Annexure – 1 Survey Formats - TCP Haryana Faridabad (Final Annexure).pdf · Annexure 1 – Survey...

Annexure – 1

Survey Formats

Annexure 1 – Survey Formats

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Annexure 1 – Survey Formats Annexure 1 – Survey Formats

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INTEGRATED MOBILITY PLAN: FARIDABAD-BALLABGARH URBAN

COMPLEX Parking Duration Survey - On Street Parking

Cycles : Cyr : Cart :

Cycles :Cyr : Cart :


Codes CB - Car Big CS - Car Small TW - Two Wheeler

V- Van J- Jeep B- Bus

T- TrucksM - MAVL- LCV

AB- Auto Big AS - Auto Small

Link/ Road Date

From Enumerator

To Type of parking

Time Time

Code Registration Number Code Registration Number Code Registration Number

Time

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INTEGRATED MOBILITY PLAN: FARIDABAD-BALLABGARH URBAN

COMPLEX Parking Duration Survey - Off Street Parking

Cycles : Cyr : Cart :



Codes CB - Car Big CS - Car Small TW - Two Wheeler

V- Van J- Jeep B- Bus

T- TrucksM - MAVL- LCV

AB- Auto Big AS - Auto Small

Link/ Road Date

From Enumerator

To Type of parking

Time Time

Code Registration Number Code Registration Number Code Registration Number

Time

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PURPOSE MODE DISTANC

E FARE MODE DISTANCE FARE MODE DISTANCE FAREALIGHT POINT TO DESTINATIONTIME ORIGIN ALIGHTING DEST ORIGIN TO HERE HERE TO ALIGHTING POINT


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Annexure – 2

Data Report

Annexure – 2 Data Report

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The data collected through secondary and primary surveys have been analyzed to assess the

existing traffic and transportation scenario in the study area and to identify the deficiency in

the present system. The summary of the analysis of the following surveys are included in this

section. PCU factors adopted for the study

• Road Network Inventory

• Classified Traffic volume counts

• Turning Movement counts at

intersections

• On-street and off-street parking surveys

• Speed and Delay survey

• Pedestrian crossing counts

• IPT Surveys

• Goods Focal Point surveys

• RSI Surveys

• HHI Surveys

Daily Traffic(24Hours) Observed at Screenline Locations

Vehicle Type

PCU Values Urban

UP TO 5 % > 5% Buses 2.2 3.7 Minibus 1.5 1.5 Car/Jeep/Van 1 1 Two Wheeler 0.5 0.75 Auto Rickshaw 1.2 2 Trucks 2.2 3.7 MAV 4 5 LCV 1.4 2 Cycles 0.4 0.5 Carts 2 3 Cycle Rickshaw 2 3 Mofussil Bus 2.2 3.7 Other Bus 2.2 3.7

Sl.No Road Name Direction 1 Direction 2 Total

Vehicles PCU Vehicles PCU Vehicles PCU

1 Badarpur RUB 38,326 35,963 31,422 30,648 69,748 66,611

2 Tilpat Road (Near Bypass) 9,276 7,976 7,789 6,614 17,065 14,591

3 NHPC RUB 9,258 8,346 8,330 7,559 17,588 15,905

4 On NH2, Near Pooja Forge 38,199 42,361 44,178 48,749 82,377 91,110

5 Indra Prastha Colony 9875 9417 9,223 8,637 19,098 18,054

6 Siddanta Ashram 14,228 13,603 12,075 12,142 26,303 25,744

7 Badkal ROB 19484 18483 19893 18739 39,377 37,223

8 Neelam flyover 43,739 43,003 36,745 36,786 80,484 79,790

9 Neelam-Bata Road, at Raja Mahal Hotel 23,343 22,676 24,302 23,765 47,645 46,441

10 Bata flyover 24278 24012 21079 21726 45,357 45,738

11 Hanuman Mandir 12,728 12310 15320 14574 28,048 26,885

12 On NH2, Chawla Colony 36,625 38,876 34,922 37,229 71,547 76,105

13 Teen number Naya pool (Near Sanjeevini Chowk)

14,372 14,308 13,193 13,372 27,565 27,680

14 Naya pool on Bypass 4,185 4,237 4,265 4,167 8,450 8,405

15 Ballabgarh ROB 27684 32686 26204 31663 53,888 64,349


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Peak Hour Traffic at Screenline Locations

