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TABLE OF CONTENTS

Chapter 1 Introduction ...... 1 1.1 Objective & Study Scope ...... 3 1.2 Study Area ...... 3 1.3 Study Approach ...... 4 1.4 Report Organization ...... 4

Chapter 2 Vision and Objectives ...... 5 2.1 National Urban Transport Policy ...... 5 2.2 The Vision ...... 5 2.3 Goals ...... 6

Chapter 3 Existing Land Use and Development Forecast ...... 8 3.1 Study Area ...... 9 3.2 Demographics ...... 9 3.2.1 Density ...... 10 3.3 Economic Structure ...... 12 3.4 Land Use ...... 12 3.5 Growth Directions ...... 15 3.5.1 Growth Drivers ...... 15 3.6 Population and Employment Projection ...... 20 3.7 Land use Strategies ...... 21

Chapter 4 Existing Transport Situation ...... 23 4.1 Snapshots- Today ...... 23 4.1.1 Vehicle Growth ...... 23 4.1.2 Safety ...... 23 4.1.3 Connectivity ...... 24 4.1.4 Travel Demand...... 25 4.1.5 Public Transport ...... 25 4.1.6 Road Network ...... 26 4.1.7 Traffic flow ...... 26 4.1.8 Intersections ...... 27 4.1.9 Non-Motorized Transport Facilities ...... 27 4.1.10 Parking ...... 28 4.1.11 Truck Movement ...... 28 4.1.12 Transport Indicators- 2008 ...... 29

Chapter 5 Travel Demand Forecast ...... 30 5.1 Calibration of Transport Model ...... 30 5.2 Land Use Growth and Future Demographics ...... 32 5.3 Travel Demand Forecast ...... 32

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Chapter 6 Strategies for CMP ...... 35 6.1 Integrating Land Use and Transport ...... 36 6.2 Network Strategy & Mobility Corridors ...... 36 6.3 Priority to Public Transport and Intermediate Public Transit ...... 37 6.4 Priority to Non- Motorized Transport ...... 39 6.5 Commercial Vehicle Transport Strategy ...... 41

6.6 Traffic Management ...... 41 6.7 Transport Demand Management Strategy ...... 42 6.8 Institutional Reform ...... 43

Chapter 7 Comprehensive Mobility Plan ...... 45 7.1 Network Plan ...... 45 7.2 Public Transport/Mass Transport Plan ...... 49 7.2.1 Faridabad Metro ...... 52 7.3 Non- Motorized Transport Plan ...... 58 7.4 Commercial Vehicle Movement Plan ...... 61 7.5 Grade Separation (Flyovers and Railcrossings) Plan ...... 63 7.6 Traffic Management Plan ...... 65 7.7 Transport Demand Management Plan ...... 66 7.8 Institutional Plan ...... 68 7.9 CMP Outcome ...... 70 7.10 Social Benefit Assessments ...... 71

Chapter 8 Investment Plan ...... 73 8.1 Cost Estimation ...... 73 8.2 Phasing of Projects ...... 76 8.3 Financial Investment Strategy ...... 77 8.4 Funding Gap Analysis ...... 79 8.4.1 Options for Gap Funding ...... 80 8.4.2 Mobilization of Gap Funding ...... 82 8.4.3 Operation and Maintenance (O & M) ...... 82

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LIST OF TABLES

Table 2.1: Goals Transport for CMP ...... 6 Table 3.1: Demographic Transition ...... 9 Table 3.2: Density Variation in Faridabad Urban Complex ...... 10 Table 3.3: Proposed Land use for 2011 ...... 12 Table 3.4: Proposed Developments and Population & Employment ...... 17 Table 3.5: Projected Population and Employment ...... 20 Table 3.6 Population growth and workforce Participation ratio within FMUC ...... 21 Table 3.7 Land Use Strategies ...... 22 Table 4.1 Summary of Urban Transport Trends in FBC ...... 29 Table 5.1 Population & Employment Forecast for Faridabad ...... 32 Table 5.2 Trip Characteristics Do-Nothing 2026 ...... 34 Table 6.1: Various types of transit systems ...... 40 Table 7.1: Trip characteristics – Do nothing scenario -2026 ...... 49 Table 7.2: Trip characteristics - Bus Augmentation – 2026 ...... 50 Table 7.3: Trip characteristics- Commuter local rail system- 2026 ...... 51 Table 7.4: Trip characteristics – High capacity MRTS – 2026 ...... 52 Table 7.5: Distance between Stations ...... 53 Table 7.6: Ridership on Metro Phase III Extension from Badarpur Border to YMCA Chowk ...... 55 Table 7.7: Incremental Ridership on Phase III ...... 55 Table 7.8: Faridabad Metro Alignment Options ...... 56 Table 7.9: Trip characteristics of CMP scenario ...... 70 Table 7.10 Reduction in Annual Vehicle- Kilometers- 2026 ...... 71 Table 7.11 Reduction in Passenger- Travel Time- 2026 ...... 72 Table 8.1 Total Investment Requirement ...... 73 Table 8.2 Investment Requirement in various Sectors ...... 74 Table 8.3 Phasing of Projects ...... 76 Table 8.4: Possible Potential Investments through PPP (Rs. In Crores) ...... 78 Table 8.5: Possible Funding Agencies for estimated Resource Gap (Rs. In Crores) 79

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LIST OF FIGURES

Figure 1.1: Vicinity map of Faridabad – Ballabgarh complex ...... 2 Figure 3.1 Study Area ...... 8

Figure 3.2: Decadal Growth Rate ...... 9 Figure 3.3: Ward Density ...... 11 Figure 3.4.a: Faridabad Development Plan ...... 13 Figure 3.4.b: Draft 2011 Faridabad Development Plan ...... 14 Figure 3.5 Future Growth Directions of FBC ...... 15 Figure 3.6 Future Growth Drivers in and around FBC ...... 19 Figure 5.1 Highway Network Map ...... 31 Figure 7.1 Suggested Draft Network Plan ...... 47 Figure 7.2: Suggested 4-Lane with Bicycle Lane ...... 48 Figure 7.3: 6-Suggested Lane without Service Road ...... 48 Figure 7.4: Suggested 6-Lane with Service Road ...... 48 Figure 7.5: Suggested Metro Corridor ...... 54 Figure 7.6: Suggested Public Transport Plan ...... 57 Figure 7.7: Proposed NMT plan...... 60 Figure 7.8: Suggested Commercial Vehicle Movement Plan ...... 62 Figure 7.9: Proposed grade separated facilities ...... 64 Figure 7.10: Suggested Multilevel Parking Locations ...... 67

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LIST OF ANNEXURES

ANNEXURE 1- Survey Formats ANNEXURE 2- Data Report ANNEXURE 3- Base Year Model Development ANNEXURE 4- Short Term Improvements ANNEXURE 5- Profiles

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Chapter1

Introduction

Urban centers in have been witnessing rapid urbanization due to improved economic status of the populace. This has resulted in, among others, unprecedented transport problems like traffic congestion primarily resulting from personalized vehicles and increase in traffic accidents and pollution.

Traditionally local governments have been preparing Master Plans which are primarily land use oriented even though they do contain several transport improvements. Under the aegis of Jawaharlal Nehru Urban Renewal Mission (JNNURM) cities have been preparing City Development Plans that give an investment program for all urban sectors including transport for overall city development. Urban transport planning is one of the areas where city governments have been facing institutional and jurisdictional challenges. Most of the urban areas in India have been implementing various infrastructural projects without having a long term comprehensive urban transport strategy. Even those cities that have been preparing Traffic Studies are focusing more on vehicle movements for obvious reasons.

Cities that seek NURM funding are now obligated to prepare a Comprehensive Mobility Plan that focus on urban mobility issues primarily focusing on equitable and sustainable transport solutions that improve mobility of people and not just vehicles.

Wilbur Smith Associates were mandated by the Harayana Urban Development Authority (HUDA) to prpare a Comprehensive Mobility Plan for the Faridabad- Ballabgarh Complex (FBC).

Faridabad is a major industrial and most populated city in Haryana. It contributes substantial income and revenue to Haryana as over the years it has developed into an industrial, IT, BPO and commercial hub. Several major development projects such as proposed SEZs and Dry Port in the vicinity of Ballabgarh are expected to generate substantial employment in the area. It is anticipated that by 2021, the population of Faridabad planning area will be about 33 Lakhs, roughly twice the size of the present population. The peak hour motorized transport demand is expected to increase from 1.3 lakh trips to 3.33 lakh trips by this time. Plans are made and a number of projects are underway by various agencies/institutions responsible for planning and implementing transport projects to meet this demand. The vicinity map of Faridabad and Ballabgarh Complex is shown in Figure 1.1.

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Ballabgarh

Figure 1.1: Vicinity map of Faridabad – Ballabgarh complex

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Final Report 1.1 Objective & Study Scope

The objective of this study is to prepare a comprehensive mobility plan for the combined area of Faridabad & Ballabgarh. The CMP provides a long-term strategy for the desirable mobility pattern of Faridabad-Ballabgarh Complex (FBC) keeping in view the objectives of National Urban Transport Policy (NUTP) as well as integrating on-going projects.

The long term strategy for the current study has taken into consideration many elements and contains the following components:

• Existing national transport strategy frameworks • Trends in urban transport characteristics of FBC • Vision and Goals • Network strategy for FBC • Master Plan & major regional developments

As part of the CMP preparation, the study would be conducted with the following major tasks whose details would constitute the core of the report.

• Identification of vision & goals for study area • Data collection and analysis of study area transport characteristics • Development of a transport demand model for evaluating various transport strategies • Development of CMP measures • Implementation and investment program

The long term strategy for FBC would result in an investment program containing specific proposals in addition to the ramifications for the existing institutional setup.

For the purpose of this study a 15-year planning horizon is taken for transport planning purposes. For land use planning Master Plan as well as potential land use proposals are considered. The year 2026 is taken as Horizon Year.

This report apart from formulating a long term transport improvement roadmap for the study area also contains a short/medium term projects that fits into the Mobility Plan.

1.2 Study Area

The study is focused on the Faridabad and Ballabgarh urban areas. The present municipal area of Municipal Corporation of Faridabad (MCF) is approx.208 sq.km. About 75% of the MCF area is already developed. The Faridabad urban agglomeration also known as

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Faridabad Controlled Area (FCA), contains the municipalities of Faridabad Township, Old Faridabad, Ballabgarh and 38 revenue villages. The Development Plan of Faridabad containing 91 sectors was prepared in 1991 for a total urbanisable area of approx. 38743 acres (156.79 sq.km) in FCA area. A Development Plan for 2026 is under preparation and is under draft stage. The FCA area must be the minimum area that must be considered for transport planning purposes. In addition to the FCA area the following areas are also considered for regional impacts:

• Areas proposed in the Draft DP-2026 • Areas between FCA boundary and NH71B/SH28 • Areas between FCA boundary and River • Adjoining village areas that are proposed to be developed into various SEZs • Industrial areas adjoining the KMP Expressway, Eastern Peripheral Expressway Yamuna Expressway and Dedicated Freight Corridor.

1.3 Study Approach

A methodology for the study has been evolved giving due consideration to: • Study area demographic and travel trends • Project challenges • Issues and concerns of all project stakeholders

The CMP has been developed in four stages as follows:

• Stage1: Data Collection • Stage2: Vision, Goals and Strategy for transport mobility • Stage3: Urban Travel Demand Model and Forecasting • Stage4: Stakeholder Consultation & Draft Mobility Plan

1.4 Report Organization

This report documents the project activities, the results and the findings of the study and is organized in eight Chapters.

Chapter 1 - Introduction Chapter 2 - Vision and Objectives Chapter 3 - Existing Land Use and Development Forecast Chapter 4 - Existing Transport Situation Chapter 5 - Travel Demand Forecast Chapter 6 - Strategies for CMP Chapter 7 - Comprehensive Mobility Plan Chapter 8 - Investment Plan

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Chapter 2

Vision and Objectives

The visioning process is a key task in the CMP preparation. The CMP must suggest a vision, strategy and objectives that are guided by the general objectives of the NUTP.

2.1 National Urban Transport Policy The National Urban Transport Policy (NUTP) has been formulated by the Ministry of Urban Development in 2006 to transform the current urban transport system into a safe, convenient and efficient transportation system across all urban areas in India. The objectives of the NUTP are:

• Integrating land use and transport planning • Priority to the use of public transport • Integrated public transit system • Pedestrian facilities and pathways • Non -Motorized Vehicle Traffic • Parking and Freight management • Capacity building • Pollution Reduction

2.2 The Vision Considering the challenges that FBC is facing, the direction of the urban transport is likely to take its own course without appropriate interventions, the following vision is suggested for the study area upon which the detailed land use-transport strategy is structured:

“Provide safe, efficient and affordable transportation systems to people and businesses integrating economic, land use and transport concerns of Faridabad-Ballabgarh Complex”

A set of key priorities or principles are devised that underpin the development of the transport strategy achieving the vision towards. These key guiding principles/priorities are:

1. Provide transport choices for all 2. Reduce Congestion 3. Integrated Transport Planning 4. Efficient transport investment

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By emphasizing the pre-eminence of public transport and non-motorized modes of travel, adopting various elements of travel demand management and integrating with the land use development scenarios the urban transport strategy seeks to achieve the vision.

