conducted to ascertain existing traffic flow based on

which demand forecasting shall be undertaken to quantify future traffic for horizon years. The

topographical (total station) surveys shall also be conducted based on which conceptual and detailed

designs shall be laid out.



Module II: Conceptual Design This module shall be aimed at preparing 2 to 3 conceptual designs, wherever applicable, prior to

proceeding with detailed design of the chosen concept. Once the future traffic is forecasted, a Micro

Simulation Model shall be construed and validated so as to ascertain potential bottlenecks along the

corridor, primarily at junctions. A Traffic Impact Assessment shall be conducted outlining the findings

emanating from the analysis and potential impact on the corridor in horizon years. Based on the

Traffic Impact Assessment and Activity surveys, 2 to 3 conceptual designs, wherever feasible and

appropriate, shall be prepared for the corridor. The conceptual designs, in the form of various Plans,

shall encompass differenct aspects of the study such as multi-modal transit integration, traffic

circulation and inter-connectivity, parking arrangements and traffic signage and road markings.

Module III: Detailed Design This module shall commence once various conceptual designs are prepared and presented to client

and UTTIPEC for consideration. Once the conceptual design has been chosen, the consultant shall

then proceed with preparing detailed design drawings for the whole corridor. The detailed design

shall then be prepared and presented to client and other stakeholders for approval following which

requisite architectural model or 3D visualisation shall be prepared. The consultant shall also prepare

Block Cost Estimates for the recommended improvements within detailed design and shall

undertake Economic Analysis to ascertain benefits of the proposed measures to the residents.

Finally, the consultant shall draft a Detailed Project Report that shall be an overarching document

summarising aforesaid deliverables and study recommendations. The DPR shall be accompanied

with requisite copies of detailed drawings.

4.2 DATA COLLECTION

The consultant has undertaken reconnaissance site visits to identify constraints and opportunities

within the corridor as well as plan primary survey locations. The consultant has also initiated

secondary data collection which shall help determine the level of public transportation in the

corridor and presence and location of various over ground & underground utilities. Table 7 presents

a preliminary list of primary and secondary data that it intends to collect along with its potential

sources and outcomes.

Table 7: Primary & Secondary Data Requirement

Parameters/ Data Requirements Identified Sources Potential Outcomes

Secondary Data including CMP, CDP

and Other Traffic & Transport Data/

Master Plan

DDA, PWD, GNCTD Traffic and Travel

Characteristics of the city

Traffic Volume on corridor Primary Surveys

- Traffic Volume Counts

- Origin & Destination - Public Transport - Pedestrian & NMT - On & Off Street Parking

Traffic Forecasting

Travel Information of Passengers

(OD, Trip Length, Time, Cost, Purpose

etc.)

Travel Characteristics of

Public Transport Passengers

& Other Non Customers

Existing Parking & Activities on

corridor

Parking Management Plan,

identification of Multi Utility

Zones



Spacial Information & Road Inventory

- Activity Survey - Topographical Survey - Tree Survey

Existing road infrastructure &

utility improvement/

relocation

ROW and other related Infrastructural

Details PWD

Infrastructure Gap

Assessment

Population, Registered Vehicles Trend

of the city, Socio Economic Profile of

City

Census of India, RTO,

Economic Surveys

Future Ridership on Public

Transport

Existing & Proposed Route Alignments

Metro Station Plans & Turnstile Data

Delhi Metro Rail

Corporation

Accommodation of Metro

Proposals within ITC Plan

Station Connectivity Plan

Zonal Development Plans

Master Plan 2021

Delhi Development

Authority

Proposed ROW, land uses

accommodation within ITC

Plan

Land Ownership Plan, Village Revenue

Maps, Land Records

Registrar of Land

Records, Land Revenue

Department

Identification of Land

Owners demarcated for

proposed improvements

Bus Route & Scheduling Delhi Transport

Corporation

Identification of existing bus

services & recommendations

Accident Records, existing Traffic

Management Plans Delhi Traffic Police

Identify Black Spots,

recommend improvement

measures

Existing Utility Plans DJB, MTNL, IGL, NDPL,

etc. Utility Diversion Plans

The consultant intends to thoroughly study the data, both primary and secondary, as and when it is

collected and would analyse it to draw upon inferences. It has already collated and briefly reviewed

some secondary data pertaining to relevant government guidelines and policies that it intends to

refer during the study delivery. The policies/guidelines reviewed along with its brief description are

presented in Table 8.

Table 8: Policies/Guidelines Reviewed

Source Policy/Guideline Reviewed Unified Traffic &

Transportation

Infrastructure (Plg. And

Engg.) Centre (UTTIPEC)

Approved Documents

Street Design Guidelines

This document, in particular it’s Chapter 6/14, describes various

types of Bus Corridors. This guideline and our past public transport

experience shall enable to make informed case specific decisions

based on site circumstances.

Street Design Checklist

This document enlists non-negotiable standards that a designer is

expected to follow while designing various integral components of

a integrated transit corridor such cycle paths, horticulture,



pedestrian crossings, etc. This checklist shall serve as an important

guideline for this study.

MRTS Stations – Connectivity Checklist

This checklist enlists non-negotiable standards for various

connectivity features within 1500m of Mass Rapid Transit System

stations. It recommends maximum 50m of level walk to the

nearest Bus Stop from metro station exit. The consultant intends

to study accessibility of existing bus stops in the vicinity of metro

stations on the corridor and to recommend any changes based on

site specific requirement and constraints.

Draft Documents

Street Sections

This document graphically depicts typical BRT and other road cross

sections with respect to available right of way. This document

along with consultant’s past experience shall assist in

recommending appropriate design of the corridor.

Foot Over Bridge Design Checklist

This document highlights suitability of FOB and at-grade

pedestrian crossings based on available road width. It also

provides guidance on design parameters of FOB.

Ministry of Urban

Development

(MoUD)

Guidelines & Toolkits for BRT Feasibility Studies

This document describes the tasks required in feasibility studies of

BRT systems and provides case studies/guidelines relating to key

issues involved in the development of BRT systems. This document

serves more as checklists of available measures and the tasks

required to a problem, rather than providing technical guidelines.

This document shall provide an overarching understanding of

incorporation and improvement of bus services of the corridor.

Guidelines for Integrated Mass Transit System Detailed Project

Reports

This document had been issued since a need was felt for having a

common set of guidelines for preparation as well as appraisal of

Detailed Project Reports for Mass Transit System proposals (Bus

Based/Rail Based) so that all the important issues are properly

addressed. The guidelines list the various Chapters which shall be

included in a typical Detailed Project Report. It shall serve as a

guideline for preparing DPR for the corridor.

National Urban Transport Policy

The policy is intended to improve social inclusion by providing



reliable and sustainable mode of transport to satisfy growing

needs of cities and its residents. It pays emphasises on providing

multi-modal public transport systems and improve efficiency of

existing systems by use of Intelligent Transport Systems (ITS). This

policy shall thoroughly guide design of the corridor.

4.3 PRIMARY SURVEY PLAN

This section discusses the primary surveys planned for the study so as to gather requisite data and

undertake analysis prior to formulating conceptual designs. Primary survey formats have been

enclosed in Annexure A for reference and comments.

4.3.1 Traffic Surveys

Classified Traffic Volume Counts (TVC) One of the fundamental measures of traffic on a road system is the volume of traffic using the road

in a given period of time. It is also termed as flow and is expressed in vehicles per hour or vehicles

per day. When the traffic is composed of a number of types of vehicles, it is the normal practice to

convert the flow into equivalent passenger car units (PCUs), by using certain equivalency factors. The

flow is then expressed as PCUs per hour or PCUs per day. Knowing the flow characteristics, one can

easily determine whether a particular section of the road is handling traffic above or below its

capacity.

Classified traffic volume counts shall be undertaken all major intersections and mid-sections of the

corridor and within influence area for both directions of traffic flow to quantify the volume of traffic

movements during different hours of the day. The survey locations have been planned in such a

manner so as to intercept maximum traffic on the identified locations. The survey would also

provide the traffic composition by various modes and relative importance of the links in the total

road network. Data obtained from the survey shall be used in calibration and validation of transport

demand modeling for base year and forecast demand for horizon year period.

The directional classified traffic volume counts, observed at various locations, shall be analyzed to

obtain:

Average Daily Traffic (ADT) & Average Annual Daily Traffic (AADT);

Hourly variation and Peak Hour Flows;

Directional distribution by hour of the day;

Traffic composition;

Passenger flows in different types of vehicles by hour of the day and by direction of flow.

Road Side Interviews (Origin- Destination cum Opinion) Surveys Roadside origin-destination (O-D) cum opinion survey shall be undertaken alongside traffic volume

counts at the same locations for three (3) consecutive weekdays for a period of 16 hours and with

an aim to capture sample size equivalent to approximately 10% of traffic volume on the corridor.



