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 2014

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

Inception Report P a g e | 0

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

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 | i 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

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 | ii 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

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 | iii 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

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 34: Option-2 Conceptual Proposal ...... 69 Figure 35: Option-4 Conceptual Proposal ...... 69 Figure 36: Comparison between Schematic Cross Sections of Different Concepts ...... 70

Conceptual Design Report P a g e | iv 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

Chapter 1 : Introduction

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.

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Chapter 2 : Study Background 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:

Conceptual Design Report P a g e | 6 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  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.

Conceptual Design Report P a g e | 7 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  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;

Conceptual Design Report P a g e | 8 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  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;

Conceptual Design Report P a g e | 9 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 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 Submission of Inception Report for scrutiny and approval of 1 PWD Submission of plans (Stage I and Stage II as per format for 2 submission) for consideration and approval by UTTIPEC Submission of plans (Stage III as per format for submission) for 3 consideration and approval by UTTIPEC Submission of Plans and Architectural Model to DUAC and its 4 approval by DUAC Submission of final Drawings (Detailed drawings based on 5 Street Design Guidelines of UTTIPEC) to PWD

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Chapter 3 : Project Area Appreciation 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 ZONE 1

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

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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.

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

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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

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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 Roop Nagar, Kamla Nagar, 5 C-10 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

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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. Chainage No. of Type of Major Intersections Type of Junction No. (Km) Arms Movement G. T. Karnal Road with Ring Road At Grade with 1 0.00 4 Signalised (Azadpur Junction) Underpass G. T. Karnal Road with Mall Road At Grade with 2 0.50 3 Signal Free (Azadpur Bus Terminal) Roundabout G. T. Karnal Road with Stadium 3 1.30 At Grade 3 Signal Free Road G. T. Karnal Road with Ashok Vihar 4 1.70 At Grade 3 Signalised Flyover G. T. Karnal Road with Pambri At Grade, 5 2.80 Marg & Swami Narayan Underpass 4 Signalised Staggered Road G. T. Karnal Road with Satyawati 6 3.90 Marg & Inder Chandra Shastri At Grade 4 Signalised Marg G. T. Karnal Road with Chandrawal At Grade, 7 4.60 Road & Roshanara Road 4 Signal Free Roundabout (Clock Tower) G. T. Karnal Road with Prof. N. D. 8 5.50 At Grade, Y-Fork 3 Signal Free Kapoor Marg G. T. Karnal Road with Rani Jhansi 9 5.80 Road, Lala Hardev Sahai Marg & At Grade 5 Signalised Zorawar Singh Marg

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.

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Table 4: Summary of Major Transport Facilities Sr. Chainage Transport Facilities Comments No. (Km) Existing metro station serves yellow line and has car parking, cycle rickshaw/auto stands and metro feeder service facilities. 1 0.50 Azadpur Metro Station The metro station shall be converted into an interchange station with proposed new metro lines planned as part of Phase III and IV. Existing bus terminal within vicinity of metro 2 0.50 Azadpur Bus Terminal station. Existing metro station serves red line from Rithala 3 6.00 Pulbangash Metro Station to Dilshad Garden. Existing metro station serves red line from Rithala 4 6.50 Tis Hazari Metro Station 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. Proposed Metro Lines Comments No. This metro line is been constructed as part of the Phase III Mukundpur – Yamuna expansion with deadline for completion by 2016. It shall have 1 Vihar total length of 55.07km and shall convert existing Azadpur metro station into Interchange station. 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 2 Azadpur – R. K. Ashram 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.

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Figure 5: Select Visuals along the Project Corridor

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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 Truck parking on footpath & Vacant undulating land with Constraint Opportunity Service Road occasional truck parking Potential Alternate off-street parking Potential Resurfaced alternate off-street Solution location Solution parking location

Opposite Azadpur Market Opposite Azadpur Market Chainage -0.25 km Chainage -0.25 km Land Use Commercial / Office Land Use Commercial / Office Lack of median barriers (railings) Footpath access to Subway resulting into unsafe at grade Constraint Constraint Crossing in derelict situation crossing & underutilization of nearby Subway Installation of high railings & Potential Restoration of footpath with Potential plantation on central median to Solution Subway signage Solution beautify locality

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Azadpur Transport Centre Azadpur Transport Centre Chainage -0.10 km Chainage -0.10 km Land Use Commercial/Logistics Land Use Commercial / Office Unpaved above grade access Vacant undulating space adjacent Constraint road to Azadpur Transport Opportunity to Azadpur Transport Centre Centre access road Potential redevelopment of the Potential Upgradation of pavement to Potential vacant space into Multi Utility Solution improve access Solution Zone (MUZ)

