Integrated transit corridor development & street network connectivity FEASIBILITY REPORT plan for Outer Ring Road from Modi Mill Flyover to IIT Gate (Stage I & II)
Contents 1 INTRODUCTION ...... 1 1.1 Background ...... 1 1.2 Project Corridor ...... 1 1.3 Project Initiation ...... 4 1.4 Structure of Report ...... 4 2 OBJECTIVES AND SCOPE OF WORK ...... 5 2.1 Objectives...... 5 2.2 Scope of Work ...... 5 3 METHODOLOGY ...... 9 4 Project Appreciation ...... 10 4.1 Outer Ring Road from Modi Mill Flyover to IIT Gate ...... 10 5 Field Survey and Collection of Data ...... 19 5.1 Primary Survey ...... 19 5.1.1 Speed and Delay survey ...... 19 5.1.2 Classified Traffic Volume Count Survey ...... 19 5.1.3 Origin- Destination Survey ...... 20 5.1.4 Topographic Survey ...... 22 5.1.5 Signal System/Cycle Time ...... 22 6 Data Analysis and Interpretation of Data ...... 23 6.1 Speed and Delay...... 23 6.2 Traffic Characteristics...... 23 6.2.1 Traffic Characteristics at Intersection ...... 23 6.2.1.1 Outer Ring Road-Aurobindo Marg Intersection (IIT Gate Intersection) ...... 25 6.2.1.2 Outer Ring Road - Maharishi Dayanand Marg intersection (Panchsheel Intersection) 29 6.2.1.3 Outer Ring Road- Josip Broz Tito Marg intersection (Chirag Delhi Intersection)...... 33 6.2.1.4 Outer Ring road -GK-2 Main Rd intersection (Savitri Cinema Intersection) ...... 37 6.2.1.5 Outer Ring Road – Lala Lajpat Rai Road Intersection (Nehru Place intersection) .... 41 6.2.1.6 Outer Ring Road -Ma Anandmayee Marg intersection (Kalkaji Mandir Intersection) 45 6.2.1.7 Outer Ring Road intersection - Captain Gaur Marg (Modi Mill Intersection) ...... 49 6.3 Travel Characteristics (Origin-Destination) ...... 53 6.4 Outer Ring Road-Aurobindo Marg Intersection (IIT Gate Intersection) ...... 56
CRAPHTS Consultants (I) Pvt. Ltd. i PWD, GNCTD Integrated transit corridor development & street network connectivity FEASIBILITY REPORT plan for Outer Ring Road from Modi Mill Flyover to IIT Gate (Stage I & II)
6.4.1 Passenger O-D ...... 56 6.4.2 Goods O-D ...... 56 6.5 Outer Ring Road intersection - Captain Gaur Marg (Modi Mill Intersection) ...... 56 6.5.1 Passenger O-D ...... 56 6.5.2 Goods O-D ...... 57 6.6 Overall Study area: ...... 57 6.6.1 Passenger O-D ...... 57 6.6.2 Goods O-D ...... 57 6.7 Pedestrian Flow Characteristics ...... 60 6.7.1 Outer Ring Road-Aurobindo Marg Intersection (IIT Gate Intersection) ...... 60 6.7.2 Outer Ring Road - Maharishi Dayanand Marg intersection (Panchsheel Intersection) 60 6.7.3 Outer Ring Road- Josip Broz Tito Marg intersection (Chirag Delhi Intersection) ...... 60 6.7.4 Outer Ring road -GK-2 Main Rd intersection (Savitri Cinema Intersection) ...... 60 6.7.5 Outer Ring Road – Lala Lajpat Rai Road Intersection (Nehru Place intersection) ...... 61 6.7.6 Outer Ring Road -Ma Anandmayee Marg intersection (Kalkaji Mandir Intersection) 61 6.7.7 Outer Ring Road intersection - Captain Gaur Marg (Modi Mill Intersection) ...... 61 7 PLANNING ...... 62 7.1 Salient Traffic Characteristics ...... 62 7.1.1 Overview ...... 62 7.1.2 Corridor efficiency ...... 62 7.2 Travel Characteristics ...... 62 8 TRAFFIC FORECAST ...... 68 8.1 Design Year Traffic Forecast ...... 68 9 CONCEPTUAL IMPROVEMENT OPTION...... 70 9.1 General ...... 70 9.2 Conceptual Improvement Options (Outer Ring Road from Modi Mill Flyover to IIT Gate) .. 71 9.2.1 Captian Gaur Marg Intersection to Ma Anandmayee Marg Intersection ...... 71 9.2.2 Ma Anandmayee Marg intersection to Nehru Place intersection ...... 81 9.2.3 Nehru Place Intersection to Chirag Delhi Intersection ...... 83 9.2.4 Chirag Delhi Intersection to IIT Gate Intersection ...... 84
CRAPHTS Consultants (I) Pvt. Ltd. ii PWD, GNCTD Integrated transit corridor development & street network connectivity FEASIBILITY REPORT plan for Outer Ring Road from Modi Mill Flyover to IIT Gate (Stage I & II)
List of Figure
Figure 1-1: Key Plan showing Outer Ring Roads in Delhi ...... 2 Figure 1-2 :key Plan showing study stretch of Outer Ring Road superimposed on Satellite Image ...... 3 Figure 5-1: Key Plan showing traffic survey locations Outer Ring Road from Modi Mill Flyover to IIT Gate ...... 21 Figure 6-1: Key Plan Showing Speed and Delay Nodes ...... 24 Figure 6-2 :Hourly variation of traffic in PCU at Outer Ring Road-Sri Aurobindo Marg intersection 25 Figure 6-3: Peak Hour traffic flow diagram at Outer Ring Road- Sri Aurobindo Marg intersection .. 27 Figure 6-4: Composition of traffic during morning peak hour at Gamal Abdel Nasser Marg -Sri Aurbindo Marg intersection ...... 28 Figure 6-5: Composition of traffic during evening peak hour at Gamal Abdel Nasser Marg -Sri Aurbindo Marg intersection ...... 28 Figure 6-6: Hourly variation of traffic (pcu) at Maharishi Dayanand Marg-Outer Ring Road intersection ...... 29 Figure 6-7: Peak Hour traffic flow diagram at Maharishi Dayanand Marg-Outer Ring Road intersection ...... 31 Figure 6-8:Composition of traffic during morning peak hour at Maharishi Dayanand Marg-Outer Ring Road intersection ...... 32 Figure 6-9: Composition of traffic during evening peak hour at Maharishi Dayanand Marg-Outer Ring Road intersection ...... 32 Figure 6-10:Hourly variation of traffic in pcu at Outer Ring Road- Josip Broz Tito Marg intersection ...... 33 Figure 6-11: Peak hour traffic flow diagram at Outer Ring Road- Josip Broz Tito Marg intersection 34 Figure 6-12: Composition of traffic during morning peak hour at Outer Ring Road- Josip Broz Tito Marg intersection ...... 36 Figure 6-13: Composition of traffic during evening peak hour at Outer Ring Road- Josip Broz Tito Marg intersection ...... 36 Figure 6-14:Hourly variation of traffic in pcu at Outer Ring road -GK-2 Main Rd intersection ...... 37 Figure 6-15: Peak hour traffic flow diagram at Outer Ring road -GK-2 Main Rd intersection ...... 38 Figure 6-16: Composition of traffic during morning peak hour at Outer Ring road -GK-2 Main Road intersection ...... 40 Figure 6-17:Composition of traffic during evening peak hour at Outer Ring road -GK-2 Main Road intersection ...... 40
CRAPHTS Consultants (I) Pvt. Ltd. iii PWD, GNCTD Integrated transit corridor development & street network connectivity FEASIBILITY REPORT plan for Outer Ring Road from Modi Mill Flyover to IIT Gate (Stage I & II)
Figure 6-18: Hourly variation of traffic in pcu at Outer ring Road – Lala Lajpat Rai Road Intersection ...... 41 Figure 6-19 : Peak hour traffic flow diagram at Outer ring Road – Lala Lajpat Rai Road Intersection ...... 43 Figure 6-20:Composition of traffic during morning peak hour at Outer ring Road – Lala Lajpat Rai Road Intersection ...... 44 Figure 6-21:Composition of traffic during evening peak hour at Outer ring Road – Lala Lajpat Rai Road Intersection ...... 44 Figure 6-22: Hourly variation of traffic in (pcu) at Outer Ring Road -Ma Anandmayee Marg intersection ...... 45 Figure 6-23 : Peak hour traffic flow diagram at Outer Ring Road -Ma Anandmayee Marg intersection...... 46 Figure 6-24:Composition of traffic during morning peak hour at Outer Ring Road -Ma Anandmayee Marg intersection ...... 48 Figure 6-25:Composition of traffic during evening peak at Outer Ring Road -Ma Anandmayee Marg intersection ...... 48 Figure 6-26:Hourly variation of traffic in pcu at Captain Gaur Marg—Outer Ring Road intersection 49 Figure 6-27 : Peak hour traffic flow diagram at Captain Gaur Marg—Outer Ring Road intersection . 50 Figure 6-28:Composition of traffic during morning peak hour at Captain Gaur Marg—Outer Ring Road intersection ...... 52 Figure 6-29:Composition of traffic during evening peak hour at Captain Gaur Marg—Outer Ring Road intersection ...... 52 Figure 6-30Traffic Zones considered for the study...... 55 Figure 7-1 : Base year peak hour traffic volume at the mid-block sections...... 63 Figure 7-2 : Desire line diagramfor two wheelers in the study area ...... 64 Figure 7-3 : Desire line diagram for four wheelers in the study area...... 65 Figure 7-4 Desire line diagram for LCVs in the study area ...... 66 Figure 7-5 Desire line diagram for goods vehicles in the study area ...... 67 Figure 8-1 Design year peak hour Traffic Volume and the mid-block sections ...... 69
CRAPHTS Consultants (I) Pvt. Ltd. iv PWD, GNCTD Integrated transit corridor development & street network connectivity FEASIBILITY REPORT plan for Outer Ring Road from Modi Mill Flyover to IIT Gate (Stage I & II)
List of plates
Plate 4-1General view of Modi Mill Flyover (ROB No. 22) on Outer Ring Road ...... 10 Plate 4-2 3- arm signalized intersection of Outer Ring Road and Captain Gaur Marg ...... 10 Plate4-3Traffic congestion near Outer Ring Road and Captain Gaur Marg intersection ...... 11 Plate 4-4 3 arm signalized intersection with uni-directional flyover (Kalkaji Flyover) ...... 11 Plate 4-5 A general view of Kalkaji Temple area ...... 12 Plate 4-6 Reduced width of carriageway due to Bhairon temple on LHS of Outer Ring Road ...... 13 Plate 4-7Availability of space and existing road behind Bhairon temple ...... 13 Plate 4-8Approach of Savitri Flyover ...... 14 Plate 4-9General view of 4 arm signalized intersection with 2-way flyover at Nehru Place...... 15 Plate 4-10 Ongoing construction work of metro neat Nehru Place Intersection ...... 15 Plate 4-11View of barricade for metro construction work ...... 16 Plate 4-12 General view of Panchsheel intersection with 2-way flyover ...... 17 Plate 4-13 Metro construction under progress near the toe of Panchsheel flyover ...... 17 Plate 4-14 General view of IIT Intersection with 2-way flyover ...... 18 Plate 4-15 View showing IIT Gate ...... 18
List of Tables
Table 6-1 Shows Origin Destination Zones ...... 53 Table 6-2 one- way Travel Matrix for passenger Vehicle...... 58 Table 6-3 one- way Travel Matrix for Goods Vehicle ...... 59 List of Chart
Chart 3-1 Methodology Adopted for the Study ...... 9
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Integrated transit corridor development & street network connectivity FEASIBILITY REPORT plan for Outer Ring Road from Modi Mill Flyover to IIT Gate (Stage I & II)
1 INTRODUCTION
1.1 Background
Delhi is a victim of its own gigantism. Over the past six decades the process of urban expansion continued unabated with such ferocity that its population had to be settled in new towns which we prefer to call “urban extension areas”. That was not the end. It is surrounded by some of the fastest growing DMA and NCR towns which are experiencing a phenomenal increase in travel demand over the past few decades. Neighbouring NCR towns / cities like Gurugram on, Faridabad, NOIDA, and Ghaziabad etc. became functionally integrated with the city – state forming a monolithic canvass. The growth of DMA and NCR towns at a pace much faster than that visualized and, conversion of Delhi as a regional commercial hub, saw Delhi catering not only to large volumes of both intra and inter – urban traffic, but also to a very strong directional pattern of movement through and across the city. The convergence of five national highways into Delhi also made a very significant impact on the city’s travel characteristics. The population size of Delhi has increased from 3.6 million in 1971 to nearly 16.75 million in 2011 (Census of India). The number of registered motor vehicles has also increased tremendously over the years.
The city of Delhi has two Ring Roads namely “Ring Road and Outer Ring Road” which traverses through Delhi connecting not only the city to other outer regions but also carries major intra-city traffic. Figure 1.1 depicts the key plan showing outer Ring Roads in Delhi.
1.2 Project Corridor
The project eventually deals with corridor on outer ring roads of Delhi namely -Outer Ring Road from Modi Mill Flyover to IIT Gate intersection. The study stretch of outer ring road has three lanes in each direction, with a total length of 7.2 km. The study stretch of outer ring road serve as one of the most congested section of outer ring road. It links the east and west Delhi and also acts as an urban arterial road. It has several access points and gives connectivity to southern Delhi mainly to NH-8 IGI airport terminal. Important traffic generation point along the corridor are kalkaji, Nehru Place, Hauz Khas,CR Park,Greater Kailash, Chirag Delhi, IIT Delhi etc. The above mentioned corridors are described in detail with project appreciation later on in this report. Figure 1.2 Shows the Project corridor superimposed on Google Map.
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Integrated transit corridor development & street network connectivity FEASIBILITY REPORT plan for Outer Ring Road from Modi Mill Flyover to IIT Gate (Stage I & II)
1.3 Project Initiation
PWD Govt. of Delhi invited NIT for appointment of consultants for the work titled “Integrated Transit Corridor Development and Street Network/Connectivity Plan for the corridor/ influence zone along with detailed design of all intersections and mid-sections based on traffic and feasibility studies for the corridor/network: (i) Outer Ring Road from Modi Mill Flyover to IIT Gate”.
The project was awarded to M/s of CRAPHTS Consultants (I) Pvt. Ltd and Letter of Acceptance was issued on 31.03.2016 under letter No. 54(49)/EE/F-31/208. The commencement date (date of start) for this project as stipulated from the letter of award and RFP works out to be 22.04.2016. This Inception Report submitted by the consultancy on 18.05.2016 was approved by PWD, Gov of Delhi vide letter no. 54(49)/EE/F-31/381 on 14.06.2016.
