(Concept) Integrated Transit Corridor Development PDF

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

Junction to Junction of Rani Jhansi Road with G.T. Road
2014
Government of National Capital Territory of Delhi
Public Works Department
Integrated Transit Corridor Development and

Street Network/Connectivity Plan
G.T. Road from Azadpur Junction to Junction of Rani Jhansi

Road with G.T. Road
CONCEPTUAL DESIGN REPORT

FEBRUARY 2014
ICRA Management Consulting Services Limited

Logix Park, 1st Floor, Plot No A4 & A5, Sector 16, Noida 201301, INDIA
Inception Report Page | 0

Integrated Transit Corridor Development and Street Network/Connectivity Plan for G.T. Road from Azadpur
List of Abbreviations
AADT Average Annual Daily Traffic
ADT Average Daily Traffic
BOQ Bill Of Quantities
DDA Delhi Development Authority
DJB Delhi Jal Board
DMRC Delhi Metro Rail Corporation
DPR Detailed Project Report
DUAC Delhi Urban Art Commission
EIA Environmental Impact Assessment
EMP Environmental Management Plan
GNCTD Government of National Capital Territory of Delhi
GT Road Grand Trunk Road
IMaCS ICRA Management Consultancy Services Limited
ITC Integrated Transit Corridor
MoUD Ministry of Urban Development
MPD Master Plan for Delhi
MRTS Mass Rapid Transit System
NCTD National Capital Territory of Delhi
NH-1 National Highway 1
NMT Non-Motorised Transport
OD Origin Destination
PIA Project Influence Area
PT Public Transport
PWD Public Works Department
RFP Request for Proposal
ROW Right of Way
RSI Road Side Interviews
SIA Social Impact Assessment
TOR Terms of Reference
TVC Traffic Volume Count
UTTIPEC Unified Traffic and Transportation Infrastructure (Planning & Engineering) Centre
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Contents
Chapter 1 : Introduction 5
1.1 About the Document 5
Chapter 2 : Study Background 6
2.1 Study Objective 6
2.2 Study Terms of Reference and Scope 6
2.3 Exclusions and Clarifications 9
2.4 Key Deliverables and Work Plan 10
Chapter 3 : Project Area Appreciation 11
3.1 Zone C Civil Lines Zone 11
3.2 Project Corridor Description 14
Chapter 4 : Study Methodology and Work Plan 29
4.1 Proposed Analytical Framework 29
4.2 Data Collection 30
4.3 Primary Survey Plan 33
Chapter 5 : Primary Surveys 36
5.1 Traffic Surveys 36
5.2 Stakeholders Opinion 58
5.3 Topography Survey 59
Chapter 6 : Traffic Growth Forecast 60
6.1 Methodology of Traffic Growth Estimation 60
6.2 Estimated Traffic Growth on the Project Corridor 61
Chapter 7 : Traffic Impact Assessment 62
Chapter 8 : Conceptual Proposal for Improvement Measures 66
Chapter 9 : Concept Evaluation 71
9.1 Way Forward 73
Annexure
Annexure-1: Context Plans
Annexure-2: Base Map and Data including the Existing Service Layout Plan and Existing Street
Sections
Annexure-3: Conceptual Proposals for Improvement Measures
List of Tables
Table 1: Key Deliverables...................................................................................................................... 10
Table 2: Sub-Zones along Corridor Alignment...................................................................................... 15
Table 3: Summary of Major Intersections ............................................................................................ 16
Table 4: Summary of Major Transport Facilities .................................................................................. 17
Table 5: Summary of Proposed Metro Lines ........................................................................................ 17
Table 6: Summary of Opportunities & Constraints .............................................................................. 19
Table 7: Primary & Secondary Data Requirement ............................................................................... 30
Table 8: Policies/Guidelines Reviewed ................................................................................................. 31
Table 9: Traffic Survey Locations and Schedules .................................................................................. 36
Table 10: Vehicle Classification and PCU Factors ................................................................................. 37
Table 11: Traffic Summary on G.T. Karnal Road near Malkaganj Market ............................................ 38
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Table 12: Traffic Summary on Ambedkar Marg near Malkaganj Market............................................. 39

Table 13: Turning Traffic Volume Summary of Ghantaghar (Clock Tower) Intersection ..................... 41
Table 14: Peak Hour Turning Traffic Volume Summary of Ghantaghar (Clock Tower) Intersection ... 41
Table 15: Turning Traffic Volume Summary of Kamla Nagar Intersection ........................................... 44
Table 16: Peak Hour Turning Traffic Volume Summary of Kamla Nagar Intersection ......................... 44
Table 17: Turning Traffic Volume Summary of Arya Bhat Polytechnic Intersection ............................ 47
Table 18: Peak Hour Turning Traffic Volume Summary of Arya Bhat Polytechnic Intersection .......... 47
Table 19: Turning Traffic Volume Summary of Azadpur Intersection (Roundabout) .......................... 50
Table 20: Peak Hour Turning Traffic Volume Summary of Azadpur Intersection (Roundabout) ......... 50
Table 21: Traffic Zoning System ........................................................................................................... 55
Table 22: Regional Distribution (in %) of Traffic on the Project Corridor ............................................ 56
Table 23: Distribution (in %) of Local and Through Traffic on the Project Corridor............................. 56
Table 24: ECS Values Adopted for Various Vehicle Types .................................................................... 56
Table 25: Mode-wise On-street Parking Demand from Ghantaghar Roundabout to GT Road-
Ambedkar Road Intersection................................................................................................................ 57
Table 26: Mode-wise On-street Parking Demand from Mahavir School to Arya Bhat Polytechnic
Intersection .......................................................................................................................................... 57
Table 27: Traffic Growth Rates of Different Traffic Streams on the Corridor ...................................... 61
Table 28: Traffic Growth Rates of Different Traffic Streams on the Corridor with Proposed Metro... 61
Table 29: Traffic Impact Assessment of Project Corridor Required Number of Lanes ...................... 65
Table 30: Option Evaluation ................................................................................................................. 71
List of Figures
Figure 1: Zonal Development Plan for Zone C Civil Lines Zone ....................................................... 13
Figure 2: Project Corridor Alignment ................................................................................................... 14
Figure 3: Indicative Influence Area of the Project Corridor ................................................................. 14
Figure 4: Special Area along project corridor ....................................................................................... 15
Figure 5: Select Visuals along the Project Corridor .............................................................................. 18
Figure 6: Proposed Analytical Framework............................................................................................ 29
Figure 7: Traffic Survey Locations......................................................................................................... 37
Figure 8: Traffic Composition on G.T. Karnal Road near Malkaganj Market ........................................ 38
Figure 9: Traffic Composition on Ambedkar Marg near Malkaganj Market ........................................ 39
Figure 10: Turning Movement Diagram of Ghantaghar (Clock Tower) Intersection ........................... 42
Figure 11: Peak Hour Turning Movement Diagram of Ghantaghar (Clock Tower) Intersection .......... 43
Figure 12: Turning Movement Diagram of Kamla Nagar Intersection ................................................. 45
Figure 13: Peak Hour Turning Movement Diagram of Kamla Nagar Intersection ............................... 46
Figure 14: Turning Movement Diagram of Arya Bhat Polytechnic Intersection .................................. 48
Figure 15: Peak Hour Turning Movement Diagram of Arya Bhat Polytechnic Intersection................. 49
Figure 16: Turning Movement Diagram of Azadpur Intersection (Roundabout) ................................. 51
Figure 17: Peak Hour Turning Movement Diagram of Azadpur Intersection (Roundabout) ............... 52
Figure 18: Traffic Composition of Ghantaghar (Clock Tower) Intersection ......................................... 53
Figure 19: Traffic Composition of Kamla Nagar Intersection ............................................................... 53
Figure 20: Traffic Composition of Arya Bhat Polytechnic Intersection ................................................ 53
Figure 21: Traffic Composition of Azadpur Intersection (Roundabout) ............................................... 54
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Figure 22: Hourly On-street Parking Accumulation from Ghantaghar Roundabout to GT Road-
Ambedkar Road Intersection................................................................................................................ 57
Figure 23: Hourly On-street Parking Accumulation from Mahavir School to Arya Bhat Polytechnic
Intersection .......................................................................................................................................... 57
Figure 24: Traffic Growth Estimation Methodology............................................................................. 60
Figure 25: Traffic Impact Assessment of Existing Situation at Ghantaghar and Kamla Nagar Junction62
Figure 26: Traffic Impact Assessment of Existing Situation at Arya Bhat Polytechnic and Azadpur
(Roundabout) Junction ......................................................................................................................... 62
Figure 27: Existing Average Journey Speed on the Corridor (in km/hr) ............................................... 63
Figure 28: Reduction in Journey Speed due to Mixed Traffic .............................................................. 63
Figure 29: Traffic Impact Assessment of Project Corridor with Forecasted Traffic at the end of Year
2021 ...................................................................................................................................................... 64
Figure 30: Traffic Impact Assessment of Project Corridor with Forecasted Traffic at the end of Year
2031 (Considering Metro Proposal) ..................................................................................................... 64
Figure 31: Impact of V/C Ratio on Journey Speed on Project Corridor ................................................ 64
Figure 32: Option-1 Conceptual Proposal ............................................................................................ 66
Figure 33: Comparison between Schematic Cross Sections of Existing Situation and Concept-1 ....... 67
Figure 36: Comparison between Schematic Cross Sections of Different Concepts ............................. 70
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Chapter 1 : Introduction
1.1 ABOUT THE DOCUMENT
The Public Works Department, Government of N.C.T. Delhi, has appointed ICRA Management
Consulting Services Ltd. (IMaCS) to provide Consultancy Services for preparing an Integrated Transit
Corridor Development and Street Network/Connectivity Plan for G.T. Road from the Azadpur
Junction to the Junction of Rani Jhansi Road.
The key study components comprise of:-
I. Undertaking requisite surveys along the corridor and its influence area to ascertain existing
scenario and forecast demand;
II. Preparing Conceptual Designs for Integrated Transit Corridor with 2-3 optional schemes and
corresponding block cost estimates;
III. Preparing Detailed Designs for approved conceptual scheme and assist the client in layout of
approved scheme on ground, if implemented within 12 months of study completion.
The present document is meant to be a conceptual design proposal submission towards the slated
study that articulates our understanding of the assignment, discusses the underlying analytical
framework and the proposed study methodology to be adopted across the various study modules.
The report also aggregates the option evaluation emanating from the scoring of individual options
based on different evaluation criterion. The CONCEPTUAL DESIGN REPORT has been structured
along the following lines:-
Chapter 2 discusses the study background; scope of work and stated deliverables and timelines;
Chapter 3 presents appreciation of the Project Study Area and discuss the constraints &
opportunities observed during the reconnaissance site visit;
Chapter 4 articulates the proposed analytical framework underlying the study, details out study
approach & methodology and proposes primary survey plan and study Work Plan;
Chapter 5 represents the primary survey and analysis required to prepare the improvement
concepts;
Chapter 6 explains the estimation of traffic growth factor on the project corridor and accordingly the
future forecasted traffic for the corridor;
Chapter 7 assesses the impact of future forecasted traffic on different stretches of the project
corridor;
Chapter 8 describes the different conceptual options including improvement measures;
Chapter 9 addresses the evaluation of the proposed concepts and the way forward.
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Chapter 2 : Study Background

With an aim to augment public transport services, the Government of NCT of Delhi (GNCTD) has
planned a city-wide public transport network in Delhi. This network includes nearly 345 km of
Integrated Transport Corridors (ITC)/ Bus Rapid Transit (BRT) System network. Phase I of BRT, a 14.5
km long corridor from Delhi Gate to Ambedkar Nagar Terminal has already been implemented.
Phase II, Karawal Nagar to Shastri Park, is awaiting GNCTD Cabinet approval. Fourteen new BRT
corridors have been identified as Phase III of the BRT network. Out of the fourteen corridors the
Transport Department of GNCTD has awarded seven corridors to DIMTS and remaining seven to
PWD.
To reinforce and integrate wider road network in Delhi, PWD Flyover Project Division had recently
invited consultants for designing few Integrated Transit Corridors within its jurisdiction. This study
pertains to designing Integrated Transit Corridor Development and Street Network/Connectivity
Plan for G.T. Road from Azadpur Junction to Junction of Rani Jhansi Road with G.T. Road. The
proposed corridor is approximately 6km in length and falls within Zone C Civil Lines Zone.
The Public Works Department, Government of N.C.T. Delhi, has appointed ICRA Management
Consulting Services Ltd. (IMaCS) vide a competitive selection procedure to render Consultancy
Services for preparing an Integrated Transit Corridor Development and Street Network/Connectivity
Plan for G.T. Road from the Azadpur Junction to the Junction of Rani Jhansi Road with G.T. Road.
The Letter of intent was issued in March 30, 2013 and the contract formally signed on 15th April
2013.
2.1 STUDY OBJECTIVE
The primary objective of the study is to prepare a Detailed Project Report (DPR) encompassing
Integrated Transit Corridor and Street Network/Connectivity Plans for the corridor to ascertain
existing traffic scenario and problems to make appropriate traffic management and engineering
design recommendations aimed at improving intermodal connectivity, increasing public transport
ridership and reducing traffic congestion and eventually journey times.
The Consultant aims to work under government goals and framework, and would assess and
evaluate the conceptual options amidst the UTTIPEC framework. The goals are as mentioned below:
Environment: A reduction in the impact on the environment;
Safety: An improvement in the safety of motorised and non-motorised users and an increase
in security;
Economy: An improvement in economic efficiency;
Accessibility: Improving the ability of people to reach locations by different modes;
Integration: Increasing integration between types of transport and integration with land-use
planning and other policies.
2.2 STUDY TERMS OF REFERENCE AND SCOPE
The study terms of reference have been thoroughly outlined within the tender document however
the consultant would take this opportunity to reiterate it here:

To carry out Total Station Survey with geo -referencing for the:
- Corridor ( as defined above) and network comprising all connecting roads /streets up to
500m depth beyond the ROW all along the proposed corridor;
- Area covering foot prints of buildings or 50 m from center line of ROW (whichever is
less) on both sides of the corridor and connecting roads/streets showing entry/exit
points/gates etc. in detail;
To incorporate the future proposal of Metro/BRT along the corridor or the surrounding
network;
To carry out classified Traffic Volume Count survey on all intersections and mid-sections of
the corridor and network within influence zone area for all categories of fast and slow
vehicles( All public and private modes including cycle, cycle rickshaw, and pedestrian) for 24
hours on any 2 mid-week working days;
To carry out Origin-Destination (OD) survey of traffic for all modes including the bicycle,
NMT and pedestrians on sample basis for three consecutive working days (16 hours both
directions) at all major locations on the corridor and network within influence zone to be
finalized in consultation with PWD and UTTIPEC. The O-D survey will be undertaken from
06.00 hours to 22.00 hours. The O-D survey should be at least 10% of the total passenger
volume on the study corridor;
To carry out Speed and Delay survey for the corridor under study to suggest suitable
measures for segregation and smooth flow of traffic to ensure traffic safety;
To carry out Public Transport Survey in general on routes, frequency, reliability, last mile
mode use, occupancy survey for all modes including bus, metro following standard survey
procedure and also opinion survey of public transport users regarding last mile connectivity
and reliability of public transport and para-transit modes;
To carry out Pedestrian/ NMT survey opinion, occupancy, Origin-Destination points,
movement conditions, crossing facilities etc.;
To study the present signal system/cycle time, provision of markings/signages at all
intersections and mid sections all along the corridor and network within influence zone;
To carry out road inventory survey i.e. Study and mapping of all physical features
(permanent/temporary, legal/illegal including authorized parking) within the right of way of
the corridor and network under influence zone;
To carry out Parking (off street and on street) survey showing authorized/unauthorized
parking on road and off road on the corridor and network under influence zone showing
duration, time, number of vehicles (all modes), parking charges, capacity, area under parking
etc.;
To carry out Activity survey showing present road use pattern by all road users on a map of
the corridor and network under the influence zone;
All the survey formats shall be approved/vetted by PWD/UTTIPEC and only then they shall
be used on the field;
Fixing of permanent bench marks at important points correlated with Survey of India Bench
Mark;
Collect the data of infrastructure existing on the ground, below & above the ground and
levels of the ground and also identify the monument, reserved green/ parks, water bodies,
sensitive/ defence areas in the vicinity and its influence on the proposed corridor.

To obtain details of underground / over ground services from various utility department like
MCD, BSES, MTNL, DJB, DTL etc., inventorying the same and prepare necessary shifting plans
for these services in consultation with PWD and utility department;
Locations of trees with girth more than 30 cm (measured at 1 m height from the ground
level) in separate Auto Cad layer. A table, showing location, type, their species, and girth
diameter and reference number duly shown on the plan shall be made. The trees at site to
be numbered and marked with paint including the identification of trees, which can be
saved (without cutting), if falling on median;
The feasibility survey shall be in accordance with the UTTIPEC, DDA Guide Lines and other
parameters;
Environmental Impact Assessment studies, if required;
Traffic Impact Assessment & its management all along corridor & 500 meter across the
alignment on roads meeting the alignment.
Prepare following Plans:-
- Prepare the Integrated Transit Corridor (ITC) Development Plan with detailed design of
intersections, mid-sections and all other features as per the UTTIPEC Street Design
Guidelines for the corridor and for the area covered under the Total Station Survey
specified under the para B (i) above;
- Prepare a comprehensive Traffic Circulation system, Network and Connectivity plan for
the corridor and network under the influence zone;
- Prepare a public transport oriented specific last/first mile connectivity plan for the
entire influence zone;
- Prepare Multimodal integration plan for the intense zone around all Metro stations ( 3-4
stations) along the corridor;
- Prepare Multi-modal integration and connectivity plans as per the specific
Checklist/guidelines of UTTIPEC;
- Prepare On- Street parking plan, if any, on the corridor/network and identify suitable
Off Street parking sites within the influence zone;
- Prepare design of all signages, road markings along with other road features required to
facilitate all road users as part of UTTIPEC Street Design Guidelines;
The Proposal shall be submitted to UTTIPEC as per the contents and detailed stages
mentioned in the approved format for submission and to be submitted at following stages
for scrutiny and deliberations in the UTTIPEC:
- Stage I & II. Project details and conceptual design with 3 options;
- Stage III, i.e. with detail design proposal;
Preparation of 2 to 3 optional scheme with rough indicative cost and execution time and
most viable/ preferred scheme with models for the junctions after study and analysis of data
and discussion with Engineer-in-charge PWD;
Present the scheme before UTTIPEC, Delhi Urban Art Commission, and any other
organization like Archaeological Survey of India, MCD, DDA, Delhi Police etc. on behalf of
PWD, GNCTD and getting the approval from them;
Design of Cross Section/ Longitudinal section shall be adhered to as per UTTIPEC/IRC
Standards/ Guidelines;
Presentation of proposal at any point of time required by the PWD (GNCTD)/UTTIPEC shall
be made available by the consultant;

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

desired locations as per UTTIPEC submission format and as per direction of UTTIPEC/PWD;
Prepare & submit a Detailed Project Report and Economic Analysis of the project (Min. 4
sets) based on the detail design of the proposal approved by UTTIPEC before
implementation of the project by PWD. A copy of the same shall be submitted to UTTIPEC
for reference and records (soft & hard copy);
Submit all the architectural drawings of foot over bridge, if required, approved as part of
overall proposal. In case of feasibility of two or more proposals, then merits and demerits of
each of the proposal is to be furnished for the consideration of PWD, GNCTD;
Effecting necessary changes/modifications to the plans as and when required by the
competent authority and submission of Ten sets of final drawings along with soft copy in
desired format to PWD (GNCTD) and Ten sets of layout plans along with soft copy in desired
formats showing services details;
Some field work may have to be done at night and requisite lighting arrangements etc. for
night working shall be made;
Ensure all road / traffic safety measures including deployment of traffic marshals, placing of
proper barricading boards, traffic safety cones, and use of traffic safety jackets etc. as per
direction of Engineer-in-Charge;
All the ground levels shall be plotted in the form of L-Section in computer AUTO CAD with
scale 1:1000 horizontal, 1:100 vertical. For X-Sections, it would be at 1:100 horizontal and
1:50 vertical;
Carryout micro simulation if desired by the PWD/UTTIPEC for the whole stretch under study;
After approval of Integrated Transit Corridor Improvement Scheme from UTTIPEC/DUAC,
and issue 10 sets of Detailed drawings along with soft copy, prepared as per UTTIPEC
Street Design Guide line and as approved by UTTIPEC/DUAC. The Detailed drawings shall
consist of details of every component of corridor improvement scheme i.e. main carriage
way, footpaths, service road, NMV lanes, central verge, street furniture, street lighting, Bus
stops/Bus bays, Parking areas, road marking, signages, Public amenities, drainage, Multi
Utility Zone/ Green area, Rain Water Harvesting Scheme, Horticulture work details etc.;
Structural design and issue of structural drawings is not in the scope of work;
The required models of the proposal, to be submitted to DUAC/UTTIPEC etc., shall be
prepared by the consultant and nothing shall be paid on this account;
Assist the client in layout of approved scheme on ground, if implemented within 12 months
of study completion;
Adhere to the Scope of the study in its true letter and spirit while preparing the proposals
and reports; and during various submission stages. Also incorporate the observations and
suggestions by PWD/UTTIPEC.
2.3 EXCLUSIONS AND CLARIFICATIONS
Whilst the aforesaid TOR is quite descriptive there are certain elements of the study that were
discussed and omitted during the prebid meeting. The consultant has described those study
components for clients reference and confirmation:
The Environmental Impact Assessment shall be undertaken only if it is found to be necessary
based on the extent of tree felling proposed in the final proposal;

The Social Impact Assessment (SIA) & Environmental Management Plan (EMP) has not been
envisaged as part of the study and shall not be undertaken within the study budget;
Block (rough) Cost Estimates for all the proposals shall be prepared for consideration and
selection. However, Detailed Cost Estimates shall not be prepared for the study;
Preparation of the Completion Plan after completion of the project work has been omitted
from the study;
Preparation of detailed architectural drawings of foot over bridge or any other similar
structures such as Underpass, Bus Queue Shelter (BQS) and Public Amenities shall only be
prepared if proposed within the final proposal;
Preparation of structural design and issue of structural drawings shall not be undertaken
within study scope and budget;
Geotechnical Investigations and any corresponding analysis shall not be undertaken within
study scope and budget;
Land Acquisition Plan highlighting the details of land required for acquisition shall only be
prepared if deemed necessary as part of the final proposals;
Preparation of micro simulation model shall only be undertaken if desired by the
PWD/UTTIPEC for the study corridor.
2.4 KEY DELIVERABLES AND WORK PLAN
The following are the proposed deliverables and timelines:-
Table 1: Key Deliverables
Sr. No. Deliverable

Submission of Inception Report for scrutiny and approval of
1
PWD
Submission of plans (Stage I and Stage II as per format for
2
submission) for consideration and approval by UTTIPEC
Submission of plans (Stage III as per format for submission) for
3
consideration and approval by UTTIPEC
Submission of Plans and Architectural Model to DUAC and its
4
approval by DUAC
Submission of final Drawings (Detailed drawings based on
5
Street Design Guidelines of UTTIPEC) to PWD
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Chapter 3 : Project A rea Appreciation

This chapter aims to introduce and highlight existing characteristics of the Project Influence Area
(PIA) and the wider zone. It discusses the provisions made in Zonal Development Plan and
Masterplan for Delhi (MPD) 2021 and highlights any provisions that shall be considered for the
study.
3.1 ZONE C CIVIL LINES ZONE 1
The National Capital Territory of Delhi (NCTD) is divided into 15 planning Zones (Divisions)
designated as 'A' to 'P' (except Zone 'I') in the Master Plan 2021. Zone 'C', also known as Civil Lines
Zone, is located towards North and is spread across an area of 3959 Hectares consisting of 21 Sub-
Zones. The Zone C is bordered by four adjoining zones namely, Zone A, H, O and P. The Zone is
demarcated either by arterial road, railway line or other land uses and its boundaries are as follows:
North-East Part Ring Road, Outer Ring Road, Zone-'O' (River Yamuna)
N.H.-1 & 'P-II' (North Delhi) adjoining Sub-zone C-21.
North-West Zone 'P-I' (Narela) & Zone 'P-II' (North Delhi)
South-East Old City (Zone-'A')
South-West Delhi Amritsar Railway Line
Zone-'H' (North West Delhi-I)
3.1.1 Special Characteristics of the Zone

The Zone houses a mixture of diverse cultures from Mughal ad British era and the same is reflected
in the architecture of some of the heritage buildings and gardens. Shahjahanabad (Old City) is
located within this zone and is part of the Special Area along with Sub-Zones C-1 (Kashmiri Gate), C-4
& C-5 (Old Subzi Mandi), C-6 (West MaIka Ganj), C-7 (East MaIka Ganj) and C-I0 (Jawahar Nagar-Part)
that requires redevelopment plans to be made as per the special provisions given in the Master Plan.
It also houses some of the Regularized Unauthorized Colonies such as Adarsh Nagar group of
Colonies; Nirankari Colony etc. as well as number of plotted residential colonies such as Shakti
Nagar, Kamla Nagar, Roop Nagar etc. that were set up before MPD-62.
The zone has been developing since pre-independence era and through the MPD-1962, MPD-2001
and now MPD-2021. The population of the Zone as per Census 2001 and its estimated holding
capacity are 6,79,000 and 7,88,000 respectively. The Zone also houses Azadpur Mandi that now
forms part of the centrally located urbanized area and experiences heavy inter-city and intra-city
truck movement. As per MPD 2021, this has been now designated as Sub City level wholesale market
aimed at catering the needs of population at local level whereas the city level requirement shall be
shifted to Integrated Freight Complex in Narela near entry point of Delhi.
1
Zonal Development Plan for Zone C (Civil Lines Zone), Delhi Development Authority, 2010

3.1.2 Transportation System

The transportation network within the zone spread across 414.4 hectares, out of total 3959
hectares, and accounts for about 10.66% of land area. The N.H-1 (G. T. Karnal Road) converges into
this zone whereas Outer Ring Road forms the north-eastern boundary of the zone that acted as an
embankment to protect this low lying area from floods in 1982. It is served by Jahangirpuri Huda
City Centre (yellow line) metro system that is partly underground and overground. A BRT Corridor of
approximately 14 Km from Moolchand to Jahangirpuri has also been proposed with an envisaged
bus terminal at Jahangirpuri. Within the Zone, it shall ply from Salimgarh Fort on Ring Road to
Metcalf House and further from Metcalf House on Outer Ring Road to Jahangirpuri, Mukarba Chowk.
MPD-2021 has identified a number of Urban Relief Roads within the Zone for detailed feasibility.
One of the proposed urban relief road plans to give access to Azadpur Fruit & Vegetable Market
from its back along the existing Railway line so as to reduce congestion on G. T. Karnal Road. Also,
Road Development Plans, funded under JnNURM project, are also envisaged to be prepared for
roads having 30m and above ROW. The Masterplan also permits provision of segregated
cycle/rickshaw tracks on feeder roads to metro station however these are not permitted on the
Arterial roads.
On-street parking is rampant across majority of the Zone, especially in the commercial streets of
many Sub-Zones, leading to heavy congestion. The Master Plan permits provision of underground
parking facilities under the open areas such as parks & gardens and also multilevel parking facilities.
Once such multilevel parking has been proposed in Kamla Nagar subject to land availability and
requisite permissions from concerned authorities.
Figure 1 presents Zonal Development Plan for Zone C highlighting distribution of various land uses.