2.3 Goals Development of city level goals/performance indicators does not eliminate the human judgment from the project selection process. One of the simplest methods that are available for decision makers to measure transportation performance is through indicators/ indices. Benefits of developing indices include:

• Indices provide a systematic means of evaluating how well the city/study area reflects the long term goals, so that projects are aligned in strategic direction. • Creation of greater transparency in the project prioritization and selection process.

A set of performance indicators has been developed as goals to be achieved by 2026 for the study area. The Goals for CMP are shown in Table 2.1. The mobility strategies developed will aim at attaining these goals.

Table 2.1: Goals Transport for CMP

Index Formulation Today Goal

Share of Public Transport Trips 7% (11%) 35% (50%) Public Transport Bus Fleet Per Lakh Capita 5 30 Para Transit Share of IPT Trips 8% (12%) 10% (14%) Share of NMT Trips 35% 30% Non Motorized Share of Usable Footpath Length 5% 50% Transport Share of Usable Cycle Track 0 25% Safety Fatalities per Lakh of Population 21 5

Share of Personal Vehicle Trips 50% (77%) 25% (36%) Transport Demand Management Share of On-street Parking Length ~50% 25%

Note:Figures in parenthesis are motorised basis share.

In order to address the envisaged mobility situation in 2026 and to fulfill the vision the following objectives need to be achieved:

• Integration of land use and transport-connectivity between the areas of activities within the FBC • Accessibility within and outside FBC

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Final Report • Better connectivity with Delhi • Increased use of Public Transit • Improved non-motorized and pedestrian facilities • Improved safety of travel while balancing vehicle mobility concerns. • Reduction in pollution

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Chapter 3

Existing Land Use and Development Forecast

Faridabad is an important constituent of NCR, which was formed to develop a metropolitan area around Delhi, so as to divert increasing pressure of population from Delhi. The concept was essential in order to protect Delhi's infrastructure from excessive pressure and a planned development of the region. NCR is comprised of the following zones:

• NCT-Delhi covers an area of 1,483 Sq km. • Central Capital Region (CNCR) is about 2000 Sq km. It includes suburbs like Faridabad-Ballabgarh complex, –Manesar complex, , - Kundli complex, -Loni complex and - complex. • Highway Corridor Zone proposed with a minimum width of 500 meters on either side of ROW of National Highways. Approximate area is 300 sq. km (excluding controlled areas). • Rest of NCR covers an area of 29,795 Sq km approximately.

Figure 3.1 Study Area

Faridabad and are the only two metro cities in NCR. The 2021 Regional Master Plan of NCR proposes several improvement projects along with various strategies that affect FBC.

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Final Report 3.1 Study Area

The study is focused on the Faridabad and Ballabgarh urban areas. The present municipal area of Municipal Corporation of Faridabad (MCF) is approx.208 sq.km. About 75% of the MCF area is already developed. The Faridabad urban agglomeration also known as Faridabad Controlled Area (FCA) contains the municipalities of Faridabad Township, Old Faridabad, Ballabgarh and 38 revenue villages. The Development Plan of Faridabad containing 91 sectors was prepared in 1991 for a total urbanisable area of approx. 38743 acres (156.79 sq.km) in FCA area. The FCA area must be the minimum area that must be considered for transport planning purposes. The study area is shown in Figure 3.1.

3.2 Demographics

The Development Plan of Faridabad, prepared in 1991 projected a population of 17.5 lakhs by 2011. The demographic transition is presented in the following Table 3.1.

Table 3.1: Demographic Transition Decadal Growth Census Year Population Total Decadal Change Rate (%) 1961 56,000 - - 1971 1,22,000 66,000 117.86 1981 3,30,864 2,08,864 171.2 1991 6,25,085 2,94,221 88.93 2001 10,55,938 4,30,853 68.93

Decadal Growth Rate 180.00 171.20 160.00 140.00 120.00 117.86 100.00 88.93 80.00 68.93 Percentage 60.00 40.00 20.00 0.00 1971 1981 1991 2001 GR Years

Source: Census of India

Figure 3.2: Decadal Growth Rate

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Final Report As of 2001 India census, Faridabad has a population of 10,55,938 as compared to 6,25,085 during 1991 census indicating a growth of 68.93% in the last decade. For the past three decades a continuous decline population growth is observed. The pictorial representation of decadal growth rate is shown in Figure 3.2.

3.2.1 Density

During 1981-91, the population density of Faridabad Ballabgarh Urban Complex slightly increased from 2,111 persons/sq. km in 1981 to 3,988 persons/sq. km in 1991. Due to considerable increase in urbanization, the density increased to 6,736 persons/sq. km in 2001 and estimated density in 2008 is 9,723 persons/sq km. It is estimated that, the density may exceed 20,000 persons/ sq km in 2021. The variation in densities are illustrated in Table 3.2

Table 3.2: Density Variation in Faridabad Urban Complex Development Population Year Population Plan Area Density Nos. sq. km Persons/sq. km 1961 56,000 1971 1,22,000 1981 3,30,864 156.76 2,111 1991 6,25,085 156.76 3,988 2001 10,55,938 156.76 6,736 2008 15,24,180 156.76 9,723

Currently, the density of population in Faridabad Urban Complex is arrived around 9,723 persons per sq.km. There are thirteen wards are having less than 10,000 and ten wards are having more than 25,000 population per sq km. High density areas are Faridabad Old Town, Ballabgarh Old town, New Industrial area. The density variation in the development is illustrated in the map shown in Figure 3.3. It may be noted that the wards along Road are mostly low/medium type.

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Figure 3.3: Ward Density

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3.3 Economic Structure Faridabad, a constituent part of NCR, is home to some of the largest industrial estates of Asia. Economy of Faridabad is more or less dependent on industry. The total number of small, medium and large industries in the Faridabad-Ballabgarh Complex stands at about 15,000. FBC provides direct and indirect employment to

nearly half a million people and ranks as the 9th largest industrial estate in Asia. The place is home to many international/ multinational companies like Whirlpool, Goodyear, Larsen & Toubro, Asia Brown Boveri, GKN Invel, Woodward Governor and Castrol besides Escorts, Eicher, Cutler Hammer, Asbestos and Nuchem which are operating in this belt. The work force participation rate (WFPR) of Faridabad city as per Census 2001 is 38 percent that is about 4 lakhs. A decline in WFPR over the decades is observed, due to the change in the economic character of Faridabad from being predominantly primary/secondary it is now tertiary/service oriented. Within NCR, Gurgaon and Noida have been in the forefront in attracting these investments, which have been primarily in the information technology (IT) and bio-technology (BT) sectors. Faridabad has lagged behind in these sectors and is now gearing up to catch up with Gurgaon and Noida. More and more investments are flowing into various sectors of industry, IT, commerce and real estate.

3.4 Land Use The Development Plan (2011) proposals have been prepared in 1991 for a total urbanisable area of 38743 acres (156.79 sq.km.) in Faridabad Comprehensive Area (FCA) area. The present municipal area of Municipal Corporation of Faridabad (MCF) is 207.88 sq.km and it is estimated that approximately 75 percent of the MCF area is already developed. Table 3.3 gives Proposed Land use for 2011 and proposed development plan land use for 2011 shown in Figure 3.4.a.

Table 3.3: Proposed Land use for 2011 Proposed Land Use (2011) No Category Area (Sq.Km) % area

1 Residential 77.95 49.7

2 Commercial 7.73 4.9

3 Industrial 31.36 20

4 Special zone 4.42 2.8 5 Public utilities 1.55 1 6 Public & semi-public 5.3 3.4 7 Transportation/ circulation 15.54 9.9 8 Open spaces/ recreation 12.95 8.3 Total 156.79 100

Source: Development Plan- 1991

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Final Report While 50 percent of the urbanisable area is proposed for residential purposes, a significant 20 percent of the area is proposed for industrial uses. It may be observed that while parts of MCF areas are yet to develop, the growth has spilled over areas outside MCF limits. The DP prepared in 1991 is lacking in proposals for specific development activities and consequently there is an urgent need for the DP to provide for reserving adequate land for various development proposals.

Figure 3.4.a: Faridabad Development Plan

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Final Report Proposed draft development plan land use for 2026 shown in Figure 3.4.b. The draft development plan for 2026 has several transports and land use proposals such as 150 m wide bypass road, Transportnagars, IMT etc.

Figure 3.4.b: Draft 2011 Faridabad Development Plan

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Final Report 3.5 Growth Directions It is observed that the areas towards Faridabad have been on high demand for fast paced growth where real estate activity has picked up considerably during the past five years. There are also institutional and recreation related developments in the area. Major commercial developments in the form of shopping malls, multiplexes etc are observed along NH2 and either side of the national highway. The growth direction

with time is shown in Figure 3.5.

Figure 3.5 Future Growth Directions of FBC

The following can be note from the study area growth • Pull factor was observed between Delhi-Faridabad-Ballabgarh before 1980 • Development moved towards New Industrial Town during 1980 to 2008 • Growth Expected towards East Faridabad and South West of Faridabad after 2008

3.5.1 Growth Drivers Many initiatives taken by Haryana and other State/Central government would boost the economic growth of the region. Some of the major ones are described below.

1. Kundli-Manesar- (KMP) Western Expressway KMP

The through Haryana State Industrial Development Corporation Ltd. (HSIDC) has proposed to develop an express highway to provide a high-speed link to the Northern Haryana with its southern districts like Sonipat, , Gurgaon and Faridabad. The alignment of proposed Express highway takes off from NH-1 near Kundli, crosses NH-10 at west of Bahadurgarh, crosses the NH-8 near Manesar and finally joins NH-2 near Palwal. The length of proposed Expressway is around 135.65km.

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Final Report The Regional Plan 2021 for National Capital Region prepared by NCR Planning Board has proposed Kundli-Manesar-Palwal Expressway (KMP). It has also envisaged development of selected nodes at the inter-section of the proposed Kundli-Manesar- Palwal Express (KMP) and the radial highways.

2. Eastern Peripheral Expressway (EPE)

The proposed 135-km green field eastern peripheral expressway project covers Haryana, Delhi and Uttar Pradesh on build operate and transfer (BOT) basis. The project would entail an investment of Rs 2,676 crore and involves construction of green field six -lane expressway with access control highway connecting Faridabad, Noida, Ghaziabad and Sonepat, which will also act as bypass to Delhi with a concession period of 20 years. The project is specifically designed to decongest Delhi traffic under High court instructions. Once operational, the new expressway will ease traffic congestion, drastically reduce travel time and ensure safe and comfortable movement of traffic.

3. Dedicated Freight Corridor (Western Corridor)

In 2007, the Central government decided to construct a dedicated rail freight corridor linking Delhi and passing through six states Uttar Pradesh, NCR of Delhi, Haryana, Rajasthan, Gujarat and Maharashtra and is mostly aligned parallel to the existing railway tracks. As per the alignment the corridor would enter Haryana in Narnaul, pass through Rewari, Dharuhera, Tauru, and Asaoti near Prithla, from where it is proposed to go to Tughlakabad (Delhi) and (UP). The total length of the corridor in Haryana is 274 km. The regions will have road and rail connectivity for freight movement to and from ports and logistics hubs, apart from domestic and international air connectivity, reliable power, quality social infrastructure, and will provide a globally competitive environment conducive for setting up businesses.

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4. Industrial Model Township (IMT) Haryana Government has decided to set up a new Industrial Model Township (IMT) at Faridabad. This township will be built on the pattern of Manesar near Gurgaon. Based on the global model for an industrial hub, this township will integrate industrial, commercial, residential and institutional sites for operational convenience and promoting walk-to-work-culture.

5. Yamuna Expressway Govt, of Uttar Pradesh (GoUP) constituted Taj (now called Yamuna) Expressway Industrial Development Authority (YEDA), for implementing the 135 KM Yamuna Expressway Project and allied development in the region. Development of the corridor is envisaged as ‘self- contained integrated township of 2500 acres with specialized economic activities such as manufacturing / service/ business categories. These townships are expected to offer Comforts/ facilities as available in any metro city minus the congestion, traffic bottlenecks in serene and environmentally rejuvenating. The Yamuna Expressway (erstwhile Taj Expressway) will provide connectivity between the various satellite towns of National Capital Region of Delhi i.e. Noida, Greater Noida, Ghaziabad, Meerut, Faridabad with Aligarh, Mathura and .