1.4 Structure of Report
Data was collected from primary and secondary sources in connection with this study which have been analysed. The present report is structured in two (2) volumes, in the following manner:
• Volume I Feasibility Report • Volume II: Drawings
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Integrated transit corridor development & street network connectivity FEASIBILITY REPORT plan for Outer Ring Road from Modi Mill Flyover to IIT Gate (Stage I & II)
2 OBJECTIVES AND SCOPE OF WORK 2.1 Objectives The Objective of the Study is briefly mentioned in the following manner:
➢ Comprehensive study of: • Traffic (All modes including Pedestrian/NMT) movement along the corridor/network. • Future Transportation (Metro/BRT) proposals along and around influence zone. ➢ Proposing a comprehensive solution addressing to the need to motorized (Public and private transport) and pedestrian/NMT traffic based on the MOUD (NUTP, MPD- 2021) and UTTIPEC policies/Guidelines. ➢ Proposing a comprehensive solution for the safe movement of motorized and pedestrian/NMT traffic. ➢ Preparation of integrated transit corridor (ITC) development plan with detailed design of intersections, mid sections and all features as per the Street Design Guidelines of UTTIPEC.
2.2 Scope of Work
The scope of work as given in the RFP document in connection with the study is as follows:
i. Carrying out total station survey to work out the feasibility for construction of geometric improvement plan for all the intersections. Survey shall be taken up to 500 m depth beyond the ROW for the connecting streets all along the project corridor with foot prints of buildings or 50 mt (Whichever is less) on both sides of the corridor showing Entry/Exit points/gates etc. in detail. ii. To Incorporating the future proposal of Metro/BRT along the corridor or the surrounding network. iii. To Carrying out 24-hour classified traffic volume count for all categories of vehicles on any two mid-week working days along with all turning movements with classification of vehicles/NMTs all along the corridor and at junctions. iv. To Carrying out 16 hours (06:00 hours to 22:00 hours) of origin and destination survey of traffic for all modes including the bicycle, NMT and pedestrians on sample basis for three consecutive working days along with simultaneous classified traffic
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Integrated transit corridor development & street network connectivity FEASIBILITY REPORT plan for Outer Ring Road from Modi Mill Flyover to IIT Gate (Stage I & II)
counts. The O-D Survey should be at least 10% of total passenger volume on yhe study corridor. v. To Carrying out speed and delay survey for the stretch under the study. vi. To Carrying out parking (Off-street and on-street) and activity survey along the corridor. vii. To Study of present signal system/cycle time, provision of markings, signage’s all along the corridors and at all mid points pedestrian crossings. viii. Detailed Road Inventory study including study of existing openings in Central Verge/ Intersection, side footpath etc. and rationalization of the same within the overall scheme. ix. All the survey formats shall be approved/ vetted by PWD/ UTTIPEC and only then they shall be used on the field. x. Fixing of permanent benchmarks at important points correlated with Survey of India Bench Mark. xi. Collection of data regarding infrastructure existing on the ground, below and above the ground and levels of the ground and also identify the monument, reserved green/ parks, sensitive/ defence areas in the vicinity and its influence on the proposed corridor. To obtain details of underground/ over ground services from various utility department like MCD, BSES, MTNL, DJB, DTL etc. and prepare necessary shifting plans for these services in consultation with PWD and utility department. Inventory services details and detailing with scheme including proposal for their shifting/ relocation in safe corridor. xii. Locations of trees with girth more than 30cm (measured at 1 m height from the ground level) in separate AutoCAD layer. A table, showing location, type, their species, and girth diameter and reference number duly shown on the plan shall be made. The trees at site to be numbered and marked with paint including the identification of trees, which can be saved (without cutting), if falling on the median. xiii. The feasibility survey shall be in accordance with the UTTIPEC, DDA Guidelines and other parameters. xiv. Environmental Impact Assessment studies if required any. xv. Traffic Impact assessment & its management all along corridor and 500 meters across the alignment on roads meeting the alignment.
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Integrated transit corridor development & street network connectivity FEASIBILITY REPORT plan for Outer Ring Road from Modi Mill Flyover to IIT Gate (Stage I & II)
xvi. Preparation of Integrated Transit Corridor Development Plan showing the geometric details of corridor. xvii. Preparation of circulation plan, network connectivity plan for MRTS influence zones as per UTTIPEC guidelines and metro stations along with multi-modal integration plan as per the checklist/ guidelines of UTTIPEC. xviii. Preparation of detailed proposal for On-street & off street parking all along the corridor and also around 800m zone around the corridor. xix. Rationalizing service road in relation to intersection improvement scheme. xx. Submission of design of Signage, pavement markings etc. and preparation of detailed drawings showing Signage, their types and locations as per IRC standards/ UTTIPEC guidelines. xxi. Submission of proposal to UTTIPEC as per the contents and detailed stages mentioned in the approved format for submission. xxii. Submission of all the drawings and texts specified in the format for submission of project and to be submitted at following stags for scrutiny and deliberations in the UTTIPEC: - a. Stage I & II. Project details and conceptual design with 3 options. b. Stage III, i.e. with detailed design proposal xxiii. Preparation of 2 to 3 optional scheme with rough indicative cost and execution time and most viable/ preferred scheme with models for the junctions after study and analysis of data and discussion with Engineer-in-Charge and assisting PWD (GNCTD) xxiv. Presentation of the scheme before UTTIPEC, DDA, Delhi Urban Arts Commission, and any other organization like Archaeological Survey of India, Delhi Police etc. on behalf of PWD, GNCTD and getting the approval from them. xxv. Preparation of the general arrangement drawings (Detailed Design) after mandatory approvals shall be supplied to PWD, GNCTD for implementation. xxvi. Preparation of Integrated Corridor Development plan for approval from various agencies like UTTIPEC, DDA, MCD, DUAC, and ASI etc. xxvii. Design of cross section. Longitudinal section shall be adhered to as per UTTIPEC/ IRC Standards/ Guidelines. xxviii. Presentation of proposal at any point of time as required by the PWD (GNCTD).
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Integrated transit corridor development & street network connectivity FEASIBILITY REPORT plan for Outer Ring Road from Modi Mill Flyover to IIT Gate (Stage I & II)
xxix. Preparation of artistic views/ photomontage as required for various presentations, for desired locations as per UTTIPEC submission format and as per direction of UTTIPEC/PWD. xxx. Preparation of a detailed project report to PWD (Min. 4 sets) based on the detail design of the proposal approved by UTTIPEC before implementation of the project by PWD. A copy of the same shall be submitted to UTTIPEC for reference & record (soft & hard copy) xxxi. Preparation of Completion plan after completion of the project work and submission of the same to PWD for onward submission to UTTIPEC for reference and record. xxxii. Submission of all the architectural drawings of foot over bridge, if required, approved as part of overall proposal. In case of feasibility of two or more proposals, then merits and demerits of each of the proposals will be furnished for the considerations of PWD, GNCTD. xxxiii. Effecting necessary changes/ modifications to the plans as and when required by the competent authority and submission of ten sets of final drawings along with soft copy in desired format to PWD (GNCTD) and ten sets of layout plans along with soft copy in desired formats showing services details including safe corridor. xxxiv. Plotting all the ground levels in the form of L-Section in computer Auto Cad with Scale 1: 1000 horizontal, 1: 100 vertical. For X-Sections, it would be at 1: 100 horizontal and 1: 50 vertical. xxxv. Micro simulation if desired by PWD/ UTTIPEC for the whole stretch under study. xxxvi. After the approval of Integrated Transit Corridor Improvement Scheme from UTTIPEC / DUAC, the consultant will issue “Detailed drawings”, prepared as per UTTIPEC street design guide line and as approved by UTTIPEC/ DUAC. The “Detailed drawings” consist of details of every component of the corridor improvement scheme i.e. main carriage way, footpaths, service road, NMV lanes, central verge, street furniture, street lighting, Bus stops/Bus Bays, Parking areas, road marking, Signage’s, Public Amenities, drainage, Multi Utility Zone/ Green area, Rain Water Harvesting Scheme, Horticulture work details, wet land/ water bodies etc. xxxvii. Structural design and issue of structural drawings is not in the scope of work.
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Integrated transit corridor development & street network connectivity FEASIBILITY REPORT plan for Outer Ring Road from Modi Mill Flyover to IIT Gate (Stage I & II)
3 METHODOLOGY Chart 3.1 shows the methodology that would be adopted for this study by the Consultants in the form of a flow chart.
Chart 3-1 Methodology Adopted for the Study
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Integrated transit corridor development & street network connectivity FEASIBILITY REPORT plan for Outer Ring Road from Modi Mill Flyover to IIT Gate (Stage I & II)
4 Project Appreciation
4.1 Outer Ring Road from Modi Mill Flyover to IIT Gate
This stretch of the project road starts from Modi Mill Flyover(Plate4-1), also known as ROB 22. The stretch ends at IIT Gate Road on Outer Ring Road passing through one of the densely populated areas of Delhi. Kalkaji Mandir, Nehru Place, Greater Kailash, Chirag Delhi, IIT Delhi etc. having a configuration of 6 lane divided carriageway with footpath on both side. Plate 4-1: General view of Modi Mill Flyover (ROB 22) on Outer Ring Road
The study stretch of Outer Ring Road has a ROW of 45 meters. On moving towards west, i.e., just at the toe of ROB 22, Outer Ring Road (ORR) meets Captain Gaur Marg in the form of 3 arm signalized intersection (Plate4-2). Plate 4-2 : 3 arm signalized intersection of Outer Ring Road and Captain Gaur Marg
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Integrated transit corridor development & street network connectivity FEASIBILITY REPORT plan for Outer Ring Road from Modi Mill Flyover to IIT Gate (Stage I & II)
Being a 3 arm intersection it handles high volume of traffic moving from Captain Gaur Marg to ORR and vice versa leading to congestion on ORR especially during peak hours as shown in Plate4-3.
Plate4-3Traffic congestion near Outer Ring Road and Captain Gaur Marg intersection
The next intersection is a 3 arm signalized intersection of Ma Anandmayee Marg and Outer Ring Road with a uni-directional flyover, also known as Kalkaji Flyover as shown in Plate4- 4. Plate 4-4 Three arm signalized intersection at lower level with uni-directional flyover (Kalkaji Flyover)
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Integrated transit corridor development & street network connectivity FEASIBILITY REPORT plan for Outer Ring Road from Modi Mill Flyover to IIT Gate (Stage I & II)
Traffic congestion is a major problem at this location during peak hours and festive season due to presence of Kalkaji Temple, a major trip attraction point (Plate4-5).
Plate 4-5 : A general view of Kalkaji Temple area
Bhairon Temple opposite Nehru Place Bus Treminal on Outer Ring Road is also a point of concern as the road narrows down suddenly and leads to traffic bottleneck/congestion and traffic chaos during festive seasons and peak hours. Unauthorized on street parking of vehicles makes the situation worse. There is an urgent need for development of remedial measures so that the basic purpose of uninterrupted signal free movement of traffic is resolved along the delineated stretch of Outer Ring Road. There is availability of land behind the Bhairon temple which could be taken up for provision of an additional lane for free flow of traffic around this area.
On moving further towards IIT gate, the project corridor approaches Nehru Place Flyover. There is a 4 arm signalized intersection at the lower level of flyover (Plate4-6). Plate 4.7 shows availability of land behind Bhairon temple.
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Integrated transit corridor development & street network connectivity FEASIBILITY REPORT plan for Outer Ring Road from Modi Mill Flyover to IIT Gate (Stage I & II)
Plate 4-6 : Reduced width of carriageway due to Bhairon temple on LHS of Outer Ring Road
Plate 4-7: Availability of space and existing road behind Bhairon temple
Nehru Place is one of the busiest commercial, financial, and business centre (sub CBD) and an important traffic generation/attraction point. This leads to high volume of traffic on the study stretch of ORR.
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Integrated transit corridor development & street network connectivity FEASIBILITY REPORT plan for Outer Ring Road from Modi Mill Flyover to IIT Gate (Stage I & II)
Moving ahead of Nehru Place there is a uni-directional flyover, known as Savitri Flyover at the intersection formed with road to GK-II (Plate4-8). Due to residential land use along this section of ORR like Greater Kailash, alaknanda, etc., there is a lot of pedestrian movement along and across the lower level of Flyover at Savitri intersection, which leads to pedestrian- vehicular conflicts. Plate 4-8: Approach of Savitri Flyover
The project road continues straight on ORR as a 6 lane divided carriageway having ROW of 45 meters and meets Chirag Delhi Intersection which is a 4 arm signalized intersection at lower level and two-way flyover along ORR for uninterrupted movement of vehichular traffic. (Plate4-9).
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Integrated transit corridor development & street network connectivity FEASIBILITY REPORT plan for Outer Ring Road from Modi Mill Flyover to IIT Gate (Stage I & II)
Plate 4-9: General view of 4 arm signalized intersection with 2-way flyover at Nehru Place
There is 2-way flyover over the intersection for signal free movement of traffic in both directions of ORR. Underground metro construction work is in progress at the intersection which continues up to Malviya Nagar Intersection (Plate4-10).
Plate 4-10 : Ongoing construction work of metro neat Nehru Place Intersection
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Integrated transit corridor development & street network connectivity FEASIBILITY REPORT plan for Outer Ring Road from Modi Mill Flyover to IIT Gate (Stage I & II)
There are several diversions on ORR which results substantial reduction in speed along this section. Malviya Nagar Intersection is a 3 arm signalized intersection with signals on RHS side of ORR while LHS side is free for straight moving traffic. The intersection area has also been barricaded for metro construction work (Plate4-11).
Plate 4-11 : View of barricade for metro construction work
The project road from this point continues straight on ORR which is a 6 lane divided carriageway with service lanes on both sides of carriageway. It then meets Panchsheel Intersection which is a four arm signalized intersection at lower level. There is 2-way flyover over the intersection for signal free movement of traffic in both directions of ORR (Plate4- 12). Metro constructions work in under progress near the toe of flyover on LHS Side (Plate4-13).
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Integrated transit corridor development & street network connectivity FEASIBILITY REPORT plan for Outer Ring Road from Modi Mill Flyover to IIT Gate (Stage I & II)
Plate 4-12 : General view of Panchsheel intersection with 2-way flyover
Plate 4-13 : Metro construction under progress near the toe of Panchsheel flyover
Finally, the project corridor meets IIT Intersection which is a 4 arm signalized intersection and 2 -way flyover over it. This is an already developed intersection with 2-way flyover on it (Plate4-14).
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Integrated transit corridor development & street network connectivity FEASIBILITY REPORT plan for Outer Ring Road from Modi Mill Flyover to IIT Gate (Stage I & II)
Plate 4-14 : General view of IIT Intersection with 2-way flyover
There is no need/scope of any improvement or capacity augmentation at this location. The project road terminates at IIT Gate. Plate4-15 shows a general view of IIT Gate.