The objective of the survey shall be to determine the movement patterns of traffic coming from

various directions outside the Influence Area (external zones) to Influence Area (internal zones) and

also movement pattern of traffic among important zones within the study area. Roadside interview

method shall be used to elicit the travel characteristics of goods and passenger vehicles in both

directions. Two wheelers, cars and buses shall be considered as passenger vehicles. Similarly, LGVs,

2-Axle Trucks, 3-Axle Trucks and Multi-Axle Trucks shall be considered as goods vehicles. Cycles and

Cycle Rickshaws shall be considered as Non-Motorised Transport (NMT). The vehicles shall be

stopped at identified locations on random sampling basis and information such as origin/destination

of the trip, trip purpose, trip length, number of passengers, goods/ tonnage carried, commodity

types, whether regular commuter/occasional traveller, etc. shall be collected. The information

collected during the survey shall be analysed to obtain the trip distribution based on a zoning

system. This survey shall reveal primarily three types of movements in relation to the study area i.e.

external – internal, internal – external and external – external. The data collected on sample basis

shall be expanded based on the total traffic volume counts. The survey shall also gather information

on opinion of the respondents (currently non-PT users) to ascertain the reasons for not using public

transport and whether they would shift to public transport in future if their concerns are addressed.

Speed and Delay Survey Speed & Delay survey shall be carried out on the whole corridor in order to determine the delays on

various links of road network along with the location, duration and cause for delay. This survey shall

assist in assessing the level of service of the network and recommend appropriate measures to

improve journey times and road safety. The survey shall be conducted for both directional

movements of traffic during ‘peak’ and ‘off peak’ periods on one (1) midweek day. ‘Floating Car

Method’ shall be adopted to undertake the survey and the data collected shall be useful for micro

simulation model development and calibration.

Traffic Signal & Road Marking Surveys Traffic signal cycle times for all signalised intersections on the corridor shall be observed to

recommend green time distribution between all legs of the intersection depending on the observed

traffic volume. A visual survey of presence of road markings and signs shall also be undertaken so as

to recommend measures to improve road safety.

Parking Surveys Parking surveys, both on-street and off-street, shall be undertaken on various locations along the

corridor wherein significant authorised and unauthorised parking is observed. These surveys shall be

undertaken on one (1) weekday for 16 hours duration.

It shall aim to capture information pertaining to number of vehicles, type and duration of parking at

identified locations so as to quantify them in terms of ‘short-term’ and ‘long-term’ parking. The

analysed data shall assist in ascertaining parking requirement along the corridor and identify

potential parking locations to accommodate the demand.



Road Network Inventory The road network inventory survey shall be undertaken along the corridor to ascertain the right of

way, carriageway and footway characteristics as well as parameters such as functional condition of

pavement, type/location of street lighting, street furniture, etc. The survey shall be based on the link

node network diagram wherein nodes shall be represented by major intersections and road sections

between two adjacent nodes indicating the links. The cross-sectional measurements shall be taken

along major links and nodes.

Activity Survey Activity survey shall be undertaken for the full corridor length along both directions. It shall be

aimed at visually ascertaining locations of various activities throughout the corridor such as

unauthorised parking, hawker/vendor establishments, dumping of materials, encroachments, etc.

The information gathered shall be presented on a separate layer superimposed over road layout in

AutoCad. This survey shall assist in identifying type and intensity of various activities on the corridor

and identify potential locations to relocate some of them to ensure smooth functioning of the

corridor.

Topographical Survey Topographical Survey shall be undertaken along the entire corridor alignment to cover building

footprints or 50m from the road centreline on both sides, whichever is lower. The survey shall also

be extended to road network in the vicinity i.e. up to 500m along all streets/roads connecting to the

corridor. The principal objective of the survey shall be to prepare geo-coordinated maps of the

corridor depicting the existing roads with ground levels. The survey shall be undertaken

longitudinally at 30 meter intervals or less to cover all junctions and changes in the topography and

transversely at 30 meter intervals within the right of way (ROW) or property lines recording the

ground levels at 2.5 meter intervals or at change in topography. A benchmark (BM) shall be

transferred and fixed on the corridor from the nearest available Survey of India benchmark. The geo-

coordinated maps shall be prepared in AutoCad for further use during conceptual & detailed design.

Tree Survey The consultant shall undertake the Tree survey as specified in the TOR to identify mature trees that

shall be affected or may be required to be felled to accommodate the improvement proposals. The

survey shall encompass plotting locations of trees with girth more than 30cm measured at 1m height

from the ground level on topographical drawing in a separate layer. A table highlighting location,

type, species, girth size and reference number shall be prepared and presented alongside the

drawing. The trees that are required to be felled shall be numbered and marked with paint for

identification purposes.



CC hhaapptt ee rr 55 :: PPrriimm aarryy SSuurrvv ee yy ss

As part of this study, a systematic methodology has been followed to assess the characteristics of

the traffic on the proposed road as well as to prepare geo-coordinated maps of the corridor

depicting the existing road conditions with ground levels. The data collection included the primary

surveys in the field and the secondary data collection from various sources. This chapter presents

the details of traffic surveys and topographical surveys, the locations, schedule and the initial survey

findings of the primary surveys carried out.

Moreover to understand the future demand on this corridor traffic growth rates within the horizon

period is also estimated in this chapter.

5.1 TRAFFIC SURVEYS

In order to understand the characteristics and the volume of traffic using the project road, traffic

data on road network and travel pattern of vehicles plying on the project road were collected

through primary surveys. A detailed reconnaissance survey was conducted to identify the

appropriate locations for carrying out the mid-block traffic volume count, turning traffic volume

count surveys, origin-destination surveys, pedestrian count surveys and parking surveys.

The following traffic surveys were conducted in this study:

Table 9: Traffic Survey Locations and Schedules

Sl. No. Location Type of Survey Dates Location ID

1 G. T. Karnal Road near Malkaganj

Market

Mid-Block Traffic

Volume Count

October 3,

2013 MB1

2 Ambedkar Marg near Malkaganj

Market

Mid-Block Traffic

Volume Count

October 3,

2013 MB2

3 Ghantaghar Junction (Clock

Tower)

Turning Traffic

Volume Count

October 3,

2013 TM1

4 Kamla Nagar Junction Turning Traffic

Volume Count

October 8,

2013 TM2

5 Arya Bhat Polytechnic Junction Turning Traffic

Volume Count

October 8,

2013 TM3

6 Azadpur Junction (Roundabout) Turning Traffic

Volume Count

October 8,

2013 TM4

7 Kamla Nagar Junction Road Side Origin-

Destination

October 8,

2013 OD1

8 Mahavir School Junction Pedestrian Count October 8,

2013 PD1

9 Mahavir School to Arya Bhat

Polytechnic on G.T. Road Parking Survey

October 8,

2013 PA1

The vehicle classification as generally considered for urban roads along with their PCU values, as

suggested in IRC: 64 – 1990, are presented below.



Table 10: Vehicle Classification and PCU Factors

Sl. No. Vehicle Type PCU Factors

1 Car, Jeep and Van 1

2 Two –Wheeler 0.5

3 Three-Wheeler (Auto-Rickshaw)/Mini LCV 1

4 Mini-Bus 1.5

5 Standard Bus 3

8 Light Commercial Vehicle (LCV) 1.5

9 2-Axle & 3-Axle Truck 3

10 Multi-Axle Vehicle (MAV) 4.5

11 Agricultural Tractor 1.5

12 Agricultural Tractor with Trailer 4.5

13 Cycle 0.5

14 Cycle Rickshaw 2

15 Animal Drawn Cart/ Hand Cart 6

Figure 7: Traffic Survey Locations

5.1.1 Mid-Block Traffic Volume Counts

Traffic volume count at mid-block locations give a clear picture about the density of traffic volume

along different stretches of roads within the study area, which helps in assessing the

Volume/Capacity (V/C) ratio of the road stretches. This in turn assists in evaluating the strategies to

be adopted to ease the prevailing congestion and also in evolving future long term strategies. 2 Mid-

blocks were identified for carrying out the volume count survey covering the project corridor and an

additional important road of the study area.

Traffic summary of both the locations are presented further. Analysis of the Mid Block Classified

Traffic Volume Count data indicates that due to surrounding whole sale market areas and close

proximity of Azadpur Sabji Mandi, there is very high percentage share (above 55%) of non motorised

vehicles including cycle rickshaws and hand carts on both the stretches. Traffic density on G.T Karnal

Road near Malkaganj Market is very high. Peak hour Volume-Capasity (V/C) ratio is 1.2 which creates

existing Level of Service (LOS) “E” at this stretch. Peak hour V/C ratio at Ambedkar Marg is also at

higher side as it is 0.9.