Some of the proposed economic drives which are coming in the vicinity of is presented in Table 3.4 and growth drivers are shown in Figure 3.6.

Table 3.4: Proposed Developments and Population & Employment

Estimated Projects Area Location Population Activities Employment Logistics/Fr Near intersection of KMP Dry Port City 720 Acres 1,59,019 1,44,563 eight by Expressway and NH-2 2015 Near near Leather City 500 Acres Sohna road towards Gurgaon Near Damdama Lake near Commercia 1875 Leisure City Sohna road towards 67,463 55,656 l/Residenti Acres Gurgaon al by 2015

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Estimated Projects Area Location Population Activities Employment The controlled area comprises a minimum width of 500 meters, Highway 300 Sq. inclusive of green buffer, corridor Km(Appro on either side of the right By 2021 zone x) of way along the National Highway Nos. 1, 2, 8, 10, 24, 58 and 91 converging to Delhi. HUDA Towards Tigaon road Industrial Industrial 3113.39 Sectors 66,67, 2,00,000 by 2011 area 69,68,71,72, 73 and 74 Work initiated for 1065 MW gas-based plant and 1000 MW coal-based plant at Faridabad. Construction is in progress at 600 MW coal-based plants at Yamunanagar. Ambitious scheme for developing the infrastructure of Faridabad launched under 'Jawaharlal Nehru National Urban Renewal Mission'. Rs. 2,064 crore to be spent.

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Figure 3.6 Future Growth Drivers in and around FBC

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Table 3.5: Projected Population and Employment

Projected Projected Projected Projected population Total Employment Total Year Population Employment Controlled Population Controlled Employment in FBC in FBC area of of FBC FBC Nos.

2001* 1,055,938 157,567 1,213,505 406,474 17,099 423,573

2008** 1,524,180 177,814 1,701,994 510,470 40,282 550,752 2011** 1,792,279 251,813 2,044,092 600,246 282,826 883,072

2021** 2,818,569 472,692 3,291,261 1,097,828 548,182 1,646,010

2026** 3,412,108 653,850 4,065,958 1,369,474 768,906 2,138,380

Note: *- Census, **-Analysis Source: Development plan 2011 & Analysis

Assumption for Population Projections

I. Base year population (2008) is calculated based on the domestic electric connections (Source from Haryana Electricity Department, in FBC area) multiplied with the average household size arrived by primary surveys. II. 50 Percent of investments will be advent during 2008 to 2021 (in FBC and surrounding area) III. Pace of developments and infrastructure saturation will be reaching by 2026; IV. Population growth rate is assumed for the period of 2021 to 2031 is 69 percent.

Assumption for Employment Projections

I. Present employment estimated based on the primary and secondary data collation. II. Commercial and industrial employment is estimated based on the Development Plan for future. III. 15 Percent of SEZs area will be allocated for residential and for residential area assuiming a density of 200 persons per hectors. IV. 50 percent of employees will be residing at FBC and working at outside SEZs

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Final Report V. Workforce participation ratio is assumed around 39 during 2011 to 21 and it will maintain the same pace during 2021 to 2026.

The growth rate used for the projection is presented in Table 3.6.

Table 3.6 Population growth and workforce Participation ratio within FMUC Workforce participation Year Population Growth ratio 2011 68% 33 2021 61% 39 2026 69% 40 Source: Analysis

3.7 Land use Strategies As part of the study, three landuse strategies are possible based on the existing situations. These strategies are focused on future developments considered in and out of the controlled area boundary. First two options are worked out without changing the FSI within controlled area boundary and considering natural growth within these zones. Potential regions are identified for accommodation of additional population. The land use strategies are summarized in Table 3.7

It is suggested that a combined strategy would be appropriate for the study area. The proposed DP 2011 is already incorporating this strategy.

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Table 3.7 Land Use Strategies

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Chapter 4

Existing Transport Situation

4.1 Snapshots- Today

In order to prepare the CMP for FBC to cater to the transport demand for the next 15 years, the mobility issues of the present system has been elicited. This has been carried out based on primary surveys and secondary data collected as part of the study, the details of which are presented Annexure 2. Summary of the important transport characteristics and issues in Faridabad that leads to traffic congestion and inefficient mobility of people are briefly described in the following sections.

4.1.1 Vehicle Growth

Data obtained from the RTO office indicates that Faridabad registered a total of 36821 vehicles in 2006-07 which are mostly personalized vehicles. Vehicle registration data reveals that overall vehicle registrations over the last 5 years have been steadily increasing. The average annual growth for the total vehicles is 22% while the same for two wheelers and four wheelers it is approximately 21% and 26% respectively. Over the last 3 years the growth has been very significant.

4.1.2 Safety

FBC has recorded a total of 218 fatal accidents during the year 2008. The fatal accidents per lakh of population works out to be 20.66. The fatal and total accidents have been declining at an average rate of 0.04 per year. Due to various enforcement initiations taken by police fatal accidents account to about half of the total accidents recorded. Number of accidents are increasing at the rate of 6% per annum. Most of the accidents have been occuring at junctions.

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FBC is connected to other parts of the country through a well developed regional road system comprising important roads such as NH2, Indian Railways and IGI Airport in Delhi. The inter-city public transport system is essentially road based provided by DTC as well as Huryana State Road Transport Corporation and private buses.

Connectivity to Delhi, Gurgaon and Noida are important for Faridabad due to the demographic and economic interaction between Faridbad and those areas.

Connectivity to Delhi is provided by NH2 (Mathura Road), Mehrauli-Badarpur Road, and the Railway line running along Mathura Road. Mehrauli-Badarpur Road is a 4 lane road while Mathura Road is a 6-lane road. Mehrauli-Badarpur Road is accessible by the 2-lane . Several DTC buses run up to the Badarpur Border. A few DTC buses run upto the Faridabad and Ballabgarh.

Connectivity to Gurgaon is provided primarily by Gurgaon Faridabad Road. Gurgaon can also be accessible by the Mehrauli-Gurgaon Road via the Mehrauli-Badarpur Road. Gurgaon-Faridabad Road is mostly a 2lane road and widened to 4lanes near the urban fringes of Faridabad and Gurgaon.

There are no direct connectivity to Noida from Faridabad across the Yamuna River to the east of Faridabad. Instead those destined to Noida/Greater Noida currently use Mathura Road & Amrapali Marg (near Kalindi Kunj) to access the two areas.

There are no water based transport or waterways on Yamuna River and all transport connectivity to Faridabad are addressed either by road or rail.

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4.1.4 Travel Demand

Per capita trip rate for FBC area currently stands at 0.62 for motorized modes and 0.95 considering all modes. As per the existing population estimates the total trips generated by FBC area is approximately 22 Lakhs daily trips.

Majority of trips at outer cordon are made for work, business and social purposes, together accounting for nearly 84 percent of total trips performed. Two-Wheeler and car are the predominant mode of travel and account for 51% of all the travel. NMT and Public Transport account for 34% and 12% respectively. This modal split for FBC indicates a high prevalance of both personalized transport for long distance and non-motororized transport for short distances. Household survey results indicate that the average household income in FBC area is Rs. 31,000. The average vehicle ownership in FBC stands at 1.92 vehicles per household.

4.1.5 Public Transport

FBC lack proper organized public transport for local/intra-city transport. Most of the needs of intra-city and NCR regional public transport for FBC area are addressed by the mini buses and six-seater auto rickshaws mainly operated by private owners.

Mofussil buses operate between Faridabad and various states/cities daily from Faridabad Bus Stand. The bus terminals at Faridabad and Ballabgarh lack adequate terminal facilities and amenities.

The public transport development policy with well-coordination can check the inequities in provision of public transport and also helps in the future development pattern of the city. Existing maximum hourly ridership on Madhura Road in Bus, Mini-Bus and Auto are 4289, 188 and 2819 respectively.

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Faridabad is a station on the - Line. There are three railway stations in the city viz. Faridabad (FDB), New Town Faridabad (FDN) and Ballabgarh (BVH). Several commuters use the local trains between New Delhi to Palwal and southern areas.

4.1.6 Road Network FBC has approximately 1200 km of roads out of which approximately 80 Km are NH/SH/PWD roads. Average width of the roads in the city is 6.6 meters. The right of way (RoW) for city roads varies between 4 m to 30 m. Median is present in 14% of the road length. Road surface quality and road side drainage facilities are poor. Proper marking and signage are absent on many roads. Most of the roads do not have adequate street furniture. There is no bypass to the NH2 that skirts the FBC area and consequently Mathura Road carries both local and long distance traffic.

4.1.7 Traffic flow

Traffic volume counts indicated several oversaturated links where traffic volumes are 91,110 PCUs on NH2, 79,790 PCUs on Neelam flyover, 66,611 PCUs on Badarpur RoB. 37,223 PCUs on Badkal flyover. Delays on traffic flow are mainly due to junction delay, uncontrolled pedestrian movement, improper location of bus stops and bad road condition.

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Final Report Speed and Delay surveys indicated low operating speeds during peak hours due to congestion and junction delays. The average journey speed is approximately 25 Kmph. Encroachment of activities, particularly in front of the Ballabgarh Bus stand, sohna flyover junction on NH2, and B K Chowk to Hardware chowk etc., resulting in loss of capacity for traffic and pedestrian movement.

4.1.8 Intersections

Junction turning count surveys indicated that several junctions are congested during peak hours, especially those on the NH-2 expressway. Most of the junctions on Mathura road are busy junctions. Most of the Peak hour volume is observed during the morning rush hour normally between 8.30-9.30. The following intersections have a traffic exceeding 10,000 pcu:

• Badkal chowk • Ajaronda chowk • Old Faridabad chowk • NHPC Chowk • B.K.Chowk

8 intersections are signalizeed and 6 intersections are controlled by roundabouts/traffic circles among the selected junctions. The bridge on Budia Nala results in congestion near NHPC chowk. At most of the junctions there are significant non motorised vehicles. Several signals are also controlled manually by Police. Most of intersections are poorly designed. All junctions lack markings and signage and safe pedestrian crossing facilities.

4.1.9 Non-Motorized Transport Facilities

Close to a third of the people travel by non- motorized modes in FBC. Yet pedestrian facilities are absent or in adequate on several roads and intersections. The share of non- motorised vehicles (NMVs) such as bicycles and carts etc on Faridabad roads varies between 5% to 20% during peak hours. No separate lanes available for NMVs so they share the carriageway with fast moving traffic leading to

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Final Report potentially unsafe traffic conditions on the roads. About 8 % of the roads have pedestrian footpaths and a good portion of the length is not usable due to hawkers and vendors or with obstructions like transformers and trees.

4.1.10 Parking

Most of the parking is on-street parking as very few or minimal off-street facilities are available. Vehicles are parked on-street haphazardly interfering with the traffic flow. Due to inadequate parking facilities parkers are forced to park their vehicles on streets reducing the effective traffic movement. Parking survey indicated that more than 60% of the vehicles are parked for short period (less than two hours). Several two wheelers, cars, auto rickshaws are found parked around the Ballabgarh bus stand due to inadequate parking facilities in the terminal. On-street parking facilities are lacking in all the commercial area like NIT,Ballabgarh and Badarpur border. Unorganized and haphazard parking and encroachment on roads leads to further reduction in road capacity. There is no comprehensive parking policy for the study area.

4.1.11 Truck Movement

Surveys conducted at the outer cordon locations revealed that about 30% of the traffic is external through traffic that has no business in the study area. Currently due to the absence of bypass/ring roads most of the vehicles pass through the city. Adequate truck terminals with complete facilities are not provided in the FBC area. During day time, these vehicles are parked along roads near industries.

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4.1.12 Transport Indicators- 2008

A set of performance indicators for base year are developed for FBC and are presented Table 4.1. The values of the indicators have been estimated from the primary and secondary data collected as part of the present study.

Table 4.1 Summary of Urban Transport Trends in FBC

No Transport Parameter Classification Units 2008 Average Vehicle 1 Screen Lines PCU 42975 Volume 2 Average Journey Speed FBC kmph 25 3 Population FBC Millions 15.24 4 Population Density FBC People /Ha 97.23 5 Jobs FBC Millions 4.33 Average House Hold 6 FBC 4 Size 7 Total Travel Demand FBC Lakh Trips 21.9 8 Average HH Vehicles All - 0.58 9 Average Trip Length FBC Km 14.26 Total Vehicle 10 FBC Lakhs 24.73 Population 11 PCTR - Total FBC Trips 0.95 12 PCTR - Motorized FBC Trips 0.62 13 VOT TW Rupees/Hr 24.60 Car Rupees/Hr 48.6 PT Rupees/Hr 12.00 Acc/Lakh 14 Fatal Accident Index FBC 15.33 Pop PT Percentage 11 IPT Percentage 3 15 Modal Shares Personalized Percentage 51 NMT Percentage 35

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Chapter5 Travel Demand Forecast

5.1 Calibration of Transport Model

An urban transport model to replicate the “Faridabad-Ballabgarh area” transportation system (roads, congestion delays, transit system, etc.) has been developed with a state of art software and modelling technology. This model can be used for forecasting using altered model inputs to reflect future year conditions. By simulating roadway conditions and travel demand on those roadways, deficiencies in the system can be assessed. Potential major future network enhancements such as introduction of an MRTS or land use modifications can be analyzed by this tool and its efficacy can be established at a planning level. Detailed model development for the base year presented in Annexure A3.