Integrated Transit Corridor Development and Street Network/Connectivity Plan for G.T. Road from Azadpur Junction to Junction of Rani Jhansi Road with G.T. Road
Figure 1: Zonal Development Plan for Zone C Civil Lines Zone

3.2 PROJECT CORRIDOR DESCRIPTION
The project corridor is approximately 6km in length and falls within Zone C Civil Lines Zone. The
corridor starts from Azadpur Junction traversing along G. T. Road and terminates at the junction with
Rani Jhansi Road. The corridor can be distinctively bifurcated along the following two road tranches:-
1. Azadpur Junction to Road No. 48 Junction having 45m ROW and;
2. Road No. 48 Junction to Rani Jhansi Road having 30m ROW.
Figure 2 presents project corridor alignment highlighted in red over the Zonal Development Plan.
Figure 2: Project Corridor Alignment
The corridor traverses through varied land uses and has numerous connecting roads and local
streets. The design measures that shall be recommended during the study would undoubtedly
influence adjoining land uses and roads. The indicative Influence Area, spread approximately 500m
on both sides of the corridor has been highlighted in violet colour in Figure 3.
Figure 3: Indicative Influence Area of the Project Corridor

As observed in the corridor alignment plan, the corridor traverses through various Sub-Zones of
Zone C and details of these Sub-Zones are presented in Table 2.
Table 2: Sub-Zones along Corridor Alignment
Sr. No. Sub-Zone Name of the Area
1 C-4 Old Subzi Mandi
2 C-5 Old Subzi Mandi
3 C-6 Malka Ganj (West)
4 C-9 Shakti Nagar
Roop Nagar, Kamla Nagar,
5 C-10
Jawahar Nagar
6 C-11 Northern Ridge
7 C-17 Rana Partap Nagar
8 C-18 Tripoli Area
9 C-19 Model Town
10 C-20 Adarsh Nagar
It can be noted that Sub-Zones C-4 & C-5 (Old Subzi Mandi) and C-6 (West MaIka Ganj) that fall
alongside the corridor are declared as Special Area requiring redevelopment plans to be made as per
the special provisions given in the Master Plan. Figure 4 presents snapshot of the Special Area Map
demarcating the aforesaid Sub-Zones.
Figure 4: Special Area along project corridor

The corridor navigates through variety of land uses and has two heritage structures along it. These
structures/monuments are:
1. Tripolia Gateways: Centrally Protected Monument under Delhi Circle, Archeological Survey
of India;
2. Tomb unknown, on G. T. Karnal Road near Gurudwara Nanak Piao: Monument notified by
Department of Archaeology, GNCTD.
The corridor also has number of major and minor intersections that currently effect traffic flow and
journey times and shall be looked into detail over the study to recommend potential improvements.
Table 3 presents the list of major intersections along the corridor along with approximate chainage
and brief description.
Table 3: Summary of Major Intersections
Sr. Chainage No. of Type of
Major Intersections Type of Junction
No. (Km) Arms Movement
G. T. Karnal Road with Ring Road At Grade with
1 0.00 4 Signalised
(Azadpur Junction) Underpass
G. T. Karnal Road with Mall Road At Grade with
2 0.50 3 Signal Free
(Azadpur Bus Terminal) Roundabout
G. T. Karnal Road with Stadium
3 1.30 At Grade 3 Signal Free
Road
G. T. Karnal Road with Ashok Vihar
4 1.70 At Grade 3 Signalised
Flyover
G. T. Karnal Road with Pambri
At Grade,
5 2.80 Marg & Swami Narayan Underpass 4 Signalised
Staggered
Road
G. T. Karnal Road with Satyawati
6 3.90 Marg & Inder Chandra Shastri At Grade 4 Signalised
Marg
G. T. Karnal Road with Chandrawal
At Grade,
7 4.60 Road & Roshanara Road 4 Signal Free
Roundabout
(Clock Tower)
G. T. Karnal Road with Prof. N. D.
8 5.50 At Grade, Y-Fork 3 Signal Free
Kapoor Marg
G. T. Karnal Road with Rani Jhansi
9 5.80 Road, Lala Hardev Sahai Marg & At Grade 5 Signalised
Zorawar Singh Marg
The corridor, and near vicinity, also house number of major transport facilities that currently provide
public transport users opportunity to change modes. These interchanges serve as a lifeline to the
local community and shall be studied in detail so as to ascertain any problems in terms of
accessibility, service connectivity, etc. and recommend appropriate improvement measures. Table 3
presents the list of major intersections along the corridor along with approximate chainage and brief
description.

Table 4: Summary of Major Transport Facilities

Sr. Chainage
Transport Facilities Comments
No. (Km)
Existing metro station serves yellow line and has
car parking, cycle rickshaw/auto stands and metro
feeder service facilities.
1 0.50 Azadpur Metro Station
The metro station shall be converted into an
interchange station with proposed new metro lines
planned as part of Phase III and IV.
Existing bus terminal within vicinity of metro
2 0.50 Azadpur Bus Terminal
station.
Existing metro station serves red line from Rithala
3 6.00 Pulbangash Metro Station
to Dilshad Garden.
Existing metro station serves red line from Rithala
4 6.50 Tis Hazari Metro Station
to Dilshad Garden.
The study corridor shall also witness few metro lines in coming years with an ongoing expansion of
Delhi Metro system in Phase III & IV. Table 5 summaries proposed metro lines along study corridor.
Table 5: Summary of Proposed Metro Lines
Sr.
Proposed Metro Lines Comments
No.
This metro line is been constructed as part of the Phase III
Mukundpur Yamuna expansion with deadline for completion by 2016. It shall have
1
Vihar total length of 55.07km and shall convert existing Azadpur metro
station into Interchange station.
This metro line shall be constructed as part of the Phase IV
expansion with deadline for completion by 2021. It shall have
total length of 9km and shall have Azadpur Interchange station
2 Azadpur R. K. Ashram
as its terminus. It shall also have two metro stations namely,
Dewawal Nagar and Kamla Nagar that shall be located in
immediate vicinity of the study corridor.
3.2.1 Opportunities & Constraints

This section aims to describe opportunities and constraints identified along the corridor during
reconnaissance site visit. Figure 5 presents select visuals, photographs, superimposed over the
project corridor to provide an insight into the site dynamics.

Figure 5: Select Visuals along the Project Corridor

The opportunity and constraints analysis undertaken shall act as a foundation for the study that
would not only assist in identifying constraints but shall also offer an early insight into potential
solutions that can be implemented upon validation after detailed study. Table 6 outlines
opportunities and constraints along the corridor with their approximate chainage and description of
adjoining land use.
Table 6: Summary of Opportunities & Constraints
Opposite Azadpur Market Opposite Azadpur Market
Chainage -0.25 km Chainage -0.25 km
Land Use Commercial Land Use Commercial
Truck parking on footpath & Vacant undulating land with
Constraint Opportunity
Service Road occasional truck parking
Potential Alternate off-street parking Potential Resurfaced alternate off-street
Solution location Solution parking location
Opposite Azadpur Market Opposite Azadpur Market

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

Azadpur Transport Centre Azadpur Transport Centre

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

Chainage 0.00 km Chainage 0.00 km
Land Use Commercial/Office Land Use Commercial/Office
Rampant on road parking &
Parking and hawker
Constraint pick-up/drop off by RTVs & Constraint
establishments on service road
Autos
Strict enforcement so as to
Potential ensure use of adjacent Potential Alternate land for off-street
Solution dedicated parking space under Solution parking and MUZ
the flyover

Azadpur Roundabout Azadpur Roundabout Entry to G. T. Road

Land Use Commercial/Office/Residential Land Use Commercial/Residential
On road stabling (parking) of
Hawker establishments on G. T.
Constraint DTC buses and hawker Constraint
road
establishments
Strict enforcement &
Potential notification to DTC to park Potential
Alternate land for MUZ
Solution within the Terminal/alternate Solution
location
G. T. Road G. T. Road
Land Use Commercial/Residential Land Use Commercial/Residential
Road (ROW) encroached by
Constraint G. T. Road in derelict condition Constraint
religious establishment
Potential relocation in
Potential Potential
Full reconstruction of road consultation & agreement with
Solution Solution
concerned stakeholders


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

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

Parking on service road and
Open ground with sparse
Opportunity Constraint dumping of construction material
mature trees and playing area
on footpath & road
Consider feasibility of
Strict enforcement to ensure
Potential underground parking below Potential
heavy fines are levied from
Solution open ground to avoid on-street Solution
violators
parking in adjoining areas

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

Recently resurfaced one side of
Central median of the T-junction
road leading to difference in level
Constraint set back far from the junction Constraint
of other road and no central
that may comprise road safety
median comprising road safety
Redesign junction to bring
Provision of central median to
Potential forward central median ensuring Potential
prevent unsafe crossing and
Solution appropriate turning radius for Solution
ensure road safety
turning vehicles
G. T. Road (Derawal Nagar junction) G. T. Road (Telephone Exchange Bus Stop)

Absence of central median Mature trees on road leading to
Constraint leading to unsafe driving Opportunity dead road space being used for
conditions parking near bus stop
Provision of dedicated bus bay in
Provision of central median to the dead road space shall ensure
Potential Potential
safe driving and improve road efficient utilization of space and
Solution Solution
safety safer boarding/alighting for bus
passengers

G. T. Road (Central Warehousing

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

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

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

Absence of footpaths & street Start of 30m ROW with
Constraint lighting and non-continuous Constraint commercial activity spillover and
central median on-street parking
Introduce footpaths, street Alternate parking space
Potential Potential
lighting and extend central complimented by strict
Solution Solution
median enforcement
G. T. Road (Kamla Nagar) G. T. Road (Clock Tower Bus Stop)

Buses stopping in middle of the
30m ROW with commercial
road to board & alight leading to
Constraint activity spillover and on-street Constraint
traffic congestion and comprising
parking
passenger safety
Alternate parking space, possibly
Demarcate bus lay by coupled
Potential MLCP as per MPD 2021, Potential
with notification to drivers to
Solution complimented by strict Solution
board /alight beside bus stop
enforcement

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

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

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

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

Chapter 4 : Study Methodology and Work Plan

This chapter aims at articulating our understanding of the study contours, dwells over the proposed
approach and methodological aspects intrinsic to the study and discusses the underlying analytical
framework amidst which the study shall be executed.
4.1 PROPOSED ANALYTICAL FRAMEWORK
The consultant shall adopt a systematic and phased approach for the study. Figure 6 presents the
proposed Analytical Framework that consultant intends to follow to undertake this study.
Figure 6: Proposed Analytical Framework
The aforesaid Analytical Framework has been split into three primary Modules, each module
representing a collation of homogeneous activities that shall be undertaken simultaneously. The
Consultant wishes to take this opportunity to describe these Modules in detail herewith.
Module I: Primary and Secondary Data Collection

This module shall firstly involve undertaking requisite site visits to ascertain site dynamics followed
by demarcation of Project Influence Area (PIA). This shall then be followed by identifying secondary
data required for the study and collecting it from various authorities. The traffic surveys, as
stipulated in the scope of work, shall be then conducted to ascertain existing traffic flow based on
which demand forecasting shall be undertaken to quantify future traffic for horizon years. The
topographical (total station) surveys shall also be conducted based on which conceptual and detailed
designs shall be laid out.