Azadpur Junction (East) Azadpur Junction (South) Chainage 0.00 km Chainage 0.00 km Land Use Commercial/Office Land Use Commercial/Office Rampant on road parking & Parking and hawker Constraint pick-up/drop off by RTV’s & Constraint establishments on service road Auto’s Strict enforcement so as to Potential ensure use of adjacent Potential Alternate land for off-street Solution dedicated parking space under Solution parking and MUZ the flyover

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Azadpur Roundabout Azadpur Roundabout – Entry to G. T. Road Chainage 0.35 km Chainage 0.50 km Land Use Commercial/Office/Residential Land Use Commercial/Residential On road stabling (parking) of Hawker establishments on G. T. Constraint DTC buses and hawker Constraint road establishments Strict enforcement & Potential notification to DTC to park Potential Alternate land for MUZ Solution within the Terminal/alternate Solution location

G. T. Road G. T. Road Chainage 0.60 km Chainage 0.65 km Land Use Commercial/Residential Land Use Commercial/Residential Road (ROW) encroached by Constraint G. T. Road in derelict condition Constraint religious establishment Potential relocation in Potential Potential Full reconstruction of road consultation & agreement with Solution Solution concerned stakeholders

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G. T. Road G. T. Road (near open ground) Chainage 0.75 km Chainage 1.00 km Commercial/Residential/Public Land Use Commercial/Residential Land Use Space Ongoing construction work for On street parking and open drain Constraint Constraint Metro Phase III posing safety risk Diversion to continue until Cover open drain and identify Potential construction is completed, Potential alternate land for off-street Solution necessary enforcement & road Solution parking safety measures to be ensured

G. T. Road (near open ground) G. T. Road (Bara Bagh) Chainage 1.00 km Chainage 1.20 km Land Use Commercial/Residential Land Use Commercial/Residential Parking on service road and Open ground with sparse Opportunity Constraint dumping of construction material mature trees and playing area on footpath & road Consider feasibility of Strict enforcement to ensure Potential underground parking below Potential heavy fines are levied from Solution open ground to avoid on-street Solution violators parking in adjoining areas

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G. T. Road (Stadium Road junction) G. T. Road (Gujrawala Town) Chainage 1.30 km Chainage 1.50 km Land Use Commercial/Residential Land Use Commercial/Residential Recently resurfaced one side of Central median of the T-junction road leading to difference in level Constraint set back far from the junction Constraint of other road and no central that may comprise road safety median comprising road safety Redesign junction to bring Provision of central median to Potential forward central median ensuring Potential prevent unsafe crossing and Solution appropriate turning radius for Solution ensure road safety turning vehicles

G. T. Road (Derawal Nagar junction) G. T. Road (Telephone Exchange Bus Stop) Chainage 1.70 km Chainage 1.80 km Land Use Commercial/Residential Land Use Commercial/Residential Absence of central median Mature trees on road leading to Constraint leading to unsafe driving Opportunity dead road space being used for conditions parking near bus stop Provision of dedicated bus bay in Provision of central median to the dead road space shall ensure Potential Potential safe driving and improve road efficient utilization of space and Solution Solution safety safer boarding/alighting for bus passengers

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G. T. Road (Central Warehousing G. T. Road (Mahaveer Senior Model School) Corporation) Chainage 2.20 km Chainage 2.90 km Land Use Commercial/Residential Land Use Commercial/Residential/Educational On-street parking of school buses Derelict road surface and Constraint Constraint and auto outside school/college absence of central median premises Full reconstruction of road and Strict enforcement to ensure Potential redesign of junction to Potential parking within school premises or Solution improve riding experience & Solution identification of alternate parking road safety location

G. T. Road (Tripolia Gateway) G. T. Road (Tripolia Gateway) Chainage 3.20 km Chainage 3.40 km Land Use Commercial/Residential Land Use Commercial/Residential The movement through the The Gateway is a listed Gateway is permitted however it monument and currently traffic has been noticed that the far- Constraint is diverted on single carriageway Constraint right archway is being used by due to ongoing carriageway traffic from both directions reconstruction work posing road safety risks Once the work is completed it is expected that traffic movement Recommendations pertaining to shall be permitted through the defining traffic flow movements Potential Potential gateways. Recommendations to clearly to improve road safety & Solution Solution further improve road safety & also protect gateways from protect gateways from damage damage shall be proposed shall be proposed