Plate 4-15 : View showing IIT Gate
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Integrated transit corridor development & street network connectivity FEASIBILITY REPORT plan for Outer Ring Road from Modi Mill Flyover to IIT Gate (Stage I & II)
5 Field Survey and Collection of Data
5.1 Primary Survey
The methodology clearly brings out the data requirements for the study. A large proportion of data have been collected from primary sources through direct surveys. Information on certain relevant parameters has also been collected from secondary sources. To start with, it would be essential to delineate the problem domain that would eventually form the study area. Figure 5-1 shows the traffic survey locations in the form of a key plan. Data on traffic and travel characteristics collected for the study area from primary sources are given in the following:
5.1.1 Speed and Delay survey
The assessment of journey speed gives an idea of the travel time required for access between two nodes. Speed and Delay helps to analyze the performance of traffic facility. The “Delay” component is to determine the probable causes, locations, durations and the frequencies of delays. The main objective of the speed delay survey is to determine the journey time taken to travel between zones, to indicate the Level of Service of roadway network and identify speed profile along the delineated road network. To calculate the journey and running speeds, Floating car observer method was adopted.
Car was used as mode of travel for this purpose. Three observers were deployed to conduct the survey. First observer calculated the time taken to travel between two nodes, whereas the second observer noted down the node numbers and distance between the nodes, third observer was assigned a job to down the delay time and cause of delay if any along the corridor. Figure 5-1 indicates the stretches for Speed-Delay Survey, along which this survey was undertaken.
5.1.2 Classified Traffic Volume Count Survey
Classified Traffic volume counts have been carried out to ascertain the total volume of traffic at Identified locations (Figure 5-1). Data for all the turning movements were collected at the intersection for various types of vehicles. Traffic counts were taken category wise. The locations chosen for conducting traffic volume surveys are as follows:
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• Intersection of Outer Ring Road and Captain Gaur Marg. • Intersection of Outer Ring Road and Maa Anandmayee Marg. • Intersection of Outer Ring Road and Lala Lajpat Rai Road. • Savitri Cinema Intersection. • Chirag Delhi Intersection. • Malviya Nagar Intersection. • IIT Intersection
Duration of survey24 hours on any two mid-week working days
5.1.3 Origin- Destination Survey
Origin- Destination survey was carried out to obtain the data required for analysis of travel and trip characteristic. Origin-Destination survey was carried out through direct interview method (road side). The O-D survey has been carried out on sampling basis as pre decided locations (preferably at intersections). For the purpose of building a reliable O-D database in the context of this study, O-D survey has been carried out at the following locations for all the relevant directions.
• Straight moving traffic towards Okhla • Straight moving traffic towards IIT Delhi
Duration of survey Three Consecutive Working Days (16 hours each day)
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5.1.4 Topographic Survey
Topographic Surveys are used to identify and map the contours of the ground and existing features on the surface of the earth or slightly above the earth's surface i.e. trees, buildings, streets, walkways, manholes, utility poles, retaining walls, etc. The purpose of the survey is to serve as a base map for design of the road. It is necessary to show perimeter boundary lines and the lines of easements on or crossing the property being surveyed, in order for a designer to accurately show the setbacks. Topographic Surveys require "bench marks" to which ground contours are related, information regarding surface and underground utilities, determination of required setbacks, etc.
5.1.5 Signal System/Cycle Time
In this study, the signal timing is measured to obtain the present signal cycle time. This would help us to alter the signal cycle as per prevailing traffic conditions both in the present and the future.
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6 Data Analysis and Interpretation of Data
6.1 Speed and Delay
Speed and delay survey was carried out for the identified primary network (Figure 6-1) in the study area which was approximately 36-38 Km. in length. Survey has been conducted during peak hour and off peak directions. It has been observed after the analysis of data that the average journey speed in our project corridor of length7.4Km is approximately 28.2 Km/hr. and average running speed to the tune of 34.2 Km/hr.
The delay time is observed to be approximately 2.65 minutes in commuting the whole primary network. It is observed that the average speed on the network is affected due to stop delay which is occurring due to congestion on the network. Major cause of delay on the network is because of congestion of ongoing metro construction work.
6.2 Traffic Characteristics
Information on traffic characteristics is vital in selecting the appropriate geometric features of a road way. Traffic characteristics include peak hour volume, peak hour traffic composition and variation of traffic per hour at both intersection and midblock. Besides it includes Journey speed of the corridor, level of service etc. Traffic characteristics of different survey locations along the corridor are presented in the following paragraphs.
6.2.1 Traffic Characteristics at Intersection
The project corridor is encompassed by a confluence of eight major roads namely Capt. Gaur Marg, S.A Road, Hans Raj Sethi Marg, GK-II Road, J.B Tito Marg, Malviya Nagar road, Khel Gaon Marg and Aurobindo Marg. Traffic characteristics at different survey locations are discussed further in this chapter:
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6.2.1.1 Outer Ring Road-Aurobindo Marg Intersection (IIT Gate Intersection)
The above said intersection is situated at the intersection of Outer Ring Road with Sri Aurbindo Marg. Figure 6-2 shows the hourly variation of traffic in pcu and vehicles at Outer Ring Road-Sri Aurobindo Marg intersection. Figure 6-2 : Hourly variation of traffic in PCU at Outer Ring Road- Sri Aurobindo Marg intersection
25000
20000
15000
PCU Veh. 10000
5000
0
6.30-7.30 8.30-9.30 6.00-7.00 7.00-8.00 7.30-8.30 8.00-9.00
9.00-10.00 9.30-10.30 10.0-11.00
10.30-11.30 12.30-13.30 14.30-15.30 16.30-17.30 18.30-19.30 20.30-21.30 11.00-12.00 11.30-12.30 12.00-13.00 13.00-14.00 13.30-14.30 14.00-15.00 15.00-16.00 15.30-16.30 16.00-17.00 17.00-18.00 17.30-18.30 18.00-19.00 19.00-20.00 19.30-20.30 20.00-21.00 21.00-22.00
Turning movement characteristics at the above said intersection revealed that out of total traffic catered by the intersection during morning peak hour, 27.48% of the total traffic i.e 5466 pcu comes from Airport side out of which 3905pcu of the traffic moves straight towards Chirag Delhi side, 552 pcu takes right turn towards Mehrauli side and 518 pcu take left towards Safdarjung. 21.43%of traffic which corresponds to 4263 pcu comes from Safdarjung side out of which 3023pcu moves straight towards Mehrauli side, rest 589pcu turns left towards Chirag Delhi side and 651pcu take right turn towards Airport. It is also observed that 32.57% of the total traffic which corresponds to 6477 pcu during morning peak is coming from Chirag Delhi out of which 4643 pcu of traffic move straight, 615 pcu turns right towards Safdarjung side and 655pcu turns left towards Mehrauli Side. Similarly, 18.52% of the total traffic which corresponds to 3680 pcu is coming from Mehrauli out of which 2122 pcu of traffic move straight, 818 pcu turns right towards Chirag Delhi side and 650 pcu turns left towards Airport Side.
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Similarly turning movement characteristics at the above said intersection during evening peak hour revealed that out of total traffic catered by the intersection, 29.43% of the total traffic i.e 5279 pcu comes from Airport side out of which 3670 pcu of the traffic moves straight towards Chirag Delhi side, 571 pcu takes right turn towards Mehrauli side and 565 pcu take left towards Safdarjung. 17.18 % of traffic which corresponds to 3082 pcu comes from Safdarjung side out of which 1885pcu moves straight towards Mehrauli side, rest 731pcu turns left towards Chirag Delhi side and 466 pcu take right turn towards Airport. It is also observed that 34077 % of the total traffic which corresponds to 6234 pcu during morning peak is coming from Chirag Delhi out of which 4495 pcu of traffic move straight, 599 pcu turns right towards Safdarjung side and 596 pcu turns left towards Mehrauli Side. Similarly, 18.62 % of the total traffic which corresponds to 3341 pcu is coming from Mehrauli out of which 2459 pcu of traffic move straight, 445 pcu turns right towards Chirag Delhi side and 437 pcu turns left towards Airport Side. Figure 6-3 gives Peak Hour traffic flow diagram at Outer Ring Road- Sri Aurobindo Marg intersection in terms of composition of traffic during morning peak hour (09:15 a.m.-10:15 a.m.) at the said intersection, it can be seen that Car/Jeep/Taxi having a modal share of 45 % accounts for the largest share of total vehicular traffic approaching the intersection during the peak hour. This is followed by 2-wheelers having a modal share of 31%. 3-Weleer and Auto having a modal share of 11% is the third largest category of vehicles. Model Share of Taxi is 9% and other minor traffic like Cycle, Bus, LCV and Good Rickshaw contain 4% of total traffic shear. Figure6-4 shows the composition of traffic during morning peak hour at Outer Ring Road- Sri Aurobindo Marg intersection.
Similarly, during evening peak hour (18:30 p.m.-19:30 p.m.) at the said intersection, it can be seen that2-wheelers having a modal share of 25% accounts for the largest share of total vehicular traffic approaching the intersection during the peak hour. This is followed by Car/Jeep/Taxi having a modal share of 50%. 3-Weleer and Auto having a modal share of 11% and other minor traffic like Cycle, Bus, LCV and Good Rickshaw contain 4% of total traffic shear. Figure 6-5 shows the composition of traffic during evening peak hour at Outer Ring Road- Sri Aurobindo Marg intersection
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Figure 6-4: Composition of traffic during morning peak hour at Outer Ring Road - Sri Aurobindo Marg intersection
3-WH./ Auto Bus 11% 1% Cycle 1% LCV/ Tempo 1% 2-WH. 31% Goods Rickshaw 1%
CAR/ JEEP/Taxi 45%
Taxi 9%
Figure 6-5 : Composition of traffic during evening peak hour at Outer Ring Road-Sri Aurobindo Marg intersection
2-WH. 25%
Taxi 3-WH./ Auto 10% 11% Bus 1% Cycle 1% LCV/ Tempo 1%
Goods Rickshaw 1%
CAR/ JEEP/Taxi 50%
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6.2.1.2 Outer Ring Road - Maharishi Dayanand Marg intersection (Panchsheel Intersection) The concerned survey location is located at Maharishi Dayanand Marg near to intersection with August Kranti Marg Road. Figure 6-6 shows the hourly variation of traffic in pcu and vehicles at Outer Ring Road - Maharishi Dayanand Marg intersection.
Figure 6-6 : Hourly variation of traffic (pcu) at Outer Ring Road - Maharishi Dayanand Marg intersection
25000
20000
15000
10000 PCU Veh.
5000
0
6.00-7.00 6.30-7.30 7.00-8.00 7.30-8.30 8.00-9.00 8.30-9.30
9.00-10.00 9.30-10.30 10.0-11.00
10.30-11.30 11.00-12.00 11.30-12.30 12.00-13.00 12.30-13.30 13.00-14.00 13.30-14.30 14.00-15.00 14.30-15.30 15.00-16.00 15.30-16.30 16.00-17.00 16.30-17.30 17.00-18.00 17.30-18.30 18.00-19.00 18.30-19.30 19.00-20.00 19.30-20.30 20.00-21.00 20.30-21.30 21.00-22.00
Turning movement characteristics at the above said intersection revealed that out of total traffic catered by the intersection during morning peak hour, 35.14% of the total traffic i.e 6358 pcu comes from Houz Khas side out of which 4111 pcu of the traffic moves straight towards Chirag Delhi side, 817 pcu takes right turn towards Malviya Nagar side and 647 pcu take left towards Khel Gaon rest 783pcu take U-Tern towards Houz Khas. 12.22% of traffic which corresponds to 2212 pcu comes from Khel Gaon side out of which 909pcu moves straight towards Malviya Nagar side, rest 696pcu turns left towards Chirag Delhi side and 607 pcu take right turn towards Houz Khas. It is also observed that 39.90% of the total traffic which corresponds to 7218 pcu during morning peak is coming from Chirag Delhi out of which 5327 pcu of traffic move straight, 1078 pcu turns right towards Khel Gaon side and 423 pcu turns left towards Malviya Nagar Side rest 390pcu take U-Tern towards Chirag Delhi side. Similarly, 12.72% of the total traffic which corresponds to 2302 pcu, out of which 1222 pcu of traffic move straight, 426pcu turns right towards Chirag Delhi side and 654 pcu turns
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Similarly turning movement characteristics at the above said intersection during evening peak hour revealed that out of total traffic catered by the intersection, 44.63% of the total traffic i.e 7439 pcu comes from Houz Khas side out of which 5131 pcu of the traffic moves straight towards Chirag Delhi side, 1185 pcu takes right turn towards Malviya Nagar side and 481 pcu take left towards Khel Gaon rest 642pcu take U-Tern towards Houz Khas. 10.57% of traffic which corresponds to 1762 pcu comes from Khel Gaon side out of which 602 pcu moves straight towards Malviya Nagar side, rest 618 pcu turns left towards Chirag Delhi side and 542 pcu take right turn towards Houz Khas. It is also observed that 32.39% of the total traffic which corresponds to 5400 pcu during morning peak is coming from Chirag Delhi out of which 4078 pcu of traffic move straight, 582 pcu turns right towardsKhel Gaon side and 412 pcu turns left towards Malviya Nagar Side rest 405pcu take U-Tern towards Chirag Delhi side. Similarly, 12.40% of the total traffic which corresponds to 2068 pcu, out of which 972 pcu of traffic move straight, 447pcu turns right towards Chirag Delhi side and 649 pcu turns left towards Houz Khas.
In terms of composition of traffic during morning peak hour (09:15 a.m.-10:15 a.m.) at the said intersection, it can be seen that Car/Jeep/Taxi having a modal share of 45 % accounts for the largest share of total vehicular traffic approaching the intersection during the peak hour. This is followed by 2-wheelers having a modal share of 26%. 3-Weleer and Auto having a modal share of 17% is the third largest category of vehicles. Model Share of Taxi is 9% and other minor traffic like Cycle, Bus, LCV and Goods Rickshaw contain 3% of total traffic shear. Figure6-8 shows the composition of traffic during morning peak hour at Maharishi Dayanand Marg-Outer Ring Road intersection. Similarly, during evening peak hour (18:30 p.m.-19:30 p.m.) at the said intersection, it can be seen that 2-wheelers having a modal share of 26% accounts for the largest share of total vehicular traffic approaching the intersection during the peak hour. This is followed by Car/Jeep/Taxi having a modal share of 46%. 3-Weleer and Auto having a modal share of 12%. Model Share of Taxi is 12% and other minor traffic like Cycle, Bus, LCV and Goods Rickshaw contain 4% of total traffic shear. Figure 6-9 shows the composition of traffic during evening peak hour at Maharishi Dayanand Marg-Outer Ring Road intersection.
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Figure 6-8:Composition of traffic during morning peak hour at Outer Ring Road - Maharishi Dayanand Marg intersection
3-WH./ Auto 17% Bus 1% Cycle 2%
2-WH. 26%
CAR/ JEEP/Taxi 45% Taxi 9%
Figure 6-9: Composition of traffic during evening peak hour at Outer Ring Road - Maharishi Dayanand Marg intersection
2-WH. 26% 3-WH./ Auto 12% Bus Cycle 1% 1%
LCV/ Tempo Taxi 1% 12% Goods Rickshaw 1%
CAR/ JEEP/Taxi 46%
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6.2.1.3 Outer Ring Road- Josip Broz Tito Marg intersection (Chirag Delhi Intersection)
The concerned survey location is located at Dr BR Ambedkar Marg with Josip Broz Tito Marg. Figure 6-10 shows the hourly variation of traffic in pcu and vehicles at Outer Ring Road- Josip Broz Tito Marg intersection.