Module II: Conceptual Design

This module shall be aimed at preparing 2 to 3 conceptual designs, wherever applicable, prior to
proceeding with detailed design of the chosen concept. Once the future traffic is forecasted, a Micro
Simulation Model shall be construed and validated so as to ascertain potential bottlenecks along the
corridor, primarily at junctions. A Traffic Impact Assessment shall be conducted outlining the findings
emanating from the analysis and potential impact on the corridor in horizon years. Based on the
Traffic Impact Assessment and Activity surveys, 2 to 3 conceptual designs, wherever feasible and
appropriate, shall be prepared for the corridor. The conceptual designs, in the form of various Plans,
shall encompass differenct aspects of the study such as multi-modal transit integration, traffic
circulation and inter-connectivity, parking arrangements and traffic signage and road markings.
Module III: Detailed Design

This module shall commence once various conceptual designs are prepared and presented to client
and UTTIPEC for consideration. Once the conceptual design has been chosen, the consultant shall
then proceed with preparing detailed design drawings for the whole corridor. The detailed design
shall then be prepared and presented to client and other stakeholders for approval following which
requisite architectural model or 3D visualisation shall be prepared. The consultant shall also prepare
Block Cost Estimates for the recommended improvements within detailed design and shall
undertake Economic Analysis to ascertain benefits of the proposed measures to the residents.
Finally, the consultant shall draft a Detailed Project Report that shall be an overarching document
summarising aforesaid deliverables and study recommendations. The DPR shall be accompanied
with requisite copies of detailed drawings.
4.2 DATA COLLECTION
The consultant has undertaken reconnaissance site visits to identify constraints and opportunities
within the corridor as well as plan primary survey locations. The consultant has also initiated
secondary data collection which shall help determine the level of public transportation in the
corridor and presence and location of various over ground & underground utilities. Table 7 presents
a preliminary list of primary and secondary data that it intends to collect along with its potential
sources and outcomes.
Table 7: Primary & Secondary Data Requirement
Parameters/ Data Requirements Identified Sources Potential Outcomes
Secondary Data including CMP, CDP
Traffic and Travel
and Other Traffic & Transport Data/ DDA, PWD, GNCTD
Characteristics of the city
Master Plan
Traffic Volume on corridor Primary Surveys Traffic Forecasting
Travel Information of Passengers - Traffic Volume Travel Characteristics of
(OD, Trip Length, Time, Cost, Purpose Counts Public Transport Passengers
- Origin & Destination
etc.) & Other Non Customers
- Public Transport
- Pedestrian & NMT Parking Management Plan,
Existing Parking & Activities on
- On & Off Street identification of Multi Utility
corridor
Parking Zones

- Activity Survey Existing road infrastructure &

Spacial Information & Road Inventory - Topographical Survey utility improvement/
- Tree Survey relocation
ROW and other related Infrastructural Infrastructure Gap
PWD
Details Assessment
Population, Registered Vehicles Trend
Census of India, RTO, Future Ridership on Public
of the city, Socio Economic Profile of
Economic Surveys Transport
City
Accommodation of Metro
Existing & Proposed Route Alignments Delhi Metro Rail
Proposals within ITC Plan
Metro Station Plans & Turnstile Data Corporation
Station Connectivity Plan
Proposed ROW, land uses
Zonal Development Plans Delhi Development
accommodation within ITC
Master Plan 2021 Authority
Plan
Registrar of Land Identification of Land
Land Ownership Plan, Village Revenue
Records, Land Revenue Owners demarcated for
Maps, Land Records
Department proposed improvements
Delhi Transport Identification of existing bus
Bus Route & Scheduling
Corporation services & recommendations
Identify Black Spots,
Accident Records, existing Traffic
Delhi Traffic Police recommend improvement
Management Plans
measures
DJB, MTNL, IGL, NDPL,
Existing Utility Plans Utility Diversion Plans
etc.
The consultant intends to thoroughly study the data, both primary and secondary, as and when it is
collected and would analyse it to draw upon inferences. It has already collated and briefly reviewed
some secondary data pertaining to relevant government guidelines and policies that it intends to
refer during the study delivery. The policies/guidelines reviewed along with its brief description are
presented in Table 8.
Table 8: Policies/Guidelines Reviewed
Source Policy/Guideline Reviewed

Unified Traffic & Approved Documents
Transportation Street Design Guidelines
Infrastructure (Plg. And This document, in particular its Chapter 6/14, describes various
Engg.) Centre (UTTIPEC) types of Bus Corridors. This guideline and our past public transport
experience shall enable to make informed case specific decisions
based on site circumstances.
Street Design Checklist

This document enlists non-negotiable standards that a designer is
expected to follow while designing various integral components of
a integrated transit corridor such cycle paths, horticulture,

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

guideline for this study.
MRTS Stations Connectivity Checklist

This checklist enlists non-negotiable standards for various
connectivity features within 1500m of Mass Rapid Transit System
stations. It recommends maximum 50m of level walk to the
nearest Bus Stop from metro station exit. The consultant intends
to study accessibility of existing bus stops in the vicinity of metro
stations on the corridor and to recommend any changes based on
site specific requirement and constraints.
Draft Documents
Street Sections
This document graphically depicts typical BRT and other road cross
sections with respect to available right of way. This document
along with consultants past experience shall assist in
recommending appropriate design of the corridor.
Foot Over Bridge Design Checklist

This document highlights suitability of FOB and at-grade
pedestrian crossings based on available road width. It also
provides guidance on design parameters of FOB.
Ministry of Urban Guidelines & Toolkits for BRT Feasibility Studies

Development This document describes the tasks required in feasibility studies of
(MoUD) BRT systems and provides case studies/guidelines relating to key
issues involved in the development of BRT systems. This document
serves more as checklists of available measures and the tasks
required to a problem, rather than providing technical guidelines.
This document shall provide an overarching understanding of
incorporation and improvement of bus services of the corridor.
Guidelines for Integrated Mass Transit System Detailed Project

Reports
This document had been issued since a need was felt for having a
common set of guidelines for preparation as well as appraisal of
Detailed Project Reports for Mass Transit System proposals (Bus
Based/Rail Based) so that all the important issues are properly
addressed. The guidelines list the various Chapters which shall be
included in a typical Detailed Project Report. It shall serve as a
guideline for preparing DPR for the corridor.
National Urban Transport Policy

The policy is intended to improve social inclusion by providing

reliable and sustainable mode of transport to satisfy growing

needs of cities and its residents. It pays emphasises on providing
multi-modal public transport systems and improve efficiency of
existing systems by use of Intelligent Transport Systems (ITS). This
policy shall thoroughly guide design of the corridor.
4.3 PRIMARY SURVEY PLAN
This section discusses the primary surveys planned for the study so as to gather requisite data and
undertake analysis prior to formulating conceptual designs. Primary survey formats have been
enclosed in Annexure A for reference and comments.
4.3.1 Traffic Surveys
Classified Traffic Volume Counts (TVC)
One of the fundamental measures of traffic on a road system is the volume of traffic using the road
in a given period of time. It is also termed as flow and is expressed in vehicles per hour or vehicles
per day. When the traffic is composed of a number of types of vehicles, it is the normal practice to
convert the flow into equivalent passenger car units (PCUs), by using certain equivalency factors. The
flow is then expressed as PCUs per hour or PCUs per day. Knowing the flow characteristics, one can
easily determine whether a particular section of the road is handling traffic above or below its
capacity.
Classified traffic volume counts shall be undertaken all major intersections and mid-sections of the
corridor and within influence area for both directions of traffic flow to quantify the volume of traffic
movements during different hours of the day. The survey locations have been planned in such a
manner so as to intercept maximum traffic on the identified locations. The survey would also
provide the traffic composition by various modes and relative importance of the links in the total
road network. Data obtained from the survey shall be used in calibration and validation of transport
demand modeling for base year and forecast demand for horizon year period.
The directional classified traffic volume counts, observed at various locations, shall be analyzed to
obtain:
Average Daily Traffic (ADT) & Average Annual Daily Traffic (AADT);
Hourly variation and Peak Hour Flows;
Directional distribution by hour of the day;
Traffic composition;
Passenger flows in different types of vehicles by hour of the day and by direction of
flow.
Road Side Interviews (Origin- Destination cum Opinion) Surveys

Roadside origin-destination (O-D) cum opinion survey shall be undertaken alongside traffic volume
counts at the same locations for three (3) consecutive weekdays for a period of 16 hours and with
an aim to capture sample size equivalent to approximately 10% of traffic volume on the corridor.

The objective of the survey shall be to determine the movement patterns of traffic coming from
various directions outside the Influence Area (external zones) to Influence Area (internal zones) and
also movement pattern of traffic among important zones within the study area. Roadside interview
method shall be used to elicit the travel characteristics of goods and passenger vehicles in both
directions. Two wheelers, cars and buses shall be considered as passenger vehicles. Similarly, LGVs,
2-Axle Trucks, 3-Axle Trucks and Multi-Axle Trucks shall be considered as goods vehicles. Cycles and
Cycle Rickshaws shall be considered as Non-Motorised Transport (NMT). The vehicles shall be
stopped at identified locations on random sampling basis and information such as origin/destination
of the trip, trip purpose, trip length, number of passengers, goods/ tonnage carried, commodity
types, whether regular commuter/occasional traveller, etc. shall be collected. The information
collected during the survey shall be analysed to obtain the trip distribution based on a zoning
system. This survey shall reveal primarily three types of movements in relation to the study area i.e.
external internal, internal external and external external. The data collected on sample basis
shall be expanded based on the total traffic volume counts. The survey shall also gather information
on opinion of the respondents (currently non-PT users) to ascertain the reasons for not using public
transport and whether they would shift to public transport in future if their concerns are addressed.
Speed and Delay Survey

Speed & Delay survey shall be carried out on the whole corridor in order to determine the delays on
various links of road network along with the location, duration and cause for delay. This survey shall
assist in assessing the level of service of the network and recommend appropriate measures to
improve journey times and road safety. The survey shall be conducted for both directional
movements of traffic during peak and off peak periods on one (1) midweek day. Floating Car
Method shall be adopted to undertake the survey and the data collected shall be useful for micro
simulation model development and calibration.
Traffic Signal & Road Marking Surveys

Traffic signal cycle times for all signalised intersections on the corridor shall be observed to
recommend green time distribution between all legs of the intersection depending on the observed
traffic volume. A visual survey of presence of road markings and signs shall also be undertaken so as
to recommend measures to improve road safety.
Parking Surveys
Parking surveys, both on-street and off-street, shall be undertaken on various locations along the
corridor wherein significant authorised and unauthorised parking is observed. These surveys shall be
undertaken on one (1) weekday for 16 hours duration.
It shall aim to capture information pertaining to number of vehicles, type and duration of parking at
identified locations so as to quantify them in terms of short-term and long-term parking. The
analysed data shall assist in ascertaining parking requirement along the corridor and identify
potential parking locations to accommodate the demand.

Road Network Inventory

The road network inventory survey shall be undertaken along the corridor to ascertain the right of
way, carriageway and footway characteristics as well as parameters such as functional condition of
pavement, type/location of street lighting, street furniture, etc. The survey shall be based on the link
node network diagram wherein nodes shall be represented by major intersections and road sections
between two adjacent nodes indicating the links. The cross-sectional measurements shall be taken
along major links and nodes.
Activity Survey
Activity survey shall be undertaken for the full corridor length along both directions. It shall be
aimed at visually ascertaining locations of various activities throughout the corridor such as
unauthorised parking, hawker/vendor establishments, dumping of materials, encroachments, etc.
The information gathered shall be presented on a separate layer superimposed over road layout in
AutoCad. This survey shall assist in identifying type and intensity of various activities on the corridor
and identify potential locations to relocate some of them to ensure smooth functioning of the
corridor.
Topographical Survey
Topographical Survey shall be undertaken along the entire corridor alignment to cover building
footprints or 50m from the road centreline on both sides, whichever is lower. The survey shall also
be extended to road network in the vicinity i.e. up to 500m along all streets/roads connecting to the
corridor. The principal objective of the survey shall be to prepare geo-coordinated maps of the
corridor depicting the existing roads with ground levels. The survey shall be undertaken
longitudinally at 30 meter intervals or less to cover all junctions and changes in the topography and
transversely at 30 meter intervals within the right of way (ROW) or property lines recording the
ground levels at 2.5 meter intervals or at change in topography. A benchmark (BM) shall be
transferred and fixed on the corridor from the nearest available Survey of India benchmark. The geo-
coordinated maps shall be prepared in AutoCad for further use during conceptual & detailed design.
Tree Survey
The consultant shall undertake the Tree survey as specified in the TOR to identify mature trees that
shall be affected or may be required to be felled to accommodate the improvement proposals. The
survey shall encompass plotting locations of trees with girth more than 30cm measured at 1m height
from the ground level on topographical drawing in a separate layer. A table highlighting location,
type, species, girth size and reference number shall be prepared and presented alongside the
drawing. The trees that are required to be felled shall be numbered and marked with paint for
identification purposes.