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G. T. Road (Bridge over Drain) G. T. Road (Shakti Nagar) Chainage 3.50 km Chainage 3.60 km Land Use Commercial/Residential Land Use Commercial/Residential Absence of footpaths & street Start of 30m ROW with Constraint lighting and non-continuous Constraint commercial activity spillover and central median on-street parking Introduce footpaths, street Alternate parking space Potential Potential lighting and extend central complimented by strict Solution Solution median enforcement

G. T. Road (Kamla Nagar) G. T. Road (Clock Tower Bus Stop) Chainage 4.00 km Chainage 4.40 km Land Use Commercial/Residential Land Use Commercial/Residential Buses stopping in middle of the 30m ROW with commercial road to board & alight leading to Constraint activity spillover and on-street Constraint traffic congestion and comprising parking passenger safety Alternate parking space, possibly Demarcate bus lay by coupled Potential MLCP as per MPD 2021, Potential with notification to drivers to Solution complimented by strict Solution board /alight beside bus stop enforcement

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G. T. Road (Clock Tower Roundabout) G. T. Road (Malka Ganj Special Area) Chainage 4.00 km Chainage 5.00 km Commercial/Residential/Special Land Use Land Use Commercial/Residential Area Four legged non-signalised 30m ROW with two way traffic Constraint roundabout leading to unsafe Constraint and on-street parking leading to driving conditions & congestion congestion Consider one-way circulation Potential signalization or Potential Potential movement from Chandrawal regulating traffic flow through Solution Solution Road to Y-fork junction with G. T. traffic police assistance Road to ease congestion

G. T. Road (Malka Ganj Special Area – G. T. Road (P. S. Subji Mandi) Community Centre) Chainage 5.30 km Chainage 5.50 km Commercial/Residential/Special Land Use Land Use Commercial/Public Space Area Constrained ROW with two way Garbage collection facility traffic, commercial activity Constraint Constraint encroaching road leading to road spillover and on-street parking safety risks leading to congestion Consider one-way circulation Potential movement from Chandrawal Potential Alternate space for relocation of Solution Road to Y-fork junction with G. Solution the facility T. Road to ease congestion

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G. T. Road Junction with Rani Jhansi Road Rani Jhansi Road Approach to Junction Chainage 5.80 km Chainage 5.80 km Commercial/Special Area/Public Commercial/Special Area/Public Land Use Land Use Space Space Five legged signalised junction Single carriageway with two way Constraint witnessing red light & traffic Constraint traffic movement in unsafe rules violation conditions Provision of median separator Strict enforcement with on approach to junction Potential Potential introduction of traffic signs & complimented by strict Solution Solution demarcation of stop lines enforcement to improve road safety

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Chapter 4 : Study Methodology and Work Plan 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.

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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 Traffic and Travel and Other Traffic & Transport Data/ DDA, PWD, GNCTD Characteristics of the city Master Plan Traffic Volume on corridor Primary Surveys Traffic Forecasting Travel Information of Passengers - Traffic Volume Travel Characteristics of (OD, Trip Length, Time, Cost, Purpose Counts Public Transport Passengers - Origin & Destination etc.) & Other Non Customers - Public Transport Parking Management Plan, Existing Parking & Activities on - Pedestrian & NMT identification of Multi Utility corridor - On & Off Street Parking Zones

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- Activity Survey Existing road infrastructure & Spacial Information & Road Inventory - Topographical Survey utility improvement/ - Tree Survey relocation ROW and other related Infrastructural Infrastructure Gap PWD Details Assessment Population, Registered Vehicles Trend Census of India, RTO, Future Ridership on Public of the city, Socio Economic Profile of Economic Surveys Transport City Accommodation of Metro Existing & Proposed Route Alignments Delhi Metro Rail Proposals within ITC Plan Metro Station Plans & Turnstile Data Corporation Station Connectivity Plan Proposed ROW, land uses Zonal Development Plans Delhi Development accommodation within ITC Master Plan 2021 Authority Plan Registrar of Land Identification of Land Land Ownership Plan, Village Revenue Records, Land Revenue Owners demarcated for Maps, Land Records Department proposed improvements Delhi Transport Identification of existing bus Bus Route & Scheduling Corporation services & recommendations Identify Black Spots, Accident Records, existing Traffic Delhi Traffic Police recommend improvement Management Plans measures DJB, MTNL, IGL, NDPL, Existing Utility Plans Utility Diversion Plans etc.