Process

The model developed is a four stage transportation model including, trip generation, trip distribution, mode choice and assignment. Each of these stages basically is a set of mathematical equations.

The four stage transportation / land use model is a sequential procedure

Modes: The modes that are modeled under the study

include Two wheelers, Private Cars, Auto rickshaws, Public Transports i.e. Bus, Rail, metro, minibus, shared auto

Zoning: 441 zones within the city and 12 external zones

Network: The highway (road) network considered all the Key arterials, Sub arterials and collectors. The transit system considered with the existing public transport system in all its forms i.e. bus, shared taxi etc. with their routes, frequency, fare structure etc. (3407 Km/Roads, 3517nodes)

Planning Period: Year 2008 is considered as the base year and 2031 has been set as the horizon year for the planning of the long term strategy

• Trip Generation – estimating number of origins and destinations for each zone. • Trip Distribution – attaching the origins and destinations for each trip to complete trips.

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Final Report • Mode Choice – determining the mode of travel for each trip (car, auto rickshaws, transit). • Assignment – establishing routes and transit paths.

Highway Assignment - A user-equilibrium multi-modal assignment procedure based on generalised cost was used for loading matrices in PCU values.

Transit Assignment – The public transport assignment process is a multi path assignment which enumerates and evaluate the “reasonable” or “attractive” multiple discrete routes between zones, considering Number of transfers, Non transit and in vehicle cost, boarding and transfer penalties and fares etc. Highway network is shown in Figure 5.1.

Figure 5.1 Highway Network Map

The observed highway and public transport matrices were assigned on the network and the assigned traffic volume has been compared with the observed traffic counts on screen lines and at cordons for goods and passeneger modes. Model Calibration involves estimating the values of various constants and parameters for each of the stages of the transport model structure. The model parameters that were compared include trip length distribution and mode share. The validation and calibration process established the credibility of the model by demonstrating its ability to replicate actual traffic patterns. Validation and Calibation details of the base year model are shown in Annexure A3.

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Final Report 5.2 Land Use Growth and Future Demographics

The CMP assumed 2026 as the horizon year. As indicated in Chapter 3 the forecasted land use for the study area is primarily based on the Development Plan but supplemented with proposed development projects on the anvil.

Based on the population forecasts, past census trends and the potential new developments, horizon year employment has been forecasted and the estimate of employment in FBC area by horizon year is expected to be 21 lakhs. Summary of population projection and employment projections for base, horizon and interim years is presented in the Table 5.1

Do nothing scenario represents the situation where few or none of significant transport projects are in place by the horizon year. This scenario always serves as a base case or business or usual scenario that can be compared with any project scenarios.

Table 5.1 Population & Employment Forecast for Faridabad

Scenario Population Employment 2008 1701994 550752 2011 2044092 883072 2021 3291261 1646010 2026 4,065,958 2,138,380

5.3 Travel Demand Forecast The base year model developed as part of the project has been used for the forecast year. The population and employment levels for the horizon year as indicated before are distributed to the TAZs in the study area. Both highway and public transport network are developed for each scenario and forecasted trips and vehicles/hour are determined for different peak periods.

The assumptions which are of great significance in demand forecast are (all growth rates in real terms):

• Per Capita Trip Rate- Motorized will grow to 0.96 by 2026 • Average Per Capita Income will grow at +2% per annum • Vehicle Operating Cost will grow at -2% per annum (to take into account the efficiency due to improved vehicle technology) • Value of Time will grow at +2% per annnum (in line with per capita income growth) • Auto Fare will grow at 2% per annum

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Forecasts

The following model parameters have been used to evaluate the Do-nothing scenario:

• Per Capita Trip Rate: This is the rate at which the study area generates the travel.

• Trips: This parameters determines the total number of trips that are generated by the study area which are to be distributed between various zones and highwaay and public transport network. • Modal Split: This variable indicates the distribution of trips among various competing modes of travel. Higher modal split of personal modes usually leads to congestion on roads. • Vehicle-KM,Vehicle-Hours: These variables relates to the privates modes of travel. • Passenger-KM, Passenger-Hours: These variables usually relates to the public modes of travel. • Network Speed: This variable relates to the speed at which vehicles (both buses and private vehicles) travel on the network and has a bearing on the congestion and accidents. • Trip Length: This relates to the spread of the study area as well as the spread of the geographic separation between residences and employment. A higher trip length is not necessarily bad unless it is on private modes of travel. In public transport parlance it is referred to as lead. • Emissions: This relates to the impact on the environment due to the transport system and network. The emission are usually composite emission including all pollutants in Tonnes.

The model is used to forecast the condition of the Faridabad-Ballabgarh transport system under the Do-nothing scenario. The results for the Do nothing scenario for 2026 are presented in Table 5.2.

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Table 5.2 Trip Characteristics Do-Nothing 2026

Trip Characteristics Do-Nothing

Trips assigned (Peak Hour) (motorized) 383,508 Mode share -PV (Motorized) 93%

Mode share - Public Transport (Motorized) 7% Average Network Speed ( in kmph) 18 Average Trip Length (PV) (in km) 15.0 Average Trip Length (PT) (in km) 6.0 Passenger Km (PT) 161,304 Passenger hrs (PT) 8,961 Vehicle kms ( PV + IPT) 2,451,064

Vehicle hrs ( PV+IPT) 136,170

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Chapter 6

Strategies for CMP

Most of the urban transport projects/strategies can be grouped into the following categories:

1. Transport choices oriented strategy more specifically increasing the range of transport options such as Bus, BRT, Suburban Rail, Metro Rail, MRTS, Monorail, Para transit, bicycle, walking and related facilities. 2. Road infrastructure oriented transport strategy that increases the supply, capacity and management of the road network with various options such as new roads, road widening, grade separation, traffic management, junction improvements, bypasses, elevated roads and related facilities. 3. Demand management strategy that seeks to alter the transport demand and demand characteristics through indirect intervention including control of land use, parking, enforcement, smart planning, telecommuting etc.

Solutions for FBC transport improvements cannot be achieved by a single strategy. The mobility goals for FBC will need to be addressed through a multipronged approach. A combination of the following strategies is suggested to be adopted to meet the transport vision.

1. Integrating Land Use and Transport 2. Mobility Corridors and Network Strategy 3. Priority to Public Transit & Para Transit 4. Priority to NMT 5. Segregate Freight Traffic 6. Low Cost Traffic Management 7. Travel Demand Management 8. Institutional & Regulatory Reform

All the listed strategies are equally important and the order of listing does not imply priority. Each of the above broad strategies results in various policies that result in several investment proposals/projects shall fulfill the goals and objectives of the CMP. The following sections discuss these policies.

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6.1 Integrating Land Use and Transport Considering the anticipated growth in FBC in the future, the expected population and employment has been projected.

Population and employment projected are presented earlier. The UTPM described earlier is used to assess the adequacy of the major roads vis a vis the land use distribution in the FBC. This strategy is sought to be implemented by way of the following policies:

• Adequate transport network outside the FBC. • The transport network so developed must be adequate in terms of the supply by the horizon year. • Restructuring of land use development by way of relocation of low density devleopments along the Mathura Road to outer periphery so that the development would be transit oriented and be a high density development.

6.2 Network Strategy & Mobility Corridors Faridabad is strategically located very close to Delhi as well as other metro centers. As the metro * Priority for through traffic centers become economic power houses * Interconnected Signals commuting between Delhi, Faridabad, Gurgaon, * Continuous Footpath & cycle and Noida become prominent. Also due to the lack lanes * Restricted on-street parking of bypass roads local and long distance traffic, * Strategic paid off-street commercial and non-commercial traffic gets mixed parking * Service lanes up. * Turning lanes * PT corridors By designating certain roads as mobility corridors, * Bus bays * FOB/Subways selected transport corridors get priority for * Outer ring increasing the throughput as well as reducing congestion. The mobility corridors would give priority to throughput in terms of both passengers and vehicles. Mobility corridors would contain adequate facilities for non-motorized modes. The mobility corridor is expected to contain various roadway geometric and traffic elements such as turning lanes, services lanes, bus bays, restricted on-street parking etc.

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The above strategy is sought to be implemented through the following policies:

• Identification of trunk mobility corridors. • Integration with NCR-2021 proposals (Orbital Corridors, RRTS etc) • Integrated with Delhi Metro alignments • Roads to bypass FBC • Regional multi modal direct connectivity between Faridabad, Delhi, Gurgaon and Noida. • Integrating with FBC’s Draft Development Plan 2011

Since auto ownership will not come down immediately in a developing economy, highly congested junctions would continue to witness large delays and traffic jams even after trying traffic management measures. Such critical intersections can be potential candidates for capacity augmentation by way of grade separation of one or more traffic movements. Intersection grade separation may be considered if the following criteria are met:

• Low cost traffic management measures have been tried but not effective • The grade separation reduces the pollution and junction delays for the overall corridor and more importantly for public transport commuters • A TEFS has been prepared by a professional and competitive agency • The fly over design must take into consideration the comprehensive plan for the corridor including public transport systems

6.3 Priority to Public Transport and Intermediate Public Transit One of the strategies identified as part of the vision is to increase the public transport trips (cumulative of road, rail and water modes but excluding IPT) to 55%. To increase the current levels to this level requires substantial shifting of travel from personalized modes to public transport modes. The public transport modes must compete with personalized modes in terms of comfort, cost, and time savings.

Significant investment in public transport alternatives are required in order to achieve a modal shift away from personalized transport.

One of the strategies identified as part of the vision is to increase the public transport trips (excluding IPT) to 50% from the existing level of 11%. It is essential

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Final Report that for this purposes both road and rail based systems must be explored on various corridors based on the corridor demand. The public transport strategy is sought to be implemented through the following policies:

• Do Nothing • Augment FBC City Bus System • Augment FBC Commuter Rail • Develop Mass Rapid Transit Systems (BRTS/Metro/LRT/MonoRail)

Do Nothing Scenario This scenario assumes that no major improvements are anticipated. The changes contemplated will be limited to most minimal improvement options such as providing bus shelters etc. It is likely that this scenario is untenable and other public transport improvements would be necessary.

Augment City Bus System One of the easiest and quicker ways of increasing the public transport trips is by bus fleet augmentation. Before any serious public transport corridor plan is proposed it is important to utilize and upgrade the existing bus based mixed traffic public transport. As part of this policy, existing bus fleet will be augmented.

Augment Commuter Sub-urban Train System Under the Integrated Transportation Plan for NCR study several radial and orbital rail corridors are proposed. Before higher capacity mass transit systems are considered the NCR transport plan rail based proposals must be considererd for potential implementation and sufficiency. The existing railways line through Faridabad would be made use of for local travel by way of commuter rail between Faridabad and other metros.