Chapter 5 : Primary Surveys

As part of this study, a systematic methodology has been followed to assess the characteristics of
the traffic on the proposed road as well as to prepare geo-coordinated maps of the corridor
depicting the existing road conditions with ground levels. The data collection included the primary
surveys in the field and the secondary data collection from various sources. This chapter presents
the details of traffic surveys and topographical surveys, the locations, schedule and the initial survey
findings of the primary surveys carried out.
Moreover to understand the future demand on this corridor traffic growth rates within the horizon
period is also estimated in this chapter.
5.1 TRAFFIC SURVEYS
In order to understand the characteristics and the volume of traffic using the project road, traffic
data on road network and travel pattern of vehicles plying on the project road were collected
through primary surveys. A detailed reconnaissance survey was conducted to identify the
appropriate locations for carrying out the mid-block traffic volume count, turning traffic volume
count surveys, origin-destination surveys, pedestrian count surveys and parking surveys.
The following traffic surveys were conducted in this study:
Table 9: Traffic Survey Locations and Schedules
Sl. No. Location Type of Survey Dates Location ID
G. T. Karnal Road near Malkaganj Mid-Block Traffic October 3,
1 MB1
Market Volume Count 2013
Ambedkar Marg near Malkaganj Mid-Block Traffic October 3,
2 MB2
Market Volume Count 2013
Ghantaghar Junction (Clock Turning Traffic October 3,
3 TM1
Tower) Volume Count 2013
Turning Traffic October 8,
4 Kamla Nagar Junction TM2
Volume Count 2013
5 Arya Bhat Polytechnic Junction TM3
Volume Count 2013
6 Azadpur Junction (Roundabout) TM4
Volume Count 2013
Road Side Origin- October 8,
7 Kamla Nagar Junction OD1
Destination 2013
October 8,
8 Mahavir School Junction Pedestrian Count PD1
2013
Mahavir School to Arya Bhat October 8,
9 Parking Survey PA1
Polytechnic on G.T. Road 2013
The vehicle classification as generally considered for urban roads along with their PCU values, as
suggested in IRC: 64 1990, are presented below.

Table 10: Vehicle Classification and PCU Factors

Sl. No. Vehicle Type PCU Factors
1 Car, Jeep and Van 1
2 Two Wheeler 0.5
3 Three-Wheeler (Auto-Rickshaw)/Mini LCV 1
4 Mini-Bus 1.5
5 Standard Bus 3
8 Light Commercial Vehicle (LCV) 1.5
9 2-Axle & 3-Axle Truck 3
10 Multi-Axle Vehicle (MAV) 4.5
11 Agricultural Tractor 1.5
12 Agricultural Tractor with Trailer 4.5
13 Cycle 0.5
14 Cycle Rickshaw 2
15 Animal Drawn Cart/ Hand Cart 6
Figure 7: Traffic Survey Locations
5.1.1 Mid-Block Traffic Volume Counts

Traffic volume count at mid-block locations give a clear picture about the density of traffic volume
along different stretches of roads within the study area, which helps in assessing the
Volume/Capacity (V/C) ratio of the road stretches. This in turn assists in evaluating the strategies to
be adopted to ease the prevailing congestion and also in evolving future long term strategies. 2 Mid-
blocks were identified for carrying out the volume count survey covering the project corridor and an
additional important road of the study area.
Traffic summary of both the locations are presented further. Analysis of the Mid Block Classified
Traffic Volume Count data indicates that due to surrounding whole sale market areas and close
proximity of Azadpur Sabji Mandi, there is very high percentage share (above 55%) of non motorised
vehicles including cycle rickshaws and hand carts on both the stretches. Traffic density on G.T Karnal
Road near Malkaganj Market is very high. Peak hour Volume-Capasity (V/C) ratio is 1.2 which creates
existing Level of Service (LOS) E at this stretch. Peak hour V/C ratio at Ambedkar Marg is also at
higher side as it is 0.9.

Table 11: Traffic Summary on G.T. Karnal Road near Malkaganj Market
Fast Vehicles Slow Vehicles Total Vehicles Total PCUs
Car/ Bus
Auto 2 Axle & 3 Auto Tractor & Hand &
Approach Direction Two Van/ Cycle Fast Slow Fast Slow
Rickshaw Mini Bus LCV Axle MAV (Goods)/ Tractor + Cycle Animal Total Total
Wheeler Taxi/ Office/ Rickshaw Vehicles Vehicles Vehicles Vehicles
(Passenger) Public Trucks Mini LCV Trailer Drawn
Utility School
PCU Factors 0.50 1.00 1.00 1.50 3.00 3.00 1.50 3.00 4.50 1.00 4.50 0.50 2.00 6.00
12 Hour Mid Block Traffic
1 Direction-1 : Pulbangash to Ghanta Ghar 2,294 1,665 573 0 0 0 3 2 0 101 0 1,665 1,969 51 4,638 3,685 8,323 3,497 5,077 8,573
2 Direction-2 : Ghanta Ghar to Pulbangash 2,423 1,387 624 5 0 2 0 0 0 61 0 945 1,637 100 4,502 2,682 7,184 3,297 4,347 7,644
All Directions Daily Mid-Block Total 4,717 3,052 1,197 5 0 2 3 2 0 162 0 2,610 3,606 151 9,140 6,367 15,507 6,794 9,423 16,217
Peak Hour Mid Block Traffic
1 Direction-1 : Pulbangash to Ghanta Ghar 256 249 57 0 0 0 0 0 0 13 0 219 264 1 575 484 1,059 447 644 1,091
2 Direction-2 : Ghanta Ghar to Pulbangash 287 212 105 0 0 0 0 0 0 14 0 129 215 15 618 359 977 475 585 1,059
All Directions Peak Hour Mid-Block Total 543 461 162 0 0 0 0 0 0 27 0 348 479 16 1,193 843 2,036 922 1,228 2,150
Figure 8: Traffic Composition on G.T. Karnal Road near Malkaganj Market
Traffic Composition (12 Hour PCUs) Traffic Composition (Peak Hour PCUs)
Two
Two Wheeler Wheeler
14.54% 12.63%
Auto Non Auto

Non Rickshaw
Motorised Rickshaw Motorised
(Passenger) Vehicles (Passenger)
Vehicles 21.45%
58.11% 18.82% 57.13%
Car / Van / Car / Van /

Taxi / Utility Taxi / Utility
7.38% Bus 7.54%
0.08% Bus
LCV and LCV and 0.00%
Truck Goods Auto Truck Goods Auto
0.04% 1.03% 0.00% 1.26%

Table 12: Traffic Summary on Ambedkar Marg near Malkaganj Market

Car/ Bus
Auto 2 Axle & 3 Auto Tractor & Hand &
Approach Direction Two Van/ Cycle Fast Slow Fast Slow
Rickshaw Mini Bus LCV Axle MAV (Goods)/ Tractor + Cycle Animal Total Total
Wheeler Taxi/ Office/ Rickshaw Vehicles Vehicles Vehicles Vehicles
(Passenger) Public Trucks Mini LCV Trailer Drawn
Utility School
PCU Factors 0.50 1.00 1.00 1.50 3.00 3.00 1.50 3.00 4.50 1.00 4.50 0.50 2.00 6.00
12 Hour Mid Block Traffic
1 Direction-1 : Pulbangash to Kamla Nagar 1,624 539 595 7 82 12 38 0 0 133 0 456 1,857 21 3,030 2,334 5,364 2,429 4,068 6,497
2 Direction-2 : Kamla Nagar to Pulbangash 2,068 770 796 5 107 5 28 3 0 206 1 777 1,833 14 3,988 2,625 6,613 3,201 4,143 7,344
All Directions Daily Mid-Block Total 3,692 1,309 1,391 12 189 17 66 3 0 339 1 1,233 3,690 35 7,018 4,959 11,977 5,629 8,211 13,840
Peak Hour Mid Block Traffic
1 Direction-1 : Pulbangash to Kamla Nagar 146 70 57 0 9 1 3 0 0 4 0 66 198 1 290 265 555 239 435 674
2 Direction-2 : Kamla Nagar to Pulbangash 225 120 111 0 22 0 2 1 0 8 0 176 192 0 489 368 857 424 472 896
All Directions Peak Hour Mid-Block Total 371 190 168 0 31 1 5 1 0 12 0 242 390 1 779 633 1,412 662 907 1,569
Figure 9: Traffic Composition on Ambedkar Marg near Malkaganj Market
Two Two
Wheeler Auto Wheeler
13.34% Rickshaw 11.82% Auto
Rickshaw
(Passenger) (Passenger)
Non Non
9.46% 12.11%
Motorised Motorised
Car / Van /
Vehicles Vehicles Car / Van /
Taxi / Utility
59.30% Bus 57.81% Taxi / Utility
10.05%
4.60% 10.71%
LCV and Bus
Goods Auto 6.12%
3.16%
Truck
Tractor & LCV and
0.07%
Trailer Truck Goods Auto
0.03% 0.19% 1.24%

5.1.2 Turning Traffic Volume Counts

Turning traffic volume count at intersection locations give a clear picture about the density of traffic
volume along different arms and stretches of project road and other connecting roads within the
study area, which helps in assessing the Volume/Capacity (V/C) ratio of the road stretches. In
addition to this, turning volume counts also help to understand directional distribution on all
connecting roads at the intersection. These in turn assist in evaluating the strategies to be adopted
to ease the prevailing congestion and also in evolving future long term strategies and junction
improvement strategies. Four intersections on the project corridor were identified for carrying out
the turning volume count survey.
Traffic summary of all the intersections are presented further.
Analysis of the Intersection Traffic Volume Count data indicates that due to surrounding whole sale
market areas and close proximity of Azadpur Sabji Mandi, there is very high percentage share (above
20%) of non motorised vehicles (NMV) including cycle rickshaws and hand carts at all intersections
except Arya Bhat Polytechnic. NMV share at Arya Bhat Polytechnic is little lower (13%) due to high
volume of motorised traffic on Satyawati College Road. Peak hour Volume-Capasity (V/C) ratio at all
arms of all intersections except G.T. Road (Malkaganj Market) arm of Ghantaghar intersection is
below 1.

Table 13: Turning Traffic Volume Summary of Ghantaghar (Clock Tower) Intersection
Auto Car/ Van/ Bus 2 Axle & 3 Auto Tractor & Hand &
Approach Direction Two Cycle Fast Slow Fast Slow
Rickshaw Taxi/ Mini Bus Office/ LCV Axle MAV (Goods)/ Tractor + Cycle Animal Total Total
Wheeler Public Rickshaw Vehicles Vehicles Vehicles Vehicles
(Passenger) Utility School Trucks Mini LCV Trailer Drawn
PCU Factors 0.50 1.00 1.00 1.50 3.00 3.00 1.50 3.00 4.50 1.00 4.50 0.50 2.00 6.00
Directional Traffic
Approach-1
Direction-1 : Pulbangash-Azadpur 1,390 1,011 1,080 4 0 0 7 0 0 99 1 731 1,341 3 3,591 2,076 5,667 2,902 3,070 5,972
1 Direction-2 : Pulbangash-Roshanara 384 262 176 0 0 0 0 0 0 29 0 140 295 12 851 447 1,298 659 732 1,391
Direction-3 : Pulbangash-Malkaganj 711 479 440 9 0 0 2 1 0 73 0 242 580 5 1,715 827 2,542 1,367 1,311 2,678
Approach-2
Direction-4 : Azadpur-Pulbangash 2,317 617 1,150 10 0 2 5 0 0 260 0 590 2,774 8 4,361 3,372 7,733 3,214 5,891 9,105
2 Direction-5 : Azadpur-Roshanara 506 487 581 1 87 9 31 0 0 279 0 326 487 2 1,981 815 2,796 1,936 1,149 3,085
Direction-6 : Azadpur-Malkaganj 511 212 439 0 0 1 4 1 0 35 2 214 380 3 1,203 599 1,802 954 894 1,848
Approach-3
Direction-7 : Roshanara-Azadpur 864 640 698 9 125 19 49 1 0 188 27 207 693 1 2,593 928 3,521 2,480 1,617 4,097
3 Direction-8 : Roshanara-Pulbangash 777 617 643 3 0 0 0 2 0 24 0 245 694 0 2,066 939 3,005 1,683 1,511 3,194
Direction-9 : Roshanara-Malkaganj 557 581 687 5 0 1 7 5 0 71 0 185 549 2 1,914 736 2,650 1,654 1,203 2,856
Approach-4
Direction-10 : Malkaganj-Pulbangash 434 395 348 0 0 1 3 0 0 51 0 220 293 0 1,232 513 1,745 1,019 696 1,715
4 Direction-11 : Malkaganj-Roshanara 693 454 444 4 0 0 5 0 0 61 1 382 562 3 1,661 948 2,609 1,319 1,338 2,657
Direction-12 : Malkaganj-Azadpur 519 446 454 1 1 0 4 0 0 63 0 293 348 33 1,488 674 2,162 1,233 1,041 2,274
Table 14: Peak Hour Turning Traffic Volume Summary of Ghantaghar (Clock Tower) Intersection
Auto Bus 2 Axle & 3 Auto Tractor & Hand &
Rickshaw Car/ Van Mini Bus Office/ LCV Axle MAV (Goods)/ Tractor + Cycle Animal Total Total
Wheeler (Passenge Public Rickshaw Vehicles Vehicles Vehicles Vehicles
School Trucks Mini LCV Trailer Drawn
PCU Factors 0.50 r)
1.00 1.00 1.50 3.00 3.00 1.50 3.00 4.50 1.00 4.50 0.50 2.00 6.00
Direction-1 : Pulbangash-Azadpur 175 138 119 0 0 0 3 0 0 3 0 41 208 0 438 249 687 352 437 789
1 Direction-2 : Pulbangash-Roshanara 54 41 25 0 0 0 0 0 0 2 0 21 24 0 122 45 167 95 59 154
Direction-3 : Pulbangash-Malkaganj 73 32 30 4 0 0 0 0 0 3 0 17 55 0 142 72 214 108 119 226
Direction-4 : Azadpur-Pulbangash 178 51 41 0 0 0 0 0 0 1 0 103 203 2 271 308 579 182 470 652
2 Direction-5 : Azadpur-Roshanara 47 62 72 1 16 0 1 0 0 10 0 18 72 0 209 90 299 219 153 372
Direction-6 : Azadpur-Malkaganj 68 56 66 0 0 1 1 0 0 5 1 36 74 0 197 111 308 166 171 336
Direction-7 : Roshanara-Azadpur 88 49 56 2 14 0 2 0 0 3 1 23 59 1 214 84 298 200 140 340
3 Direction-8 : Roshanara-Pulbangash 130 45 30 0 0 0 0 0 0 2 0 5 88 0 207 93 300 142 179 321
Direction-9 : Roshanara-Malkaganj 32 35 54 0 0 0 0 2 0 29 0 12 15 0 152 27 179 140 36 176
Direction-10 : Malkaganj-Pulbangash 59 73 60 0 0 1 0 0 0 1 0 37 32 0 194 69 263 167 83 249
4 Direction-11 : Malkaganj-Roshanara 95 80 61 0 0 0 2 0 0 3 0 17 77 0 241 94 335 195 163 357
Direction-12 : Malkaganj-Azadpur 56 53 46 0 0 0 2 0 0 9 0 30 39 0 166 69 235 139 93 232
All Directions 1,055 715 660 7 30 2 11 2 0 71 2 360 946 3 2,553 1,311 3,864 2,103 2,099 4,202

