Integrated Multi Modal Transport Plan for NCR
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Functional Plan on Transport for National Capital Region-2032 14 Integrated Multi Modal Transport Plan for NCR Integrated Multi Modal Transport Plan for NCR NCR is a highly dynamic region with fast increasing population and activity concentration. It is a highly urbanized and urbanizing region. It is a region of intense movement of people, goods and services. All types of movements – international, national, inter-regional, intra-regional and intra- urban – take place within, to, from and through the region by a variety of modes – roads, railways, bus, metro, IPTs, personal modes and NMVs. The movement size is intense and pattern complex. The need is to plan, develop, operate and manage an integrated, multi-modal system to enable the different movement needs to be performed efficiently, economically and safely. Integrated Multimodal Transport Plan (IMMTP) has two conceptual components – integration and multi-modality. Integration would need to be ensured at various levels. At the first level is the policy integration, Transport Policy needs to blend with the overall and other sector policies of development of the region. The next important level is the integration between land use and transport. A region/city is a centre of concentration of people and activities dispersed over a spatial frame, resulting in interactions amongst people and activities interlinked and flows of people and goods enabled by the transport system. This symbiotic relationship needs to be maintained at a high level of efficiency to achieve the vision, goals and objectives of development on an efficient and sustained basis. At the third level, it is the integration amongst the sub-systems of the transport system itself. The sub-systems would include users, network, modes, technologies and the environment. In the context of intense and diverse pattern of travel demand there is a need to have a spectrum of mode choice to serve a particular trip in the most efficient, safe and economic manner. The entry of a large number of modes to service travel demand, if left un-coordinated, results in confusion, unhealthy competition, poor service, inefficiency and negative impacts. Multi-Modal planning and operation envisages assigning a role and sphere of action for each mode, singly or in combination, such that each mode is efficient and prospers, the user gets satisfactory service and the region/city benefits. In essence the multi-modal system enables a trip to be made using more than one mode with advantages of cost, time, comfort, safety etc. as compared to performing the trip by only one mode. This calls for building appropriate capacities and integration amongst the modes. The Multi-Modal Transport System (MMTS) meets the needs of the system components. For the user, it provides right capacity at right time and place and at right cost. It provides a dependable, comfortable and safe transport service. For the Operator, it lowers the cost of operation, and results in higher profits. It enables high productivity of the vehicles and manpower. It prevents unhealthy competition amongst service providers. For the government/region/city, it enables optimization of scarce resources – capital, land, energy, etc. It creates less pollution and leads to high sustainability. It promotes desirable urban form and structure. It enables access to transport service and thereby to opportunities, to all the people of the region/city on an equitable basis. In short, the MMTS meets the 5 E’s – Efficiency, Economy, Energy, Environment and Equity. 90 Functional Plan on Transport for National Capital Region-2032 There is a wide difference between a Many Modal System and a Multi-Modal system. The critical element in moving from a Many Modal System to a Multi-Modal System is ‘integration’. System Integration would comprise: Physical integration Operational integration Financial integration and Institutional integration The present Plan addresses the physical and institutional integration aspects. Operational integration which would include the service patterns of the selected modes, the fare policy and management needs to be taken care of while operating the component sub-systems. In a multi-modal system the role, time and areas of operation of each mode needs to be assigned. Roles include operating as a basic system servicing a trip from origin to destination; as a complimentary system to another basic system feeding and extending the catchment area of the later; and as a supplementary system meeting the capacity gap of the other basic system. Every mode needs to perform all roles at some time and place or other. The essence is to allocate the right role and place as best suits the mode’s inherent capacity and characteristics. Planning of a Multi-Modal Transport System is an efficient combination of modes and roles to match the varying needs of demand by time, place and cost. It calls for an institutional and legal framework. The IMMTP-NCR endeavors to incorporate the principles and aspects of