High Capacity MRTS As ridership levels increase higher capacity systems would become inevitable to accommodate the travel demand. In addition to the commuter rail and bus systems high capacity mass rapid transport systems are studied for their applicability for FBC. Various types of transit systems are presented in Table 6.1. The criteria for selecting the systetm technology are:

• Public Transport PPHPD • Total trips • Right of Way • Mobility Corridor • Connectivity to Delhi • Connectivity to growth centers

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6.4 Priority to Non- Motorized Transport Non-motorised transport (NMT) in Faridabad account for a third of total trips. However the NMT facilities are inadequate as well as substandard. It is important that the current levels of NMT share of trips are at least retained if not increased. NMT strategies focus on the following:

• Encourage walking by way of provision of usable footpaths • Encourage cycling as a mode of transport • Provide of safe pedestrian crossing facilities • Integrate of NMT facilities with public transport plan • Pedestrianization of certain roads

Install Footpaths About one third of the study area trips are made completely by walk. Sidewalks have valuable community benefits. To encourage and cater to walking trips footpaths must be installed. The following is suggested for the installation of footpath:

• A minimum usable width of 1.5M should be provided for footpath. • It is desirable to have a footpath width of 2M for all roads. • Obstructions on footpath must be relocated • Footpath design must discourage two wheelers using the footpath during periods of congestion • At all signalized intersections pedestrian zebra crossings must be clearly marked • Footpaths at all busy intersection must be provided with handrails to enforce pedestrians cross at zebra crossings

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Table 6.1: Various types of transit systems

Commuter Transit Mode Metro Monorail /AGT BRT Rail Exclusive ROW Exclusive ROW Exclusive ROW Exclusive ROW Options Grade Grade Semi-exclusive ROW separated separated Mixed traffic lanes Station 3-16 Km 1-2 Km 1 Km 0.5 Km Spacing Standard, High platform articulated or Locomotive High platform cars operating double articulated, with set of cars operating in multiple car Vehicles low floor or high passenger in multiple trains sets, platform, diesel, coaches car trains sets electric diesel/hybrid propulsion propulsion or ETB 40 standard Seated 90-185 per 60-80 per car 30-75 per car 65 articulated Capacity car 85 double art PPHPD Up to 60,000 Up to 40,000 Up to 20000 Up to 8,000 Average 25 to 45 mph 15 – 35 mph 15 – 25 mph 15 – 30 mph Speed (40-70 kmph) (25-55 kmph) (25-40 kmph) (25-50 kmph) Min. Curve 20m – AGT 50m 40m 13m Radius 75m - MRL App O & M 40-60 Lakh - 40-60 Lakh 100-200 Lakh 10 Lakh Cost per km MRL App Capital 200 Crore Cost per km 80-100 Crore 100-150 Crore 25 Crore (Elevated) (2005 Rates) Moscow, Istanbul, Taipei, Bangkok, Implemented Jakarta, Tokyo, Kuala Leeds, Bogota, Kuala Lampur, Cities(Internati Johannesburg Lampur, Curitiba, Mexico City, onal) , Buenos Sydney, Seattle Pittsburgh, Cairo Aires Adelaide Mumbai, Implemented , , Chennai, Delhi, Mumbai Cities (India) Delhi Kolkata

Install Pedestrian Grade Separated Facilities It is very essential that pedestrians are dispersed from public transportation systems safely on to footpaths. If dedicated carriageway is provided for public transport, the method of dispersal must take into consideration the bus stop location. If the centre lane of carriage way is dedicated for public transportation grade separated pedestrian crossing facilities must be provided

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Final Report for bus-stops located away from major intersections. In addition to these situations grade separated pedestrian crossing facilities are also required at selected high intensity pedestrian activity uses.

Install Bi-cycle Lanes Cycling is healthy and effective mode of transportation for many commuters in FBC. Several trips exceeding a trip length of 3-4KM are made through bi-cycle. To encourage and cater to cycling trips dedicated bi-cycle lane network must be provided.

Encourage Pedestrianization in Core Area Converting a street or an area to vehicle-free use is called pedestrianization. International experience shows that despite the initial resistance and acceptance, pedestrianization often improved the businesses and economy of the area in addition to the social benefits.

6.5 Commercial Vehicle Transport Strategy The industrial growth of Faridabad and Ballabgarh area demand a suitable freight management strategy for FBC. Various strategies of increasing the efficiency of freight and commercial transport in Faridabad include:

• Segregation of long distance commercial vehicles from city roads • Route management of cargo Movement between Faridabad-Ballabgarh and Airport • Freight terminals development close to bypass roads • Use of small and medium size vehicles with modern emission controls in the central city areas • Restricted movement of commercial vehicles in central business districts (8 AM -8 PM prohibition) and other mobility corridors

6.6 Traffic Management Traffic Management is a general term for strategies that result in more efficient use of existing transportation resources, as opposed to increasing transportation system supply by expanding or new constructing of facilities. Most of the time traffic management measures require zero or minimal land acquisition. FBC needs traffic management schemes to be implemented before major facility expansion or construction happens. Several of the traffic management schemes are low cost

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Final Report solutions and therefore must be used to their fullest before other measures are taken up to cope with growing congestion. Following policies would become part of short- term traffic engineering measures:

• Road Improvements o Pavement strengthening o Provision of shoulder, footpaths and drain etc o Provision of road furniture o Provision of bus shelters • Intersection Improvements o Signalization o Signal Retiming o Intersection Channelization and Geometric Improvements o Pedestrian crossing facilities o Area Traffic Control & ITS • Policy Related o Parking management o Regulation of Auto rickshaws o regulation o Hawker Management o Enforcement

6.7 Transport Demand Management Strategy In addition to the supply oriented strategies as indicated before demand oriented strategies are also required for FBC. These strategies would also contribute to indirectly shift the travel patterns of the study area. To further increase in public transport modal shares additional demand management interventions may be implemented as necessary such as:

• Corridor Densification • Parking Management

Corridor Densification Plan The Development Plan must anticipate the increase in value of land due to the public transport investments and must capture the land value. The DP for the study area must orient itself towards densifying parts of the city that are not transit oriented due to the low density developments. Mechanisms must be brought in by FBC to increase the density/FSI. This would, in addition to controlling transport demand in favor of public transport, also improve the air quality in FBC.

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Parking Management Plan As prevalent in various cities across India, most of the roads in FBC are having free on-street parking. Parking management achieves the following strategic objectives

• Reduces development costs and increases affordability • Enables multi-modal community planning (smart growth) • Reduce motor vehicle use (thereby reducing traffic congestion, accidents and pollution) • Improves user options and quality of service • Ability to accommodate new uses and respond to new demands • Related environmental and aesthetic benefits

Off-street parking Measures As a long term measure to improve parking facilities in FBC, off- street parking sites need to be identified. The off-street parking structures, either isolated or integrated with the public transport terminals, should meet some or all of the following requirements before implementation:

• The parking plaza must preferably discourage other commercial uses in the same premises to the extent possible • The parking plaza must facilitate public transport • The parking plaza must facilitate non-motorized transport • The parking plaza should off-set removal of on-street parking • The parking plaza should improve the traffic circulation of the vicinity

FBC must develop a parking policy towards both improving traffic operations as well as a tool towards demand management.

CMP proposals such as Mobility Corridor Development, Public Transport Corridors and Terminals, etc require that parking be suitably be integrated and managed for their successful implementation. Privately operated strategic multi level parking plazas would be developed and integrated with the other CMP elements.

6.8 Institutional Reform The NUTP in its Para 37 under Legal and Administrative Issues recommend that Unified Metropolitan Transport Authorities (UMTA) is to be setup in all million plus cities:

“The current structure of governance for the transport sector is not equipped to deal with the problems of urban transport. These structures were put in place well before the problems of urban transport began to surface in India and hence do not provide

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Final Report for the right co-ordination mechanisms to deal with urban transport. The Central Government will, therefore, recommend the setting up of Unified Metropolitan Transport Authorities (UMTA’s) in all million plus cities, to facilitate more coordinated planning and implementation of urban transport programs and projects and an integrated management of urban transport systems. Such Metropolitan Transport Authorities would need statutory backing in order to be meaningful.”

UMTA may be entrusted with the following functions:

• Strategic Regional and Transportation Planning • Investment, Management and Operations Policy Planning • System/Corridor Planning • Financial Planning • Long and Short-Term Priority Setting, Decision Making for Investment and Operating Subsidies • Infrastructure Project Implementation • Service and Operations Regulation • Service and Operations Management • Service Provision and Operations

An UMTA based institutional framework offers an efficient way to operate transport system in FBC.

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Chapter 7

Comprehensive Mobility Plan

Based on the aforementioned strategy for achieving the vision, mobility plan elements are developed and summarized as follows:

I. Network Plan II. Public Transport/ Mass Transport Plan III. Non- Motorized Transport Plan IV. Commercial Vehicle Movement Plan V. Traffic Management plan VI. Grade Separation Plan VII. Travel Demand Management plan VIII. Institutional Plan

The plan elements are detailed in the following sections.

7.1 Network Plan FBC area network must continued to be developed into a gridion type network with a few circumferential ring corridors. Most of the roads are not having adequate capacity and will require widening to meet the functional requirements. The plan consists of the following proposals:

• About 380 KM of roads/corridors are designated as Mobility Corridors for focusing the corridor mobility some of which include the following roads: o Mathura road o Sohna road, o Gurgaon road, o Suraj Kund road, o Badkal road, o Chaudary Charan Singh marg/Bypass Road, o Baba Deep Singh marg, o Deep Chand Bhartia marg, o ITI road, o KL Mehta road, o Tigaon road o MDR 133 o Rajiv Gandhi marg, o Pali road 45 Comprehensive Mobility Plan for Faridabad-Ballabgarh Urban Complex

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• A bypass to NH2 in study area to the west side consisting of combining the existing Suraj Kund Badkal road, MDR 133 and existing local road (sector 58) connecting to Mathura Road . • A widened Mithapur Road connecting Bypass Road (Chaudary Charan Singh marg) to Kalindi Kunj. • Connectivity from FBC to Eastern Peripheral Expressway / Yamuna Expressway. • A bypass on the east side of the planning area.

As part of the NCR regional proposals 16 expressways including one on NH2 is being proposed. Mathura road should be converted into an access controlled highway/expressway. Faridabad must plan for this improvement.

The following corridors are being suggested as multi-modal corridors as part of the network plan:

• Mathura Road • Gurgaon-Faridabad Road • Sohna Road / MDR 133 • Proposed 150 m wide ring road • Selected Arterial roads

Portions of the mobility corridor are already existing without adequate ROW. Some of the corridors are being planned as part of the draft Development Plan. The proposed network plan containing the mobility corridors, new roads and bypass road is presented in Figure 7.1. Suggested cross sections for the mobility corridors are presented in Figure 7.2, Figure 7.3 and Figure 7.4.

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Figure 7.1 Suggested Draft Network Plan

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Figure 7.2: Suggested 4-Lane with Bicycle Lane

Figure 7.3: 6-Suggested Lane without Service Road

Figure 7.4: Suggested 6-Lane with Service Road

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7.2 Public Transport/Mass Transport Plan One of the strategies identified as part of the vision is to increase the public transport trips (excluding IPT) to 50% from the existing level of 11%. It is essential that for

this purposes both road and rail based systems must be explored on various corridors based on the corridor demand. The alternate scenarios considered are:

• Do Nothing • Augment FBC City Bus System • Augment FBC Commuter Rail • Develop Mass Rapid Transit Systems (BRTS/Metro/LRT/MonoRail)

Do Nothing Scenario The existing urban transport model is used to simulate the traffic characteristics under this scenario and the results are shown in Table 7.1. It may be seen that as anticipated the public transport modal share reduces from the current level of 11% to 7% under this scenario. Consequently this scenario is untenable and other public transport improvements are necessary.

Table 7.1: Trip characteristics – Do nothing scenario -2026

Trip Characteristics Do nothing - 2026 Trips assigned (Peak Hour) (motorized) 383,508 Mode share -PV (Motorized) 93%

Mode share - Public Transport (Motorized) 7%

Average Network Speed ( in kmph) 18

Average Trip Length (PV) (in km) 15.0 Average Trip Length (PT) (in km) 6.0 Passenger Km (PT) 161,304 Passenger hrs (PT) 8,961 Vehicle kms ( PV + IPT) 2,451,064

Vehicle hrs ( PV+IPT) 136,170

Augment City Bus System The 2009 existing fleet size of the FBC is approximately 250 buses. Most of the buses are not road worthy. A Bus Transport Supply Index (buses per lakh of population) of approximately 30 is suggested for the city. Based on the proposed index FBC would

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Final Report require a fleet of at least 1200 buses. Improvements to the City Bus System in the short term are detailed in Appendix A4.

The existing urban transport model is used to simulate the traffic characteristics under this scenario and the results are shown in Table 7.2. It may be seen that the public transport modal share increases from the Do Nothing level of 7% to 35% under the city bus scenario. However the forecasted modal share is still short of the goal of 50%. Therefore to improve the public transport modal split additional public transport systems and corridors are essential.

Table 7.2: Trip characteristics - Bus Augmentation – 2026

Trip Characteristics Bus Augmentation Trips assigned (Peak Hour) (motorized) 383,508

Mode share -PV (Motorized) 65%

35% Mode share - Public Transport (Motorized) 22 Average Network Speed ( in kmph) Average Trip Length (PV) (in km) 12.0 Average Trip Length (PT) (in km) 8.4 Passenger Km (PT) 1,116,399

Passenger hrs (PT) 50,745 Vehicle kms ( PV + IPT) 1,325,057

Vehicle hrs ( PV+IPT) 60,230 Augment Commuter Local Train System Considering the existing proposals in NCR transport plan the following corridors are suggested for commuter rail lines:

• Delhi – Faridabad – Palwal • Gurgaon – Faridabad – Greater Noida

Delhi-Faridabad-Palwal line is part of the several RRTS (Regional Rapid Transport Corridors) proposed in the NCR plan. It is a 60 Km long route. As part of this proposal a capacity of the existing corridor would be increased by the addition of a 4th line. If the EMUs are run at higher frequencies on the dedicated line, commuters on this corridor would be benefited and the commuter rail would certainly address the ridership between Delhi and Faridabad to some extent.

The Gurgaon-Faridabad-Greater Noida line is a new orbital rail line that is approximately 70 Km. It crosses Yamuna river as well as the Yamuna Expressway. The NCR proposal has only limited this line between Faridabad and Gurgaon.