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

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

Table 15: Turning Traffic Volume Summary of Kamla Nagar Intersection

PCU Factors 0.50 1.00 1.00 1.50 3.00 3.00 1.50 3.00 4.50 1.00 4.50 0.50 2.00 6.00
Directional Traffic
Approach-1
Direction-1 : Pulbangash-Azadpur 2,554 2,043 2,298 31 200 96 127 8 3 257 11 440 479 19 7,617 949 8,566 7,038 1,342 8,379
1 Direction-2 : Pulbangash-MLCP 985 711 688 0 223 22 35 2 0 38 0 308 399 14 2,704 721 3,425 2,723 1,036 3,759
Direction-2 : Pulbangash-Kamla Nagar 1,060 728 1,005 13 67 77 18 1 0 452 10 504 381 45 3,421 940 4,361 3,197 1,329 4,526
Approach-2
Direction-4 : Azadpur-Pulbangash 2,487 2,039 1,929 19 197 19 11 0 0 97 0 719 1,021 18 6,798 1,758 8,556 6,002 2,510 8,511
2 Direction-5 : Azadpur-MLCP 455 386 414 6 59 3 57 0 0 30 15 172 158 0 1,410 345 1,755 1,338 470 1,808
Direction-6 : Azadpur-Kamla Nagar 1,666 996 1,587 10 3 0 1 5 0 17 0 28 1,140 0 4,285 1,168 5,453 3,474 2,294 5,768
Approach-3
Direction-7 : MLCP-Azadpur 562 184 542 24 60 8 39 6 8 27 4 100 151 37 1,460 292 1,752 1,387 592 1,979
3 Direction-8 : MLCP-Pulbangash 1,547 880 1,851 0 135 43 34 0 0 163 9 639 1,192 12 4,653 1,852 6,505 4,253 2,816 7,069
Direction-9 : MLCP-Kamla Nagar 2,423 1,971 2,437 18 448 25 122 1 0 87 0 880 396 0 7,532 1,276 8,808 7,339 1,232 8,571
Approach-4
Direction-10 : Kamla Nagar-Pulbangash 464 126 292 13 15 1 4 1 0 12 0 169 240 0 928 409 1,337 739 565 1,303
4 Direction-11 : Kamla Nagar-MLCP 2,967 1,547 2,817 23 498 15 30 0 0 71 12 900 417 2 7,968 1,331 9,299 7,537 1,350 8,887
Direction-12 : Kamla Nagar-Azadpur 876 496 1,415 17 29 6 6 2 0 33 0 159 314 5 2,880 478 3,358 2,528 738 3,265
Table 16: Peak Hour Turning Traffic Volume Summary of Kamla Nagar Intersection
PCU Factors 0.50 r)
1.00 1.00 1.50 3.00 3.00 1.50 3.00 4.50 1.00 4.50 0.50 2.00 6.00
1 Direction-2 : Pulbangash-MLCP 50 38 42 0 23 0 2 0 0 0 0 13 31 0 155 44 199 177 69 246
Direction-2 : Pulbangash-Kamla Nagar 66 66 58 0 6 3 1 0 0 42 0 53 43 6 242 102 344 228 149 376
2 Direction-5 : Azadpur-MLCP 46 40 44 0 9 0 0 0 0 0 0 28 28 0 139 56 195 134 70 204
Direction-6 : Azadpur-Kamla Nagar 111 84 131 0 0 0 0 0 0 0 0 0 103 0 326 103 429 271 206 477
Direction-7 : MLCP-Azadpur 38 13 23 0 4 0 1 1 0 2 0 9 7 1 82 17 99 74 25 98
3 Direction-8 : MLCP-Pulbangash 160 92 189 0 6 3 5 0 0 6 0 24 126 0 461 150 611 402 264 666
Direction-9 : MLCP-Kamla Nagar 260 213 274 2 57 1 0 0 0 14 0 125 57 0 821 182 1,003 808 177 985
Direction-10 : Kamla Nagar-Pulbangash 51 13 24 0 0 0 0 0 0 2 0 10 23 0 90 33 123 65 51 116
4 Direction-11 : Kamla Nagar-MLCP 300 150 272 2 51 0 0 0 0 0 0 98 50 0 775 148 923 728 149 877
Direction-12 : Kamla Nagar-Azadpur 96 58 120 6 2 0 0 2 0 0 0 17 44 0 284 61 345 247 97 344
All Directions 1,649 1,136 1,577 12 200 9 33 4 0 102 2 492 701 10 4,722 1,205 5,927 4,346 1,717 6,063

Figure 12: Turning Movement Diagram of Kamla Nagar Intersection

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

Table 17: Turning Traffic Volume Summary of Arya Bhat Polytechnic Intersection
PCU Factors 0.50 1.00 1.00 1.50 3.00 3.00 1.50 3.00 4.50 1.00 4.50 0.50 2.00 6.00
Directional Traffic
Approach-1
Direction-1 : Pulbangash-Azadpur 1,671 953 2,275 160 328 95 141 26 1 331 6 561 751 15 5,981 1,333 7,314 6,198 1,900 8,097
1 Direction-2 : Pulbangash-Satyawati College 4,514 2,630 5,782 211 40 127 110 56 33 173 7 143 112 120 13,676 382 14,058 12,141 1,047 13,188
Approach-2
Direction-4 : Azadpur-Pulbangash 1,046 833 1,147 206 72 128 131 33 100 424 34 725 665 32 4,120 1,456 5,576 4,582 2,038 6,619
2 Direction-5 : Azadpur-Satyawati College 1,540 800 3,253 105 45 30 333 81 0 650 0 41 167 0 6,837 208 7,045 6,598 355 6,953
Approach-3
Direction-7 : Satyawati College-Azadpur 4,118 929 3,755 33 78 14 224 21 28 508 3 380 388 10 9,708 781 10,489 8,102 1,040 9,141
3 Direction-8 : Satyawati College-Pulbangash 1,570 1,246 1,721 322 110 202 200 59 149 652 21 479 439 4 6,231 943 7,174 6,971 1,236 8,207
Table 18: Peak Hour Turning Traffic Volume Summary of Arya Bhat Polytechnic Intersection
PCU Factors 0.50 r)
1.00 1.00 1.50 3.00 3.00 1.50 3.00 4.50 1.00 4.50 0.50 2.00 6.00
1 Direction-2 : Pulbangash-Satyawati College 325 230 490 8 0 0 24 2 0 16 1 7 6 7 1,095 21 1,116 953 62 1,015
2 Direction-5 : Azadpur-Satyawati College 114 94 272 1 1 0 77 5 0 121 0 1 24 0 685 25 710 679 49 728
Direction-7 : Satyawati College-Azadpur 363 82 335 1 6 0 42 3 10 68 0 21 32 0 910 53 963 803 75 878
3 Direction-8 : Satyawati College-Pulbangash 158 122 176 55 27 30 48 28 22 92 8 53 61 1 758 123 881 978 191 1,168
All Directions 1,246 740 1,625 105 75 49 244 58 46 382 23 197 251 12 4,570 483 5,053 4,647 776 5,423

Figure 14: Turning Movement Diagram of Arya Bhat Polytechnic Intersection

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

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

PCU Factors 0.50 1.00 1.00 1.50 3.00 3.00 1.50 3.00 4.50 1.00 4.50 0.50 2.00 6.00
Directional Traffic
Approach-1
1 Direction-1 : Ashok Vihar-Azadpur Mandi 4,321 2,457 3,067 88 1,150 57 451 31 0 956 7 1,868 2,375 13 12,578 4,263 16,841 13,163 5,794 18,957
Direction-2 : Ashok Vihar-Model Town 879 87 724 2 9 1 3 0 0 65 4 712 150 0 1,770 866 2,636 1,353 674 2,027
Approach-2
2 Direction-4 : Adarsh Nagar-Model Town 6,950 4,386 6,638 162 3,266 153 221 35 7 953 1 1,277 1,200 14 22,771 2,492 25,263 26,420 3,127 29,547
Direction-5 : Adarsh Nagar-Azadpur RS 2,674 2,505 2,498 248 1,512 40 426 16 6 777 9 2,124 1,980 56 10,702 4,169 14,871 12,859 5,399 18,258
Approach-3
3 Direction-3 : Model Town-Azadpur RS 6,473 3,194 7,428 372 1,573 188 415 47 9 1,222 5 879 1,566 14 20,921 2,464 23,385 21,726 3,678 25,404
Approach-4
4 Direction-6 : Model Town-Ashok Vihar 4,264 2,123 3,627 62 1,056 5 415 47 3 693 1 2,753 3,296 14 12,295 6,064 18,359 12,628 8,057 20,685
Direction-7 : Model Town-Azadpur Mandi 4,872 3,585 6,269 352 2,004 174 405 12 8 1,268 1 1,043 706 31 18,949 1,781 20,730 21,300 2,124 23,424
Table 20: Peak Hour Turning Traffic Volume Summary of Azadpur Intersection (Roundabout)
(Passenger) School Trucks Mini LCV Trailer Drawn
PCU Factors 0.50 1.00 1.00 1.50 3.00 3.00 1.50 3.00 4.50 1.00 4.50 0.50 2.00 6.00
Direction-1 : Ashok Vihar-Azadpur Mandi 383 224 277 0 53 0 52 0 0 68 0 150 187 0 1,057 337 1,394 998 449 1,447
Direction-2 : Ashok Vihar-Model Town 69 5 54 0 0 0 0 0 0 3 0 61 6 0 131 67 198 97 43 139
Direction-4 : Adarsh Nagar-Model Town 866 584 794 13 530 13 43 9 0 130 0 188 144 4 2,982 336 3,318 3,681 406 4,087
# Direction-5 : Adarsh Nagar-Azadpur RS 271 266 230 20 146 0 37 0 0 57 0 239 225 8 1,027 472 1,499 1,212 618 1,830
Direction-3 : Model Town-Azadpur RS 657 338 682 30 152 0 36 0 0 91 0 98 179 2 1,986 279 2,265 1,995 419 2,414
Direction-6 : Model Town-Ashok Vihar 433 225 333 5 102 0 36 0 0 51 0 310 375 2 1,185 687 1,872 1,193 917 2,110
Direction-7 : Model Town-Azadpur Mandi 456 342 528 44 182 17 22 0 0 141 0 130 65 0 1,732 195 1,927 1,935 195 2,130
All Directions 3,135 1,984 2,898 112 1,165 30 226 9 0 541 0 1,176 1,181 16 10,100 2,373 12,473 11,110 3,046 14,156

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

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

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

Traffic Composition (12 Hour PCUs)
Two Two
Wheeler Auto Wheeler
11.82% Rickshaw 12.56% Auto
Non (Passenger Non
) Rickshaw
Motorised Motorised (Passenger)
Vehicles 15.17% Vehicles
Car / Van / 17.02%
49.70% 49.74% Car / Van /
Taxi /
Utility Taxi /
17.47% Bus Utility Bus
1.97% 15.71% 2.53%
LCV and
Tractor & Truck Goods Tractor & LCV and
Truck
Trailer 0.07% Auto Trailer Goods Auto
0.34% 0.14%
3.45% 0.21% 2.08%
Figure 19: Traffic Composition of Kamla Nagar Intersection
Two
Tractor & Two Non
Wheeler
Trailer Non Motorised
Wheeler Tractor & 13.60%
0.43% Motorised Vehicles
14.14% Trailer Auto
Vehicles Auto 28.17%
25.07% Rickshaw 0.15% Rickshaw
(Passenger (Passenger)
Truck
) 18.74%
0.12% Truck
Bus 18.97% Car / Van /
0.20% Bus
10.98% Taxi /
LCV and Car / Van / 10.64% Utility
Goods Taxi / LCV and
26.01%
Auto Utility Goods Auto
3.15% 27.07% 2.50%
Figure 20: Traffic Composition of Arya Bhat Polytechnic Intersection
Traffic Composition (Peak Hour PCUs)