Table 11: Traffic Summary on G.T. Karnal Road near Malkaganj Market

Figure 8: Traffic Composition on G.T. Karnal Road near Malkaganj Market

PublicOffice/

School

0.50 1.00 1.00 1.50 3.00 3.00 1.50 3.00 4.50 1.00 4.50 0.50 2.00 6.00

1 Direction-1 : Pulbangash to Ghanta Ghar 2,294 1,665 573 0 0 0 3 2 0 101 0 1,665 1,969 51 4,638 3,685 8,323 3,497 5,077 8,573

2 Direction-2 : Ghanta Ghar to Pulbangash 2,423 1,387 624 5 0 2 0 0 0 61 0 945 1,637 100 4,502 2,682 7,184 3,297 4,347 7,644

All Directions Daily Mid-Block Total 4,717 3,052 1,197 5 0 2 3 2 0 162 0 2,610 3,606 151 9,140 6,367 15,507 6,794 9,423 16,217

1 Direction-1 : Pulbangash to Ghanta Ghar 256 249 57 0 0 0 0 0 0 13 0 219 264 1 575 484 1,059 447 644 1,091

2 Direction-2 : Ghanta Ghar to Pulbangash 287 212 105 0 0 0 0 0 0 14 0 129 215 15 618 359 977 475 585 1,059

All Directions Peak Hour Mid-Block Total 543 461 162 0 0 0 0 0 0 27 0 348 479 16 1,193 843 2,036 922 1,228 2,150

Approach Direction

Fast Vehicles Slow Vehicles Total Vehicles Total PCUs

Two

Wheeler

Auto

Rickshaw

(Passenger)

Car/

Van/

Taxi/

Utility

Bus

LCVSlow

VehiclesTotalMAVMini Bus

Fast

Vehicles

Slow

VehiclesTotal

Fast

Vehicles

2 Axle & 3

Axle

Trucks

Auto

(Goods)/

Mini LCV

Tractor &

Tractor +

Trailer

CycleCycle

Rickshaw

Hand &

Animal

Drawn

PCU Factors

12 Hour Mid Block Traffic

Peak Hour Mid Block Traffic

Two Wheeler 14.54%

Auto Rickshaw

(Passenger) 18.82%

Car / Van / Taxi / Utility

7.38% Bus 0.08%

LCV and Goods Auto

1.03% Truck 0.04%

Non Motorised Vehicles 58.11%

Traffic Composition (12 Hour PCUs)

Two Wheeler 12.63%

Auto Rickshaw

(Passenger) 21.45%


7.54% Bus

0.00% LCV and Goods Auto

1.26% Truck 0.00%


Traffic Composition (Peak Hour PCUs)



Table 12: Traffic Summary on Ambedkar Marg near Malkaganj Market

Figure 9: Traffic Composition on Ambedkar Marg near Malkaganj Market

PublicOffice/

School

0.50 1.00 1.00 1.50 3.00 3.00 1.50 3.00 4.50 1.00 4.50 0.50 2.00 6.00

1 Direction-1 : Pulbangash to Kamla Nagar 1,624 539 595 7 82 12 38 0 0 133 0 456 1,857 21 3,030 2,334 5,364 2,429 4,068 6,497

2 Direction-2 : Kamla Nagar to Pulbangash 2,068 770 796 5 107 5 28 3 0 206 1 777 1,833 14 3,988 2,625 6,613 3,201 4,143 7,344

All Directions Daily Mid-Block Total 3,692 1,309 1,391 12 189 17 66 3 0 339 1 1,233 3,690 35 7,018 4,959 11,977 5,629 8,211 13,840

1 Direction-1 : Pulbangash to Kamla Nagar 146 70 57 0 9 1 3 0 0 4 0 66 198 1 290 265 555 239 435 674

2 Direction-2 : Kamla Nagar to Pulbangash 225 120 111 0 22 0 2 1 0 8 0 176 192 0 489 368 857 424 472 896

All Directions Peak Hour Mid-Block Total 371 190 168 0 31 1 5 1 0 12 0 242 390 1 779 633 1,412 662 907 1,569

Peak Hour Mid Block Traffic

PCU Factors

12 Hour Mid Block Traffic

Mini BusFast

Vehicles

Slow

VehiclesTotal

Fast

Vehicles

2 Axle & 3

Axle

Trucks

Auto

(Goods)/

Mini LCV

Tractor &

Tractor +

Trailer

CycleCycle

Rickshaw

Hand &

Animal

Drawn

Approach Direction


Two

Wheeler

Auto

Rickshaw

(Passenger)

Car/

Van/

Taxi/

Utility

Bus

LCVSlow

VehiclesTotalMAV

Two Wheeler 13.34%

Auto Rickshaw

(Passenger) 9.46%


10.05% Bus

4.60%

LCV and Goods Auto

3.16% Truck 0.07%

Tractor & Trailer 0.03%



Two Wheeler 11.82% Auto

Rickshaw (Passenger)

12.11%


10.71%

Bus 6.12%

LCV and Goods Auto

1.24% Truck 0.19%





5.1.2 Turning Traffic Volume Counts

Turning traffic volume count at intersection locations give a clear picture about the density of traffic

volume along different arms and stretches of project road and other connecting roads within the

study area, which helps in assessing the Volume/Capacity (V/C) ratio of the road stretches. In

addition to this, turning volume counts also help to understand directional distribution on all

connecting roads at the intersection. These in turn assist in evaluating the strategies to be adopted

to ease the prevailing congestion and also in evolving future long term strategies and junction

improvement strategies. Four intersections on the project corridor were identified for carrying out

the turning volume count survey.

Traffic summary of all the intersections are presented further.

Analysis of the Intersection Traffic Volume Count data indicates that due to surrounding whole sale

market areas and close proximity of Azadpur Sabji Mandi, there is very high percentage share (above

20%) of non motorised vehicles (NMV) including cycle rickshaws and hand carts at all intersections

except Arya Bhat Polytechnic. NMV share at Arya Bhat Polytechnic is little lower (13%) due to high

volume of motorised traffic on Satyawati College Road. Peak hour Volume-Capasity (V/C) ratio at all

arms of all intersections except G.T. Road (Malkaganj Market) arm of Ghantaghar intersection is

below 1.



Table 13: Turning Traffic Volume Summary of Ghantaghar (Clock Tower) Intersection

Table 14: Peak Hour Turning Traffic Volume Summary of Ghantaghar (Clock Tower) Intersection

PublicOffice/

School

0.50 1.00 1.00 1.50 3.00 3.00 1.50 3.00 4.50 1.00 4.50 0.50 2.00 6.00

Approach-1

Direction-1 : Pulbangash-Azadpur 1,390 1,011 1,080 4 0 0 7 0 0 99 1 731 1,341 3 3,591 2,076 5,667 2,902 3,070 5,972

1 Direction-2 : Pulbangash-Roshanara 384 262 176 0 0 0 0 0 0 29 0 140 295 12 851 447 1,298 659 732 1,391

Direction-3 : Pulbangash-Malkaganj 711 479 440 9 0 0 2 1 0 73 0 242 580 5 1,715 827 2,542 1,367 1,311 2,678

Approach-2

Direction-4 : Azadpur-Pulbangash 2,317 617 1,150 10 0 2 5 0 0 260 0 590 2,774 8 4,361 3,372 7,733 3,214 5,891 9,105

2 Direction-5 : Azadpur-Roshanara 506 487 581 1 87 9 31 0 0 279 0 326 487 2 1,981 815 2,796 1,936 1,149 3,085

Direction-6 : Azadpur-Malkaganj 511 212 439 0 0 1 4 1 0 35 2 214 380 3 1,203 599 1,802 954 894 1,848

Approach-3

Direction-7 : Roshanara-Azadpur 864 640 698 9 125 19 49 1 0 188 27 207 693 1 2,593 928 3,521 2,480 1,617 4,097

3 Direction-8 : Roshanara-Pulbangash 777 617 643 3 0 0 0 2 0 24 0 245 694 0 2,066 939 3,005 1,683 1,511 3,194

Direction-9 : Roshanara-Malkaganj 557 581 687 5 0 1 7 5 0 71 0 185 549 2 1,914 736 2,650 1,654 1,203 2,856

Approach-4

Direction-10 : Malkaganj-Pulbangash 434 395 348 0 0 1 3 0 0 51 0 220 293 0 1,232 513 1,745 1,019 696 1,715

4 Direction-11 : Malkaganj-Roshanara 693 454 444 4 0 0 5 0 0 61 1 382 562 3 1,661 948 2,609 1,319 1,338 2,657

Direction-12 : Malkaganj-Azadpur 519 446 454 1 1 0 4 0 0 63 0 293 348 33 1,488 674 2,162 1,233 1,041 2,274

Cycle

Auto

Rickshaw

(Passenger)

Car/ Van/

Taxi/

Utility

Mini BusApproach Direction


Two

Wheeler

Slow

VehiclesTotal

BusCycle

Rickshaw

Hand &

Animal

Drawn

Fast

Vehicles

Slow

VehiclesTotal

Fast

VehiclesLCV

2 Axle & 3

Axle

Trucks

MAV

Auto

(Goods)/

Mini LCV

Tractor &

Tractor +

Trailer

PCU Factors

Directional Traffic

PublicOffice/

School

0.50 1.00 1.00 1.50 3.00 3.00 1.50 3.00 4.50 1.00 4.50 0.50 2.00 6.00

Direction-1 : Pulbangash-Azadpur 175 138 119 0 0 0 3 0 0 3 0 41 208 0 438 249 687 352 437 789

1 Direction-2 : Pulbangash-Roshanara 54 41 25 0 0 0 0 0 0 2 0 21 24 0 122 45 167 95 59 154

Direction-3 : Pulbangash-Malkaganj 73 32 30 4 0 0 0 0 0 3 0 17 55 0 142 72 214 108 119 226

Direction-4 : Azadpur-Pulbangash 178 51 41 0 0 0 0 0 0 1 0 103 203 2 271 308 579 182 470 652

2 Direction-5 : Azadpur-Roshanara 47 62 72 1 16 0 1 0 0 10 0 18 72 0 209 90 299 219 153 372

Direction-6 : Azadpur-Malkaganj 68 56 66 0 0 1 1 0 0 5 1 36 74 0 197 111 308 166 171 336