Figure 6-10:Hourly variation of traffic in pcu at Outer Ring Road- Josip Broz Tito Marg intersection
30000
25000
20000
15000 PCU Veh. 10000
5000
0
6.00-7.00 6.30-7.30 7.00-8.00 7.30-8.30 8.00-9.00 8.30-9.30
10.0-11.00 9.00-10.00 9.30-10.30
14.00-15.00 18.00-19.00 10.30-11.30 11.00-12.00 11.30-12.30 12.00-13.00 12.30-13.30 13.00-14.00 13.30-14.30 14.30-15.30 15.00-16.00 15.30-16.30 16.00-17.00 16.30-17.30 17.00-18.00 17.30-18.30 18.30-19.30 19.00-20.00 19.30-20.30 20.00-21.00 20.30-21.30 21.00-22.00
Turning movement characteristics at the above said intersection revealed that out of total traffic catered by the intersection during morning peak hour, 24.75% of the total traffic i.e 5746pcu comes from IIT Gate side out of which 4280pcu of the traffic moves straight towards Nehru Place side, 672 pcu takes right turn towards Khanpur side and 471pcu take left towards Moolchand. 14.34% of traffic which corresponds to 3330 pcu comes from Moolchand side out of which 1989pcu moves straight towardsKhanpur side, rest 919 pcu turns left towards Nehru Place side and 808 pcu take right turn towards IIT Gate. It is also observed that 30.93% of the total traffic which corresponds to 7181 pcu during morning peak is coming fromNehru Place out of which 3771 pcu of traffic move straight, 914 pcu turns right towards Moolchand side and 2265pcu turns left towards Khanpur Side. Similarly, 29.95% of the total traffic which corresponds to 6954 pcu is coming from Khanpur out of which 3375 pcu of traffic move straight, 2588pcu turns right towards Nehru Place side and 991 pcu turns left towards IIT Gate.
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Similarly turning movement characteristics at the above said intersection during evening peak hour revealed that out of total traffic catered by the intersection, 27.60% of the total traffic i.e 6636 pcu comes from IIT Gate side out of which 4526 pcu of the traffic moves straight towards Nehru Place side, 1002 pcu takes right turn towards Khanpur side and 481 pcu take left towards Moolchand. 22.53% of traffic which corresponds to 5418 pcu comes from Moolchand side out of which 3456pcu moves straight towards Khanpur side, rest1145pcu turns left towards Nehru Place side and 422 pcu take right turn towards IIT Gate. It is also observed that 29.28% of the total traffic which corresponds to 7040 pcu during morning peak is coming from Nehru Place out of which 3717 pcu of traffic move straight, 750 pcu turns right towards Moolchand side and 2400 pcu turns left towards Khanpur Side. Similarly, 20.58% of the total traffic which corresponds to 4949 pcu is coming from Khanpur out of which 1999 pcu of traffic move straight, 2104 pcu turns right towards Nehru Place side and 846 pcu turns left towards IIT Gate. Figure 6-11 shows peak hour traffic flow diagram at Outer Ring Road- Josip Broz Tito Marg intersection.
In terms of composition of traffic during morning peak hour (09:15 a.m.-10:15 a.m.) at the said intersection, it can be seen that Car/Jeep/Taxi having a modal share of 39 % accounts for the largest share of total vehicular traffic approaching the intersection during the peak hour. This is followed by 2-wheelers having a modal share of 38%. 3-Weleer and Auto having a modal share of 11% is the third largest category of vehicles. Model Share of Taxi is 7% and other minor traffic like Cycle, Bus, LCV and Good Rickshaw contain 5% of total traffic shear. Figure6-12shows the composition of traffic during morning peak hour at Outer Ring Road- Josip Broz Tito Marg intersection.
Similarly, during evening peak hour (18:30 p.m.-19:30 p.m.) at the said intersection, it can be seen that 2-wheelers having a modal share of 34% accounts for the largest share of total vehicular traffic approaching the intersection during the peak hour. This is followed by Car/Jeep/Taxi having a modal share of 39%. 3-Weleer and Auto having a modal share of 12%Model Share of Taxi is 10% and other minor traffic like Cycle, Bus, LCV and Good Rickshaw contain 3% of total traffic shear. Figure 6-13 shows the composition of traffic during evening peak hour at Outer Ring Road- Josip Broz Tito Marg intersection.
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Figure 6-12: Composition of traffic during morning peak hour at Outer Ring Road- Josip Broz Tito Marg intersection
Bus 3-WH./ Auto 1% 11% Cycle 2% LCV/ Tempo 1% Goods Rickshaw 2-WH. 1% 38%
CAR/ JEEP/Taxi 39%
Taxi 7%
Figure 6-13: Composition of traffic during evening peak hour at Outer Ring Road- Josip Broz Tito Marg intersection
2-WH. 34% 3-WH./ Auto 12% Bus 1% Cycle 1%
LCV/ Tempo 1% Taxi 10%
CAR/ JEEP/Taxi 41%
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6.2.1.4 Outer Ring road -GK-2 Main Rd intersection (Savitri Cinema Intersection)
The concerned survey location is located at GK-2 Main Rd with Ho Chi-Marg. Figure 6-14 shows the hourly variation of traffic in pcu and vehicles at Outer Ring road -GK-2 Main Rd intersection.
Figure 6-14:Hourly variation of traffic in pcu at Outer Ring road -GK-2 Main Rd intersection
20000 18000 16000 14000 12000 10000 8000 PCU Veh. 6000 4000 2000
0
6.00-7.00 6.30-7.30 7.00-8.00 7.30-8.30 8.00-9.00 8.30-9.30
9.00-10.00 9.30-10.30 10.0-11.00
11.30-12.30 17.00-18.00 10.30-11.30 11.00-12.00 12.00-13.00 12.30-13.30 13.00-14.00 13.30-14.30 14.00-15.00 14.30-15.30 15.00-16.00 15.30-16.30 16.00-17.00 16.30-17.30 17.30-18.30 18.00-19.00 18.30-19.30 19.00-20.00 19.30-20.30 20.00-21.00 20.30-21.30 21.00-22.00
Turning movement characteristics at the above said intersection revealed that out of total traffic catered by the intersection during morning peak hour, 42.90% of the total traffic i.e 6498pcu comes from Chirag Delhi out of which 4763pcu of the traffic moves straight towards Nehru Place side, 1735 pcu takes right turn towards G.K side. 46.35% of traffic which corresponds to 7021 pcu comes from Nehru Place side out of which 5527pcu moves straight towards Chirag Delhi side, and 289pcu turns left towards G.K siderest1205 pcu take U-turn towards Nehru Place. It is also observed that 10.74% of the total traffic which corresponds to 1627 pcu during morning peak is coming from G.K whole traffic turns left towards Chirag Delhi Side.
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Similarly turning movement characteristics at the above said intersection during evening peak hour revealed that out of total traffic catered by the intersection,45.68% of the total traffic i.e 7194 pcu comes from Chirag Delhi out of which 5216 pcu of the traffic moves straight towards Nehru Place side, 1978 pcu takes right turn towards G.K side. 41.54% of traffic which corresponds to 6542 pcu comes from Nehru Place side out of which 5188pcu moves straight towards Chirag Delhi side, and 298pcu turns left towards G.K side rest 1056 pcu take U-turn towards Nehru Place. It is also observed that 12.77% of the total traffic which corresponds to 2012 pcu during morning peak is coming from G.K whole traffic turns left towards Chirag Delhi Side. Figure 6-15 shows peak hour traffic flow diagram at Outer Ring road -GK-2 Main Road intersection.
In terms of composition of traffic during morning peak hour (09:15 a.m.-10:15 a.m.) at the said intersection, it can be seen that Car/Jeep/Taxi having a modal share of 41 % accounts for the largest share of total vehicular traffic approaching the intersection during the peak hour. This is followed by 2-wheelers having a modal share of 32%. 3-Weleer and Auto having a modal share of 11% is the third largest category of vehicles. Model Share of Taxi is 10% and other minor traffic like Cycle, Bus, LCV and Good Rickshaw contain 6% of total traffic shear. Figure6-16 shows the composition of traffic during morning peak hour at Outer Ring road -GK-2 Main Road intersection.
Similarly, during evening peak hour (18:30 p.m.-19:30 p.m.) at the said intersection, it can be seen that 2-wheelers having a modal share of 31% accounts for the largest share of total vehicular traffic approaching the intersection during the peak hour. This is followed by Car/Jeep/Taxi having a modal share of 47%. 3-Weleer and Auto having a modal share of 11% Model Share of Taxi is 8% and other minor traffic like Cycle, Bus, LCV and Good Rickshaw contain 3% of total traffic shear. Figure 6-17 shows the composition of traffic during evening peak hour at Outer Ring road -GK-2 Main Road intersection.
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Figure 6-16: Composition of traffic during morning peak hour at Outer Ring road -GK-2 Main Road intersection
3-WH./ Auto Bus Cycle 11% 2% 2% LCV/ Tempo 1% TRUCK 1% 2-WH. 32%
CAR/ JEEP/Taxi 41% Taxi 10%
Figure 6-17: Composition of traffic during evening peak hour at Outer Ring road -GK-2 Main Road intersection
2-WH. 31% 3-WH./ Auto 11%
Bus 1% Taxi 8% Cycle 1%
Goods Rickshaw 1%
CAR/ JEEP/Taxi 47%
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6.2.1.5 Outer Ring Road – Lala Lajpat Rai Road Intersection (Nehru Place intersection)
The concerned survey location is located at Hans Raj Seth Marg near to intersection with Lala Lajpat Rai Road. Figure 6-18 shows the hourly variation of traffic in pcu and vehicles at Outer Ring Road – Lala Lajpat Rai Road Intersection.
Figure 6-18: Hourly variation of traffic in pcu at Outer Ring Road – Lala Lajpat Rai Road Intersection
25000
20000
15000
10000 PCU Veh.
5000
0
8.30-9.30 6.00-7.00 6.30-7.30 7.00-8.00 7.30-8.30 8.00-9.00
9.00-10.00 9.30-10.30 10.0-11.00
14.00-15.00 19.30-20.30 10.30-11.30 11.00-12.00 11.30-12.30 12.00-13.00 12.30-13.30 13.00-14.00 13.30-14.30 14.30-15.30 15.00-16.00 15.30-16.30 16.00-17.00 16.30-17.30 17.00-18.00 17.30-18.30 18.00-19.00 18.30-19.30 19.00-20.00 20.00-21.00 20.30-21.30 21.00-22.00
Turning movement characteristics at the above said intersection revealed that out of total traffic catered by the intersection during morning peak hour, 31.95% of the total traffic i.e 6444pcu comes from Chirag Delhi side out of which 3523pcu of the traffic moves straight towards Kalkaji Mandir side, 1028 pcu takes right turn towards Govindpuri side and 1346 pcu take left towards Lajpat Nagar18.84%of traffic which corresponds to 3801 pcu comes from Lajpat Nagar side out of which 1225 pcu moves straight towards Govindpuri side,and1511pcu turns left towards Kakaji Mandir side rest1065 pcu take right turn towards Chirag Delhi It is also observed that 35.43% of the total traffic which corresponds to 7146 pcu during morning peak is coming from Kalkaji Mandir out of which 4092 pcu of traffic move straight towards Chirag Delhi, 1192 pcu turns right towards Lajpat Nagar side and 419 pcu turns left towardsGovindpuri Side. Similarly, 13.77% of the total traffic which corresponds to 2778 pcu is coming from Govindpuri out of which 1399 pcu of traffic move straight, 475 pcu turns right towards Kalkaji Mandir side and 904 pcu turns left towards Chirag Delhi.
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Similarly turning movement characteristics at the above said intersection during evening peak hour revealed that out of total traffic catered by the intersection,28.76% of the total traffic i.e 4835pcu comes from Chirag Delhi side out of which 2307pcu of the traffic moves straight towards Kalkaji Mandir side, 368 pcu takes right turn towards Govindpuri side and 1063pcu take left towards Lajpat Nagar. 23.08% of traffic which corresponds to 3881 pcu comes fromLajpat Nagar side out of which 1420pcu moves straight towards Govindpuri side, and 852pcu turns left towards Kakaji Mandir side rest 1609 pcu take right turn towards Chirag Delhi It is also observed that 35.26% of the total traffic which corresponds to 5926 pcu during morning peak is coming from Kalkaji Mandir out of which 4042 pcu of traffic move straight towards Chirag Delhi, 1176 pcu turns right towards Lajpat Nagar side and 314 pcu turns left towards Govindpuri Side. Similarly, 12.90% of the total traffic which corresponds to 2169 pcu is coming from Govindpuri out of which 1243 pcu of traffic move straight, 282 pcu turns right towards Kalkaji Mandir side and 644 pcu turns left towards Chirag Delhi. Figure 6-19 shows peak hour traffic flow diagram vehicles at Outer Ring Road – Lala Lajpat Rai Road Intersection.
In terms of composition of traffic during morning peak hour (09:15 a.m.-10:15 a.m.) at the said intersection, it can be seen that Car/Jeep/Taxi having a modal share of 36% accounts for the largest share of total vehicular traffic approaching the intersection during the peak hour. This is followed by 2-wheelers having a modal share of 36%. 3-Weleer and Auto having a modal share of 15% is the third largest category of vehicles. Model Share of Taxi is 8% and other minor traffic like Cycle, Bus, LCV and Good Rickshaw contain 5% of total traffic shear. Figure6-20 shows the composition of traffic during morning peak hour vehicles at Outer Ring Road – Lala Lajpat Rai Road Intersection.
Similarly, during evening peak hour (18:30 p.m.-19:30 p.m.) at the said intersection, it can be seen that 2-wheelers having a modal share of 26% accounts for the largest share of total vehicular traffic approaching the intersection during the peak hour. This is followed by Car/Jeep/Taxi having a modal share of 45%. 3-Weleer and Auto having a modal share of 14% Model Share of Taxi is 10% and other minor traffic like Cycle, Bus, LCV and Good Rickshaw contain 5% of total traffic shear. Figure 6-21 shows the composition of traffic during evening peak hour vehicles at Outer Ring Road – Lala Lajpat Rai Road Intersection.