Sl.No Location Name Peak Hour PCU Daily PCU Percent

Peak Traffic %

1 Badarpur RUB 5,745 66,611 9% 2 Tilpat Road (Near Bypass) 1,924 14,591 13% 3 NHPC RUB 1,689 15,905 11% 4 On NH2, Near Pooja Forge 8,055 91,110 9% 5 Indra Prastha Colony 1,700 18,054 9% 6 Siddanta Ashram 3,050 25,744 12% 7 Badkal ROB 3,685 37,223 10% 8 Neelam flyover 6,805 79,790 9%

9 Neelam-Bata Road, at Raja Mahal Hotel 4,474 46,441 10%

10 Bata flyover 4,332 45,738 9% 11 Hanuman Mandir 2,672 26,885 10% 12 On NH2, Chawla Colony 5,988 76,105 8%

13 Teen number Naya pool (Near Sanjeevini Chowk) 2,524 27,680 9%

14 Naya pool on Bypass 918 8,405 11% 15 Ballabgarh ROB 5,534 64,349 9%

Carriageway type of roads in Faridabad

Sl.No Location Name Bus Share Auto Cars Two

Wheelers

Auto Ricksha

ws

Trucks MAV LCV Tracto

rs Cycles

Cycles

Rickshaw

1 Badarpur RUB 4% 0% 15% 40% 4% 0% 0% 1% 0% 35% 0%

2 Badkal ROB 1% 4% 45% 40% 0% 0% 0% 1% 0% 8% 0%

3 Ballabgarh ROB 2% 9% 36% 33% 0% 4% 2% 8% 2% 3% 0%

4 Bata flyover 1% 2% 36% 45% 0% 1% 0% 5% 1% 8% 0%

5 Hanuman Mandir 1% 3% 10% 28% 0% 1% 1% 9% 2% 46% 0%

6 Indra Prastha Colony 1% 6% 45% 23% 0% 1% 0% 2% 1% 20% 0%

7 Naya pool on Bypass 3% 1% 30% 36% 0% 2% 0% 1% 1% 26% 1%

8 Neelam flyover 1% 9% 30% 52% 0% 1% 0% 3% 0% 4% 0%

9 Neelam-Bata Road, at Raja Mahal Hotel 1% 8% 26% 49% 0% 0% 0% 3% 1% 11% 0%

10 NHPC RUB 0% 1% 56% 28% 0% 0% 0% 1% 0% 15% 0%

11 On NH2, Chawla Colony 2% 13% 24% 34% 0% 0% 0% 2% 1% 24% 0%

12 On NH2, Near Pooja Forge 2% 13% 39% 35% 0% 0% 0% 4% 0% 7% 0%

13 Siddanta Ashram 2% 0% 54% 41% 1% 0% 0% 1% 0% 1% 0%

14 Teen number Naya pool (Near Sanjeevini Chowk)

0% 14% 13% 36% 0% 0% 0% 1% 1% 35% 0%

15 Tilpat Road (Near Bypass) 0% 8% 8% 18% 0% 0% 0% 0% 0% 65% 0%


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Carriageway type of roads

Median availability on roads (in km)

Type of Carriageway Length (Km) Percentage

Six Lane Divided 1.05 0.2%

Four Lane Divided 67.48 13.6%

Four Lane Un-divided 2.06 0.4%

Three Lane 31.74 6.7%

Two Lane 120.86 24.3%

Intermediate Lane 225.56 45.4%

Single Lane 46.78 9.4%

Medians Total

Present Absent 497 Km

14% 86%


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Availability of Footpath

Conditions of Footpath

Condition of Roads


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Speed & Delay Analysis from Faridabad NIT Bus Terminal to Delhi Border

Direction Distance

(km)

Average Delay (sec)

Average Journey Speed (kmph)

Average Running Speed (kmph)