Direction-7 : Roshanara-Azadpur 88 49 56 2 14 0 2 0 0 3 1 23 59 1 214 84 298 200 140 340

3 Direction-8 : Roshanara-Pulbangash 130 45 30 0 0 0 0 0 0 2 0 5 88 0 207 93 300 142 179 321

Direction-9 : Roshanara-Malkaganj 32 35 54 0 0 0 0 2 0 29 0 12 15 0 152 27 179 140 36 176

Direction-10 : Malkaganj-Pulbangash 59 73 60 0 0 1 0 0 0 1 0 37 32 0 194 69 263 167 83 249

4 Direction-11 : Malkaganj-Roshanara 95 80 61 0 0 0 2 0 0 3 0 17 77 0 241 94 335 195 163 357

Direction-12 : Malkaganj-Azadpur 56 53 46 0 0 0 2 0 0 9 0 30 39 0 166 69 235 139 93 232

1,055 715 660 7 30 2 11 2 0 71 2 360 946 3 2,553 1,311 3,864 2,103 2,099 4,202

Approach Direction


Two

WheelerCycle

Auto

Rickshaw

(Passenge

r)

Car/ Van Mini Bus

BusSlow

VehiclesTotal

PCU Factors

All Directions

Cycle

Rickshaw

Hand &

Animal

Drawn

Fast

Vehicles

Slow

VehiclesTotal

Fast

VehiclesLCV

2 Axle & 3

Axle

Trucks

MAV

Auto

(Goods)/

Mini LCV

Tractor &

Tractor +

Trailer



Figure 10: Turning Movement Diagram of Ghantaghar (Clock Tower) Intersection



Figure 11: Peak Hour Turning Movement Diagram of Ghantaghar (Clock Tower) Intersection



Table 15: Turning Traffic Volume Summary of Kamla Nagar Intersection

Table 16: Peak Hour Turning Traffic Volume Summary of Kamla Nagar Intersection

PublicOffice/

School

0.50 1.00 1.00 1.50 3.00 3.00 1.50 3.00 4.50 1.00 4.50 0.50 2.00 6.00

Approach-1

Direction-1 : Pulbangash-Azadpur 2,554 2,043 2,298 31 200 96 127 8 3 257 11 440 479 19 7,617 949 8,566 7,038 1,342 8,379

1 Direction-2 : Pulbangash-MLCP 985 711 688 0 223 22 35 2 0 38 0 308 399 14 2,704 721 3,425 2,723 1,036 3,759

Direction-2 : Pulbangash-Kamla Nagar 1,060 728 1,005 13 67 77 18 1 0 452 10 504 381 45 3,421 940 4,361 3,197 1,329 4,526

Approach-2

Direction-4 : Azadpur-Pulbangash 2,487 2,039 1,929 19 197 19 11 0 0 97 0 719 1,021 18 6,798 1,758 8,556 6,002 2,510 8,511

2 Direction-5 : Azadpur-MLCP 455 386 414 6 59 3 57 0 0 30 15 172 158 0 1,410 345 1,755 1,338 470 1,808

Direction-6 : Azadpur-Kamla Nagar 1,666 996 1,587 10 3 0 1 5 0 17 0 28 1,140 0 4,285 1,168 5,453 3,474 2,294 5,768

Approach-3

Direction-7 : MLCP-Azadpur 562 184 542 24 60 8 39 6 8 27 4 100 151 37 1,460 292 1,752 1,387 592 1,979

3 Direction-8 : MLCP-Pulbangash 1,547 880 1,851 0 135 43 34 0 0 163 9 639 1,192 12 4,653 1,852 6,505 4,253 2,816 7,069

Direction-9 : MLCP-Kamla Nagar 2,423 1,971 2,437 18 448 25 122 1 0 87 0 880 396 0 7,532 1,276 8,808 7,339 1,232 8,571

Approach-4

Direction-10 : Kamla Nagar-Pulbangash 464 126 292 13 15 1 4 1 0 12 0 169 240 0 928 409 1,337 739 565 1,303

4 Direction-11 : Kamla Nagar-MLCP 2,967 1,547 2,817 23 498 15 30 0 0 71 12 900 417 2 7,968 1,331 9,299 7,537 1,350 8,887

Direction-12 : Kamla Nagar-Azadpur 876 496 1,415 17 29 6 6 2 0 33 0 159 314 5 2,880 478 3,358 2,528 738 3,265

PCU Factors

Directional Traffic

BusCycle

Rickshaw

Hand &

Animal

Drawn

Fast

Vehicles

Slow

VehiclesTotal

Fast

VehiclesLCV

2 Axle & 3

Axle

Trucks

MAV

Auto

(Goods)/

Mini LCV

Tractor &

Tractor +

Trailer

Cycle

Auto

Rickshaw

(Passenger)

Car/ Van/

Taxi/

Utility



Two

Wheeler

Slow

VehiclesTotal

PublicOffice/

School

0.50 1.00 1.00 1.50 3.00 3.00 1.50 3.00 4.50 1.00 4.50 0.50 2.00 6.00


1 Direction-2 : Pulbangash-MLCP 50 38 42 0 23 0 2 0 0 0 0 13 31 0 155 44 199 177 69 246

Direction-2 : Pulbangash-Kamla Nagar 66 66 58 0 6 3 1 0 0 42 0 53 43 6 242 102 344 228 149 376


2 Direction-5 : Azadpur-MLCP 46 40 44 0 9 0 0 0 0 0 0 28 28 0 139 56 195 134 70 204

Direction-6 : Azadpur-Kamla Nagar 111 84 131 0 0 0 0 0 0 0 0 0 103 0 326 103 429 271 206 477

Direction-7 : MLCP-Azadpur 38 13 23 0 4 0 1 1 0 2 0 9 7 1 82 17 99 74 25 98

3 Direction-8 : MLCP-Pulbangash 160 92 189 0 6 3 5 0 0 6 0 24 126 0 461 150 611 402 264 666

Direction-9 : MLCP-Kamla Nagar 260 213 274 2 57 1 0 0 0 14 0 125 57 0 821 182 1,003 808 177 985

Direction-10 : Kamla Nagar-Pulbangash 51 13 24 0 0 0 0 0 0 2 0 10 23 0 90 33 123 65 51 116

4 Direction-11 : Kamla Nagar-MLCP 300 150 272 2 51 0 0 0 0 0 0 98 50 0 775 148 923 728 149 877

Direction-12 : Kamla Nagar-Azadpur 96 58 120 6 2 0 0 2 0 0 0 17 44 0 284 61 345 247 97 344

1,649 1,136 1,577 12 200 9 33 4 0 102 2 492 701 10 4,722 1,205 5,927 4,346 1,717 6,063

Total

PCU Factors

All Directions

Cycle

Rickshaw

Hand &

Animal

Drawn

Fast

Vehicles

Slow

VehiclesTotal

Fast

VehiclesLCV

2 Axle & 3

Axle

Trucks

MAV

Auto

(Goods)/

Mini LCV

Tractor &

Tractor +

Trailer

Approach Direction


Two

WheelerCycle

Auto

Rickshaw

(Passenge

r)

Car/ Van Mini Bus

BusSlow

Vehicles



Figure 12: Turning Movement Diagram of Kamla Nagar Intersection



Figure 13: Peak Hour Turning Movement Diagram of Kamla Nagar Intersection



Table 17: Turning Traffic Volume Summary of Arya Bhat Polytechnic Intersection

Table 18: Peak Hour Turning Traffic Volume Summary of Arya Bhat Polytechnic Intersection

PublicOffice/

School

0.50 1.00 1.00 1.50 3.00 3.00 1.50 3.00 4.50 1.00 4.50 0.50 2.00 6.00

Approach-1

Direction-1 : Pulbangash-Azadpur 1,671 953 2,275 160 328 95 141 26 1 331 6 561 751 15 5,981 1,333 7,314 6,198 1,900 8,097

1 Direction-2 : Pulbangash-Satyawati College 4,514 2,630 5,782 211 40 127 110 56 33 173 7 143 112 120 13,676 382 14,058 12,141 1,047 13,188

Approach-2

Direction-4 : Azadpur-Pulbangash 1,046 833 1,147 206 72 128 131 33 100 424 34 725 665 32 4,120 1,456 5,576 4,582 2,038 6,619

2 Direction-5 : Azadpur-Satyawati College 1,540 800 3,253 105 45 30 333 81 0 650 0 41 167 0 6,837 208 7,045 6,598 355 6,953

Approach-3

Direction-7 : Satyawati College-Azadpur 4,118 929 3,755 33 78 14 224 21 28 508 3 380 388 10 9,708 781 10,489 8,102 1,040 9,141

3 Direction-8 : Satyawati College-Pulbangash 1,570 1,246 1,721 322 110 202 200 59 149 652 21 479 439 4 6,231 943 7,174 6,971 1,236 8,207

Cycle

Auto

Rickshaw

(Passenger)