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The existing urban transport model is used to simulate the traffic characteristics under this scenario and the results are shown in Table 7.3. It may be seen that the public transport modal share increases from the Do Nothing level of 7% to 36% under the commuter train scenario. However the forecasted modal share is still short of the goal of 50%. Therefore to improve the public transport modal split additional public transport systems and corridors are essential.

Table 7.3: Trip characteristics- Commuter local rail system- 2026

Trip Characteristics Commuter Rail Trips assigned (Peak Hour) (motorized) 383,508

Mode share -PV (Motorized) 64%

Mode share - Public Transport (Motorized) 36%

24 Average Network Speed ( in kmph) Average Trip Length (PV) (in km) 11.5 Average Trip Length (PT) (in km) 9.5 Passenger Km (PT) 1,319,594

Passenger hrs (PT) 54,983 Vehicle kms ( PV + IPT) 1,235,346

51,473 Vehicle hrs ( PV+IPT)

High Capacity MRTS In addition to the commuter rail and bus systems high capacity mass rapid transport systems are studied for their applicability on various corridors. Based on the model results only Mathura Road is suggested for potential high capacity MRTS. It is suggested that Metro Rail systems be implemented on Mathura Road due to the following reasons:

• The horizon year ridership (PHPDT) on Mathura Road is approximately 12000. • DMRC’s Phase 3 Metro alignment ends on Mathura Road at Badarpur, just north of FBC northern limits. • Any non-Metro systems on Mathura Road would entail a transfer between the two systems resulting in additional journey time for commuters

Based on the several alternative alignment sections on Mathura Road the following section is suggested for Metro System on Mathura Road

• Mathura Road from DMRC Ph 3 Badarpur terminal upto YMCA Chowk (13.9 Km)

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The existing urban transport model is used to simulate the traffic characteristics under this scenario and the results are shown in Table 7.4. The suggested transport plan with mass transit systems would augment the public transport share to 41%.

Table 7.4: Trip characteristics – High capacity MRTS – 2026

High capacity mass Trip Characteristics transit system

Trips assigned (Peak Hour) (motorized) 383,508 Mode share -PV (Motorized) 59% Mode share - Public Transport (Motorized) 41% Average Network Speed ( in kmph) 28

Average Trip Length (PV) (in km) 10.5

12.0 Average Trip Length (PT) (in km) Passenger Km (PT) 1,882,855 Passenger hrs (PT) 67,245 Vehicle kms ( PV + IPT) 1,033,424 Vehicle hrs ( PV+IPT) 36,908

Until the Metro based MRTS is implemented on Mathura Road a BRTS or a dedicated Bus Corridor may be operated as an interim measure.

7.2.1 Faridabad Metro

As indicated in previous section the Public Transport Plan would contain Delhi Metro extension to YMCA Chowk as the preferable mass transit option for Faridabad. A detailed study has been done for this option and ridership has been estimated for different horizon years. The main features of the suggested Metro Corridor is as follows:

• Corridor Length: 13.9 Km • No. of stations: 9 • Starting Point: Phase III ending of Delhi Metro • Ending Point: YMCA Chowk

Metro corridor with stations is presented in Figure 7.5 and inter-station distance is presented in Table 7.5.

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Table 7.5: Distance between Stations Inter-Station Sl. No. Station Name Distance (Km) 1 Sarai 1.97 2 NHPC 1.33 3 Mewala Maharajpur 1.51 4 Sector 27A 1.32 5 Badkal Chowk 1.3 6 Old Faridabad 1.3 7 Ajronda 2.29 8 Faridabad New Town 1.36 9 YMCA Chowk 1.41

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Figure 7.5: Suggested Metro Corridor

The proposed Metro route is likely to be elevated passing through the median of Mathura Road. Parking spaces should be provided at all metro stations. Feeder bus routes need to be operated from all parts of the city to the metro stations. The fare for this extension is likely to be same as Delhi Metro fare.

7.2.1.1 Ridership Forecast The sectional load i.e.: PPHPD (Peak passengers per hour per direction), daily ridership, Daily passenger- kms and average lead for different horizon years is presented in Table 7.6. There will be an increase of 150000 daily passengers in the Delhi Section in 2021 due to the extension from Badarpur Border to YMCA Chowk.

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Table 7.6: Ridership on Delhi Metro Phase III Extension from Badarpur Border to YMCA Chowk Daily Daily Average Max. Sectional Load Passenger Year Ridership Lead (PPHPD) Km (in (in Lakhs) (Km) Lakhs) 2015 7700 1.44 11.2 16.19

2021 11600 2.40 11.4 27.38 31.72 2026 13500 2.78 11.4

Ridership forecast results indicate that the maximum sectional load within the Faridabad section is under 8000 PPHPD in the year 2015. Due to the changes in land use and socio economic scenario of Faridabad and NCR, the ridership would increase to 11600 by 2021 and 13500 by 2026. Therefore it is suggested that the Delhi Metro Phase III Extension in Faridabad be operational by the year 2021.

7.2.1.2 Incremental Ridership Most of the Metro bound trips are destined to Delhi and NCR areas. Therefore the Faridabad Metro will also help the Delhi Metro System operations. Incremental ridership forecast on the Delhi Metro System due to Faridabad Extension are also estimated and the results are given in Table 7.7.

Table 7.7: Incremental Ridership on Delhi Metro Phase III Daily Daily Daily Max. Sectional Load Passenger Year Ridership Passenger (PPHPD) Km (in (in Lakhs) Km/ Km Lakhs) 2015 3465 0.94 12.26 31440

2021 4060 1.56 20.75 53200

2026 3375 1.81 24.03 61650

It can be seen that the incremental Passenger Km/Km of the extension steadily increase from 31400 in 2015 to 61650 by the year 2026.

7.2.1.3 Metro Alignment Options Analysis is also made to assess the impact of extending the Faridabad Metro from YMCA Chowk to Ballabgarh. Ridership results for the two options are shown in Table 7.8 for the horizon year 2026.

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Table 7.8: Faridabad Metro Alignment Options Daily Daily Max. Sectional Alternative Ridership (in Passenger Load (PPHPD) Lakhs) Km Badarpur Border to YMCA 13500 2.78 31.72 Chowk Badarpur Border to 14000 2.94 33.55 Ballabgarh

It can be seen that there is small amount of increase in ridership by extending the terminal from YMCA Chowk to Ballabgarh. Detailed TEFS msut be done on Metro extensions to Faridabad at a later date to firm up the final extension beyond YMCA Chowk.

There are other complimentary projects/proposals that must be implemented in tandem to the public transport corridors towards a successful public transport system that meets the objectives and goals of the mobility plan:

• Augmentation and strengthening of feeder service network • Integrate parking with public transit/mass transit terminals by way of park and ride structures • Identify and locate multi-modal terminals for safe, faster and convenient inter-modal transfers • Appropriate vehicle and terminal design • Safe, faster and convenient pedestrian dispersal system • Bicycle access to the public transport terminals • Public transport friendly tax structure • Use of Intelligent Transport System (ITS) technology • Signal prioritization for public transport vehicles

It is important that the above mentioned actions must not be treated in isolation but a systems approach be adopted.

At present all the inter-city buses are operated mainly from two bus terminals- Ballabgarh Bus Terminal and NIT Bus Terminal. The is located on Mathura Road and bus terminal is very congested due to the bus and traffic circulation. The Faridabad Bus Terminal is also congested. Once the city bus system is introduced, it is anticipated that both Mofussil as well as city services would only be operating form the same terminals which would exacerbate the congestion problems. It is suggested that the two bus stand may be expanded and modernised with adequate number of bus bays shall be constructed for the town services and mofussil buses. As development pressures increase by the year 2021 the two bus stands must be

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Final Report relocated to outside the MCF area but within the planning area. Find location & design of the terminal will be ascertained in the DPR of the terminals.The Bus Terminals inside the city maybe retained only for town services. The proposed mass transport plan for the 2026 is presented in Figure 7.6.

Figure 7.6: Suggested Public Transport Plan

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7.3 Non- Motorized Transport Plan NMT plan would include the following proposals: • Provision of foot path • Provision of bicycle lanes • Provision of pedestrian crossing facilities (at grade and grade- separated) and • Pedestrianization of certain roads

Install Footpaths To retain the existing level of walking trips in the study area adequate footpaths must be installed on all roads without any exception. As a beginning all mobility corridors and those near commercial activities must be provided with footpaths. As indicated in the previous chapter the most important parameter in footpath are the usable width that is clear of obstructions and encroachments.

Install Pedestrian Crossing Facilities Pedestrians must also be enabled to cross the roads safely as part of the trip. The following policies are suggested for these purposes:

• Painted zebra crossings at all priority, police controlled, and signalized intersections • Where possible pedestrian crossings must be elevated to flush with sidewalks • At signalized intersections where possible protected pedestrian phase must be provided. When protected/separate pedestrian phase are not possible, pedestrian crossing times must dictate minimum vehicle phase periods.

The mobility corridors that are suggested must be provided with at grade pedestrian crossing facilities at all intersection and at selected mid-block locations.

A review of the pedestrian crossing demand was utilized in identifying prima facie a few selective locations (refer to Figure 7.6) where grade-separated crossing facilities are suggested.

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Final Report Install Bi-cycle Lanes Bicycle lanes are provided in FBC at the following locations:

• Multi modal corridors • Gurgaon/ • Along railway line

Where possible, cycle lanes must be segregated from the vehicular traffic. This network must be integrated along with public transport network improvements.

Encourage and Designate Pedestrianisation in Core Area Well-designed and placed public spaces can enliven an area. On an experimental basis vehicles may be banned on some selected roads based on a detailed feasibility study from 8 am to 8 pm, effectively turning an area of approximately about 0.5~1.0 square kilometers into a vehicle-free zone to ease the chronic and traffic jams that plague these areas. The following locations are suggested for potential pedestrianization with its array of high density retail and commercial uses and narrow streets is well suited for pedestrianization:

• Old Faridabad • Ballabhgarh commercial areas

If it proves successful, it could become permanent and extended.

The suggested NMT plan is shown in Figure 7.7.

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Figure 7.7: Proposed NMT plan

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7.4 Commercial Vehicle Movement Plan As indicated in the existing traffic characteristics chapter there is a significant external-to-external

trips that can be bypassable. The bypass road along the Gurgaon Canal does not completely serve the purpose as it starts south of Badarpur.

To serve the long distance through traffic that can avoid Mathura Road completely the following are suggested:

• A bypass to NH2 in study area to the west side consisting of combining the existing Suraj Kund Badkal road, MDR 133 and existing local road (sector 58) connecting to Mathura Road • Truck terminal with all facilities located to the close proximity of NH2 & proposed Bypass.

The proposed alignment of the bypass roads and truck terminals are given in Figure 7.8. The suggested truck terminals fall outside the MCF area but within the plannig area.The suggested terminals must be indicated in the proposed master plan for Faridabad area taking into consideration the Dedicated Freight Corridors, the outer ring road and the KMP/EPE expressways. The truck terminal will be a modern terminal with all fecilities typically having an area up to 6 hactares. The terminals may also be integrated with Inland Container Depots & warehousing facility. Find location & design of the terminals will be decided by the DPR of the terminals.

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Figure 7.8: Suggested Commercial Vehicle Movement Plan

The truck terminals also serve as job-growth and economic catalyst for the area. Other expected benefits of the terminal are a reduction in truck traffic on city roads and roads in the vicinity of core area and market yards.

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7.5 Grade Separation (Flyovers and Railcrossings) Plan Currently there are six level crossings present on Delhi-Chennai track. Four They are located at almost inside the city and considerable

traffic crossing at Mujhesar, Boarder, Old Faridabad, and Nevla Phatak level crossings. These level crossings are suggested for grade separation.

Junctions that satisfy the IRC traffic signal warrants must be installed preferably with demand responsive traffic signals. As traffic delays continue to increase at junctions the following traffic management measures must be considered before any major improvements:

• Reduction of number of phases • Restriction of right turns. The restricted right turn traffic must suitably be rerouted through indirect right turns or U-turns etc. • Widening the intersection throat to increase the approach capacity • Coordinating with traffic signals on adjacent intersections using ITS technology • Installation of medians and closing the cross street to divert traffic to other high capacity intersections if feasible

Since auto ownership will not come down immediately in a developing economy, highly congested junctions would continue to witness large delays and traffic jams even after trying the above mentioned traffic management measures. Such critical intersections can be potential candidates for capacity augmentation by way of grade separation of one or more traffic movements. Intersection grade separation may be considered if the following criteria are met:

• Low cost traffic management measures have been tried but not effective • The grade separation reduces the pollution and junction delays for the overall corridor and more importantly for public transport commuters • A TEFS has been prepared by a professional and competitive agency • The fly over design must take into consideration the comprehensive plan for the corridor including public transport systems

A review of the past studies and discussions with various implementing agencies and available traffic data identified prima facie a few selective locations (refer to Figure 7.9) where such grade separated facilities may be necessary.