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 & Approved Documents Transportation Street Design Guidelines Infrastructure (Plg. And This document, in particular it’s Chapter 6/14, describes various Engg.) Centre (UTTIPEC) 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,

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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 Guidelines & Toolkits for BRT Feasibility Studies Development This document describes the tasks required in feasibility studies of (MoUD) 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

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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.

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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.

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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.

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Chapter 5 : Primary Surveys 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 G. T. Karnal Road near Malkaganj Mid-Block Traffic October 3, 1 MB1 Market Volume Count 2013 Ambedkar Marg near Malkaganj Mid-Block Traffic October 3, 2 MB2 Market Volume Count 2013 Ghantaghar Junction (Clock Turning Traffic October 3, 3 TM1 Tower) Volume Count 2013 Turning Traffic October 8, 4 Kamla Nagar Junction TM2 Volume Count 2013 Turning Traffic October 8, 5 Arya Bhat Polytechnic Junction TM3 Volume Count 2013 Turning Traffic October 8, 6 Azadpur Junction (Roundabout) TM4 Volume Count 2013 Road Side Origin- October 8, 7 Kamla Nagar Junction OD1 Destination 2013 October 8, 8 Mahavir School Junction Pedestrian Count PD1 2013 Mahavir School to Arya Bhat October 8, 9 Parking Survey PA1 Polytechnic on G.T. Road 2013

The vehicle classification as generally considered for urban roads along with their PCU values, as suggested in IRC: 64 – 1990, are presented below.

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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.

Conceptual Design Report P a g e | 37 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

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

Fast Vehicles Slow Vehicles Total Vehicles Total PCUs Car/ Auto Bus 2 Axle & 3 Auto Tractor & Hand & Approach Direction Two Van/ Cycle Fast Slow Fast Slow Rickshaw Mini Bus LCV Axle MAV (Goods)/ Tractor + Cycle Animal Total Total Wheeler Taxi/ Office/ Rickshaw Vehicles Vehicles Vehicles Vehicles (Passenger) Public Trucks Mini LCV Trailer Drawn Utility School PCU Factors 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 12 Hour Mid Block Traffic 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 Peak Hour Mid Block Traffic 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

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

Traffic Composition (12 Hour PCUs) Traffic Composition (Peak Hour PCUs)

Two Two Wheeler Wheeler 14.54% 12.63% Auto Non Auto Non Rickshaw Motorised Rickshaw Motorised (Passenger) Vehicles (Passenger) Vehicles 21.45% 58.11% 18.82% 57.13% Car / Van / Car / Van / Taxi / Utility Taxi / Utility 7.38% Bus 7.54% 0.08% Bus LCV and LCV and 0.00% Truck Goods Auto Truck Goods Auto 0.04% 1.03% 0.00% 1.26%

Conceptual Design Report P a g e | 38 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

Table 12: Traffic Summary on Ambedkar Marg near Malkaganj Market

Fast Vehicles Slow Vehicles Total Vehicles Total PCUs Car/ Auto Bus 2 Axle & 3 Auto Tractor & Hand & Approach Direction Two Van/ Cycle Fast Slow Fast Slow Rickshaw Mini Bus LCV Axle MAV (Goods)/ Tractor + Cycle Animal Total Total Wheeler Taxi/ Office/ Rickshaw Vehicles Vehicles Vehicles Vehicles (Passenger) Public Trucks Mini LCV Trailer Drawn Utility School PCU Factors 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 12 Hour Mid Block Traffic 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 Peak Hour Mid Block Traffic 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

Figure 9: Traffic Composition on Ambedkar Marg near Malkaganj Market

Traffic Composition (12 Hour PCUs) Traffic Composition (Peak Hour PCUs)

Two Two Wheeler Wheeler Auto 13.34% 11.82% Auto Rickshaw Rickshaw (Passenger) Non (Passenger) Non 9.46% Motorised 12.11% Motorised Car / Van / Vehicles Car / Van / Vehicles Taxi / Utility Bus 57.81% Taxi / Utility 59.30% 10.05% 4.60% 10.71%

LCV and Bus Goods Auto 6.12% 3.16% Truck Tractor & LCV and 0.07% Trailer Truck Goods Auto 0.03% 0.19% 1.24%

Conceptual Design Report P a g e | 39 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

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.