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

Figure 21: Traffic Composition of Azadpur Intersection (Roundabout)
Tractor &
Trailer Non Two
Two Tractor &
0.08% Non Auto Motorised Wheeler
Truck Wheeler Trailer
Motorised Rickshaw Vehicles 11.07% Auto
0.41% 10.84% 0.00%
Vehicles (Passenger 21.52% Rickshaw
20.60% ) (Passenger)
LCV and 13.39% Truck 14.02%
Goods 0.19%
Car / Van /
Auto Taxi / Car / Van /
6.87% LCV and Bus
Bus Utility Taxi / Utility
Goods Auto 26.51%
26.02% 21.67% 20.47%
6.22%
5.1.3 Origin-Destination Survey

In order to understand the travel demand pattern on the project corridor as well as within the
region, Origin and Destination (O-D) survey was carried out at Kamla Nagar Intersection. The O-D
survey was carried out by roadside interview method as described in IRC: 102-1988.
The travel characteristics obtained by O-D survey facilitate the identification of:
Local and through traffic on the project road.
Potential divertible traffic to/from project road to various alternative routes.
Trained enumerators under the supervision of transport planners collected the trip characteristics
using the survey forms designed for this purpose.
The O-D survey elicited characteristics like origin, destination, frequency and purpose of trip for
passenger vehicles. The information pertaining to origin and destination of trips collected during
roadside interviews was analysed to obtain the trip distribution based on a zoning system suitably
designed for the present study.
To understand the spatial dimensions of the trip characteristics of the vehicles interviewed during
the O-D survey, a detailed zoning system was developed giving due consideration to the following
factors:
The road network catering to the traffic on the project road and its generating points.
Important localities and commercial/ institutional centres around the project road area.
Configuration of the project road in the regional road network with respect to other roads.
Two major types of areas were identified for analysis purposes;
Immediate Influence Area (IIA): Immediate Influence Area includes the localities and commercial/
institutional centres along the project road and adjacent to it which generates/attracts trips directly
to the project road.
Broad Influence Area (BIA): Broad Influence Area includes regional areas of NCTD outside the IIA.
Detailed zoning system is prepared for IIA, while more aggregate or broad zoning is developed for
BIA.
The zoning system adopted for the study comprises 35 zones (of which 20 representing the IIA) and
is presented below.

Table 21: Traffic Zoning System

Sl. No. Traffic Zone Area/ Region
1 Kashmere Gate/ ISBT Immediate Influence Area
2 Roshanara Road/ Sabzi Mandi Immediate Influence Area
3 Malka Ganj Immediate Influence Area
4 Ghanta Ghar Immediate Influence Area
5 Kamla Nagar MLCP/ Kamla Nagar Market Immediate Influence Area
6 Kamla Nagar Immediate Influence Area
7 Sakti Nagar Immediate Influence Area
8 Roop Nagar Immediate Influence Area
9 Rana Pratap Bagh Immediate Influence Area
10 Kalyan Vihar/ Rajpura Immediate Influence Area
11 Satyawati Nagar/ Sangam Park Immediate Influence Area
12 Derawal Nagar Immediate Influence Area
13 Ashok Vihar Phase-III Immediate Influence Area
14 Wazirpur Industrial Area Immediate Influence Area
15 Azadpur Immediate Influence Area
16 Gulabi Bagh Immediate Influence Area
17 Ashok Vihar Phase-IV/ Wazirpur JJ Colony Immediate Influence Area
18 Delhi University Immediate Influence Area
19 Police Lines Immediate Influence Area
20 Sarai Rohilla/ Anand Parbat Broad Influence Area
21 Inderlok/ Tri Nagar Broad Influence Area
22 Vidhan Sabha/ Khyber Pass Broad Influence Area
23 New Delhi Railway Station/ Jama Masjid/ Lal Qila Broad Influence Area
24 Naraina Vihar/ Hari Nagar/ Subhash Nagar Broad Influence Area
25 Moti Nagar/ Punjabi Bagh Broad Influence Area
26 Rohini/ Rithala/ Budh Vihar Broad Influence Area
27 Karol Bagh/ Patel Nagar/ Pusa Broad Influence Area
28 Model Town Immediate Influence Area
29 Wazirabad/ Mukherjee Nagar Broad Influence Area
30 Sarup Nagar/ Libaspur Broad Influence Area
31 Salimar Garden/ Dilshad Garden Broad Influence Area
32 Kalyanpuri/ IP Extension/ Mayur Vihar Broad Influence Area
33 Okhla/ Kalkaji Broad Influence Area
34 Moti Bagh/ Vasant Vihar Broad Influence Area
35 Dwarka Broad Influence Area
Based on the above zoning system, the data has been coded and analysed by expanding observed
sample to total ADT. Based on the expanded OD matrices for all vehicles, the regional distribution of
vehicles has been estimated and the results for homogenous sections on the project corridor are
presented below.

Table 22: Regional Distribution (in %) of Traffic on the Project Corridor
2-Wheeler
Motorised
Rickshaw
Rickshaw
Standard
Mini Bus
Region
All NMT
Cycle
Cycle
Auto
Bus
Car
All
All
Immediate
Influence 54.3 58.9 51.2 63.7 36.1 88.5 99.1 53.6 92.6 59.5
Area
Broad
Influence 45.7 41.1 48.8 36.3 63.9 11.5 0.9 46.4 7.4 40.5
Area
Analysing the travel pattern on the project corridor it is established that majority of the traffic plying
on the project corridor are local traffic (around 80% of the motorised traffic) and a small share of
traffic around 20% is availing the project corridor for bypassing purpose.
Table 23: Distribution (in %) of Local and Through Traffic on the Project Corridor
2-Wheeler
Motorised
Rickshaw
Rickshaw
Standard
Mini Bus
Region
All NMT
Cycle
Cycle
Auto
Bus
Car
All
All
Through
19.6 13.7 17.6 21.6 33.9 0.0 0.0 18.0 0.0 15.3
Traffic
Local
80.4 86.3 82.4 78.4 66.1 100.0 100.0 82.0 100.0 84.7
Traffic
5.1.4 Parking and Pedestrian Survey

Parking Survey was conducted for a period of 16 hours continuously at 2 locations/ stretches. Survey
data were analysed to work out the parking demand along the corridor.
The Equivalent Car Space (ECS) adopted for different vehicle types for the analysis are given below.
Table 24: ECS Values Adopted for Various Vehicle Types
Sl. No. Vehicle Type ECS Value
1 Car 1.0
2 Two Wheelers 0.2
3 Bus 2.5
4 Trucks 2.5
5 LCV 1.8
6 Auto Rickshaws 0.5

Existing on-street parking along the project corridor is happening from Ghantaghar roundabout to
GT Road-Ambedkar Road intersection and Mahavir School to Arya Bhat Polytechnic intersection.
Analysing these parking total demands is estimated as follows:
Table 25: Mode-wise On-street Parking Demand from Ghantaghar Roundabout to GT Road-
Ambedkar Road Intersection
Fast Vehicles Slow Vehicles Total Vehicles Total ECSs
Direction Two Auto Car/ Van/ Auto Cycle Hand & Fast Slow Fast Slow
Cycle Total Total
Wheeler Rickshaw Taxi/ Utility (Goods)/ Rickshaw Animal Vehicles Vehicles Vehicles Vehicles
ECS Factors 0.25 (Passenger)
0.50 1.00 Tempo
1.00 0.25 0.50 Drawn
0.50
Peak Accumulation 188 83 334 27 74 33 0 632 107 739 450 35 485
Average Accumulation 116 41 183 18 49 26 0 357 75 433 250 25 275
Figure 22: Hourly On-street Parking Accumulation from Ghantaghar Roundabout to GT Road-
Ambedkar Road Intersection
600
500
Total ECS
400
300
200
100
0
10:00-10:30
19:30-20:00
08:00-08:30
08:30-09:00
09:00-09:30
09:30-10:00
10:30-11:00
11:00-11:30
11:30-12:00
12:00-12:30
12:30-13:00
13:00-13:30
13:30-14:00
14:00-14:30
14:30-15:00
15:00-15:30
15:30-16:00
16:00-16:30
16:30-17:00
17:00-17:30
17:30-18:00
18:00-18:30
18:30-19:00
19:00-19:30
Time Period
Table 26: Mode-wise On-street Parking Demand from Mahavir School to Arya Bhat Polytechnic
Intersection
Fast Vehicles Slow Vehicles Total Vehicles Total ECSs
Direction Two Auto Car/ Van/ Auto Cycle Hand & Fast Slow Fast Slow
Cycle Total Total
Wheeler Rickshaw Taxi/ Utility (Goods)/ Rickshaw Animal Vehicles Vehicles Vehicles Vehicles
ECS Factors 0.25 (Passenger)
0.50 1.00 Tempo
1.00 0.25 0.50 Drawn
0.50
Peak Accumulation 241 48 305 10 99 136 66 604 301 905 399 126 525
Average Accumulation 126 21 172 14 22 72 26 333 120 453 228 55 283
Figure 23: Hourly On-street Parking Accumulation from Mahavir School to Arya Bhat
Polytechnic Intersection
600
500
Total ECS
400
300
200
100
0
12:30-13:00
08:00-08:30
08:30-09:00
09:00-09:30
09:30-10:00
10:00-10:30
10:30-11:00
11:00-11:30
11:30-12:00
12:00-12:30
13:00-13:30
13:30-14:00
14:00-14:30
14:30-15:00
15:00-15:30
15:30-16:00
16:00-16:30
16:30-17:00
17:00-17:30
17:30-18:00
18:00-18:30
18:30-19:00
19:00-19:30
19:30-20:00
Time Period

Pedestrian volume throughout the project corridor in moderate. Peak hour crossing pedestrian
volume at Mahavir School Intersection on G.T. Karnal Road is 390.
5.2 STAKEHOLDERS OPINION
5.2.1 Trade Welfare Association

Open spaces in the old subzi mandi area which has been encroached upon should be
formally made as a space for parking
Encroachment by street vendors(also called Taibazari which have been set on approval of
MCD) on the Old Subzi Mandi area should be removed.
Traffic signals on the stretches of Gurudwara to Azadpur junction & Shakti Nagar to Ghanta
ghar should be minimized or redesigned to handle more traffic.
Make the already established MCD underground parking facility between Kedar Building &
subzi mandi near Ghanta ghar operational as it is running in a legal battle since 2007.
Kamla Nehru park should be made available for parking.
5.2.2 Gurudwara
NMT lanes should not interfere with entry & exit gates.
Service lane which is now used for parking cannot be used for any other purpose.
If planning for parking facilities, Sunday is the day when maximum number of pilgrims visit
as compared to any other day in the week.
5.2.3 Bus Terminal

Encroachment by fruit vendors along the periphery of terminal and entry-exit gates, which
poses risk to the lives of buyers, has to be removed.
Narrow road abutting entry gate of terminal which is leading to Azadpur village, used by
significant motorists and therefore conflicts with the terminal entry.
Insufficient turning radius inside the terminal.
Cluster scheme buses stand outside. They are not permitted to use DTC terminal facilities.
5.2.4 Users Opinion

Bank officials near Najafgarh Drain want to have parking provision outside their banks.
The stretch from Azadpur Junction to Gurudwara needs to be improved.
Parking problem from Ghanta Ghar to Baraf Khana. Parking should be provided on Kamla
Nehru Park.
Trucks in the morning between Ghanta Ghar and Ambedkar Road junction tend to block the
whole traffic.

5.3 TOPOGRAPHY SURVEY
Topographical Survey has been conducted along the entire corridor alignment to cover building to
building available ROW or 50m from the road centreline on both sides, whichever is lower. The
survey has been extended to road network in the vicinity i.e. up to 500m along all streets/roads
connecting to the corridor. The survey has been undertaken longitudinally at 30 meter intervals or
less to cover all junctions and changes in the topography and transversely at 30 meter intervals
within the right of way (ROW) or property lines recording the ground levels at 2.5 meter intervals or
at change in topography. A benchmark (BM) shall be transferred and fixed on the corridor from the
nearest available Survey of India benchmark. Detailed survey drawings and other details are
presented in Annexure-2.

Chapter 6 : Traffic Growth Forecast

Traffic demand on corridor changes usually because of change in land-use or due to development
and economic growth in the surrounding regions. Hence, future traffic estimation necessitates a
preview, however imprecise, of the probable pattern of future land-use or growth of the economy.
6.1 METHODOLOGY OF TRAFFIC GROWTH ESTIMATION
As the traffic growth on the project corridor depends on the future growth of developmental
activities in the surrounding region, to estimate the future traffic forecast on the project corridor
more precisely traffic streams on the project corridor has been studied thoroughly and for each type
of traffic stream growth has been estimated separately as discussed below.
Figure 24: Traffic Growth Estimation Methodology
6.1.1 Growth for Internal-Internal Traffic

Traffic interaction within the internal area i.e., the traffic plying within the influence area of zone-C
depends on the land-use pattern of zone-C. Therefore to estimate the future traffic growth of the
internal-internal traffic stream on the project corridor, future land-use distribution and phase-wise
development of zone-C needs to be studied. Based on future developments within the zone-C and
thereby population and employment growth of different sub-zones have been worked out.
According to their distribution within the zone-C, future traffic on the project corridor for internal-
internal traffic stream has been estimated.
6.1.2 Growth for Internal-External Traffic
Internal-external traffic stream on the project corridor is the traffic interaction between the zone-C
and the surrounding influence regions of zone-C. To estimate traffic growth for this traffic stream,
growth of future traffic of zone-C from population-employment growth and growth of regional
traffic from time series past traffic data of the regions have been estimated separately. Further the
average traffic growth has been estimated for the captioned stream plying on the project corridor.
6.1.3 Growth for External-External Traffic
External-external traffic for the project traffic is the through traffic on the project corridor without
having any interaction with the land-use of zone-C. Growth of this traffic does not depend on the
future development and land-use distribution of zone-C. To estimate the growth of this traffic
stream time series past traffic data of the regions have been examined.