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Figure 7.9: Proposed grade separated facilities

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7.6 Traffic Management Plan Traffic management including various improvements as described in the strategy section are suggested for various locations in FBC as follows:

1. Fifteen intersection are suggested for intersection improvements. Demonstrative geometric intersection detailing is done for 5 of them. The intersection improvement would include, signalization, signal retiming, Bus Prioritization, channelization, pavement markings and signages, footpaths, approach widening etc. 2. Area wide traffic control covering major intersections on Mathura Road, Parts of NIT, Ballabhgarh Buisiness Area etc. 3. Arterials, sub-arterials, and collector roads totalling about 220 Kms are proposed for road improvement such as footpath-cum-drain, shoulders, road furniture, signages and marking, pavement strenghtening etc. The suggested improvements are proposed within the avaialble RoW. 4. Corridor improvement is done for about 9 prominent road sections. Improvement level and detail varies from section to section and the details are discussed in Annexure A4. 5. Hawker management must be done at least at 6 locations 6. On-street parking management including designated parking, odd/even parking etc is suggested at about ten locations across the city. The locations are presented in the Table A4 (1). 7. On an experimental basis Parking meters are suggested at 3 locations 8. Auto Taxi designated parking suggested at 6 locations and on Mathura Road 9. About 150 Bus shelters every 500m upto 1km are proposed along the bus routes that are expected to be developed in FBC. 10. Area schemes and traffic management plan are suggested at Faridabad market areas (Ballabgarh sabji mandi, colony sabji mandi etc), Ballabhgarh Bus Stand, Faridabad Railway Station etc. 11. One-way traffic management schems are suggested at Neelam Chowk, Bata Chowk, Ballabhgarh Bus Stand area.

A summary of the short term traffic management solutions are presented in Table A4 (1). Detailed description of the elements of the short term traffic management plan are presented in Annexure A4.

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7.7 Transport Demand Management Plan Results from the travel demand model indicate that after implementing the public transport corridors and the other necessary proposals public transport share of the trips would increase to 41 % of the motorized trips. To further increase in public transport modal shares the following demand management interventions are suggested:

• Corridor Densification • Parking Management

Corridor Densification Plan Mathura Road was suggested as a multi modal corridor with preferably a metro extending from Badarpur to Ballabhgarh. The plan is to make the development along Mathura Road transit oriented. As part of this policy the following actions are suggested: • Relocate the existing industrial land use along Mathura Road to the periphery of the City • Densify land use along entire Mathura Road or at strategic nodes along Mathura Road such as YMCA chowk, Bata Chowk, NHPC Chowk, etc. • Increase the FSI along Mathura Road. • Develop appropriate policy mechanisms towards achieving a high density as part of the DP with measures such as TDRs etc.

Parking Management Plan As part of this policy the following action plan is suggested:

• Develop multi level parking plazas • Develop a parking policy specifically for FBC areas

Suggested locations of the multi level parking plazas are indicated in Figure 7.10.

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Figure 7.10: Suggested Multilevel Parking Locations

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The parking structures, either isolated or integrated with the public transport terminals, should meet some or all of the following requirements before implementation: • The parking plaza must preferably discourage other commercial uses in the same premises to the extent possible • The parking plaza must facilitate public transport • The parking plaza must facilitate non-motorized transport • The parking plaza should off-set removal of on-street parking • The parking plaza should improve the traffic circulation of the vicinity

FBC must develop a parking policy towards both improving traffic operations as well as a tool towards demand management.

7.8 Institutional Plan Urban Transport is an activity that is controlled by multi institutions. The responsibilities for policy making, planning, investment, operations and management are divided in Central, State and local government organizations with the result, there is no unity of command and coherent approach to various issues confronted by this sector.

Faridabad is no exception to this scenario. Hence, a stream-lined and strengthened institutional setup is required in the Transport Sector in Faridabad. An empowered body should coordinate, oversee and regulate all the transportation projects. Frame- work is critical for effective public transport. It should address all the functions, clearly assign responsibilities and be responsive to the policy concerns of all levels of government, and concerns of all citizens (mobility needs, air quality, traffic safety).

As part of the institutional frame work the strategy would include the following policies:

• Setting up an UMTA UMTA - Need

Since there is a lack of an umbrella • Lack of inter-sect oral & Institutional authority, there is a need for a Coordination between agencies in the Unified Metropolitan Transport transport sector & other allied sector Authority (UMTA) to ensure • Difficulties in Institutional Coordination • Central, State & Local Government agencies coordination, cooperation and • Need to clarify Role of Government continuity. In view of the fact that • Inappropriate Resource Allocation both the central and state • Resulting in poor execution of projects & governments are involved in unbalanced development providing urban transport, such an • No forum where they can plan and take authority will need to be created decisions for coordinated activities

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Final Report by an act in Parliament, even though the City and State Governments are primarily responsible for urban planning, including transport.

UMTA should have the following overall responsibilities:

i. Regulatory / Policy o Setting norms/ Standards / Guideless / Policies

o Traffic Service levels o TSM Guidelines ii. Planning o Landuse – transport integration o QA/QC for comprehensive mobility Plans o Updating Masterplans o Procurement / Contracting o Inter-modal coordination iii. Funding o Project Approval o State/Central fund sanctioning and channeling iv. Co-Ordination o Co-Ordination with other Urban Infrastructure departments

• Setting up Urban Tranport Fund for FBC

The UMTA needs to be financially strong for effective functioning. A dedicated funding is hence required and it draws authority from the finances it controls. Initially, there should be a seed capital to start UMTA. Apart from this, UMTA can get funds through ‘Non-Traffic Revenues”. These can be in the form of congestion charges, advertising, parking fee etc. Cess on fuel, cess on new vehicles and land resource are some other options for generating funds.

The suggested Institutional frame work for Transport Sector in Faridabad is shown in the flow chart below.

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7.9 CMP Outcome Detailed suggested CMP projects and their profile sheets are presented in Annexure 5. Travel demand forecast results of CMP scenario are presented in Table 7.9.

Table 7.9: Trip characteristics of CMP scenario

Do-Nothing- Do-Nothing- CMP Trip characteristics 2008 2026 scenario

Trips assigned (Peak Hour) (motorized) 138,401 383,508 383,508

Mode share -PV (Motorized) 89% 93% 59%

Mode share - Public Transport (Motorized) 11% 7% 41%

25 18 28 Average Network Speed ( in kmph) 11.2 15.0 10.5 Average Trip Length (PV) (in km) Average Trip Length (PT) (in km) 7.2 6.0 12.0 Passenger Km (PT) 106,682 161,304 1,882,855 Passenger hrs (PT) 4,267 8,961 67,245 Vehicle kms ( PV + IPT) 618,906 2,451,064 1,033,424

Vehicle hrs ( PV+IPT) 24,756 136,170 36,908

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With the proposed CMP implementation: • The share of personal modes will decline to 59% from 89% • The public transport share will increase to 41% from 11% • The average network speed is projected to increase upto 28 KMPH from 25 KMPH.

7.10 Social Benefit Assessments Estimation of Social Benefits The suggested projects in the mobility plan will yield tangible and non-tangible savings to the society due to equivalent reduction in road traffic and certain socio- economic benefits. The suggested public/ mass transport projects will improve the usage of public/ mass transport and hence will result in reduction in usage of private vehicles, air pollution and increase the speed of road-based vehicles. This, in turn, will result in significant social benefits due to reduction in fuel consumption, vehicle operating cost and travel time of passengers. Reduction in accidents, pollution and road maintenance costs are the other benefits to the society in general. The quantifiable benefits like reduction in passenger- kms, travel time and pollution are compared under the ‘with’ and ‘without mobility plan’ situations.

Reduction in Vehicle – kilometers

The prime objective of the mobility plan is to increase the usage of public transport and reduce private modes on the roads in Faridabad. The reduction in vehicle- kilometers (for modes such as car, two wheelers, auto rickshaw and bus) will reduce traffic congestion on the roads and fuel consumption. The estimated reduction in vehicle- kilometers for year 2026 is presented in Table 7.10. The estimates shows about 4634 million vehicle- km will be reduced in the year 2026 when the suggested projects in the mobility plan will be implemented.

Table 7.10 Reduction in Annual Vehicle- Kilometers- 2026 Annual Veh.- Kilometers in Passenger Kms million Do nothing scenario 8265 With the Mobility plan projects 3631 Reduction in million Veh - Kms 4634

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Reduction in Travel Time The estimated benefits due to the implementation of projects suggested in the mobility plan is quantified and presented in Table 7.11.

Table 7.11 Reduction in Passenger- Travel Time- 2026

Annual Pass- Hrs in Passenger Kms million Do nothing scenario 459 With Mobility plan projects 130 Reduction in million pass - Hrs 329

Reduction in Vehicle Emissions It is anticipated that the suggested projects in the mobility plan will result in reducing vehicle emissions due to the reduced use of personal modes. The emissions under the two scenarios have been quantified and is estimated that about 2700 tonnes of vehicle emissions can be reduced by implementing the recommended projects.

Quantification of some of the non-tangible social benefits has not been attempted in the present study. However, it has been considered appropriate to highlight the same, as given below:

• Reduced accidents • Reduced road stress • Better accessibility to facilities in the influence area • Economic stimulation in the micro region of the infrastructure • Increased business opportunities • Overall increased mobility • Facilitating better planning and up-gradation of influence area. • Improving the image of the city.

It is proposed to carry out a cost- benefit analysis at the DPR stage of individual projects, especially for mass transport projects.

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Chapter 8

Investment Plan 8.1 Cost Estimation Investment requirements have been estimated for the identified projects in the mobility plan till the end of the plannig period (2026). Item-wise unit rates for cost estimation are assumed based on consultants experience on similar studies in the past. The total investment requirement is estimated as Rs. 7106 Crores. This cost includes only capital cost and excludes land aquisition cost, R & R cost, etc. Total investment requirement is presented in Table 8.1.

Table 8.1 Total Investment Requirement

Unit Rate Total Sl. No. Schemes Unit Quantity (Rs. in (Rs. in Crores) Crores)

1 Grade separators No. 3 20 60 Road Improvements (Road 2 Markings/signage’s, Footpaths, Km. 150 0.5 75 etc) Junction Improvements

3 Major No. 9 0.25 2.25 Minor No. 6 0.1 0.6 4 Pedestrian facilities (FoBs) No. 8 1 8 5 Multi-storeyed Parking No. 7 5 35 Bus stand Modernization with all 6 No. 2 1 2 facilities 7 Bus Fleet Augmentation* No. 1050 0.5 526

Mobility Corridor Development

Road Widening** Km. 173 4.1 (avg.) 709 8 New Roads (6 lane-DP Roads) Km. 160 9 1440

Ring Road (150 m wide road) 10 lane Km. 50 15 750 9 BRT Km. 124 10 1240 Metro Rail Network (including 10 Intermodal station and parking Km. 13.9 150 2085 facilities)

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Unit Rate Total Sl. No. Schemes Unit Quantity (Rs. in (Rs. in Crores) Crores)

11 Truck terminal No. 4 2 8 12 ROBs No. 4 10 40 New mofussil bus terminal in the

13 outskirts (shifting of existing No. 3 15 45 terminal) Capacity enhancement + 14 Education programme for Traffic LS 1 Police 15 Area Traffic Control (ATC) No. 1 50 50

16 Skywalk Km. 1.4 20 28

17 Off-street Parking (at Grade) No. 15 0.1 1.5

Total 7106

Note-: *- 150 buses are already sanctioned by Ministry of Urban Development (MoUD) **- Excluding widening of Mathura road, which is being undertaken by NHAI) The following Special Projects in the study area/ NCR region are not included in the current investment programme. • Augmentation of 4th rail line on Delhi- Palwel corridor (60 Kms) • New rail line between Gurgaon- Faridabad- G. Noida (70 kms) • NHAI Expressway on Mathura road(NH 2) 22 kms

The sector-wise investment requirement is presented in Table 8.2. Development of public/mass transport requires 55% and mobility corridors requires 30% of total investment. They constitute the major sectors of investments.

Table 8.2 Investment Requirement in various Sectors

Rs. In Share Sector Crores %

Traffic Management Measures 188 3%

Parking Management 37 1% Development of Mobility Corridors 2148 30% Public/ Mass transport 3897 55% Non-motorized Plan 36 1% Truck/Freight Facilities (Ring Road, Truck Terminal, etc.) 758 11% Other Plans 42 1% Total 7106 100%

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The identified projects could also be categorised into Short–term, Medium-term and Long-term plans depending on their sustainability.