Conceptual Design Report P a g e | 40 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

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

Fast Vehicles Slow Vehicles Total Vehicles Total PCUs Auto Car/ Van/ Bus 2 Axle & 3 Auto Tractor & Hand & Approach Direction Two Cycle Fast Slow Fast Slow Rickshaw Taxi/ Mini Bus Office/ LCV Axle MAV (Goods)/ Tractor + Cycle Animal Total Total Wheeler Public Rickshaw Vehicles Vehicles Vehicles Vehicles (Passenger) Utility School Trucks Mini LCV Trailer Drawn PCU Factors 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 Directional Traffic 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

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

Fast Vehicles Slow Vehicles Total Vehicles Total PCUs Auto Bus 2 Axle & 3 Auto Tractor & Hand & Approach Direction Two Cycle Fast Slow Fast Slow Rickshaw Car/ Van Mini Bus Office/ LCV Axle MAV (Goods)/ Tractor + Cycle Animal Total Total Wheeler Public Rickshaw Vehicles Vehicles Vehicles Vehicles (Passenge School Trucks Mini LCV Trailer Drawn PCU Factors 0.50 1.00r) 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 All Directions 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

Conceptual Design Report P a g e | 41 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

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

Conceptual Design Report P a g e | 42 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

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

Conceptual Design Report P a g e | 43 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

Table 15: Turning Traffic Volume Summary of Kamla Nagar Intersection

Fast Vehicles Slow Vehicles Total Vehicles Total PCUs Auto Car/ Van/ Bus 2 Axle & 3 Auto Tractor & Hand & Approach Direction Two Cycle Fast Slow Fast Slow Rickshaw Taxi/ Mini Bus Office/ LCV Axle MAV (Goods)/ Tractor + Cycle Animal Total Total Wheeler Public Rickshaw Vehicles Vehicles Vehicles Vehicles (Passenger) Utility School Trucks Mini LCV Trailer Drawn PCU Factors 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 Directional Traffic 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

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

Fast Vehicles Slow Vehicles Total Vehicles Total PCUs Auto Bus 2 Axle & 3 Auto Tractor & Hand & Approach Direction Two Cycle Fast Slow Fast Slow Rickshaw Car/ Van Mini Bus Office/ LCV Axle MAV (Goods)/ Tractor + Cycle Animal Total Total Wheeler Public Rickshaw Vehicles Vehicles Vehicles Vehicles (Passenge School Trucks Mini LCV Trailer Drawn PCU Factors 0.50 1.00r) 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 229 168 200 2 24 0 24 1 0 26 2 35 51 3 674 91 765 623 147 769 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 Direction-4 : Azadpur-Pulbangash 242 201 200 0 18 2 0 0 0 10 0 80 138 0 673 218 891 592 316 908 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 All Directions 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

Conceptual Design Report P a g e | 44 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

Figure 12: Turning Movement Diagram of Kamla Nagar Intersection

Conceptual Design Report P a g e | 45 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

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

Conceptual Design Report P a g e | 46 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

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

Fast Vehicles Slow Vehicles Total Vehicles Total PCUs Auto Car/ Van/ Bus 2 Axle & 3 Auto Tractor & Hand & Approach Direction Two Cycle Fast Slow Fast Slow Rickshaw Taxi/ Mini Bus Office/ LCV Axle MAV (Goods)/ Tractor + Cycle Animal Total Total Wheeler Public Rickshaw Vehicles Vehicles Vehicles Vehicles (Passenger) Utility School Trucks Mini LCV Trailer Drawn PCU Factors 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 Directional Traffic 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

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

Fast Vehicles Slow Vehicles Total Vehicles Total PCUs Auto Bus 2 Axle & 3 Auto Tractor & Hand & Approach Direction Two Cycle Fast Slow Fast Slow Rickshaw Car/ Van Mini Bus Office/ LCV Axle MAV (Goods)/ Tractor + Cycle Animal Total Total Wheeler Public Rickshaw Vehicles Vehicles Vehicles Vehicles (Passenge School Trucks Mini LCV Trailer Drawn PCU Factors 0.50 1.00r) 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 180 131 234 4 22 0 21 2 0 24 2 36 38 0 618 76 694 589 103 692 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 Direction-4 : Azadpur-Pulbangash 106 81 118 36 19 19 32 18 14 61 12 79 90 4 504 185 689 646 298 944 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 All Directions 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

Conceptual Design Report P a g e | 47 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

Figure 14: Turning Movement Diagram of Arya Bhat Polytechnic Intersection

Conceptual Design Report P a g e | 48 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

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

Conceptual Design Report P a g e | 49 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