integration and multi- modality in the planning of the transport system allocating capacities, roles and areas of operation for the different modes and promoting appropriate institutions to manage the system supported by enabling legal base. For preparation of a long term, integrated, multi-modal transport system, extensive surveys and studies have been carried out to appreciate the physical, demographic, economic, social, traffic, road network, bus system, rail system, air transport, intermediate public transport and commuter characteristics of the NCR. The studies have enabled to identify the issues, constraints and potentials of the region and its transport system. Transport Modals have been constructed to enable forecast of probable size of travel demand in the Horizon Year. Alternate development scenarios projecting the population and employment size and distribution have been developed. Alternate Transport System comprising combination of road network, rail network, commuter rail service, metro rail, bus system (i/c IPT system) have been conceptualized. Wide options in combination of development scenario and transport network alternatives are possible. The selected combinations have been studied based on resultant travel patterns, evaluated based on relevant criteria and the most optimal alternative selected for further detailing into plan, programmes and projects. 14.1 Travel Demand Base Year In 2001, NCR contained a population size of 37.1 million. The population in 2007 (BY) is estimated to be 44.4 million. Urbanization was 56.3% (2001). Traffic surveys have indicated that a total of 8.7 million persons trips and 1.7 million tonnes of goods moved on the road network (2007). In addition are the intense movement by the rail system. The above figures do not include intra-urban movements that take place within the urban areas of the region. 91 Functional Plan on Transport for National Capital Region-2032 Horizon Year The population size of NCR, by 2032, the Horizon Year, has been estimated to be 86.6 million. Transport Modal for NCR has been constructed. It indicates that by 2032, the road based inter-region trips (EE, IE, EI) will be of the order 21 million person trips – ‘Optimistic Scenario’ & 15 million person trips – ‘Business as Usual scenario’. The road based intra-region trip production will be of the order of 9 million person trips on an average day. 14.2 Integrated Multi Modal Transport Plan –Components Based on the surveys and studies carried out, an Integrated Multi Modal Transport Plan (IMMTP) has been identified. The IMMTP would help in improving accessibility of and connectivity to major activity locations in NCR and also promote a balanced high capacity, high quality road and rail network systems. The main proposals are presented hereunder. The NCR – IMMTP includes Road System Bus System Bus Terminal System Rail System (Commuter) Mass Rapid Transit System Airport The sub-sector systems are integrated with each other to provide for seamless transfer amongst each other and extend the accessibility of every location within the region and enable mobility of the people of the region. 14.2.1 Road Network System Road system forms the most important component of the IMMTP in terms of its extent, spread and access. The analysis of existing road system of the region has indicated that the extent and spread is good but the quality is lacking. The dimensions of the future travel demand are many and complex. The main characteristics are: Large Volume Diverse Pattern Multi-Modal Multi-dimensional (international, inter-city, intra-region, intra-zonal, intra-urban, etc) Large size of non-destined traffic with reference to different spatial units – the NCR, the Policy Zones (NCTD & CNCR), and the urban centres. The proposed Road Network Plan provides for High capacity High mobility (speed) Rational movement pattern (segregation of different movement types at appropriate spatial levels) Re-organisation from a predominantly radial pattern oriented to NCTD into a balanced radial- cum-grid pattern for upgrading the accessibility and connectivity of the regional centres. 92 Functional Plan on Transport for National Capital Region-2032 14.2.1.1 Hierarchy The Road Network Plan is envisaged in a hierarchical system comprising – i) Regional Expressways (Inter-urban) ii) Regional Arterials (which include National Highways) iii) Regional Sub-arterials (which include State Highways) iv) Regional Collector Roads (which include Major District Roads) and v) Regional Access Roads (which include ODR & Village Roads) 14.2.1.2 Road Network Extent The proposed NCR Road Network extends over 7402 km. This does not include a large extent of ODRs and Village Roads and Urban Roads which are to be identified and planned as part of sub- regional plans and urban Master Plans. The increase in the extent of the network may seem to be small over that of 6157 km in 2007. However there is substantial increase in 1) capacity, from 11,929 lane-km in 2007 to 34,396 lane-km in 2032, and 2) quality and speeds with an extensive network of expressways and upgraded arterials.