Short-Term Improvement Measures: The short-term measures include all those schemes that will be sustainable for a period of three to five years and that which could be implemented at low costs. Experience tells us that sometimes these low cost measures are very effective in providing the desired results and their utility extends beyond the time frame they are intended for thereby avoiding strict timely reviews and updates. Various short- term measures identified include:

• Junction improvements • Road Improvements (Road Markings/signage’s, Footpaths, etc) • Development of pedestrian facilities such as Footpath construction, safe crossing facilities, sky walk, etc.

Medium-Term Improvement Measures: The medium-term measures are slightly higher in terms of cost of implementation and would be sustainable to a longer period (5- 10 years) in comparison to the short-term measures. These include:

• Grade Separation at Intersections • Provision of off-street Parking facilities • Grade separation for pedestrian crossing, etc

Long-Term Improvement Measures: The projects those will be sustainable for more than 10 years are classified under long-term projects. They include:

• Implementation of Bus/BRT/Metro projects • Development of bus and truck terminals • New roads development/road widening, • Construction of RoBs, etc

Projects for Immediate Implemeantation: The following projects are recommended for immediate implementation. About Rs. 65 crores are needed for immediate implementation, which are mainly towards traffic and pedestrian management.

Investments Projects (Rs. In Crores) Road Improvements (Road Markings/signages, 25 Footpath cum drain, etc) Junction Improvements 2.85 Skywalk 28 Off-Street Parking (at Grade) 1.5 Pedestrian facilities (FoBs) 8 Total Requirements 65.35

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Final Report 8.2 Phasing of Projects The following phasing has been considered for implementation of the projects:

I. Phase I (2010 – 2012) II. Phase II (2013 – 2021) III. Phase III (2022 – 2026)

Assigning of projects into these phases was based on the project need considerations and discussions with the stakeholders. Short-term schemes need to be implemented immediately, while medium-term and long-term projects are phased based on their demand. The phasing of public/mass transport systems is based on the passenger ridership and with up-gradation plan to optimize initial investment needs. The phasing of total investment is summarized in Table 8.3. Only 2% of the total investment is identified for Phase I (2010 – 2012), while 61% in Phase II (2013 – 2021) and 37% for Phase III (2022 – 2026). Phase II (2013 – 2021) is maximum as the metro project on Mathura road is envisaged in this phase. Augmentation of buses is phased in second and third phases as 150 buses are already sanctioned by MOUD.

Table 8.3 Phasing of Projects Sl Rs. In Schemes No Crores Phase 1 (2010 – 2012)

1 Road Improvements (Road Markings/signage’s, Footpaths, etc) 25

2 Junction Improvements Major 2.25

Minor 0.6

3 Pedestrian facilities (FOBs) 8 4 Multi-storeyed Parking 15 6 Capacity enhancement + Education programme for Traffic Police 0.3 7 Skywalk 28 8 Off-Street Parking (at grade) 1.5 Total (2010 - 2012) 80.65 Total (2010 - 2012)-rounded off 81 Phase 2 (2013 – 2021)

1 Grade separators 40 2 Road Improvements (Road Markings/signage’s, Footpaths, etc) 25 3 Multi-storeyed Parking 20 4 Bus stand Modernization with all facilities 2

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Sl Rs. In Schemes No Crores 5 Bus Fleet Augmentation 263

6 Mobility Corridor Development Road Widening 368

New Roads (6 lane-DP Roads) 720 Ring Roads (150 m wide new road-10 lane) 750 Metro Rail Extension (including Intermodal station and parking 2085 7 facilities) 8 ROBs 20 9 New Mofussil Bus Terminal (shifting of terminal to the outskirts) 45 10 Truck Terminal 8 11 Area Traffic Control (ATC) 50 12 Capacity enhancement + Education programme for Traffic Police 0.3 Sub Total (2013 – 2021) 4396.3 Total (2013 - 2021)-rounded off 4396 Phase 3 (2022 - 2026) 1 Road Improvements (Road Markings/signage’s, Footpaths, etc) 25 2 Bus Fleet Augmentation 263

3 Mobility Corridor Development Road Widening 341 New Roads (6 lane-DP Roads) 720 4 Grade Separator 20 5 ROBs 20 6 BRT 1240 7 Capacity enhancement + Education programme for Traffic Police 0.4 Sub Total (2022- 2026) 2629.4 Total (2022 - 2026)-rounded off 2629

8.3 Financial Investment Strategy Total capital investment required for the identified transport infrastructure developments is estimated to Rs. 7106 crores to be spent over the period of 15 years from 2010. The suggested investment strategy is as follows:

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Final Report a. Public Private Sector Participation (PPP)

The possibility of bringing the private sector into transport sector in appropriate areas was explored and the possible investment areas were identified where urban transport projects can be implemented through PPP format. Potential candidate projects for PPP format include the revenue generating projects. Potential candidate projects for PPP, possible sources of revenue and type of PPP options are

presented in Table 8.4. Total investment anticipated through is about Rs. 1122 Crores. PPP constititutes about 15% of the total investments. The numbers shown in the table below are for indicative purposes only. Actual estimates results typically from Detailed Feasibility Report (DPR)/Techno Economc Feasibility Studies (TEFS)/Financial Analysis for individual projects.

Table 8.4: Possible Potential Investments through PPP (Rs. In Crores)

PPP PPP Rs. In Project Possible Revenue Option (%) Crores Off-street parking lots (Multi Parking fee, storey parking/Ground Advertisements and BoT 100% 36.5 Parking) commercial developments Bus entry fee, parking fee Mofussil Bus terminals/ Bus for car and TW, stand modernization with all BoT 100% 47 Advertisements and facilities commercial developments Truck terminal Truck parking fee and BoT 100% 8 commercial developments Junction improvements Advertisements Sponsorship 50% 1.42 Sky walk Advertisements Sponsorship 50% 14 Road Improvements (Road Markings/signages, Advertisements Sponsorship 25% 18.75 Footpaths, etc) Introduction of city bus Fare Collection BoT 20% 106 service and Advertisements Fare Collection BRT/Metro BoT 20% 665 and Advertisements Development of 150 m wide Toll collection and land BoT 30% 225 road developments Total Investment expected from PPP 1121.67

(Note: The analysis is preliminary and indicative and is based on consultants past experience. Detailed Financial analysis to be carried out at the stage of implementation of individual project)

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8.4 Funding Gap Analysis Out of the total investment requirement of Rs. 7106 Crores, Rs. 1122 crores has potential through private sector participation. Hence the total gap against the capital investment requirement is estimated as about Rs. 5984 Crores. Various agencies responsible for implementing the CMP projects are:

• Faridabad Municipal Corporation • State Government/HUDA • NHAI • State PWD • Traffic Police • Bus/BRT/Metro SPV

A Special Purpose Vehicle (SPV) has been recommended for the implementation of the bus, BRT and Metro projects. The funding needs for the identified gap is estimated by identifying the agency responsible for implementation (refer Table 8.5).

Table 8.5: Possible Funding Agencies for estimated Resource Gap (Rs. In Crores)

Possible Funding Agencies Projects HUDA, State Bus/BRT/Metro Traffic FMC NHAI Total GoH PWD SPV Police Grade separators (Flyovers) 60 0 0 0 0 0 60 Junction Improvement 1 0 0 0 0 0 1 Road Improvements (Road 28 0 28 0 0 0 56 Markings/signages, Footpaths, etc) Pedestrian facilities (FoBs) 3 0 0 5 0 0 8 Bus fleet Introduction 0 0 0 0 420 0 420 Road widening 355 0 355 0 0 0 709 BRT 0 0 0 0 992 0 992 Metro Rail Network (including Intermodal station and parking 0 0 0 0 1668 0 1668 facilities) New Roads (6 lane and 150 m wide 0 1965 0 0 0 0 1965 road) ROBs 40 0 0 0 0 0 40 Capacity enhancement + Education 0 0 0 0 0 1 1 programme for Traffic Police Area Traffic Control (ATC) 0 0 0 0 0 50 50 Skywalk 14 0 0 0 0 0 14 Total 501 1965 383 5 3080 51 5984

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8.4.1 Options for Gap Funding

While the State and Central Government will continue to be a major source of funds for infrastructure, internal generation of resources by the sector itself will have to increase. National Urban Transport Policy of the Ministry of Urban Development clearly indicates the areas and levels of possible government support in ‘planning to implementation of urban transport components’. The following funding sources are visualised: a. Central Government/NCRPB b. Faridabad Municipal Corporation c. State Government/ HUDA d. Municipal Bond/ Debentures e. Institutional loan from Financial Institutions, Bi-lateral and Multilateral funding agencies

a. Central Government Fund Support

Government funds including, JNNURM, Viability Gap Fund (VGF) by Planning Commission, etc are the possible funds for Transport infrastructure. Faridabad comes under Category B (Million plus Cities/UAs) of JNNURM city. The funds will be provided on the basis of project reporting. However, JNNURM is proposed to be for a duration of 7 years beginning from FY 2005-06 and hence the fund to be expected to be available only for Phase 1 (2010- 2012) of the investment plan.

Also, Planning Commission, GOI is providing VGF support to infrastructure projects to the maximum of 20% of the capital cost. Similarly there are few specific programs focusing urban infrastructure investment which can be used for appropriate transport projects. Considering all these, on conservative side it is assumed that 20% of the identified resource gap can be funded through Central government support in terms of grants.

b. Faridabad Municipal Corporation (FMC)

Majority of the projects identfied as part of the CMP is within the jurisdiction of the FMC and hence FMC is the major beneficiary of the CMP. it is assumed that 10% of the identified resource gap can be funded through FMC support as part of Municipal transport Fund.

c. State Government/ HUDA

State Govt./HUDA will be the major stakeholder of the projects identified in the CMP. Hence it is assumed that 20% of the identified resource gap can be funded through HUDA support.

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Final Report d. Municipal Bond/ Debentures

Municipal Bonds or debentures are issued by the ULBs and Infrastructure funds to be redeemable after a specific period and have a definite rate of interest. The bonds/ debentures are issued to the general public at large or to specific institutional investors. In case of municipal bonds, they can either be taxable or tax-free, in terms of income-tax on interest income from the bond at the hands of the holder. The

advantages of using municipal finance urban infrastructure are increasingly evident in India. Ahmadabad Municipal Corporation issued a first historical Municipal Bond in Asia to raise Rs 100 crore from the capital market for part financing water supply project1. Faridabad Corporation can also enter into bond market to raise funds for transport infrastructure. It is assumed that 10% of the gap can be generated through municipal bonds.

e. Institutional Loan from Financial Institutions, Bi-lateral and Multi-lateral Funding Agencies

Specialised Financial Institutions e.g. IDFC and IL&FS are some agencies which provide loans and a variety of instruments for infrastructure financing. Other Financial Institutions e.g. ICICI, IDBI, LIC of India, etc. also provide funds for infrastructure projects. These institutions have access to funds which are for longer duration e.g. loans from development agencies, bonds from open market, foreign institutional investors, etc. and are thus able to lend for relatively longer durations than banks. Bi-lateral and Multi-lateral bodies also known as Development Agencies like World Bank, Asian Development Bank (ADB) provide soft loans and grants for infrastructure projects. These agencies provide funds which are generally in the form of soft loans, and have a grant component combined with it for project preparation or capacity building. In certain cases, retroactive financing arrangements can be agreed to, wherein funds spent in project preparation stage is financed after loan agreements are finalized with retroactive effect. Accessing funds from these agencies is relatively a long process and it requires preparation of various project documents. As almost all loan projects of bi-lateral and multi-lateral agencies are backed by a sovereign guarantee, the Department of Economic Affairs, Ministry of Finance, plays an important role during the entire process. The shortfall in the total fund gap, after exhausting all the above discussed options, can be tried through this institutional loan both from national and international agencies. 1

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8.4.2 Mobilization of Gap Funding

Consolidated picture for mobilizing the required fund gap through different financing options other than PPP is presented below in Table 8.6.

Table 8.6: Estimated mobilization of Gap Fund during the period 2010-2026

Estimated fund mobilization Share during 2010-2031 (Rs. Crores) Funding Agencies % Phase1 Phase2 Phase3 Total

FMC 10% 4 362 232 598 HAUDA, GoH 20% 8 724 465 1197 Central Govt. 20% 8 724 465 1197 Municipal Bond 10% 4 362 232 598 Institutional Loans from Financial Institutions, Bi-lateral and 40% 17 1448 929 2394 Multilateral Total 100% 42 3620 2323 5984

However, it is to be underlined that the options suggested will require further detailing in terms of institutional and legal aspects, as the present exercise was done only at macro level. With all its limitations, the above exercise will indicate the requirements and the possible sources to fill the gap.

8.4.3 Operation and Maintenance (O & M)

The O & M cost/annum for the identified projects may vary from 1% to 2% of capital cost. The following funding sources are identified for Operation and maintenance of the facilities. • Fuel Cess within FMC. • One-time fee on vehicle registration • Municipal tax

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