Bus Terminal 0 0 0 0 Jn Near Exit Gate of Terminal 0.05 10 6 9 Hardware Chowk 0.85 25 24 31 Before Bata Flyover 0.7 24 21 26 Bata Chowk 0.2 40 9 20 Neelam chowk 1.9 15 49 55 On Neelam flyover 0.3 29 17 33 Ajronda chowk 0.4 56 5 7 Old faridabad signal 2.7 45 49 64 Badkal chowk 1.4 27 46 61 Badkhal Busstop 0.2 34 11 24 Near N.W.Switchgear Company 2.6 67 33 43 Near S.S.R.Mall 1 27 25 31 At Km.22 of NH-2 0.1 22 8 16 NHPC Chowk 0.2 50 6 11 Sarai Chowk 1.6 106 26 50 Delhi Border 2.1 26 52 63

Speed & Delay Analysis from Delhi Border to Faridabad NIT Bus Terminal

Direction Distance (km)

Average Delay (sec)



Delhi Border 0 0 0 0 Near Traffic Diversion For Auto Rickshaws 0.9 39 33 54 Sarai Bus stop 0.9 71 12 16 NHPC Chowk 1.4 36 42 61 Km.23 Busstop 1.4 52 40 69 Sec.31 Busstop 1.1 22 24 27 Sec.28 Busstop 0.4 52 10 15 Badkhal Busstop 1.4 28 35 43 Old Faridabad Busstop 1.4 28 37 46 Lal Bahadur Shastri Marg Busstop 1.6 23 41 49 Lal Bahadur Shastri Marg 0.1 10 18 36 Ajronda Jn 1.1 42 26 36 Neelam Chowk Busstop 0.8 22 31 41 NIT Terminal 3.8 22 29 30


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Speed & Delay Analysis from Gurgaon Mode to Ballabgarh Bus Terminal

Ballabgarh Bus Terminal to Gurgaon Mode


Average Delay (sec)



Ballabgarh Bus Terminal 0 0 0 0

Bata Mode 4.4 56 35 40

Sec 14,15 Signal 1.2 44 29 42

Ajironda Chowk 0.6 42 19 29

Neelam Chowk 1.1 45 20 26

B.K.Chowk 0.1 17 11 24

Shivaji Park 0.7 7 33 37

Mulla Hotel 0.8 20 22 26

Sec 49 Jn 2.5 16 19 19

Surajkund Road Jn 0.2 52 11 60

Gurgaon Mode 0.6 10 30 34

Gurgaon Mode to Ballabgarh Bus Terminal


Average Delay (sec)



Gurgaon Mode 0 0 0 0 Surajkund Road Jn 0.6 24 35 58 Mosque Jn 1.2 20 32 37 Badkhal Road Jn 0.6 49 12 16 Between Patel Chowk 0.8 18 19 21 Patel Chowk 0.3 23 12 17 Sec 4-5 Chowk 1.5 59 19 23 Neelam Chowk 2.1 47 26 30 On Neelam Flyover 0.2 40 14 55 Ajironda Chowk 0.5 75 9 15 Bata Mode 1.7 8 29 30 YMCA Chowk 1.4 24 30 35 Good Year Tyres Jn 1.7 9 40 42 Ballabgarh Busstop 1.6 16 29 31


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Speed & Delay Analysis from Ballabgarh Bus Terminal to Delhi Border

Speed & Delay Analysis from Delhi Border to Bllabgarh Bus Terminal

Ballabgarh Bus Terminal to Delhi Border


Average Delay (sec)



Ballabgarh Bus Terminal 0 0 0 0 Bata Mode 4.4 56 34 38 Sec 14,15 Signal 1.2 44 28 39 Ajironda Chowk 0.6 42 21 35 Old faridabad signal 2.7 45 32 37 Badkal chowk 1.4 27 37 45 Badkhal Busstop 0.2 34 8 13 Near N.W.Switchgear Company 2.6 67 30 38 Near S.S.R.Mall 1 27 24 29 At Km.22 of NH-2 0.1 22 12 45 NHPC Chowk 0.2 50 5 7 Sarai Chowk 1.6 106 22 36 Delhi Border 1.8 26 46 56


Average Delay (sec)