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

Fast Vehicles Slow Vehicles Total Vehicles Total PCUs Auto Car/ Van/ Bus 2 Axle & 3 Auto Tractor & Hand & Approach Direction Two Cycle Fast Slow Fast Slow Rickshaw Taxi/ Mini Bus Office/ LCV Axle MAV (Goods)/ Tractor + Cycle Animal Total Total Wheeler Public Rickshaw Vehicles Vehicles Vehicles Vehicles (Passenger) Utility School Trucks Mini LCV Trailer Drawn PCU Factors 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 Directional Traffic 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

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

Fast Vehicles Slow Vehicles Total Vehicles Total PCUs Auto Bus 2 Axle & 3 Auto Tractor & Hand & Approach Direction Two Cycle Fast Slow Fast Slow Rickshaw Car/ Van Mini Bus Office/ LCV Axle MAV (Goods)/ Tractor + Cycle Animal Total Total Wheeler Public Rickshaw Vehicles Vehicles Vehicles Vehicles (Passenger) School Trucks Mini LCV Trailer Drawn PCU Factors 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 All Directions 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

Conceptual Design Report P a g e | 50 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

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

Conceptual Design Report P a g e | 51 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

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

Conceptual Design Report P a g e | 52 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

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

Traffic Composition (Peak Hour PCUs) Traffic Composition (12 Hour PCUs)

Two Two Wheeler Auto Wheeler Rickshaw 11.82% 12.56% Auto Non (Passenger Non ) Rickshaw Motorised Motorised (Passenger) Vehicles 15.17% Vehicles Car / Van / 17.02% 49.70% 49.74% Taxi / Car / Van / Utility Taxi / 17.47% Bus Utility Bus 1.97% 15.71% 2.53% LCV and Tractor & Tractor & Truck Goods Truck LCV and Trailer 0.07% Auto Trailer Goods Auto 0.34% 0.14% 3.45% 0.21% 2.08%

Figure 19: Traffic Composition of Kamla Nagar Intersection

Traffic Composition (12 Hour PCUs) Traffic Composition (Peak Hour PCUs)

Two Non Tractor & Two Wheeler Trailer Non Motorised Wheeler Tractor & 13.60% 0.43% Motorised Vehicles 14.14% Auto Vehicles Auto Trailer 28.17% 25.07% Rickshaw 0.15% Rickshaw (Passenger) Truck (Passenger ) 18.74% 0.12% Truck 18.97% Car / Van / Bus 0.20% Bus Taxi / LCV and 10.98% Car / Van / 10.64% Utility Goods LCV and Taxi / 26.01% Auto Utility Goods Auto 3.15% 27.07% 2.50%

Figure 20: Traffic Composition of Arya Bhat Polytechnic Intersection

Traffic Composition (Peak Hour PCUs) Traffic Composition (12 Hour PCUs) Tractor & Tractor & Trailer Non Non Two Trailer 1.91% Motorised Motorised Wheeler 0.61% Two MAV Vehicles Vehicles 11.49% Auto Wheeler 3.82% 13.97% 12.40% Rickshaw Truck 13.85% Auto 1.59% Rickshaw Truck (Passenger) 13.65% (Passenger 3.21% LCV and ) Goods Auto Car / Van / LCV and 14.16% 13.79% Taxi / Goods Bus Car / Van / Bus Utility Auto 10.27% Taxi / 9.76% 29.97% 8.52% Utility 34.35%

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Figure 21: Traffic Composition of Azadpur Intersection (Roundabout)

Traffic Composition (12 Hour PCUs) Traffic Composition (Peak Hour PCUs) Tractor & Two Trailer Two Tractor & Non 0.08% Non Auto Motorised Wheeler Truck Wheeler Trailer Motorised Rickshaw Vehicles 11.07% Auto 0.41% 10.84% 0.00% Vehicles (Passenger 21.52% Rickshaw 20.60% ) (Passenger) LCV and 13.39% Truck 14.02% 0.19% Goods Car / Van / Auto Car / Van / Taxi / LCV and Bus 6.87% Taxi / Utility Bus Utility Goods Auto 26.51% 20.47% 26.02% 21.67% 6.22%

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.

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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.