Car/ Van/

Taxi/

Utility



Two

Wheeler

Slow

VehiclesTotal

BusCycle

Rickshaw

Hand &

Animal

Drawn

Fast

Vehicles

Slow

VehiclesTotal

Fast

VehiclesLCV

2 Axle & 3

Axle

Trucks

MAV

Auto

(Goods)/

Mini LCV

Tractor &

Tractor +

Trailer

PCU Factors

Directional Traffic

PublicOffice/

School

0.50 1.00 1.00 1.50 3.00 3.00 1.50 3.00 4.50 1.00 4.50 0.50 2.00 6.00


1 Direction-2 : Pulbangash-Satyawati College 325 230 490 8 0 0 24 2 0 16 1 7 6 7 1,095 21 1,116 953 62 1,015


2 Direction-5 : Azadpur-Satyawati College 114 94 272 1 1 0 77 5 0 121 0 1 24 0 685 25 710 679 49 728

Direction-7 : Satyawati College-Azadpur 363 82 335 1 6 0 42 3 10 68 0 21 32 0 910 53 963 803 75 878

3 Direction-8 : Satyawati College-Pulbangash 158 122 176 55 27 30 48 28 22 92 8 53 61 1 758 123 881 978 191 1,168

1,246 740 1,625 105 75 49 244 58 46 382 23 197 251 12 4,570 483 5,053 4,647 776 5,423

Approach Direction


Two

WheelerCycle

Auto

Rickshaw

(Passenge

r)

Car/ Van Mini Bus

BusSlow

VehiclesTotal

PCU Factors

All Directions

Cycle

Rickshaw

Hand &

Animal

Drawn

Fast

Vehicles

Slow

VehiclesTotal

Fast

VehiclesLCV

2 Axle & 3

Axle

Trucks

MAV

Auto

(Goods)/

Mini LCV

Tractor &

Tractor +

Trailer



Figure 14: Turning Movement Diagram of Arya Bhat Polytechnic Intersection



Figure 15: Peak Hour Turning Movement Diagram of Arya Bhat Polytechnic Intersection



Table 19: Turning Traffic Volume Summary of Azadpur Intersection (Roundabout)

Table 20: Peak Hour Turning Traffic Volume Summary of Azadpur Intersection (Roundabout)

PublicOffice/

School

0.50 1.00 1.00 1.50 3.00 3.00 1.50 3.00 4.50 1.00 4.50 0.50 2.00 6.00

Approach-1

1 Direction-1 : Ashok Vihar-Azadpur Mandi 4,321 2,457 3,067 88 1,150 57 451 31 0 956 7 1,868 2,375 13 12,578 4,263 16,841 13,163 5,794 18,957

Direction-2 : Ashok Vihar-Model Town 879 87 724 2 9 1 3 0 0 65 4 712 150 0 1,770 866 2,636 1,353 674 2,027

Approach-2

2 Direction-4 : Adarsh Nagar-Model Town 6,950 4,386 6,638 162 3,266 153 221 35 7 953 1 1,277 1,200 14 22,771 2,492 25,263 26,420 3,127 29,547

Direction-5 : Adarsh Nagar-Azadpur RS 2,674 2,505 2,498 248 1,512 40 426 16 6 777 9 2,124 1,980 56 10,702 4,169 14,871 12,859 5,399 18,258

Approach-3

3 Direction-3 : Model Town-Azadpur RS 6,473 3,194 7,428 372 1,573 188 415 47 9 1,222 5 879 1,566 14 20,921 2,464 23,385 21,726 3,678 25,404

Approach-4

4 Direction-6 : Model Town-Ashok Vihar 4,264 2,123 3,627 62 1,056 5 415 47 3 693 1 2,753 3,296 14 12,295 6,064 18,359 12,628 8,057 20,685

Direction-7 : Model Town-Azadpur Mandi 4,872 3,585 6,269 352 2,004 174 405 12 8 1,268 1 1,043 706 31 18,949 1,781 20,730 21,300 2,124 23,424

PCU Factors

Directional Traffic

BusCycle

Rickshaw

Hand &

Animal

Drawn

Fast

Vehicles

Slow

VehiclesTotal

Fast

VehiclesLCV

2 Axle & 3

Axle

Trucks

MAV

Auto

(Goods)/

Mini LCV

Tractor &

Tractor +

Trailer

Cycle

Auto

Rickshaw

(Passenger)

Car/ Van/

Taxi/

Utility



Two

Wheeler

Slow

VehiclesTotal

PublicOffice/

School

0.50 1.00 1.00 1.50 3.00 3.00 1.50 3.00 4.50 1.00 4.50 0.50 2.00 6.00

Direction-1 : Ashok Vihar-Azadpur Mandi 383 224 277 0 53 0 52 0 0 68 0 150 187 0 1,057 337 1,394 998 449 1,447

Direction-2 : Ashok Vihar-Model Town 69 5 54 0 0 0 0 0 0 3 0 61 6 0 131 67 198 97 43 139

Direction-4 : Adarsh Nagar-Model Town 866 584 794 13 530 13 43 9 0 130 0 188 144 4 2,982 336 3,318 3,681 406 4,087

# Direction-5 : Adarsh Nagar-Azadpur RS 271 266 230 20 146 0 37 0 0 57 0 239 225 8 1,027 472 1,499 1,212 618 1,830

Direction-3 : Model Town-Azadpur RS 657 338 682 30 152 0 36 0 0 91 0 98 179 2 1,986 279 2,265 1,995 419 2,414

Direction-6 : Model Town-Ashok Vihar 433 225 333 5 102 0 36 0 0 51 0 310 375 2 1,185 687 1,872 1,193 917 2,110

Direction-7 : Model Town-Azadpur Mandi 456 342 528 44 182 17 22 0 0 141 0 130 65 0 1,732 195 1,927 1,935 195 2,130

3,135 1,984 2,898 112 1,165 30 226 9 0 541 0 1,176 1,181 16 10,100 2,373 12,473 11,110 3,046 14,156

Total

PCU Factors

All Directions

Cycle

Rickshaw

Hand &

Animal

Drawn

Fast

Vehicles

Slow

VehiclesTotal

Fast

VehiclesLCV

2 Axle & 3

Axle

Trucks

MAV

Auto

(Goods)/

Mini LCV

Tractor &

Tractor +

Trailer

Approach Direction


Two

WheelerCycle

Auto

Rickshaw

(Passenger)

Car/ Van Mini Bus

BusSlow

Vehicles



Figure 16: Turning Movement Diagram of Azadpur Intersection (Roundabout)



Figure 17: Peak Hour Turning Movement Diagram of Azadpur Intersection (Roundabout)



Figure 18: Traffic Composition of Ghantaghar (Clock Tower) Intersection

Figure 19: Traffic Composition of Kamla Nagar Intersection

Figure 20: Traffic Composition of Arya Bhat Polytechnic Intersection

Two Wheeler 11.82%

Auto Rickshaw

(Passenger)

15.17% Car / Van /

Taxi / Utility

17.47% Bus 1.97%

LCV and Goods Auto

3.45%

Truck 0.07%






17.02%


15.71%

Bus 2.53%

LCV and Goods Auto

2.08%

Truck 0.14%




Two Wheeler 14.14%

Auto Rickshaw

(Passenger)

18.97%


27.07%

Bus 10.98% LCV and

Goods Auto

3.15%

Truck 0.12%




Two Wheeler 13.60%

Auto Rickshaw

(Passenger) 18.74%


26.01%

Bus 10.64%

LCV and Goods Auto

2.50%

Truck 0.20%





Rickshaw (Passenger

) 14.16%


34.35%

Bus 10.27%

LCV and Goods Auto

8.52%

Truck 1.59%






13.65%


29.97%

Bus 9.76%

LCV and Goods Auto

13.79%

Truck 3.21%

MAV 3.82%

Tractor & Trailer 1.91% Non

Motorised Vehicles 12.40%




Figure 21: Traffic Composition of Azadpur Intersection (Roundabout)

5.1.3 Origin-Destination Survey

In order to understand the travel demand pattern on the project corridor as well as within the

region, Origin and Destination (O-D) survey was carried out at Kamla Nagar Intersection. The O-D

survey was carried out by roadside interview method as described in IRC: 102-1988.

The travel characteristics obtained by O-D survey facilitate the identification of:

Local and through traffic on the project road.

Potential divertible traffic to/from project road to various alternative routes.

Trained enumerators under the supervision of transport planners collected the trip characteristics

using the survey forms designed for this purpose.

The O-D survey elicited characteristics like origin, destination, frequency and purpose of trip for

passenger vehicles. The information pertaining to origin and destination of trips collected during

roadside interviews was analysed to obtain the trip distribution based on a zoning system suitably

designed for the present study.

To understand the spatial dimensions of the trip characteristics of the vehicles interviewed during

the O-D survey, a detailed zoning system was developed giving due consideration to the following

factors:

The road network catering to the traffic on the project road and its generating points.

Important localities and commercial/ institutional centres around the project road area.

Configuration of the project road in the regional road network with respect to other roads.

Two major types of areas were identified for analysis purposes;

Immediate Influence Area (IIA): Immediate Influence Area includes the localities and commercial/

institutional centres along the project road and adjacent to it which generates/attracts trips directly

to the project road.

Broad Influence Area (BIA): Broad Influence Area includes regional areas of NCTD outside the IIA.

Detailed zoning system is prepared for IIA, while more aggregate or broad zoning is developed for

BIA.