6.2 ESTIMATED TRAFFIC GROWTH ON THE PROJECT CORRIDOR
Following the above approach methodology growth rates of each different traffic stream for short
run as well as long run has been estimated and presented below:
Table 27: Traffic Growth Rates of Different Traffic Streams on the Corridor
Traffic Stream Traffic Growth Traffic Growth
(%) per Annum in Short (%)per Annum in Long Run
Run (2013-2021) (2013-2031)
Internal-Internal 2.82 1.46
Internal-External 4.69 4.34
External-External 6.55 6.07
Traffic growth estimated above is without consideration of any proposed mass transit system
(metro) within the influence area. It is discussed in earlier chapter that there are two metro lines
proposed within the influence area one is Mukundpur-Yamuna Vihar Metro Line which would be
completed by 2016 and other one is Azadpur-RK Ashram Metro Line which would be completed by
2021. First one would not have much direct impact on the corridor as it is not parallel to the
corridor. However the second one is parallel to the corridor and its three metro stations will be on
the corridor itself. Therefore, this would have impact on the corridor as some percentage of
potential corridor traffic would shift to the proposed metro. Considering this a lower growth rate of
traffic in the long run on the corridor has been estimated.
Table 28: Traffic Growth Rates of Different Traffic Streams on the Corridor with Proposed Metro
Traffic Stream Traffic Growth Traffic Growth
(%) per Annum in Short (%)per Annum in Long Run
Run (2013-2021) (2013-2031)
Internal-Internal 2.82 1.46
Internal-External 4.69 3.58
External-External 6.55 5.01

Chapter 7 : Traffic Impact Assessment

7.1.1 Impact of Existing Traffic
To assess the traffic impact of existing situation, peak hour V/C ratio at each arm of all important
junctions on the project corridor has been estimated and presented below. This shows that at
present only Ghantaghar Junction is in critical situation with V/C ratio more than 1. This could be
minimised with short term basis local area traffic management. However in consideration with the
traffic growth for long term scenario some major improvement measure is required for the project
corridor.
Figure 25: Traffic Impact Assessment of Existing Situation at Ghantaghar and Kamla Nagar
Junction
Figure 26: Traffic Impact Assessment of Existing Situation at Arya Bhat Polytechnic and
Azadpur (Roundabout) Junction

Figure 27: Existing Average Journey Speed on the Corridor (in km/hr)
Figure 28: Reduction in Journey Speed due to Mixed Traffic
Relation between Journey Speed and NMV Share at Different

Locations on Project Corridor
35.00
Project Corridor(kmph)
Journey Speed on
30.00
25.00
20.00
15.00
10.00
y = 0.0274x2 - 1.9466x + 47.608
5.00
R = 0.6345
0.00
0 5 10 15 20 25 30 35 40 45
% of NMV on the Project Corridor
To assess the traffic impact of mixing NMV traffic with motorised vehicles on journey speed on the
project corridor, a relation between journey speed and percentage of NMV traffic at different
location of project corridor has been profiled. This shows that at every 10% increase in NMV traffic,
average reduction of speed is 6km/hr. which gradually stabilizes after a certain percentage share
increase in NMV traffic.

7.1.2 Impact of Forecasted Traffic

To assess the traffic impact of future forecasted traffic on the project corridor, peak hour demand at
different segments of the corridor has been identified with the earlier estimated growth rates.
According to this estimated demand throughout the project corridor, demand-supply gaps as per the
existing corridor configuration have been examined and required capacity enhancement provisions
have been identified.
Figure 29: Traffic Impact Assessment of Project Corridor with Forecasted Traffic at the end of
Year 2021
Figure 30: Traffic Impact Assessment of Project Corridor with Forecasted Traffic at the end of
Year 2031 (Considering Metro Proposal)
Figure 31: Impact of V/C Ratio on Journey Speed on Project Corridor
Relation between Journey Speed and V/C Ratio at Different

Locations on Project Corridor
40
Journey Speed (km/hr)
30
20
10 y = 12.344x-1.06
R = 0.8653
0
0 0.5 1 1.5
V/C Ratio

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

Chapter 8 : Conceptual Proposal for Improvement Measures

The potential congestion areas resulting from the future forecasted traffic on the project corridor
are the Malkaganj Market Area and Ghantaghar (Clock Tower) Intersection to Mahavir School
Intersection near Rana Pratap Bagh/ DTC Colony.
Conceptual Options to address the above in light of the traffic flow on the project corridor are dealt
with in this chapter.
8.1.1 Option-1
One-Way Circulation for motorised traffic between Ghanta Ghar and Dr. Ambedkar Marg
Junction towards Rani Jhansi Junction with one-way clock-wise movement using Roshanara
Road;
Designated Parking (140 ECS) Lot along the Najafgarh Drain towards DVB Colony/ Ashok
Vihar;
Widening of Mahavir School Road towards Sangam Park as Four Lane Divided Carriageway;
Junction Reconfiguration for Satyawati College Road GT Road Junction (Ashok Vihar
Junction) to act like a four arm signalised junction.
Designated Parking (130 ECS) on triangular island at Ajzadpur Junction;
Alteration of entry and exit of Azadpur Bus Terminal near Azadpur Junction;
Provision of Separate NMV Lane from Azadpur Roundabout to Kamla Nagar Junction on both
directions of carriageway.
Removing all on-street parking from the project corridor and to be declared as No Parking
zone.
Figure 32: Option-1 Conceptual Proposal
Detailed Conceptual Drawing of this option is presented in Annexure-3.

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

8.1.2 Option-2
Restricted entry (only service vehicles or emergency vehicles would be allowed) for
motorised traffic between Ghanta Ghar and Dr. Ambedkar Marg Junction i.e., Malkaganj
Market Area of GT Road and to be declared as NMV zone. All vehicular traffic of this stretch
would be shifted to Roshanara Road. Therefore, Roshanara Road to be improved as 4-lane
divided road (two-way) taking land from Roshanara Garden. A short stretch of about 150 m
on this road near Clock Tower needs to be developed as grade-separated to ease the two-
way movement as non-availability of sufficient ROW for road widening direction towards
clock tower would be through the underpass and the opposite direction on at-grade road;
Designated Parking (178 ECS) covering the half width of the Najafgarh Drain towards DVB
Colony/ Ashok Vihar;
directions of carriageway. Width of NMV Lane on the stretch between Azadpur Roundabout
and Satyawati College Road Intersection on both sidirections would be 5 m whereas the
main carriageway on both directions would be reduced to 7 m (in place of 10 m).

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

8.1.3 Option-3
This option is similar to option-2 with provision of flyover in place of underpass on Roshanara Road.
Detailed Conceptual Drawing of option-2 is presented in Annexure-3.
8.1.4 Option-4
Provision of 2-Lane 2-Tire Flyover. First level of this flyover starting after Kamla Nagar
Junction towards Pulbangash ending just before the Rani Jhansi Junction for through traffic
towards Azadpur and second level starting between Tripolia Gate and Kamla Nagar Junction
and ending before Rani Jhansi Junction with a loop at Kamla Nehru Ridge Park for through
traffic towards Pulbangash;
Designated Parking (120 ECS) near Ghanta Ghar (Clock Tower) Junction;
Designated Parking (140 ECS) Lot along the Najafgarh Drain towards DVB Colony/ Ashok
Vihar;
directions of carriageway.
Removing all on-street parking from the project corridor and to be declared as No Parking
zone.

Detailed Conceptual Drawing of this option is presented in Annexure-3.
Figure 36: Comparison between Schematic Cross Sections of Different Concepts

Chapter 9 : Concept Evaluation

To evaluate the best suitable option for the project corridor a comprehensive evaluation criteria has
been followed. This evaluation technique involves the following aspects:
Functional Requirements like NMV lane or cycle track, effective footpath, service lane etc.
Ease of Implementation and Phasing
Economical benefit or cost comparison
Environmental aspect like safety, universal acceptability, sensitivity to natural environment
etc.
Aesthetics.
Table 30: Option Evaluation
Option Functional Ease of

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

Option-2 Dedicated NMV Little Around Rs. 52 This option is Aesthetically

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

Market Area implemented in Tower.

motorised Phase-I
vehicle need to Rest to be
be diverted implemented in
through other Phase-II by
internal roads. 2021.
Option-4 Dedicated 2-lane More Around Rs. 73 This option is Aesthetically
2-Tire flyover for complicated Crore for safe and this option
through traffic than all other complete universally might have
from Kamla options to improvement. acceptable as some
Nagar Junction implement as there is no problem as
to Rani Jhansi there is a long land the flyover
Junction. flyover acquisition on GT Road
Segregation of proposed on GT and is coming
NMV lane from Road. demolition of closer to the
Azadpur Road existing Clock
Roundabout to improvement important Tower.
Kamla Nagar from Kamla structure.
Junction Nagar Junction The proposed
Service road to Rani Jhansi flyover on
from Azadpur Junction project
Roundabout to including the corridor in this
Mahavir School flyover to be option is too
Junction implemented in close to the
Additional 450 Phase-I. Clock Tower;
ECS designated Rest to be however it is
parking. implemented in skewing the
Phase-II by heritage
2021. structure.
Based on the above evaluation criterion the Option-1 can be considered as the best option. However
in the long run (beyond 2025) this option may not solve the problem on GT Road near Malkaganj
Market area independently; it will be required to be diverted the through traffic of GT Road on Mall
Road and the through traffic of GT Road only at the Malkaganj Market area to be diverted on Dr.
Ambedkar Road.
9.1 WAY FORWARD
This Conceptual Design Report is to be seen as a precursor to the next stage deliverable; Submission
of Detailed Design Proposal. Effectively, this provides consultant a timeframe to execute the various
tasks, which include and is not limited to, preparing the detailed drawing including locations of all
proposed street furniture, electric posts, signals, pedestrian crossing marking, lane marking etc. It
would also involve client and stakeholder consultation, as deemed necessary, to ensure
incorporation of their viewpoints/recommendations into the various study aspects.

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Integrated Transit Corridor Development and Street Network/Connectivity Plan for G.T.

Road from Azadpur

Government of National Capital Territory of Delhi

Public Works Department

Integrated Transit Corridor Development and

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

CONCEPTUAL DESIGN REPORT

ICRA Management Consulting Services Limited

Inception Report Page | 0

Conceptual Design Report P a g e |i

Conceptual Design Report P a g e | ii

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

Conceptual Design Report P a g e | iii

Conceptual Design Report P a g e | iv

1.1 ABOUT THE DOCUMENT

Conceptual Design Report P a g e |5

Chapter 2 : Study Background

2.1 STUDY OBJECTIVE

2.2 STUDY TERMS OF REFERENCE AND SCOPE

Conceptual Design Report P a g e |6

Conceptual Design Report P a g e |7

Conceptual Design Report P a g e |8

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

2.3 EXCLUSIONS AND CLARIFICATIONS

Conceptual Design Report P a g e |9

2.4 KEY DELIVERABLES AND WORK PLAN

The following are the proposed deliverables and timelines:-

Table 1: Key Deliverables

Sr. No. Deliverable

Conceptual Design Report P a g e | 10

Chapter 3 : Project A rea Appreciation

3.1 ZONE C CIVIL LINES ZONE 1

3.1.1 Special Characteristics of the Zone

Conceptual Design Report P a g e | 11

3.1.2 Transportation System

Conceptual Design Report P a g e | 12

Figure 1: Zonal Development Plan for Zone C Civil Lines Zone

Conceptual Design Report P a g e | 13

3.2 PROJECT CORRIDOR DESCRIPTION

Conceptual Design Report P a g e | 14

Conceptual Design Report P a g e | 15

Conceptual Design Report P a g e | 16

Table 4: Summary of Major Transport Facilities

3.2.1 Opportunities & Constraints

Conceptual Design Report P a g e | 17

Figure 5: Select Visuals along the Project Corridor

Conceptual Design Report P a g e | 18

Opposite Azadpur Market Opposite Azadpur Market

Conceptual Design Report P a g e | 19

Azadpur Transport Centre Azadpur Transport Centre

Azadpur Junction (East) Azadpur Junction (South)

Conceptual Design Report P a g e | 20

Azadpur Roundabout Azadpur Roundabout Entry to G. T. Road

Conceptual Design Report P a g e | 21

Conceptual Design Report P a g e | 22

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

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

Conceptual Design Report P a g e | 23

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

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

Conceptual Design Report P a g e | 24

G. T. Road (Central Warehousing

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