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

Region

Wheeler

-

2 Auto Rickshaw Car Bus Mini Standard Bus Cycle Cycle Rickshaw All Motorised NMT All All Immediate Influence 54.3 58.9 51.2 63.7 36.1 88.5 99.1 53.6 92.6 59.5 Area Broad Influence 45.7 41.1 48.8 36.3 63.9 11.5 0.9 46.4 7.4 40.5 Area

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

le le

Wheeler

-

2 Auto Rickshaw Car Bus Mini Standard Bus Cycle Cyc Rickshaw All Motorised NMT All All Through 19.6 13.7 17.6 21.6 33.9 0.0 0.0 18.0 0.0 15.3 Traffic Local 80.4 86.3 82.4 78.4 66.1 100.0 100.0 82.0 100.0 84.7 Traffic

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

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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

Fast Vehicles Slow Vehicles Total Vehicles Total ECSs Direction Two Auto Car/ Van/ Auto Cycle Hand & Fast Slow Fast Slow Cycle Total Total Wheeler Rickshaw Taxi/ Utility (Goods)/ Rickshaw Animal Vehicles Vehicles Vehicles Vehicles ECS Factors 0.25 (Passenger)0.50 1.00 Tempo1.00 0.25 0.50 Drawn0.50 Peak Accumulation 188 83 334 27 74 33 0 632 107 739 450 35 485 Average Accumulation 116 41 183 18 49 26 0 357 75 433 250 25 275

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

600

500

400 300

200 Total ECS Total 100

0

10:30 20:00 08:30 09:00 09:30 10:00 11:00 11:30 12:00 12:30 13:00 13:30 14:00 14:30 15:00 15:30 16:00 16:30 17:00 17:30 18:00 18:30 19:00 19:30

------

10:00 19:30 08:00 08:30 09:00 09:30 10:30 11:00 11:30 12:00 12:30 13:00 13:30 14:00 14:30 15:00 15:30 16:00 16:30 17:00 17:30 18:00 18:30 19:00 Time Period

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

Fast Vehicles Slow Vehicles Total Vehicles Total ECSs Direction Two Auto Car/ Van/ Auto Cycle Hand & Fast Slow Fast Slow Cycle Total Total Wheeler Rickshaw Taxi/ Utility (Goods)/ Rickshaw Animal Vehicles Vehicles Vehicles Vehicles ECS Factors 0.25 (Passenger)0.50 1.00 Tempo1.00 0.25 0.50 Drawn0.50 Peak Accumulation 241 48 305 10 99 136 66 604 301 905 399 126 525 Average Accumulation 126 21 172 14 22 72 26 333 120 453 228 55 283

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

600

500 400 300 200 Total ECS Total 100

0

13:00 08:30 09:00 09:30 10:00 10:30 11:00 11:30 12:00 12:30 13:30 14:00 14:30 15:00 15:30 16:00 16:30 17:00 17:30 18:00 18:30 19:00 19:30 20:00

------

12:30 08:00 08:30 09:00 09:30 10:00 10:30 11:00 11:30 12:00 13:00 13:30 14:00 14:30 15:00 15:30 16:00 16:30 17:00 17:30 18:00 18:30 19:00 19:30

Time Period

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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.

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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.

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Chapter 6 : Traffic Growth Forecast 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.

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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 Traffic Growth (%) per Annum in Short (%)per Annum in Long Run Run (2013-2021) (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 Traffic Growth (%) per Annum in Short (%)per Annum in Long Run Run (2013-2021) (2013-2031) Internal-Internal 2.82 1.46 Internal-External 4.69 3.58 External-External 6.55 5.01

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Chapter 7 : Traffic Impact Assessment 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

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

Figure 28: Reduction in Journey Speed due to Mixed Traffic

Relation between Journey Speed and NMV Share at Different

Locations on Project Corridor

) 35.00

30.00 kmph 25.00 20.00 15.00 10.00 y = 0.0274x2 - 1.9466x + 47.608 Journey Speed onSpeed Journey 5.00 R² = 0.6345 Project Corridor( Project 0.00 0 5 10 15 20 25 30 35 40 45 % of NMV on the Project Corridor

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.

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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

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

40

30

20

10 y = 12.344x-1.06 R² = 0.8653 0 Journey Speed (km/hr)SpeedJourney 0 0.5 1 1.5 V/C Ratio

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Table 29: Traffic Impact Assessment of Project Corridor – Required Number of Lanes Corridor Stretch Forecasted Required Forecasted Required Peak Hour Number of Peak Hour Number of Traffic (PCU) Lanes by Traffic (PCU) Lanes by on 2021 2021 on 2031 2031 Malkaganj Market Area 2906 2 3468 3 Clock Tower to Kamla Nagar 4107 4 5129 4 Intersection Kamla Nagar Intersection to 3898 4 4856 4 Mahavir School Intersection Mahavir School Intersection 5665 6 7065 6 to Satyawati College Road Intersection Satyawati College Road 4560 4 5629 6 Intersection to Azadpur Roundabout

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Chapter 8 : Conceptual Proposal for Improvement Measures 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.