The zoning system adopted for the study comprises 35 zones (of which 20 representing the IIA) and

is presented below.

Two Wheeler 10.84%

Auto Rickshaw

(Passenger)

13.39%


21.67% Bus

26.02%

LCV and Goods Auto

6.87%

Truck 0.41%

Tractor & Trailer 0.08% Non

Motorised Vehicles 20.60%




14.02%


20.47%

Bus 26.51%

LCV and Goods Auto

6.22%

Truck 0.19%






Table 21: Traffic Zoning System

Sl. No. Traffic Zone Area/ Region

1 Kashmere Gate/ ISBT Immediate Influence Area

2 Roshanara Road/ Sabzi Mandi Immediate Influence Area

3 Malka Ganj Immediate Influence Area

4 Ghanta Ghar Immediate Influence Area

5 Kamla Nagar MLCP/ Kamla Nagar Market Immediate Influence Area

6 Kamla Nagar Immediate Influence Area

7 Sakti Nagar Immediate Influence Area

8 Roop Nagar Immediate Influence Area

9 Rana Pratap Bagh Immediate Influence Area

10 Kalyan Vihar/ Rajpura Immediate Influence Area

11 Satyawati Nagar/ Sangam Park Immediate Influence Area

12 Derawal Nagar Immediate Influence Area

13 Ashok Vihar Phase-III Immediate Influence Area

14 Wazirpur Industrial Area Immediate Influence Area

15 Azadpur Immediate Influence Area

16 Gulabi Bagh Immediate Influence Area

17 Ashok Vihar Phase-IV/ Wazirpur JJ Colony Immediate Influence Area

18 Delhi University Immediate Influence Area

19 Police Lines Immediate Influence Area

20 Sarai Rohilla/ Anand Parbat Broad Influence Area

21 Inderlok/ Tri Nagar Broad Influence Area

22 Vidhan Sabha/ Khyber Pass Broad Influence Area

23 New Delhi Railway Station/ Jama Masjid/ Lal Qila Broad Influence Area

24 Naraina Vihar/ Hari Nagar/ Subhash Nagar Broad Influence Area

25 Moti Nagar/ Punjabi Bagh Broad Influence Area

26 Rohini/ Rithala/ Budh Vihar Broad Influence Area

27 Karol Bagh/ Patel Nagar/ Pusa Broad Influence Area

28 Model Town Immediate Influence Area

29 Wazirabad/ Mukherjee Nagar Broad Influence Area

30 Sarup Nagar/ Libaspur Broad Influence Area

31 Salimar Garden/ Dilshad Garden Broad Influence Area

32 Kalyanpuri/ IP Extension/ Mayur Vihar Broad Influence Area

33 Okhla/ Kalkaji Broad Influence Area

34 Moti Bagh/ Vasant Vihar Broad Influence Area

35 Dwarka Broad Influence Area

Based on the above zoning system, the data has been coded and analysed by expanding observed

sample to total ADT. Based on the expanded OD matrices for all vehicles, the regional distribution of

vehicles has been estimated and the results for homogenous sections on the project corridor are

presented below.



Table 22: Regional Distribution (in %) of Traffic on the Project Corridor

Region

2-W

he

ele

r

Au

to

Ric

ksh

aw

Ca

r

Min

i B

us

Sta

nd

ard

Bu

s

Cy

cle

Cy

cle

Ric

ksh

aw

All

Mo

tori

sed

All

NM

T

All

Immediate

Influence

Area

54.3 58.9 51.2 63.7 36.1 88.5 99.1 53.6 92.6 59.5

Broad

Influence

Area

45.7 41.1 48.8 36.3 63.9 11.5 0.9 46.4 7.4 40.5

Analysing the travel pattern on the project corridor it is established that majority of the traffic plying

on the project corridor are local traffic (around 80% of the motorised traffic) and a small share of

traffic around 20% is availing the project corridor for bypassing purpose.

Table 23: Distribution (in %) of Local and Through Traffic on the Project Corridor

Region

2-W

he

ele

r

Au

to

Ric

ksh

aw

Ca

r

Min

i B

us

Sta

nd

ard

Bu

s

Cy

cle

Cy

cle

Ric

ksh

aw

All

Mo

tori

sed

All

NM

T

All

Through

Traffic 19.6 13.7 17.6 21.6 33.9 0.0 0.0 18.0 0.0 15.3

Local

Traffic 80.4 86.3 82.4 78.4 66.1 100.0 100.0 82.0 100.0 84.7

5.1.4 Parking and Pedestrian Survey

Parking Survey was conducted for a period of 16 hours continuously at 2 locations/ stretches. Survey

data were analysed to work out the parking demand along the corridor.

The Equivalent Car Space (ECS) adopted for different vehicle types for the analysis are given below.

Table 24: ECS Values Adopted for Various Vehicle Types

Sl. No. Vehicle Type ECS Value

1 Car 1.0

2 Two Wheelers 0.2

3 Bus 2.5

4 Trucks 2.5

5 LCV 1.8

6 Auto Rickshaws 0.5



Existing on-street parking along the project corridor is happening from Ghantaghar roundabout to

GT Road-Ambedkar Road intersection and Mahavir School to Arya Bhat Polytechnic intersection.

Analysing these parking total demands is estimated as follows:

Table 25: Mode-wise On-street Parking Demand from Ghantaghar Roundabout to GT Road-

Ambedkar Road Intersection

Figure 22: Hourly On-street Parking Accumulation from Ghantaghar Roundabout to GT Road-

Ambedkar Road Intersection

Table 26: Mode-wise On-street Parking Demand from Mahavir School to Arya Bhat Polytechnic

Intersection

Figure 23: Hourly On-street Parking Accumulation from Mahavir School to Arya Bhat

Polytechnic Intersection

0.25 0.50 1.00 1.00 0.25 0.50 0.50

188 83 334 27 74 33 0 632 107 739 450 35 485

116 41 183 18 49 26 0 357 75 433 250 25 275

ECS Factors

Peak Accumulation

Average Accumulation

Direction Hand &

Animal

Drawn

Fast

Vehicles

Slow

VehiclesTotal

Fast

Vehicles

Slow

Vehicles

Fast Vehicles Slow Vehicles Total Vehicles Total ECSs

Two

WheelerTotal

Auto

Rickshaw

(Passenger)

Car/ Van/

Taxi/ Utility

Auto

(Goods)/

Tempo

CycleCycle

Rickshaw

0

100

200

300

400

500

600

08

:00

-08

:30

08

:30

-09

:00

09

:00

-09

:30

09

:30

-10

:00

10

:00

-10

:30

10

:30

-11

:00

11

:00

-11

:30

11

:30

-12

:00

12

:00

-12

:30

12

:30

-13

:00

13

:00

-13

:30

13

:30

-14

:00

14

:00

-14

:30

14

:30

-15

:00

15

:00

-15

:30

15

:30

-16

:00

16

:00

-16

:30

16

:30

-17

:00

17

:00

-17

:30

17

:30

-18

:00

18

:00

-18

:30

18

:30

-19

:00

19

:00

-19

:30

19

:30

-20

:00

Tota

l EC

S

Time Period

0.25 0.50 1.00 1.00 0.25 0.50 0.50

241 48 305 10 99 136 66 604 301 905 399 126 525

126 21 172 14 22 72 26 333 120 453 228 55 283

Two

WheelerTotal

Auto

Rickshaw

(Passenger)

Car/ Van/

Taxi/ Utility

Auto

(Goods)/

Tempo

CycleCycle

Rickshaw

ECS Factors

Peak Accumulation

Average Accumulation

Direction Hand &

Animal

Drawn

Fast

Vehicles

Slow

VehiclesTotal

Fast

Vehicles

Slow

Vehicles

Fast Vehicles Slow Vehicles Total Vehicles Total ECSs

0 100 200 300 400 500 600

08

:00

-08

:30

08

:30

-09

:00

09

:00

-09

:30

09

:30

-10

:00

10

:00

-10

:30

10

:30

-11

:00

11

:00

-11

:30

11

:30

-12

:00

12

:00

-12

:30

12

:30

-13

:00

13

:00

-13

:30

13

:30

-14

:00

14

:00

-14

:30

14

:30

-15

:00

15

:00

-15

:30

15

:30

-16

:00

16

:00

-16

:30

16

:30

-17

:00

17

:00

-17

:30

17

:30

-18

:00

18

:00

-18

:30

18

:30

-19

:00

19

:00

-19

:30

19

:30

-20

:00

Tota

l EC

S

Time Period



Pedestrian volume throughout the project corridor in moderate. Peak hour crossing pedestrian

volume at Mahavir School Intersection on G.T. Karnal Road is 390.

5.2 STAKEHOLDERS OPINION

5.2.1 Trade Welfare Association

• Open spaces in the old subzi mandi area which has been encroached upon should be

formally made as a space for parking

• Encroachment by street vendors(also called Taibazari which have been set on approval of

MCD) on the Old Subzi Mandi area should be removed.

• Traffic signals on the stretches of Gurudwara to Azadpur junction & Shakti Nagar to Ghanta

ghar should be minimized or redesigned to handle more traffic.

• Make the already established MCD underground parking facility between Kedar Building &

subzi mandi near Ghanta ghar operational as it is running in a legal battle since 2007.