Delhi Border 0 0 0 0 Near Traffic Diversion For Auto Rickshaws 0.9 39 30 46

Sarai Bus stop 0.9 51 12 15 NHPC Chowk 1.4 56 41 76 Km.23 Busstop 1.4 52 40 68 Sec.31 Busstop 1.1 22 23 26 Sec.28 Busstop 0.3 28 8 9 Badkhal Busstop 1.3 29 28 34 Old Faridabad Busstop 1.3 18 39 46 Lal Bahadur Shastri Marg Busstop 1.6 23 39 47

Lal Bahadur Shastri Marg 0.1 10 23 60

Ajronda Jn 1.1 42 26 35 Bata Mode 1.7 18 46 54 YMCA Chowk 1.4 24 26 29 Good Year Tyres Jn 1.7 9 40 43 Ballabgarh Busstop 1.6 16 31 34


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Equivalent PCU factors for Various Types of mode

Traffic volume at selected Junctions (2009)

PCE Values Adopted for Various Vehicle Types

Vehicle Type PCU Values

Urban UP TO 5 % > 5%

Buses 2.2 3.7 Minibus 1.5 1.5 Car/Jeep/Van 1 1 Two Wheeler 0.5 0.75 Auto Rickshaw 1.2 2 Trucks 2.2 3.7 MAV 4 5 LCV 1.4 2 Cycles 0.4 0.5 Carts 2 3 Cycle Rickshaw 2 3 Mofussil Bus 2.2 3.7 Other Bus 2.2 3.7 Agricultural Tractor 4 5

Sl. No. Junction Name Peak Hour

Peak hour Volume

Vehicles PCUs

1 Ajronda Chowk Junction 10.00-11.00 12260 12496

2 Badkal Chowk Junction 08.30-09.30 13438 12826

3 Ballabgarh Chowk Junction 17.15-18.15 7724 7654

4 Bata Mode Junction 17.45-18.45 8603 8698

5 B.K.Chowk Junction 11.45-12.45 9342 10299

6 Guru Ravidas Chowk 08.00-09.00 6457 5494

7 Old Faridabad Chowk Junction 08.30-09.30 10835 11012

8 NHPC Chowk Junction 08.30-09.30 10804 10313

9 Pyali Chowk Junction 08.00-09.00 4921 4617

Sl. No. Vehicle Category PCE

1 Car Big 1.5

2 Car Small 1.0

3 Two Wheeler 0.2

4 Van/Maxi Cab/Mini Bus 1.75

5 Bus 2.5 6 LCV/MCV 1.75 7 Auto Rickshaw 0.5 8 Truck 2.5


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On-street Parking Survey Locations

On-street Parking Accumulation

Location wise Parking Duration of Vehicles

Sl. No. Road Name From To

1 Market Road (NH 1) 1-2 Chowk Y Junction

2 Perpendicular Road to Market Road

Gurudwar Junction

Hanuman Mandir

3 Mathura Road (NH 2, Sector 20A) Ajronda Chowk Lal Bahadur

Sastri Road

4 Tilpat Road Sarai Junction Bajrang Junction

Sl. No. Road Name

Morning Peak Evening Peak

Peak Time Peak PCE Peak Time Peak

PCE

1 Market Road (NH 1) 12.00–1.00 25 18.00-19.00 28

2 Perpendicular Road to NH 1 12.00–1.00 26 16.00-17.00 24

3 Mathura Road (NH 2, Sector 20A) 12.00–1.00 70 16.00-17.00 58

4 Tilpat Road 11.00-12.00 25 4.00 – 5.00 21

Duration of Parking

Market Road (NH 1)

Perpendicular Road to

Market Road

Mathura Road (NH 2)

Tilpat Road

Up to 0.5 Hour 62% 62% 59% 65% 0.5 – 1 Hour 19% 15% 17% 18% 1 – 2 Hours 10% 12% 15% 13% 2 – 5 Hours 7% 5% 9% 4% 5 – 10 Hours 2% 0% 0% 0%


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On-street parking

On-street parking


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Off-street Parking Survey Locations

Off-street Parking Accumulation

Location wise Parking Duration of Vehicles

Sl. No. Location

1 Between NH 2 and City Park Junction

2 Near Devilal Park, after New Sohna Flyover towards Delhi

3 Near Dabua Colony Sabji Mandi

4 Sector 20A, between Railway Track and NH 2

Sl. No.