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Figure 6-20 : Composition of traffic during morning peak hour at Outer Ring Road – Lala Lajpat Rai Road Intersection
3-WH./ Auto Bus Cycle 15% 2% 1% LCV/ Tempo 1% TRUCK 1%
2-WH. CAR/ JEEP/Taxi 36% 36%
Taxi 8%
Figure 6-21:Composition of traffic during evening peak hour at Outer Ring Road – Lala Lajpat Rai Road Intersection
2-WH. 3-WH./ Auto 26% 14%
Bus 2% Cycle 2% Taxi 10%
Goods Rickshaw 1%
CAR/ JEEP/Taxi 45%
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6.2.1.6 Outer Ring Road -Ma Anandmayee Marg intersection (Kalkaji Mandir Intersection)
The concerned survey location is located at Ma Anandmayee Marg near to intersection with Bhakti Vedant Swami Marg. Figure 6-22 shows the hourly variation of traffic in pcu and vehicles at Outer Ring Road -Ma Anandmayee Marg intersection.
Figure 6-22: Hourly variation of traffic in (pcu) at Outer Ring Road - Ma Anandmayee Marg intersection
20000 18000 16000 14000 12000 10000 PCU Veh. 8000 6000 4000 2000
0
6.00-7.00 6.30-7.30 7.00-8.00 7.30-8.30 8.00-9.00 8.30-9.30
9.00-10.00 9.30-10.30 10.0-11.00
12.30-13.30 20.30-21.30 11.00-12.00 11.30-12.30 12.00-13.00 13.00-14.00 13.30-14.30 14.00-15.00 14.30-15.30 15.00-16.00 15.30-16.30 16.00-17.00 16.30-17.30 17.00-18.00 17.30-18.30 18.00-19.00 18.30-19.30 19.00-20.00 19.30-20.30 20.00-21.00 21.00-22.00 10.30-11.30 Turning movement characteristics at the above said intersection revealed that out of total traffic catered by the intersection during morning peak hour, 37.73% of the total traffic i.e 4835pcu comes from Nehru Place out of which 2612pcu of the traffic moves straight towards Modi Mill side and 1884 pcu takes right turn towards Okhla side rest 339 pcu take U-turn towards Nehru Place.37.62% of traffic which corresponds to 4820 pcu comes from Modi Mill side out of which 2197pcu moves straight towards Nehru Place side and 2446pcu turns left towards Okhla side rest 177 pcu take U-turn towards Modi Mill. It is also observed that 24.65% of the total traffic which corresponds to 3159 pcu during morning peak is coming from Okhla and1030 pcu take left turn towards Nehru Placerest2129 pcu traffic turns right towards Modi Mill Side.
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Similarly turning movement characteristics at the above said intersection during evening peak hour revealed that out of total traffic catered by the intersection,28% of the total traffic i.e 5042 pcu comes from Nehru Place out of which 2811 pcu of the traffic moves straight towards Modi Mill side and 1752 pcu takes right turn towards Okhla side rest 479 pcu take U-turn towards Nehru Place.40.61% of traffic which corresponds to 6628 pcu comes from Modi Mill side out of which 2646 pcu moves straight towards Nehru Place side and 2239 pcu turns left towards Okhla side rest 1743 pcu take U-turn towards Modi Mill. It is also observed that 28.50% of the total traffic which corresponds to 4651 pcu during morning peak is coming from Okhla and 1446 pcu left turn towards Nehru Place rest 3205 pcu traffic turns right towards Modi Mill Side. Figure 6-23 shows peak hour traffic flow diagram for at Outer Ring Road -Ma Anandmayee Marg intersection.
In terms of composition of traffic during morning peak hour (09:15 a.m.-10:15 a.m.) at the said intersection, it can be seen that Car/Jeep/Taxi having a modal share of 31% accounts for the largest share of total vehicular traffic approaching the intersection during the peak hour. This is followed by 2-wheelers having a modal share of 40%. 3-Weleer and Auto having a modal share of 13% is the third largest category of vehicles. Model Share of Taxi is 9% and other minor traffic like Cycle, Bus, LCV and Good Rickshaw contain 7% of total traffic shear. Figure6-24 shows the composition of traffic during morning peak hour at at Outer Ring Road -Ma Anandmayee Marg intersection.
Similarly, during evening peak hour (18:30 p.m.-19:30 p.m.) at the said intersection, it can be seen that 2-wheelers having a modal share of 39% accounts for the largest share of total vehicular traffic approaching the intersection during the peak hour. This is followed by Car/Jeep/Taxi having a modal share of 36%. 3-Weleer and Auto having a modal share of 11% Model Share of Taxi is 7% and other minor traffic like Cycle, Bus, LCV and Good Rickshaw contain 7% of total traffic shear. Figure 6-25shows the composition of traffic during evening peak hour at Outer Ring Road -Ma Anandmayee Marg intersection.
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Figure 6-24:Composition of traffic during morning peak hour at Outer Ring Road -Ma Anandmayee Marg intersection
Bus Cycle Cycle rickshaw 2% 2% 1% 3-WH./ Auto LCV/ Tempo 13% 1% TRUCK 1%
CAR/ JEEP/Taxi 31% 2-WH. 40%
Taxi 9%
Figure 6-25:Composition of traffic during evening peak at Outer Ring Road -Ma Anandmayee Marg intersection
3-WH./ Auto 11% 2-WH. 39% Bus 3% Cycle 1%
LCV/ Tempo 2%
TRUCK 1% Taxi 7%
CAR/ JEEP/Taxi 36%
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6.2.1.7 Outer Ring Road intersection - Captain Gaur Marg (Modi Mill Intersection)
The concerned survey location is located at Captain Gaur Marg near to intersection with M.P Road. Figure 6-26 Shows the hourly variation of traffic in pcu and vehicles at Outer Ring Road intersection - Captain Gaur Marg.
Figure 6-26:Hourly variation of traffic in pcu at Outer Ring Road intersection - Captain Gaur Marg
16000
14000
12000
10000
8000 PCU Veh. 6000
4000
2000
0
6.00-7.00 6.30-7.30 7.00-8.00 7.30-8.30 8.00-9.00 8.30-9.30
9.00-10.00 9.30-10.30 10.0-11.00
14.00-15.00 19.00-20.00 10.30-11.30 11.00-12.00 11.30-12.30 12.00-13.00 12.30-13.30 13.00-14.00 13.30-14.30 14.30-15.30 15.00-16.00 15.30-16.30 16.00-17.00 16.30-17.30 17.00-18.00 17.30-18.30 18.00-19.00 18.30-19.30 19.30-20.30 20.00-21.00 20.30-21.30 21.00-22.00
Turning movement characteristics at the above said intersection revealed that out of total traffic catered by the intersection during morning peak hour, 46.10% of the total traffic i.e 5285pcu comes from Nehru Place out of which 3074pcu of the traffic moves straight towards Jamia side and 2211 pcu takes left turn towards Okhla Mandi side.23.29% of traffic which corresponds to 2670 pcu comes from Okhla Mandi side out of which 870 pcu turns left towards Jamia side rest 1800 pcu take right turn towards Nehru Place. It is also observed that 30.62% of the total traffic which corresponds to 3511 pcu during morning peak is coming from Jamia and whole traffic move straight towards Nehru Place.
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Similarly turning movement characteristics at the above said intersection during evening peak hour revealed that out of total traffic catered by the intersection,45.05% of the total traffic i.e 5746 pcu comes from Nehru Place out of which 4193 pcu of the traffic moves straight towards Jamia side and 1553 pcu takes left turn towards Okhla Mandi side.23.57% of traffic which corresponds to 3007 pcu comes from Okhla Mandi side out of which 1404 pcu turns left towards Jamia side rest 1603 pcu take right turn towards Nehru Place. It is also observed that 31.38% of the total traffic which corresponds to 4003 pcu during morning peak is coming from Jamia and whole traffic move straight towards Nehru Place. Figure 6-27 shows peak hour traffic flow diagram at Outer Ring Road intersection - Captain Gaur Marg.
In terms of composition of traffic during morning peak hour (09:15 a.m.-10:15 a.m.) at the said intersection, it can be seen that Car/Jeep/Taxi having a modal share of 31% accounts for the largest share of total vehicular traffic approaching the intersection during the peak hour. This is followed by 2-wheelers having a modal share of 40%. 3-Weleer and Auto having a modal share of 13% is the third largest category of vehicles. Model Share of Taxi is 9% and other minor traffic like Cycle, Bus, LCV and Good Rickshaw contain 7% of total traffic shear. Figure6-28 shows the composition of traffic during morning peak hour at Captain Gaur Marg—Outer Ring Road intersection. Similarly, during evening peak hour (18:30 p.m.- 19:30 p.m.) at the said intersection, it can be seen that 2-wheelers having a modal share of 39% accounts for the largest share of total vehicular traffic approaching the intersection during the peak hour. This is followed by Car/Jeep/Taxi having a modal share of 36%. 3- Weleer and Auto having a modal share of 11% Model Share of Taxi is 7% and other minor traffic like Cycle, Bus, LCV and Good Rickshaw contain 7% of total traffic shear. Figure 6- 29 shows the composition of traffic during evening peak hour at Outer Ring Road intersection - Captain Gaur Marg
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Figure 6-28:Composition of traffic during morning peak hour at Outer Ring Road intersection - Captain Gaur Marg
Bus Cycle rickshaw Cycle 3-WH./ Auto 2% 1% 2% 14% Hand / Animal cart 1% Goods Rickshaw 1%
2-WH. 41% CAR/ JEEP/Taxi 33%
Taxi 5%
Figure 6-29:Composition of traffic during evening peak hour at Outer Ring Road intersection - Captain Gaur Marg
2-WH. 3-WH./ Auto Cycle 42% 11%Bus 1% 2% LCV/ Tempo 1%
TRUCK 1%
Taxi 7% CAR/ JEEP/Taxi 35%
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6.3 Travel Characteristics (Origin-Destination)
For assessing the base year travel demand (2016) along with travel desire patterns especially External-Internal, External – External components, origin destination survey and simultaneous traffic volume count have been carried out for 24 hours (6:00 a.m. to 6:00 a.m.) at two locations and data collected have been analyzed. In order to carry out the analysis of travel characteristics, study area and its surrounding have been divided into 25 Zones and interpretations have been made according to it. Figure 6-30 shows the zone diagram finalized for the study and Table 6-1 Shows Details of Traffic Zones considered for study.
Table 6-1 Shows Origin Destination Zones
Zone Centroid Locations Around Zone No. No. Name 1 India Gate Patiyala House,National Stadium, Bapa Nagar, Pandara Park, Rabindra Nagar, Taj Mahal Hotel, Pataudi House, Supreme- Court , Appu Ghar, Pragati Maidan 2 Central Sansad Bhawan, Teen Murti, President Estate,Rakab Ganj Secratariat
3 Cannaught New Delhi Railway Station,Press Enclave,Bangla Sahib,Raja Bazar Square,Wilson Square, Place Albert Square,Suchita Kripalini Hospital, 4 Chandni Chowk Red Fort, Lal Qila,Darya Ganj, Delhi Gate, LNJPN Colony, ITO, Maulana Azad Medical College, Ramleela Ground, Ajmere Gate Lahori Gate, Sadar Bazar, Pahari Dhiraj, Aram Nagar, Motia Khan, Jhandewalan, Pahar 5 Karol Bagh Ganj, Aram Bagh, Laxmi Narayana Mandir, Dyal Chowk, Sir Ganga Ram Hospital, Rajendra Nagar, Sat Nagar, Rehgarpura,Prasad Nagar, Rajendra Place, East Patel Nagar, West Patel Nagar, Prem Nagar, Baljit Nagar, Nehru Nagar, Anand Prabhat, Punjabi Basti, Dev Nagar, Sarai Rohilla RS Kirti Nagar, Ramesh Nagar, Shadrapuri, Saraswati Garden, Mansarowar Garden, 6 Rajouri Garden ShadiKhampur, South Patel Nagar, New Rajendra Nagar, Central Ridge Reserved Forest, Pusha Hill Forest, Todapur, Dhuala Khan EnclaveII, Inderpuri, Narayana Vihar, Budh Nagar, Indian Agriculture Research Institute, Nangal Raya, Khanjan Basti, Maya Enclave, Mayapuri Industrial Area Phase 1, Mayapuri Industrial Area PhaseII, Hari Nagar, Press Colony, Clock Tower, Hari Kunj, DTC Colony, Tihar, Ashok Nagar, Subhas Nagar Diplomatic Enclave,Taj Palace, Northen Railway Colony, Ashoka Hotel, Samrat Hotel, 7 Chanakyapuri Nehru Park, Safdarjung Tomb, Golf Course, Safdarjung Airport, Raj Nagar, Kidwai Nagar West, Lekha Vihar, Lakshmibai Nagar, Netaji Nagar, Air Colony, Moti Bagh North Lodhi Hotel, Oberoi Hotel, Humayun’s Tomb, Nila Gumbad Nizamuddin West, Pant CGO Complex Nagar, Bhogal, Ashram, Nehru Nagar, Lajpat Nagar, Defence Colony, Jangpura, INA, 8 South Extension Part III, Palika Niwas, Lodhi Colony, Jor Bagh, Lodhi Garden, Lodhi Estate, Bharti Nagar, Golf Club, Delhi Golf Link, Sujan Singh Park, Sarai Kale Khan, Vimhans Hospital, Kotla- Mubarakpur Vijay Nagar, Roop Nagar, Kamla Nagar, Malka Gang, DTC Colony, Civil Lines, Hindu 9 Delhi Rao Hospital, Mori Gate, Kashmiri Gate ISBT, P&T Colony, Gandhi Vihar, Gopalpur, University Nehru Vihar, Timarpur, Model Town, Mohan Park, Guru Tegh Bahadur Nagar, Sanjay Nagar, Adarsh Nagar, Jahangirpuri, Majlis Park Mauria Enclave, Pitampura, Tri Nagar, Shanti Nagar, Shakurpur, Rishi Nagar, Rani Bagh, 10 Netaji Subhash Sainik Vihar, Rajdhani Enclave, New Multan Nagar, Northern Railway, Sarasvati Vihar, Place(Pitampur Haidarpur, Shalimar Bagh, Electricity Colony, Jahangirpuri Industrial Area, Azadpur, a) Sawan Park, Nimri Colony, Ashok Vihar, Vir Nagar, Shastri Nagar, Gulabi Bagh, JJ Colony, Pratap Nagar Jharera, Police Colony, Dhaula Khan Enclave I, Pratap Chowk, ST Martin, Kandhar 11 IGI Airport Lines, Gopinath Bazar, Kabul Lines, Panchvati, Sadar Bazar, Sadh Nagar, Shekhawati
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Lines, Nangal Daily, Centaur Hotel, Bijwasan, Samalka, Pushpanjali Farms Firpz Shah Tuglag’s Tomb, Green Park Extention, Ansari Nagar West, Safdarjang 12 Jawaharlal Hospital, Safdarjang Enclave, Nauroji Nagar, Nanakpura, Moti Bagh Soth, Shanti Niketan, Nehru Anand Niketan, DU South Campus, Basant Gaon, Vasant Enclave, Vasant Vihar, RBI University Officers Colony, Munirka, Dakshinapuram, VasantKunj, Muradabad Pahari Fort, Mahipalpur, Rangpuri, Rajokri Protected Forest, Mall Road , Kishan Garh, Mehrauli, Qutab Minar, IIT Delhi, HauzKhas Enclave, Dakshinapuram Kailash Colony, Kalkaji , Lotus Temple, Okhla Industrial Area Phase III , Friends Colony 13 Nehru Place West, Amar Colony, Zamrudpur, Andrews Ganj, AIIMS Hospital, South Extension Part II , Yusuf Sarai, Hauz Khas, Kalu Sarai, Navjivan Vihar, Saket, Pushpa Vihar, Malviya Nagar, Sheikh Sarai Phase II, Panchsheel Nagar, Savitri Nagar, Chiragh Delhi, Greater Kailash II, Sadiq Nagar, Hamdard Nagar, Tughlaqabad, Shyam Nagar Kalindi Colony, Azim Dairy, Batla House, Jamia Nagar, Okhla Vihar, Shaheen Bagh, 14 JamiaMilliaIsla Abul Fazal Enclave, New Friends Colony, Sarita Vihar, Jasola Vihar, Madanpur Khadar, mia CRRI 15 Sector-18 Kalindi Kunj Noida Gandhi Nagar, Geeta Colony, Krishna Nagar, Shanti Wana, Vir Ghat, Raj Ghat, Shakti 16 Laxmi Nagar Asthal, Vijay Ghat, Rajive Gadhi Smriti Van, Akashardham Mandir, Sahibabad, Vasundhara, Patel Chowk 17 Gaziabad 18 Shahdara Gokalpuri, Yamuna Vihar, Sonia Vihar, Shiv Vihar, Subhepur, Vijay Vihar, Pink City, Loni, Prem Vihar, Vikas Nagar, Durgapur 19 Rohini Vijay Nagar, Madhuban Chowk, Rajiv Nagar, Sirazpur, Sarup Nagar, Libaspur, Kadipur, Wazirabad, Sant Nagar, Baba Nagar, Rama Enclave, Rohini Extension, Veena Enclave, Ratan Bagh, Sultanpuri, Karan Vihar, Aman Vihar, Budh Vihar, Rithala, Shree Enclave Raghubir Vihar, Sundar Vihar, Madipur, Paschim Vihar Extension, Nihal Vihar, 20 MeeraBagh Chandan Garden, Ram Nagar Colony, Vikas Nagar, Rama Park, Nawada Extension, Vikaspuri, Tilak Nagar, Vishal Enclave, Mukherji Park, Shyam Nagar, Raja Garden
Uttam Nagar, Madhu Vihar, Bidpur, Vijay Enclave, DDA Flats, Subhash Park, 21 Dwarka Janakpuri, Jeewan Park, Sitapuri, Prem Nagar, Shiv Nagar, Virendra Nagar, Tihar Jail, Sagarpur East, Mahavir EnclaveII, Sadh Nagar II, Palam, Rajnagar Extension, Samta Enclave, Qutab Vihar, Babupur, New Palam Vihar, Shankar Vihar 22 Gurgaon Udyog Vihar, Palam Vihar, Maruti Ugyog, Palam Farms, DLF City PhaseII Duggal Colony, NEB Valley, Sainik Farm, Khanpur, Tigri, Aangam Vihar, Anupam 23 Khanpur Garden, Khori, Hill View, SurajKund, Ashoka Wildlife Sanctuary, Freedom Fighters Vihar Mewla Chowk, Sarai Chowk, Mewla Maharajpr, Wooden Area, Tajpur Pahari, 24 Faridabad Charmwood Village, Dayal Bagh Colony, Katan Pahari, Molarband, Badarpur 25 Greater-Noida
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6.4 Outer Ring Road-Aurobindo Marg Intersection (IIT Gate Intersection)
Analysis of Origin-Destination data captured for vehicles has revealed the following:
6.4.1 Passenger O-D • Total no. of one way vehicular trips observed at this location was 63253. • Maximum no. of trips originates from zone 13 (29018 trips) accounting for 45.88% of the total trips. • Maximum no. of trips got attracted to zone 12 (13794 trips) accounting for 21.81% of total trips • Maximum interaction is observed between Zone 13 and Zone 7 (9412 trips) accounting for 14.88%.