• Kamla Nehru park should be made available for parking.

5.2.2 Gurudwara

• NMT lanes should not interfere with entry & exit gates.

• Service lane which is now used for parking cannot be used for any other purpose.

• If planning for parking facilities, Sunday is the day when maximum number of pilgrims visit

as compared to any other day in the week.

5.2.3 Bus Terminal

• Encroachment by fruit vendors along the periphery of terminal and entry-exit gates, which

poses risk to the lives of buyers, has to be removed.

• Narrow road abutting entry gate of terminal which is leading to Azadpur village, used by

significant motorists and therefore conflicts with the terminal entry.

• Insufficient turning radius inside the terminal.

• Cluster scheme buses stand outside. They are not permitted to use DTC terminal facilities.

5.2.4 User’s Opinion

• Bank officials near Najafgarh Drain want to have parking provision outside their banks.

• The stretch from Azadpur Junction to Gurudwara needs to be improved.

• Parking problem from Ghanta Ghar to Baraf Khana. Parking should be provided on Kamla

Nehru Park.

• Trucks in the morning between Ghanta Ghar and Ambedkar Road junction tend to block the

whole traffic.



5.3 TOPOGRAPHY SURVEY

Topographical Survey has been conducted along the entire corridor alignment to cover building to

building available ROW or 50m from the road centreline on both sides, whichever is lower. The

survey has been extended to road network in the vicinity i.e. up to 500m along all streets/roads

connecting to the corridor. The survey has been undertaken longitudinally at 30 meter intervals or

less to cover all junctions and changes in the topography and transversely at 30 meter intervals

within the right of way (ROW) or property lines recording the ground levels at 2.5 meter intervals or

at change in topography. A benchmark (BM) shall be transferred and fixed on the corridor from the

nearest available Survey of India benchmark. Detailed survey drawings and other details are

presented in Annexure-2.



CC hhaapptt ee rr 66 :: TT rraaff ff ii cc GGrr oowwtt hh FF oo rree ccaasstt

Traffic demand on corridor changes usually because of change in land-use or due to development

and economic growth in the surrounding regions. Hence, future traffic estimation necessitates a

preview, however imprecise, of the probable pattern of future land-use or growth of the economy.

6.1 METHODOLOGY OF TRAFFIC GROWTH ESTIMATION

As the traffic growth on the project corridor depends on the future growth of developmental

activities in the surrounding region, to estimate the future traffic forecast on the project corridor

more precisely traffic streams on the project corridor has been studied thoroughly and for each type

of traffic stream growth has been estimated separately as discussed below.

Figure 24: Traffic Growth Estimation Methodology

6.1.1 Growth for Internal-Internal Traffic

Traffic interaction within the internal area i.e., the traffic plying within the influence area of zone-C

depends on the land-use pattern of zone-C. Therefore to estimate the future traffic growth of the

internal-internal traffic stream on the project corridor, future land-use distribution and phase-wise

development of zone-C needs to be studied. Based on future developments within the zone-C and

thereby population and employment growth of different sub-zones have been worked out.

According to their distribution within the zone-C, future traffic on the project corridor for internal-

internal traffic stream has been estimated.

6.1.2 Growth for Internal-External Traffic

Internal-external traffic stream on the project corridor is the traffic interaction between the zone-C

and the surrounding influence regions of zone-C. To estimate traffic growth for this traffic stream,

growth of future traffic of zone-C from population-employment growth and growth of regional

traffic from time series past traffic data of the regions have been estimated separately. Further the

average traffic growth has been estimated for the captioned stream plying on the project corridor.

6.1.3 Growth for External-External Traffic

External-external traffic for the project traffic is the through traffic on the project corridor without

having any interaction with the land-use of zone-C. Growth of this traffic does not depend on the

future development and land-use distribution of zone-C. To estimate the growth of this traffic

stream time series past traffic data of the regions have been examined.



6.2 ESTIMATED TRAFFIC GROWTH ON THE PROJECT CORRIDOR

Following the above approach methodology growth rates of each different traffic stream for short

run as well as long run has been estimated and presented below:

Table 27: Traffic Growth Rates of Different Traffic Streams on the Corridor

Traffic Stream Traffic Growth

(%) per Annum in Short

Run (2013-2021)

Traffic Growth

(%)per Annum in Long Run

(2013-2031)

Internal-Internal 2.82 1.46

Internal-External 4.69 4.34

External-External 6.55 6.07

Traffic growth estimated above is without consideration of any proposed mass transit system

(metro) within the influence area. It is discussed in earlier chapter that there are two metro lines

proposed within the influence area – one is Mukundpur-Yamuna Vihar Metro Line which would be

completed by 2016 and other one is Azadpur-RK Ashram Metro Line which would be completed by

2021. First one would not have much direct impact on the corridor as it is not parallel to the

corridor. However the second one is parallel to the corridor and its three metro stations will be on

the corridor itself. Therefore, this would have impact on the corridor as some percentage of

potential corridor traffic would shift to the proposed metro. Considering this a lower growth rate of

traffic in the long run on the corridor has been estimated.

Table 28: Traffic Growth Rates of Different Traffic Streams on the Corridor with Proposed Metro

Traffic Stream Traffic Growth

(%) per Annum in Short

Run (2013-2021)

Traffic Growth

(%)per Annum in Long Run

(2013-2031)

Internal-Internal 2.82 1.46

Internal-External 4.69 3.58

External-External 6.55 5.01



CC hhaapptt ee rr 77 :: TT rraaff ff ii cc IImmpp aacctt AAss ssee ssssmm ee nn tt

7.1.1 Impact of Existing Traffic

To assess the traffic impact of existing situation, peak hour V/C ratio at each arm of all important

junctions on the project corridor has been estimated and presented below. This shows that at

present only Ghantaghar Junction is in critical situation with V/C ratio more than 1. This could be

minimised with short term basis local area traffic management. However in consideration with the

traffic growth for long term scenario some major improvement measure is required for the project

corridor.

Figure 25: Traffic Impact Assessment of Existing Situation at Ghantaghar and Kamla Nagar

Junction

Figure 26: Traffic Impact Assessment of Existing Situation at Arya Bhat Polytechnic and

Azadpur (Roundabout) Junction



Figure 27: Existing Average Journey Speed on the Corridor (in km/hr)

Figure 28: Reduction in Journey Speed due to Mixed Traffic

To assess the traffic impact of mixing NMV traffic with motorised vehicles on journey speed on the

project corridor, a relation between journey speed and percentage of NMV traffic at different

location of project corridor has been profiled. This shows that at every 10% increase in NMV traffic,

average reduction of speed is 6km/hr. which gradually stabilizes after a certain percentage share

increase in NMV traffic.

y = 0.0274x2 - 1.9466x + 47.608 R² = 0.6345

0.00

5.00

10.00

15.00

20.00

25.00

30.00

35.00

0 5 10 15 20 25 30 35 40 45

Jou

rney

Sp

eed

on

P

roje

ct C

orr

ido

r(km

ph

)

% of NMV on the Project Corridor

Relation between Journey Speed and NMV Share at Different Locations on Project Corridor



7.1.2 Impact of Forecasted Traffic

To assess the traffic impact of future forecasted traffic on the project corridor, peak hour demand at

different segments of the corridor has been identified with the earlier estimated growth rates.

According to this estimated demand throughout the project corridor, demand-supply gaps as per the

existing corridor configuration have been examined and required capacity enhancement provisions

have been identified.

Figure 29: Traffic Impact Assessment of Project Corridor with Forecasted Traffic at the end of

Year 2021

Figure 30: Traffic Impact Assessment of Project Corridor with Forecasted Traffic at the end of

Year 2031 (Considering Metro Proposal)

Figure 31: Impact of V/C Ratio on Journey Speed on Project Corridor

y = 12.344x-1.06 R² = 0.8653

0

10

20

30

40

0 0.5 1 1.5

Jou

rne

y Sp

ee

d (

km/h

r)

V/C Ratio

Relation between Journey Speed and V/C Ratio at Different Locations on Project Corridor



Table 29: Traffic Impact Assessment of Project Corridor – Required Number of Lanes

Corridor Stretch Forecasted

Peak Hour

Traffic (PCU)

on 2021

Required

Number of

Lanes by

2021

Forecasted

Peak Hour

Traffic (PCU)

on 2031

Required

Number of

Lanes by

2031

Malkaganj Market Area 2906 2 3468 3

Clock Tower to Kamla Nagar

Intersection

4107 4 5129 4

Kamla Nagar Intersection to

Mahavir School Intersection

3898 4 4856 4

Mahavir School Intersection

to Satyawati College Road

Intersection

5665 6 7065 6

Satyawati College Road

Intersection to Azadpur

Roundabout

4560 4 5629 6



CC hhaapptt ee rr 88 :: CC oonn ccee pptt uuaall PPrr ooppoo ssaa ll ff oorr IImmpprr oovv ee mm ee nn tt MM ee aassuurree ss

The potential congestion areas resulting from the future forecasted traffic on the project corridor

are the Malkaganj Market Area and Ghantaghar (Clock Tower) Intersection to Mahavir School

Intersection near Rana Pratap Bagh/ DTC Colony.