Location Morning Peak Evening Peak

Peak Time Peak PCE Peak Time Peak PCE

1. Between NH 2 and City Park Junction

9.00–10.00 24 14.00-15.00 17

2. Near Devilal Park, after New Sohna Flyover towards Delhi

11.00–12.00 53 17.00–18.00 39

3. Near Dabua Colony Sabji Mandi

12.00–1.00 132 16.00–17.00 107

4. Sector 20A, between Railway Track and NH 2

12.00–1.00 177 16.00–17.00 94

Duration of Parking

B/n NH 2 and City Park Junction

Near Devilal Park

Near Dabua Colony

Sabji Mandi

Sector 20A, b/n Railway Track

and NH 2

Up to 0.5 Hour 0% 0% 73% 69%

0.5 – 1 Hour 0% 0% 12% 13%

1 – 2 Hours 80% 97% 12% 13%

2 – 5 Hours 12% 3% 3% 5%

5 – 10 Hours 7% 0% 0% 0%

>10 Hours 1% 0% 0% 0%


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Average Composition of Vehicles Parked Off-street

Ownership details

Vehicle type Ownership

Owned in No’s

Owned in %

Other in No’s

Other in %

LCV/Tempo 4 33% 7 67%

Tractor 1 100% 0 0% Truck-2Axle 0 0% 21 100% Truck-3Axle 1 7% 7 93% MAV 2 100% 0 0%

Off-street parking


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Vehicle Ownership

Loading Capacity

Trips by Vehicle Type

Average Trip Distance

Vehicle type Average Load in

Tonnes

LCV/Tempo 8

Tractor 10

Truck-2Axle 10

Truck-3Axle 17

MAV 9

Others 7

Vehicle type Avg. Number of Trips % of Trips

LCV/Tempo 11 21%

Tractor 1 1%

Truck-2Axle 21 42%

Truck-3Axle 8 15%

MAV 2 3%

Others 10 18%

Vehicle type Avg. Trip Distance in KM

MAV 15

Tractor 4

Truck-2Axle 816

Truck-3Axle 910

LCV/Tempo 720

Others 8


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8.00-9.00 9.00-10.00 17.00‐18.00 18.00‐19.00 21.00‐22.00 22.00‐23.00

2203 1814 1676 2090 0 01922 2396 1156 1289 0 0951 202 1326 3578 0 02044 0 1397 1039 0 0123 304 0 0 0 039 158 0 0 0 0

1292 2498 2819 2563 1325 9741033 0 0 0 0 0

Peak Hour

18.00-19.00

9.00-10.00

17.00-18.00

8.00-9.00

Chawla Colony(NH2) To BallabgarhTo Delhi

Bata Chowk To Hardware ChowkTo Bata Chowk

Gurgaon Mode To GurgaonTo Faridabad

Location DirectionObserved Passenger Count

Sarai ChowkTo Delhi

To Ballabgarh

8.00-9.00 9.00-10.00 17.00‐18.00 18.00‐19.00 21.00‐22.00 22.00‐23.00

1620 1980 1375 1197 0 01100 2140 2901 4289 0 0265 15 200 340 0 0265 0 260 240 0 0270 385 0 0 0 0115 65 0 0 0 0475 1085 1505 2457 755 535655 0 0 0 0 0

Peak Hour

18.00-19.00

18.00-19.00

9.00-10.00

18.00-19.00


Chawla Colony(NH2) To BallabgarhTo Delhi

Sarai Chowk To DelhiTo Ballabgarh

Bata Chowk To Hardware ChowkTo Bata Chowk


Commodity Type

Observed Passenger Count (Auto)

Observed Passenger Count (Bus)

Goods type Trips in No’s Trips in %

Food grains, Vegetable, Cereals 25 40%

Wood 1 2%

Fisheries 4 8%

Stone, Coals 1 2%

Industrial Materials 20 48%

(Auto)

(Bus)


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8.00-9.00 9.00-10.00 17.00‐18.00 18.00‐19.00 21.00‐22.00 22.00‐23.00