6.4.2 Goods O-D • Total no. of one way vehicular trips observed at this location was 2102. • Maximum no. of trips originates from zone 13 (1047 trips) accounting for 49.81% of the total trips. • Maximum no. of trips got attracted to zone 12 (560 trips) accounting to 26.64% of total trips. • Maximum interaction is observed between Zone 7 and Zone 13 (353 trips) accounting for 16.79%.
6.5 Outer Ring Road intersection - Captain Gaur Marg (Modi Mill Intersection)
Analysis of Origin-Destination data captured for vehicles has revealed the following:
6.5.1 Passenger O-D • Total no. of one way vehicular trips observed at this location was 70174. • Maximum no. of trips originates from zone 14 (29842 trips) accounting for 42.53% of the total trips. • Maximum no. of trips got attracted to zone 13 (43212 trips) accounting to 61.58% of total trips • Maximum interaction is observed between Zone 14 and Zone 13 (25071 trips) accounting for 35.73%.
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6.5.2 Goods O-D • Total no. of one way vehicular trips observed at this location was 1654. • Maximum no. of trips originates from zone 24 (535 trips) accounting for 32.35% of the total trips. • Maximum no. of trips got attracted to zone 13 (634 trips) accounting to 38.33% of total trips. • Maximum interaction is observed between Zone 24 and Zone 12 (329 trips) accounting for 19.89%.
6.6 Overall Study area:
6.6.1 Passenger O-D
Analysis of data revealed that total one-way passenger trips performed in the study area are 133427. 32.76% of the total trips originate from Zone 14 (43718trips) followed by zone 15 (42870 trips) and Zone 24(13932 trips) while Zone 13 attract maximum trips accounting to 39.24% i.e.52360 trips, followed by Zone 12 with 22581 trips and zone 7with 17610 trips. Table 6.2 Shows the one-way travel matrix for passenger vehicles.
6.6.2 Goods O-D
Analysis of data revealed that total one-way passenger trips performed in the study area are 3756. Analysis revealed that Zone 13 accounts for 39.16% (1471 trips) of the total one-way trip generated in relation to the study area followed by Zone 24 (1049 trips) and Zone 14 (284 trips) while Zone 13 accounts for 30.56% (1148 trips) of the total trips attracted, followed by Zone 12 with 915 trips and Zone 7 with 547 trips. Table 6.3 Shows one-way travel matrix for goods vehicle.
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6.7 Pedestrian Flow Characteristics
6.7.1 Outer Ring Road-Aurobindo Marg Intersection (IIT Gate Intersection)
This is a 4 arm intersection in outer Ring road. This Location for pedestrian count was selected because the movement in pedestrian is high due to institute like IIT Delhi and few medical centre. So, survey was conducted during the morning peak and evening peak time. Total pedestrian flow at this intersection during peak was 2131 at 10:15 to 11:15 with maximum flow in Sri Aurbindo Marg towards Safdarjung of 844. Figure 6-3 shows pedestrian movement across the road at this intersection.
6.7.2 Outer Ring Road - Maharishi Dayanand Marg intersection (Panchsheel Intersection)
Panchsheel is a 4 arm intersection in outer Ring road. So, survey was conducted during the morning peak and evening peak time. Total pedestrian flow at this intersection during peak was 1309 at 10:15 to 11:15 with maximum flow in Maharshi Dayanand Marg towards Malviya Nagar of 499. Figure 6-7 shows pedestrian movement across the road at this intersection.
6.7.3 Outer Ring Road- Josip Broz Tito Marg intersection (Chirag Delhi Intersection)
Chirag Delhi is a 4 arm intersection in outer Ring road. So, survey was conducted during the morning peak and evening peak time. Total pedestrian flow at this intersection during peak was 1266 at 19:00 to 20:00 with maximum flow in Outer Ring Road towards IIT Delhi side of 607. Figure 6-11 shows pedestrian movement across the road at this intersection.
6.7.4 Outer Ring road -GK-2 Main Rd intersection (Savitri Cinema Intersection)
Savitri Cinema is a 3 arm intersection in outer Ring road. Survey was conducted during the morning peak and evening peak time. Survey revealed that Total pedestrian flow at this intersection during peak was 1342 at 16:30 to 17:30 with maximum flow in Outer Ring Road towards Nehru Place side of 818. Figure 6-15 shows pedestrian movement across the road at this intersection.
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6.7.5 Outer Ring Road – Lala Lajpat Rai Road Intersection (Nehru Place intersection)
Nehru Place is a 4 arm intersection in outer Ring road. This is the main intersection carry the traffic coming from Modi Mill, Govind Puri, Lajpat Nagar and IIT Delhi. Survey was conducted during the morning peak and evening peak time. Survey revealed that Total pedestrian flow at this intersection during peak was 1412 at 18:30 to 19:30 with maximum flow in Outer Ring Road towards Chirag Delhi side of 601. Figure 6-19 shows pedestrian movement across the road at this intersection.
6.7.6 Outer Ring Road -Ma Anandmayee Marg intersection (Kalkaji Mandir Intersection)
Kalka ji Mandir is a 3 arm intersection in outer Ring road. Survey was conducted at Ma Anandmayee Marg near to intersection with Bhakti Vedant Swami Marg during the morning peak and evening peak time. Survey revealed that Total pedestrian flow at this intersection during peak was 815 at 10:00 to 11:00 with maximum flow in Ma Anandmayee Marg of 427. Figure 6-23 shows pedestrian movement across the road at this intersection.
6.7.7 Outer Ring Road intersection - Captain Gaur Marg (Modi Mill Intersection)
Modi Mill is a 3 arm intersection in outer Ring road. The concerned survey location is located at Captain Gaur Marg near to intersection with M.P Road during the morning peak and evening peak time. Survey revealed that Total pedestrian flow at this intersection during peak was 786 at 10:00 to 11:00 with maximum flow in M.P. Road towards Jamia of 623. Figure 6-27 shows pedestrian movement across the road at this intersection.
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7 PLANNING
7.1 Salient Traffic Characteristics
7.1.1 Overview
The project for up gradation of Outer Ring Road between Modi Mill flyover to IIT Gate intersection has been undertaken to allow uninterrupted movement for the traffic on outer Ring Road. Improvements have been proposed on the concept of providing signal free movement of traffic including capacity augmentation of the delineated corridor. It has been analysed that the corridor faces sever congestion during the peak hour in the segments of project corridor caters to a maximum of 15148 pcu for certain segment of corridor. The total average travel speed in and around project corridor has been observed to be 28.2 km/hr. Movement of pedestrians across the road during peak hour in the study area is also observed maximum at Savitri cinema and Panchsheel Marg intersection making it to 1342 and 1309 person respectively during peak hour
7.1.2 Corridor efficiency
Corridor efficiency is best measured in term of speed-flow relationship as indicated by Level of Service (LOS). Figure7-1 shows Volume-capacity ratio for the delineated road corridor within project influence area during base year (2016).
7.2 Travel Characteristics
One-way travel matrix for passenger vehicular traffic and goods traffic for all traffic zones have-already been indicated in chapter 6 in report. Desire line of travel passenger and goods vehicle respectively among major pairs of origins and destination are made to study the travel characteristic of zones. Figure 7-2 to7-5 gives the desire line of passenger and goods vehicle respectively.
CRAPHTS Consultants (I) Pvt. Ltd. 62 PWD, GNCTD
Integrated transit corridor development & street network connectivity FEASIBILITY REPORT plan for Outer Ring Road from Modi Mill Flyover to IIT Gate (Stage I & II)
8 TRAFFIC FORECAST
Investments in the transport sector constitute a significant part of the total investment. This is especially true in the case of developing nations, where transport is the catalyst for all round development and is counted amongst one of the basic infrastructures. When the capital available is scarce and has competing demands, the investments in a transport project have to be planned carefully, keeping in view not only the present demand but also the requirements for a reasonable period in future. This underlines the need for estimating the future traffic accurately, whether the plan is for the construction of a new facility or the improvement of existing facilities. To a great extent, the accurate estimate of future traffic will influence the engineering design of the facility and the economic decision whether to take up the project or not. Traffic forecasting, in the present state of knowledge, can at best be approximate. Forecasts of traffic have, therefore, to be dependent on the forecasts of factors such as population, Gross Domestic Product (GDP), vehicle ownership, agricultural output, fuel consumption and so on.
8.1 Design Year Traffic Forecast
Since this project of corridor development is for the existing stretch of Outer Ring Road, traffic forecast for the design year has been done on assumptions that the growth of traffic will not be at higher rate as this project dose not gives any additional new link. Infect the it may be noted that the changing situations in the project influence area has reached to their saturation point because of stabilization of land use along the project stretch.
The growth factor for the additional traffic has been assumed to be 1.5 % for forecasting the peak hour traffic volume at different segments of project corridor.
Also, the above growth factors are considered in view of the fact that in urban areas the curve for growth of traffic shows a fall with increases in time. Figure 8-1 shows the design year (2036) peak hour traffic volumes (pcu) at the mid-block sections of the proposed corridor.
CRAPHTS Consultants (I) Pvt. Ltd. 68 PWD, GNCTD
Integrated transit corridor development & street network connectivity FEASIBILITY REPORT plan for Outer Ring Road from Modi Mill Flyover to IIT Gate (Stage I & II)
9 CONCEPTUAL IMPROVEMENT OPTION
9.1 General
The Outer Ring Road (ORR), because of the connectivity it provides (directly and through other major link roads) to some of the most important activity areas including large residential complexes and housing colonies, district centres and other commercial areas, academic institutions and public and semi- public uses, major transport terminals like bus terminals and the Airport and, NCR towns like Gurgaon, Faridabad and NOIDA lying between and beyond NH2 towards east and NH8 towards west, has seen tremendous rise in traffic activity all along its length. It was planned with a ROW width of 45m though it is actually less than the stipulated width over certain segments.
The present study relates to the segment between Modi Mill flyover (ROB 22) towards east and the IIT Gate towards west. Over this entire project road length, the ORR has to cater to vehicular traffic volumes varying between 12000 pcu to 15000 pcu during the peak hour over different segments. The ORR generally has a 6 lane divided carriageway cross section (except around the intersections). The present cross section also accommodates foot path and service roads on either side for most of its length.
Traffic composition along the ORR indicates very high proportion of automobiles over the entire stretch of project road. No less than 94% - 97% of the total traffic (in pcu) comprises fast automobiles. Highest proportion of slow traffic (cycles and cycle rickshaws) of 4% is witnessed over the section between Ma Anandmayee Marg and Nehru Place. With 45m ROW, segregation of fast traffic and slow traffic is no longer feasible and thus, the carriageway shall have to be shared by different modes. However, care has to be taken towards provision of proper footpath for pedestrians.