Conceptual Options to address the above in light of the traffic flow on the project corridor are dealt

with in this chapter.

8.1.1 Option-1

One-Way Circulation for motorised traffic between Ghanta Ghar and Dr. Ambedkar Marg

Junction towards Rani Jhansi Junction with one-way clock-wise movement using Roshanara

Road;

Designated Parking (140 ECS) Lot along the Najafgarh Drain towards DVB Colony/ Ashok

Vihar;

Widening of Mahavir School Road towards Sangam Park as Four Lane Divided Carriageway;

Junction Reconfiguration for Satyawati College Road – GT Road Junction (Ashok Vihar

Junction) to act like a four arm signalised junction.

Designated Parking (130 ECS) on triangular island at Ajzadpur Junction;

Alteration of entry and exit of Azadpur Bus Terminal near Azadpur Junction;

Provision of Separate NMV Lane from Azadpur Roundabout to Kamla Nagar Junction on both

directions of carriageway.

Removing all on-street parking from the project corridor and to be declared as ‘No Parking’

zone.

Figure 32: Option-1 Conceptual Proposal

Detailed Conceptual Drawing of this option is presented in Annexure-3.



Figure 33: Comparison between Schematic Cross Sections of Existing Situation and Concept-1



8.1.2 Option-2

Restricted entry (only service vehicles or emergency vehicles would be allowed) for

motorised traffic between Ghanta Ghar and Dr. Ambedkar Marg Junction i.e., Malkaganj

Market Area of GT Road and to be declared as NMV zone. All vehicular traffic of this stretch

would be shifted to Roshanara Road. Therefore, Roshanara Road to be improved as 4-lane

divided road (two-way) taking land from Roshanara Garden. A short stretch of about 150 m

on this road near Clock Tower needs to be developed as grade-separated to ease the two-

way movement as non-availability of sufficient ROW for road widening – direction towards

clock tower would be through the underpass and the opposite direction on at-grade road;

Designated Parking (178 ECS) covering the half width of the Najafgarh Drain towards DVB

Colony/ Ashok Vihar;





directions of carriageway. Width of NMV Lane on the stretch between Azadpur Roundabout

and Satyawati College Road Intersection on both sidirections would be 5 m whereas the

main carriageway on both directions would be reduced to 7 m (in place of 10 m).






Detailed Conceptual Drawing of option-2 is presented in Annexure-3.

8.1.3 Option-3

This option is similar to option-2 with provision of flyover in place of underpass on Roshanara Road.

Detailed Conceptual Drawing of option-2 is presented in Annexure-3.

8.1.4 Option-4

Provision of 2-Lane 2-Tire Flyover. First level of this flyover starting after Kamla Nagar

Junction towards Pulbangash ending just before the Rani Jhansi Junction for through traffic

towards Azadpur and second level starting between Tripolia Gate and Kamla Nagar Junction

and ending before Rani Jhansi Junction with a loop at Kamla Nehru Ridge Park for through

traffic towards Pulbangash;

Designated Parking (120 ECS) near Ghanta Ghar (Clock Tower) Junction;

Designated Parking (140 ECS) Lot along the Najafgarh Drain towards DVB Colony/ Ashok

Vihar;







directions of carriageway.

Removing all on-street parking from the project corridor and to be declared as ‘No Parking’

zone.




Detailed Conceptual Drawing of this option is presented in Annexure-3.

Figure 36: Comparison between Schematic Cross Sections of Different Concepts



CC hhaapptt ee rr 99 :: CC oonn ccee pptt EEvv aalluu aatt iioonn

To evaluate the best suitable option for the project corridor a comprehensive evaluation criteria has

been followed. This evaluation technique involves the following aspects:

Functional Requirements like NMV lane or cycle track, effective footpath, service lane etc.

Ease of Implementation and Phasing

Economical benefit or cost comparison

Environmental aspect like safety, universal acceptability, sensitivity to natural environment

etc.

Aesthetics.

Table 30: Option Evaluation

Option Functional

Requirement

Ease of

Implementation

and Phasing

Cost of

Implementation

Environmental

Impact Aesthetics

Option-1 One-way

Circulation at

Malkaganj

Market Area

Segregation of

NMV lane from

Azadpur

Roundabout to

Kamla Nagar

Junction

Service road

from Azadpur

Roundabout to

Mahavir School

Junction

Additional 270

ECS designated

parking

This option will

not be able to

solve traffic

congestion

beyond 2021

independently –

for Malkaganj

Market Area

traffic may need

to be diverted

through parallel

road.

Easiest option

to implement as

complete at-

grade solution

One-way

circulation at

Malkaganj

Market Area

can be

implemented in

Phase-I

(recently)

Road

improvement

from Kamla

Nagar Junction

to Rani Jhansi

Junction to be

implemented

within 2-3 years

in Phase-II

Rest to be

implemented in

Phase-III by

2021.

Around Rs. 43

Crore for

complete

improvement.

This option is

safe and

universally

acceptable as

there is no

land

acquisition

and

demolition of

existing

important

structure.

This option is

completely at-

grade solution

and is not

affecting any

heritage

structure.

Aesthetically

this option

is

acceptable

as it is not

disturbing

any heritage

structure

from

aesthetic

point of

view.



Option-2 Dedicated NMV

zone at

Malkaganj

Market Area

Segregation of

NMV lane from

Azadpur

Roundabout to

Kamla Nagar

Junction

Service road

from Azadpur

Roundabout to

Mahavir School

Junction

Additional 300

ECS designated

parking

For Malkaganj

Market Area

motorised

vehicle need to

be diverted

through other

internal roads.

Little

complicated

than option-1

to implement as

there is an

underpass

proposed on

Roshanara

Road.

Road

improvement

from Kamla

Nagar Junction

to Rani Jhansi

Junction

including

improvement

on Roshanara

Road to be

implemented in

Phase-I

Rest to be

implemented in

Phase-II by

2021.

Around Rs. 52

Crore for

complete

improvement.

This option is

safe and

universally

acceptable as

the land

acquisition is

from

Roshanara

Garden which

is a public

property.

There is a

proposed

underpass

(tunnel) on

Roshanara

Road in this

option.

However the

length of this

is only 180 m

excluding the

ramps.

Aesthetically

this option

is

acceptable

as it is not

disturbing

any heritage

structure

from

aesthetic

point of

view.

Option-3 Dedicated NMV

zone at

Malkaganj

Market Area

Segregation of

NMV lane from

Azadpur

Roundabout to

Kamla Nagar

Junction

Service road

from Azadpur

Roundabout to

Mahavir School

Junction

Additional 300

ECS designated

parking

For Malkaganj

Little

complicated

than option-1

to implement as

there is a

flyover

proposed on

Roshanara

Road.

Road

improvement

from Kamla

Nagar Junction

to Rani Jhansi

Junction

including

improvement

on Roshanara

Road to be

Around Rs. 54

Crore for

complete

improvement.

This option is

safe and

universally

acceptable as

the land

acquisition is

from

Roshanara

Garden which

is a public

property.

There is a

proposed

flyover on

Roshanara

Road in this

option. This is

too close to

the Clock

Aesthetically

this option

might have

some

problem as

the flyover

on

Roshanara

Road is

coming

closer to the

Clock

Tower.



Market Area

motorised

vehicle need to

be diverted

through other

internal roads.

implemented in

Phase-I

Rest to be

implemented in

Phase-II by

2021.

Tower.

Option-4 Dedicated 2-lane

2-Tire flyover for

through traffic

from Kamla

Nagar Junction

to Rani Jhansi

Junction.

Segregation of

NMV lane from

Azadpur

Roundabout to

Kamla Nagar

Junction

Service road

from Azadpur

Roundabout to

Mahavir School

Junction

Additional 450

ECS designated

parking.

More

complicated

than all other

options to

implement as

there is a long

flyover

proposed on GT

Road.

Road

improvement

from Kamla

Nagar Junction

to Rani Jhansi

Junction

including the

flyover to be

implemented in

Phase-I.

Rest to be

implemented in

Phase-II by

2021.

Around Rs. 73

Crore for

complete

improvement.

This option is

safe and

universally

acceptable as

there is no

land

acquisition

and

demolition of

existing

important

structure.

The proposed

flyover on

project

corridor in this

option is too

close to the

Clock Tower;

however it is

skewing the

heritage

structure.

Aesthetically

this option

might have

some

problem as

the flyover

on GT Road

is coming

closer to the

Clock

Tower.

Based on the above evaluation criterion the Option-1 can be considered as the best option. However

in the long run (beyond 2025) this option may not solve the problem on GT Road near Malkaganj

Market area independently; it will be required to be diverted the through traffic of GT Road on Mall

Road and the through traffic of GT Road only at the Malkaganj Market area to be diverted on Dr.

Ambedkar Road.

9.1 WAY FORWARD

This Conceptual Design Report is to be seen as a precursor to the next stage deliverable; Submission

of Detailed Design Proposal. Effectively, this provides consultant a timeframe to execute the various

tasks, which include and is not limited to, preparing the detailed drawing including locations of all

proposed street furniture, electric posts, signals, pedestrian crossing marking, lane marking etc. It

would also involve client and stakeholder consultation, as deemed necessary, to ensure

incorporation of their viewpoints/recommendations into the various study aspects.