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

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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;  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.  Provision of Separate NMV Lane from Azadpur Roundabout to Kamla Nagar Junction on both 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).  Designated Parking (130 ECS) on triangular island at Ajzadpur Junction;  Alteration of entry and exit of Azadpur Bus Terminal near Azadpur Junction;

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Figure 34: Option-2 Conceptual Proposal

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;  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 35: Option-4 Conceptual Proposal

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

Figure 36: Comparison between Schematic Cross Sections of Different Concepts

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Chapter 9 : Concept Evaluation 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 Ease of Cost of Environmental Requirement Implementation Aesthetics Implementation Impact and Phasing Option-1  One-way  Easiest option Around Rs. 43  This option is Aesthetically Circulation at to implement as Crore for safe and this option Malkaganj complete at- complete universally is Market Area grade solution improvement. acceptable as acceptable  Segregation of  One-way there is no as it is not NMV lane from circulation at land disturbing Azadpur Malkaganj acquisition any heritage Roundabout to Market Area and structure Kamla Nagar can be demolition of from Junction implemented in existing aesthetic  Service road Phase-I important point of from Azadpur (recently) structure. view. Roundabout to  Road  This option is Mahavir School improvement completely at- Junction from Kamla grade solution  Additional 270 Nagar Junction and is not ECS designated to Rani Jhansi affecting any parking Junction to be heritage  This option will implemented structure. not be able to within 2-3 years solve traffic in Phase-II congestion  Rest to be beyond 2021 implemented in independently – Phase-III by for Malkaganj 2021. Market Area traffic may need to be diverted through parallel road.

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Option-2  Dedicated NMV  Little Around Rs. 52  This option is Aesthetically zone at complicated Crore for safe and this option Malkaganj than option-1 complete universally is Market Area to implement as improvement. acceptable as acceptable  Segregation of there is an the land as it is not NMV lane from underpass acquisition is disturbing Azadpur proposed on from any heritage Roundabout to Roshanara Roshanara structure Kamla Nagar Road. Garden which from Junction  Road is a public aesthetic  Service road improvement property. point of from Azadpur from Kamla  There is a view. Roundabout to Nagar Junction proposed Mahavir School to Rani Jhansi underpass Junction Junction (tunnel) on  Additional 300 including Roshanara ECS designated improvement Road in this parking on Roshanara option.  For Malkaganj Road to be However the Market Area implemented in length of this motorised Phase-I is only 180 m vehicle need to  Rest to be excluding the be diverted implemented in ramps. through other Phase-II by internal roads. 2021. Option-3  Dedicated NMV  Little Around Rs. 54  This option is Aesthetically zone at complicated Crore for safe and this option Malkaganj than option-1 complete universally might have Market Area to implement as improvement. acceptable as some  Segregation of there is a the land problem as NMV lane from flyover acquisition is the flyover Azadpur proposed on from on Roundabout to Roshanara Roshanara Roshanara Kamla Nagar Road. Garden which Road is Junction  Road is a public coming  Service road improvement property. closer to the from Azadpur from Kamla  There is a Clock Roundabout to Nagar Junction proposed Tower. Mahavir School to Rani Jhansi flyover on Junction Junction Roshanara  Additional 300 including Road in this ECS designated improvement option. This is parking on Roshanara too close to  For Malkaganj Road to be the Clock

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Market Area implemented in Tower. motorised Phase-I vehicle need to  Rest to be be diverted implemented in through other Phase-II by internal roads. 2021. Option-4  Dedicated 2-lane  More Around Rs. 73  This option is Aesthetically 2-Tire flyover for complicated Crore for safe and this option through traffic than all other complete universally might have from Kamla options to improvement. acceptable as some Nagar Junction implement as there is no problem as to Rani Jhansi there is a long land the flyover Junction. flyover acquisition on GT Road  Segregation of proposed on GT and is coming NMV lane from Road. demolition of closer to the Azadpur  Road existing Clock Roundabout to improvement important Tower. Kamla Nagar from Kamla structure. Junction Nagar Junction  The proposed  Service road to Rani Jhansi flyover on from Azadpur Junction project Roundabout to including the corridor in this Mahavir School flyover to be option is too Junction implemented in close to the  Additional 450 Phase-I. Clock Tower; ECS designated  Rest to be however it is parking. implemented in skewing the Phase-II by heritage 2021. structure.

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.

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