One of the basic objectives of this study is to develop the project stretch as a safe and efficient corridor for all categories of traffic. The options really are not too many considering the restricted ROW and the absence of appropriate parallel roads (the ORR is flanked by residential colonies and massive commercial uses like Nehru Place etc. - an alternate traffic management plan including traffic diversion is not advisable as that would push the through traffic on to colony roads). In other words, the improvements to the extent these are feasible, shall have to be confined within the available ROW only.
CRAPHTS Consultants (I) Pvt. Ltd. 70 PWD, GNCTD
Integrated transit corridor development & street network connectivity FEASIBILITY REPORT plan for Outer Ring Road from Modi Mill Flyover to IIT Gate (Stage I & II)
It would be seen that economic traffic capacities at some of the locations along the ORR have long been exhausted (applies particularly to some of the intersections). Since the flow along the project road is very high, any stoppage in – between tends to create massive traffic jams. These are therefore, the thrust areas for improvement. Besides the intervening portions between two intersections shall have to be developed to final cross section that is feasible within an ROW of 45m.
The Metro Rail is going to operate all along this corridor and the constraints/opportunities offered by this facility shall have to be duly recognized and incorporated in the development plan for the project corridor. The improvement plans that have been described hereinafter, follow the principles as mentioned hereinbefore.
9.2 Conceptual Improvement Options (Outer Ring Road from Modi Mill Flyover to IIT Gate)
9.2.1 Captian Gaur Marg Intersection to Ma Anandmayee Marg Intersection
The project relates to long term corridor improvement for Outer Ring Road between Modi Mill (ROB 22) towards east and IIT Gate towards west. This section gives the “preferred option” for improvement of the section described by the western toe of ROB 22 and the intersection of Outer Ring Road with Ma Anandmayee Marg that also has the intersection of the Outer Ring Road with Captain Gaur Marg at a negligible distance of 30m from the western toe of ROB 22. The distance between the intersections formed by Captain Gaur Marg and Ma Anandmayee is a little over 700m while that between the intersection of Ma Anandmayee Marg and the Nehru Place intersection is nearly 1230m. Improvement to Modi Mill intersection (intersection with Capt. Gaur Marg) has to be considered in tandem with that for the intersection formed by Ma Anandmayee Marg because of the proximity between the two intersections as also in view of the presence of a one way flyover at the latter. Modi Mill intersection, by itself presents a very difficult problem to handle because of the built - up nature of the spaces on either side of the ROB (till the railway tracks). The frontage roads for these properties are no wider than two lanes. The meeting point of the western toe of the ROB and the Capt. Gaur Marg intersection presents a picture of unmitigated chaos and safety is seriously compromised because of the proximity of the intersection to the toe of the ROB
CRAPHTS Consultants (I) Pvt. Ltd. 71 PWD, GNCTD
Integrated transit corridor development & street network connectivity FEASIBILITY REPORT plan for Outer Ring Road from Modi Mill Flyover to IIT Gate (Stage I & II) that handles no less than 9600 pcu of vehicular traffic during the evening peak hour (straight across the ROB in both directions). The intersection at the toe handles a total of nearly 12800 pcu during the same hour. Both Outer Ring Road with ROW of 45m and Capt. Gaur Marg with ROW of 30m are Master Plan roads. Traffic volume at the intersection of these two roads at the toe of ROB 22 clearly indicates that an at – grade solution, as of present, is not adequate – a fact that is evidenced practically during any hour of the day. The trickiest issue is the proximity between the toe of the ROB and the intersection which has finally compelled certain local traffic management measures in the form of prohibition of right turns from the ROB and from Capt. Gaur Marg – these movements finally passed on as left turn under the ROB (from Capt. Gaur Marg) through the frontage road and through “U” turn under the flyover at Ma Anandmayee Marg (from ROB 22). Obviously, the frontage road is not equipped to handle that kind of traffic. Besides this arrangement opens up several entries at the toe of the ROB 22 right at the intersection making the situation extremely vexing and hazardous for all categories of road users. It may also be noted that Ma Anandmayee Marg, along with Capt. Gaur Marg, offers an alternate route to Ashram avoiding the stretch of Mathura Road between Badarpur and Ashram intersection and thus, has a potential to act as a parallel corridor serving large areas of South Delhi and south of Delhi (including Faridabad). Ma Anandmayee Marg is already acting as a corridor parallel to Mathura Road between Badarpur and Sarita Vihar after the construction of the underpass at Road 13A. Considering the wider and more diverse area coverage offered by these corridors, it may be fair to assume a growth factor of 3.5% p.a. while estimating design year traffic. This would pitch the peak hour traffic volume at Capt. Gaur Marg intersection to an estimated 20,000 pcu by 2035. With Metro coming in one could expect a reduction of nearly 4000 pcu (20%) leaving a resultant 16000 pcu to be handled at the intersection under consideration. The intersection could be expected to become even less efficient and even more hazardous as time goes by.
The stretch of Outer Ring Road between Capt. Gaur Marg and Ma Anandmayee Marg has varying cross section ranging from 4 lanes divided (some part is actually taken up by parking) to nearly 10 lanes divided (nearly 6 lanes on one side and 4 lanes on the other) configurations. These further change at the intersection approaches. The directional split of peak hour traffic is approximately 1: 0.8 (reversing directions during morning and evening peaks).
CRAPHTS Consultants (I) Pvt. Ltd. 72 PWD, GNCTD
Integrated transit corridor development & street network connectivity FEASIBILITY REPORT plan for Outer Ring Road from Modi Mill Flyover to IIT Gate (Stage I & II)
It is with the above background that alternative improvement options, as described hereinafter, have been worked out and examined for the intersection at Capt. Gaur Marg with an eye towards integrating the same with the proposed treatments at the intersection of the Outer Ring Road with Ma Anandmayee Marg.
OPTION I
This option considers provision of a two lane (7.5m) one way vehicular underpass to segregate the right turning movements from Capt. Gaur Marg to Outer Ring Road at the intersection (Concept 1). An estimated 1600 pcu would thereby, be separated in grade reducing the traffic volume at surface level by a like amount. The PROs and CONs of this option would be as follows:
PROs
The right turning traffic from Capt. Gaur Marg will no longer be required to move under the ROB thereby, cutting on detour and delay. It will help improve the efficiency of traffic operation at the intersection – even if not by a very significant margin. It will serve to improve the safety aspect to some extent.
CONs
The intersection is actually on a skew as also on a curve. This results in a crooked alignment of the vehicular underpass with that would have a curve radius of 60m besides having a somewhat broken back alignment. The respite in terms of reduction of traffic volume at the intersection or increase in its capacity is not going to be very significant. At the exit end of the underpass, the entire volume of 4000 pcu shall have to make good within the width that would be available after two lanes being given away to the right turning traffic from Capt. Gaur Marg. At the most critical section that would mean pushing all the 4000 pcu through 2 lanes while the other two lanes are utilised by 1600 pcu. This design does not lend itself to effective integration with the proposed improvement scheme for ma Anandmayee intersection.
CRAPHTS Consultants (I) Pvt. Ltd. 73 PWD, GNCTD
33.50
7.50 CAPTAN GAUR MARG GAUR CAPTAN DMRC-LINE
7.50
11.00
CAPTAIN GAUR MARG INTERSECTION
LOTAS TEMPLE ROAD Î TO- IIT Î R27.50 21.69 TO- MODI MILL
+6.0M 11.50
7.50 10.50
4.73
15.00 DMRC-LINE TO NEHRU PLACE
PROPOSED FOB
SL NO DATE AS PER REMARK REVISED ON
CLIENT: 5.12' 5.12' P . W . D . GOVT. OF DELHI EXISTING ROAD EXISTING ROAD 5.12' 5.12' FOOTPATH FOOTPATH 0.50 EXISTING ROAD 0.50 EXISTING ROAD FOOTPATH PROJECT: 2.50 7.50 11.00 2.50 2.50 10.50 11.50 2.50 INTEGRATED TRANSIT CORRIDOR DEVELOPMENT AND STREET NETWORK/CONNECTIVITY PLAN FOR THE CORRIDOR/INFLUENCE ZONE TOP SLAB TOP SLAB ALONG WITH DETAILED DESIGN OF ALL INTERSECTIONS AND MID-SECTIONS PROPOSED UNDERPASS BASED ON TRAFFIC AND FEASIBILITY STUDIES FOR THE CORRIDOR/NETWORK PROPOSED UNDERPASS FOR OUTER RING ROAD FROM MODI MILL FLYOVER TO IIT GATE
TITLE: 5.12' 5.12' LAYOUT PLAN CARRIAGE WAY CARRIAGE WAY (CONCEPT-1) 7.50 0.50 7.50 0.50 CONSULTANTS: CRAPHTS CONSULTANTS (I) PVT. LTD. 14/3, Mathura Road, Faridabad. CRAPHTS Ph - 91-2278813, 2275948.
X-SECTION - B - B DRG NO - Prepared On : X-SECTION - A - A CRTS / PWD / ORR / LP / 201-A 15 / 09 /2016 SCALE - DRAWN BY Checked By : P. ALAM Managing Director
1:2000 M. Arafat
Integrated transit corridor development & street network connectivity FEASIBILITY REPORT plan for Outer Ring Road from Modi Mill Flyover to IIT Gate (Stage I & II)
OPTION II
This option considers extension of the western approach of the ROB right up to the flyover across Ma Anandmayee Marg and integrating the same after converting the existing flyover at Ma Anandmayee Marg into a two way flyover with each carriageway being of 9.00m width. As in the case of OPTION III discussed later, this option too would warrant de- construction and reconstruction of the western approach of the ROB with the singular difference of the entire 13.50m width, instead of 11.00m width on either side being carried right through and across Capt. Gaur Marg intersection and beyond. After crossing Capt. Gaur Marg, the carriage way on the flyover shall have to be widened to 17.00m width on either side so that the same could be split into 9.00m of through carriageway and 7.00m of ramp. The 9.00m through carriageway shall continue across Ma Anandmayee Marg intersection whose eastern approach will have been reconstructed to merge with the proposed flyover. Concept II shows this option in the form of a concept plan. The PROs and CONs of this option are as follow
PROs
Of all the options, this one gives the best prospect for integrated planning. This will be necessary as the distance between Capt. Gaur Marg and Ma Anandmayee Marg intersections is only around 700m. Integration in the manner stated preclude the possibility of pronounced roller – coaster design. The cross sections at various segments remain consistent helping achieve consistent stream speed and cutting down on surprise changes in traffic environment. The carriageways on either side will be evenly loaded (4000 – 4200 pcu during evening peak hour). The actual volume will be less by an estimated 600 pcu on either side if only one up and one down ramp is provided. If twin ramps are provided on either side, the utilisation of the flyover would be to the extent of 4000 pcu in either direction. With proper utilisation of space under the flyover (for movement of vehicular traffic), a strip width varying between 1.50m and 2.00m may have to be acquired from the NSIC premises. Right turns from Capt. Gaur Marg could be performed at the surface level signalised facility. Right turn from the ROB to Capt. Gaur Marg will ramp down before reaching Ma Anandmayee Marg intersection to take “U” turn at the designated location. The frontage roads at surface level on
CRAPHTS Consultants (I) Pvt. Ltd. 75 PWD, GNCTD
DMRC-LINE
11.00 NEHRU ENCLAVE Î Î TO- IIT TO- MODI MILL
ROWTO NEHRU36.80 PLACE
9.00
6.00
10.00
7.50
10.00 9.00
9.00
11.00
7.50
PROPOSED FLYOVER 11.00
DMRC-LINE
7.50
CL
MA ANANDMAYEE MARG %TCUJ$CTTKGT %TCUJ$CTTKGT ÍSLOPE 2.5% SLOPE 2.5%Î SL NO DATE AS PER REMARK 0.50 1.20 0.50 9.00 9.00 REVISED ON
PROPOSED FLYOVER PROPOSED FLYOVER
CLIENT: P . W . D . GOVT. OF DELHI PROJECT: INTEGRATED TRANSIT CORRIDOR DEVELOPMENT AND STREET NETWORK/CONNECTIVITY PLAN FOR THE CORRIDOR/INFLUENCE ZONE ALONG WITH DETAILED DESIGN OF ALL INTERSECTIONS AND MID-SECTIONS BASED ON TRAFFIC AND FEASIBILITY STUDIES FOR THE CORRIDOR/NETWORK FOR OUTER RING ROAD FROM MODI MILL FLYOVER TO IIT GATE
6.00 TITLE: LAYOUT PLAN
2.00 (CONCEPT-2) CONSULTANTS: CRAPHTS CONSULTANTS (I) PVT. LTD. FOOTPATH EXISTING ROAD EXISTING ROAD FOOTPATH 17.00 14/3, Mathura Road, Faridabad. CRAPHTS 2.50 7.50 7.50 2.50 Ph - 91-2278813, 2275948.
DRG NO - Prepared On : X-SECTION D-D CRTS / PWD / ORR / LP / 201-A1 15 / 09 /2016 SCALE - DRAWN BY Checked By : P. ALAM Managing Director
1:2000 M. Arafat
Integrated transit corridor development & street network connectivity FEASIBILITY REPORT plan for Outer Ring Road from Modi Mill Flyover to IIT Gate (Stage I & II) either side of the western approach to the ROB shall have to cater only to local traffic. This design is going to be the most consistent and fluent.
CONs
De-construction and reconstruction / construction of the various flyovers will cause disruption to the moving traffic till the project is completed. Alternative routes shall have to be planned to take care of the construction time traffic diversion. Space constraint is likely to inhibit the provision of twin ramps (one for going up and the other for coming down) on either side of the proposed flyover. This will result in requirement of surface level facility (mostly in terms of signal phase) for a small portion of (estimated 600pcu during peak hour on either side) straight going traffic at Ma Anandmayee Marg intersection.
OPTION III
This option considers provision of a two-way flyover across Capt. Gaur Marg intersection with each directional carriageway being 11.00m wide. This will be further supplemented by one ramp on each side of the flyover starting from/ending at east of Capt. Gaur Marg intersection (Concept III) This would warrant de-construction and reconstruction of the western approach of the ROB that has 13.50m wide carriageway in each direction. In doing so the frontage access roads would come under severe stress and it would warrant land acquisition on Modi Mill side. For proper geometric fluency, this option would warrant the obligatory span to be on a curve. The PROs and CONs of this option would be as follows:
PROs
This will reduce the delay for the traffic moving straight across the ROB. It will relieve the surface level intersection of nearly 5500 pcu of vehicular traffic during the evening peak hour. The surface level intersection could work as a signalised intersection whereby right turning movements from Capt. Gaur Marg could be performed directly at the intersection itself (instead of taking the detour under the ROB). Right turns from the ROB towards Capt. Gaur Marg could also use the signalised intersection.
CONs
CRAPHTS Consultants (I) Pvt. Ltd. 77 PWD, GNCTD
CAPTAN GAUR MARG GAUR CAPTAN
UNDERGROUND DMRC-LINE
CH-1000 m
DMRC LANE Î
TO- MODI MILL
7.50
7.50
7.50
7.50
11.00 Î 7.50 7.50 TO- IIT DMRC LANE
10.00
CL
SL NO DATE AS PER REMARK REVISED ON %4#5*$#44+'4 %4#5*$#44+'4 %4#5*$#44+'4 %4#5*$#44+'4 CLIENT: 5.12' 5.12' P . W . D . GOVT. OF DELHI 0.50 0.50 PROPOSED FLYOVER PROPOSED FLYOVER PROJECT: 7.50 7.50 INTEGRATED TRANSIT CORRIDOR DEVELOPMENT AND STREET NETWORK/CONNECTIVITY PLAN FOR THE CORRIDOR/INFLUENCE ZONE ALONG WITH DETAILED DESIGN OF ALL INTERSECTIONS AND MID-SECTIONS FOOTPATH BASED ON TRAFFIC AND FEASIBILITY STUDIES FOR THE CORRIDOR/NETWORK FOR OUTER RING ROAD FROM MODI MILL FLYOVER TO IIT GATE TITLE: LAYOUT PLAN FOOTPATH EXISTING ROAD EXISTING ROAD 2.50 (CONCEPT-3) 2.50 7.50 7.50 CONSULTANTS: CRAPHTS CONSULTANTS (I) PVT. LTD. 14/3, Mathura Road, Faridabad. CRAPHTS Ph - 91-2278813, 2275948. DRAIN DRAIN DRG NO - Prepared On : X-SECTION - F - F CRTS / PWD / ORR / LP / 201-A2 15 / 09 /2016 SCALE - DRAWN BY Checked By : P. ALAM Managing Director
1:2000 M. Arafat
Integrated transit corridor development & street network connectivity FEASIBILITY REPORT plan for Outer Ring Road from Modi Mill Flyover to IIT Gate (Stage I & II)
The process of de-construction and reconstruction is going to disrupt traffic operation in this area for the entire period required to complete the project. That may put additional pressure on Mathura Road between Badarpur and Ashram. The distance between the proposed flyover and the one existing at Ma Anandmayee intersection would be nearly 200m that will have to accommodate considerable weaving movements. A roller – coaster effect is inevitable in this case as the flyovers would be in relative proximity. Integration with the flyover existing at Ma Anandmayee Marg is going to be poor from the point of view of geometric consistency (even after provision of a two way grade separator) as the existing flyover offers a 9.00m wide carriageway. The ramps alongside the ROB near Capt. Gaur Marg would cause serious problems of access space for the local traffic.
OPTION IV
This option examines the feasibility of provision of a one-way flyover across Capt. Gaur Marg for the traffic moving straight from the direction of Ma Anandmayee Marg towards Jamia (Concept IV). This is proposed to be a two lane flyover leaving clear headroom of 5.5m at the intersection of Capt. Gaur Marg. The PROs and CONs of this option are as follows:
PROs
Apparently, the traffic moving straight from the direction of Ma Anandmayee Marg across the railway tracks would no longer face a traffic signal at this intersection thereby, cutting down on delay. This would reduce the surface level peak hour traffic volume by nearly 4200 pcu.
CONs
At the critical section a peak hour traffic volume of nearly 4200 pcu shall be pushed on a two lane flyover while the other two lanes shall be at the disposal of nearly 1600 pcu of vehicular traffic. The ramp capacity is going to be highly inadequate. Because of the intersection geometry and adjoining space constraints, the overall geometry of the ramp is not likely to be fluent. Merging this ramp with the ROB approach is going to cause serious concern in the form of loss of frontage access for the properties abutting ROB 22 on the northern flank. Benefits of reduction in delay achieved through the provision of a flyover at the intersection is likely to be totally lost because of expected congestion along the ramp and merging issues
CRAPHTS Consultants (I) Pvt. Ltd. 79 PWD, GNCTD
Î
UNDERGROUND DMRC-LINE
TO- LAJPAT NAGAR
+6.0M
Î
TO- MODI MILL
7.50 9.00 1.90
14.00 Î TO- IIT
7.50 R100.00
Î
SL NO DATE AS PER REMARK REVISED ON %4#5*$#44+'4 %4#5*$#44+'4 CLIENT: 5.12' P . W . D . GOVT. OF DELHI 0.50 PROPOSED FLYOVER PROJECT: 7.50 INTEGRATED TRANSIT CORRIDOR DEVELOPMENT AND STREET NETWORK/CONNECTIVITY PLAN FOR THE CORRIDOR/INFLUENCE ZONE ALONG WITH DETAILED DESIGN OF ALL INTERSECTIONS AND MID-SECTIONS BASED ON TRAFFIC AND FEASIBILITY STUDIES FOR THE CORRIDOR/NETWORK FOR OUTER RING ROAD FROM MODI MILL FLYOVER TO IIT GATE TITLE: LAYOUT PLAN MEDIAN EXISTING ROAD EXISTING ROAD FOOTPATH (CONCEPT-4) 9.00 1.90 14.00 2.50 CONSULTANTS: CRAPHTS CONSULTANTS (I) PVT. LTD. 14/3, Mathura Road, Faridabad. CRAPHTS Ph - 91-2278813, 2275948. DRAIN DRAIN DRG NO - Prepared On : X-SECTION - G - G CRTS / PWD / ORR / LP / 201-A3 15 / 09 /2016 SCALE - DRAWN BY Checked By : P. ALAM Managing Director
1:2000 M. Arafat
Integrated transit corridor development & street network connectivity FEASIBILITY REPORT plan for Outer Ring Road from Modi Mill Flyover to IIT Gate (Stage I & II) at the flyover approach. This alignment is also likely to infringe upon the alignment of the Metro Track.
Preferred Option
Having due regard to the PROs and CONs of each option, it is seen that OPTION II qualifies as the preferred option in this case. Details of improvement proposed under this option is given in Drawing No CRTS/PWD/ORR/LP/201-A
9.2.2 Ma Anandmayee Marg intersection to Nehru Place intersection
The important feature along this segment happens to be the Nehru Place District Centre. The Kalka Ji Temple and the Bahai Temple in the near vicinity of this segment also draw a lot of traffic. The road itself passes through rugged terrain and maintains its ROW of 45m. The mid - block traffic volume near Nehru Place is around 12000 pcu during the evening peak. The southern flank of the road opposite Nehru Place and close to the intersection of LLR Path with the ORR is used heavily by chartered buses for parking and for boarding / alighting purposes. This used to cause serious hindrance to movement of traffic particularly around the intersection. However, a micro traffic management scheme is now in place to take care of this need. The playground adjacent to this area comes to the rescue of this.
The other major bottleneck is at the Old Bhairon Mandir close to a point where a road takes off towards Bahai Temple. The Mandir juts into the road space thereby, adversely affecting the width of the carriageway at this location. With a two-way flyover being proposed at Ma Anandmayee Marg intersection, this bottleneck is likely to impact the traffic stream even more adversely. Ideally, the Mandir should be relocated at a quainter place and the total ROW restored at this location. Short of this however, recourse could be taken to add to the carriageway capacity by including a portion of an adjacent service road after geometric integration of the same.
CRAPHTS Consultants (I) Pvt. Ltd. 81 PWD, GNCTD
Integrated transit corridor development & street network connectivity FEASIBILITY REPORT plan for Outer Ring Road from Modi Mill Flyover to IIT Gate (Stage I & II)
As for the intersection of ORR with LLR Path (commonly known as the Nehru Place intersection), the same has already been developed to its full potential as feasible under the given circumstances. Perhaps in due course of time the LLR Path would also need some kind of grade separation because of further increase in surface level traffic volume. However, that is not an immediate need and, in any case, grade separation along a road with 30m ROW is not going to be easy. Besides Metro Rail is to run underground at this location thereby making things that much more difficult.
The intersection at Ma Anandmayee Marg is facing the brunt of over 16000 pcu of traffic during the peak hour. So far this intersection has been operating with a one – way flyover along with a signalized intersection at the surface level. Volume of traffic turning right at this intersection from MB Road side is very heavy (over 3200 pcu during the evening peak) and as such, the one –way flyover proves unequal to the task as the straight moving traffic on the ORR from Nehru Place side ends up meeting a huge volume of traffic coming from MB Road side. Having considered all aspects including those of geometric propriety and traffic operational facilities, it is observed that this intersection needs to be upgraded into a full two – way flyover that could help avoid the bunching of traffic that frequently occurs under the present system. As has been explained in the proposed development plan for the segment between Modi Mill flyover and Ma Anandmayee Marg intersection, an isolated flyover at this location cannot be of much use (the problem of bunching would persist and geometrically it would be unwise to do so). It is thus, proposed that the two-way flyover provided at Ma Anandmayee Marg intersection must continue till Capt. Gaur Marg intersection and should merge with ROB 22.
In essence therefore, improvement of the segment of ORR between Ma Anandmayee Marg and Nehru Place includes widening of the segment to full utilization of ROW with adequate footpath on either side and provision of an upgraded two – way flyover across Ma Anandmayee Marg intersection that should continue till and, merge with ROB 22. Surface level improvements (besides provision of footpath) would include geometric improvements wherever necessary, provision of “U” turns at suitable locations and provision of bust stops
CRAPHTS Consultants (I) Pvt. Ltd. 82 PWD, GNCTD
Integrated transit corridor development & street network connectivity FEASIBILITY REPORT plan for Outer Ring Road from Modi Mill Flyover to IIT Gate (Stage I & II) some of which would require relocation. The various improvement schemes so derived are given in Drawing No CRTS/PWD/ORR/LP/201-B
9.2.3 Nehru Place Intersection to Chirag Delhi Intersection
The stretch of ORR between Nehru Place intersection and Savitri Cinema intersection is flanked by residential colonies. The cross section of ORR has been developed to the full over this stretch and at – grade intersections improved to ‘left in – left out’ operation with the help of properly located “U” turning facilities.
The intersection at Savitri Cinema is formed on the Outer Ring Road (ORR) by the GK II Main Road. It lies 1125m west of Nehru Place and 770m east of Chirag Delhi intersection along the ORR. To start with, the GK II Main Road with its 24m ROW, was not even a Master Plan Road even though it was to provide connectivity to very sprawling residential and commercial uses. With passage of time this road has become a connector in the NCR – effectively connecting even Faridabad to South Delhi colonies. No wonder therefore, that the intersection of GK II Main Road with the ORR, more commonly known as Savitri Cinema intersection, is required to cater to a peak hour traffic of nearly 16000 pcu.
Under the present configuration there is a one-way flyover at Savitri Cinema that caters to the straight traffic from Nehru Place towards Chirag Delhi. However, the surface level carriageway leading from Chirag Delhi to Nehru place carries nearly the same volume of traffic during the peak hour (nearly 5200 pcu in each direction). Nearly 2000 pcu of traffic turn right from Chirag Delhi side to GK II side at this intersection.
Besides the vehicular congestion that is evidenced at the intersection (surface level), it is a pedestrians’ nightmare particularly affecting people wanting to cross the GK II Main Road. Pedestrian crossing is also very haphazard across the ORR towards east of the intersection (towards Nehru Place).
CRAPHTS Consultants (I) Pvt. Ltd. 83 PWD, GNCTD
Integrated transit corridor development & street network connectivity FEASIBILITY REPORT plan for Outer Ring Road from Modi Mill Flyover to IIT Gate (Stage I & II)
The Metro Rail works are presently on at this location. The Metro Station shall be an underground one abutting the northern flank of the intersection right opposite the GK II Main Road. This is going to add a completely different dimension to the kind of traffic pattern that this intersection would experience after commissioning of the Metro Station. The DMRC has understandably, taken care of this scenario and the plan prepared by the DMRC for this purpose has been suitably integrated with the intersection improvement plan as proposed under corridor development scheme for ORR between Modi Mill and IIT Gate.
The intersection improvement plan, inter alia, recommends grade separation for the straight moving traffic from Chirag Delhi side to Nehru Place side thus, upgrading the currently available one-way flyover into a two-way flyover. ROW of 45m is not available immediately west of the Savitri Cinema flyover. The afflicted part is towards the northern flank of ORR over this stretch. The improvement proposal recommends retrieval of the entire ROW over this section as this will be in the interest of the city level traffic movement. Between Nehru Place and Savitri Cinema flyover, the ORR stands developed to its full width. The detailed improvement scheme is given in Drawing No CRTS/PWD/ORR/LP/201- C&D
9.2.4 Chirag Delhi Intersection to IIT Gate Intersection
The total length of this section happens to be nearly 3.00 kms. Malviya Nagar intersection to the immediate west of Chirag Delhi intersection is at a distance of approximately 1200m while the Khelgaon Marg intersection is nearly 1100m away from the Malviya Nagar intersection. IIT Gate intersection (Sri Aurobindo Marg) is nearly 750m from Khelgaon Marg intersection.
Between Chirag Delhi intersection and Malviya Nagar intersection, the ORR has a fairly uniform cross section except at the minor bridge over the drain skirting Chirag Delhi village. The culvert is 38m wide and should preferably be widened. Rest of the section up to Malviya Nagar intersection is already developed with a 6 lane divided carriageway configuration with service road on either side.
CRAPHTS Consultants (I) Pvt. Ltd. 84 PWD, GNCTD
Integrated transit corridor development & street network connectivity FEASIBILITY REPORT plan for Outer Ring Road from Modi Mill Flyover to IIT Gate (Stage I & II)
Along an otherwise through corridor the at – grade intersection at Malviya Nagar causes considerable delay to the moving traffic. The fallout frequently is in the form of overloading of the service roads that not only creates congestion but also jeopardises safety. In the overall interest of safe and efficient movement of traffic between two high capacity intersections namely, the Chirag Delhi intersection and the Khelgaon Marg intersection, the one at Malviya Nagar is also required to be upgraded.
The Metro Rail switches sides after Savitri Cinema intersection. At Malviya Nagar the Metro alignment is underground and close to the median. Considering the possible options of a vehicular underpass or, a flyover for the straight moving traffic, it is seen that a flyover will be more conducive under the given conditions. The flyover at Chirag Delhi is aligned in the north – south direction and thus, this flyover aligned in the east – west direction would not produce any roller – coaster effect. The distance between the toes of the flyovers at Malviya Nagar and Khelgaon Marg intersections would also be little over 600m. Malviya Nagar is a three arm intersection and a two - way flyover along with signalized intersection at the surface level (with integrated pedestrian phase) has thus been proposed for this location. There is significant movement of pedestrians across the ORR at Soami Nagar (south). This too needs attention. At the present level of understanding, a pedestrian FOB at this location would be desirable. This will have to be supported with elevators for differently abled users. Relocated bus stops are suitably integrated with all such facilities.
Between Malviya Nagar and IIT Gate intersections the ORR has been developed to its full potential. Not much change / improvement is envisaged over this reach. A separate study has recommended provision of vehicular underpass along Sri Aurobindo Marg and the same has been incorporated in the improvement plan for the project corridor.
The improvement proposals as mentioned are shown in Drawing No CRTS/PWD/ORR/LP/201-F&G
CRAPHTS Consultants (I) Pvt. Ltd. 85 PWD, GNCTD