0 0 0 0 0 0129 175 188 90 0 0125 0 0 0 0 00 0 0 0 0 025 123 31 0 0 00 0 0 0 0 0

17.00-18.00

8.00-9.00

17.00-18.00Chawla Colony(NH2) To BallabgarhTo Delhi

Peak Hour



Sarai Chowk To DelhiTo Ballabgarh

Observed Passenger Count (Mini Bus)

Trip Frequency on Outer Cordon Points

Average Trip Frequency Distribution

Location Name

Frequency of the Trip

Multiple trips a day

Daily Alternate

Day Weekly Fortnightly Monthly Total

Border 39% 27% 21% 3% 8% 1% 100% Sohana Road 40% 47% 10% 0% 2% 1% 100% Apna dhaba (NH2) 26% 32% 39% 2% 1% 1% 100%

Gurgaon 23% 61% 13% 2% 1% 1% 100% Mehrauli 43% 43% 9% 4% 1% 0% 100% Shooting Range 27% 57% 10% 4% 1% 1% 100%

Average 33% 45% 17% 3% 2% 1% 100%

(Mini Bus)


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Average Trip Purpose Distribution

Purpose of Journey on Outer Cordon Points

Average Occupancy by Vehicle Type

Location Name

Purpose of the Trip

Work Business Education Social & Recreation Tourism Others Total

Border 15% 58% 6% 7% 3% 11% 100%

Sohana 43% 24% 1% 26% 6% 2% 100%

Apna Dabha(NH2) 3% 62% 0% 20% 4% 11% 100%

Gurgaon 12% 56% 1% 20% 3% 7% 100%

Mehrauli 36% 14% 2% 21% 6% 20% 100%

Shooting Range 47% 19% 1% 21% 6% 7% 100%

Average 26% 39% 2% 19% 5% 10% 100%


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Average Occupancy by Vehicle Type on Outer Cordon Points

Percentages of Trips Originating and Destining between Sectors at the Outer Cordon Locations

Observed Passenger Counts

Sl. No Location name Observed Passenger Count in No’s

1 Ballabgarh 5108

2 Border auto rickshaw stand 8757

3 Dabua Colony 5510

4 Hardware Chowk 1130

5 Neelam Chowk 8456

6 NIT Bus stand 8348

7 Old Faridabad 12410

Location Name Occupancy by vehicles

Car Auto Two Wheeler

Border 2.7 2.8 1.6

Sohana 2.4 7.4 1.9

Apna 3.0 6.5 1.9

Gurgaon 2.4 4.5 1.9

Mehrauli 3.0 7.2 1.6

Shooting Range 2.0 2.8 2.1

Average 2.6 5.2 1.8

Location Name Passenger Vehicles Commercial Vehicles

E-E E-I I-E Total E-E E-I I-E Total

Border 34% 32% 34% 100% 29% 50% 21% 100%

Sohana 8% 40% 52% 100% 9% 31% 59% 100%

Apna Dabha(NH2) 21% 40% 39% 100% 29% 35% 35% 100%

Gurgaon 78% 12% 10% 100% 78% 10% 12% 100%

Mehrauli 27% 13% 60% 100% 42% 1% 56% 100%

Shooting Range 9% 19% 72% 100% 5% 21% 74% 100%

Average 30% 26% 45% 100% 32% 25% 43% 100%


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Journey Purpose (%)

Distribution of Households by Income Level

Population Distribution by Age (5 and above) and Sex

Age Group City

Years Male Female 5-17 60% 40% 18-24 56% 44% 25-34 50% 50% 35-44 53% 47% 45-58 53% 47% 59-64 51% 49% 65-74 58% 42% >75 69% 34%

Total 55% 45%

Locations Home Return Work Business Social Personal/

Service Other Reason

Ballabgarh 18.3% 24.0% 17.6% 20.0% 19.1% 1.0%

Border Auto 25.4% 29.3% 15.4% 15.4% 13.6% 0.9%

Dabua Colony 28.3% 35.2% 11.6% 12.0% 9.0% 3.9%

Hardware Chowk 33.3% 29.7% 12.8% 12.3% 9.2% 2.6%

Neelam Chowk 21.3% 31.1% 14.0% 16.8% 15.0% 1.9%

NIT Busstand 23.0% 30.2% 13.8% 16.6% 14.7% 1.6%

Old Faridabad 20.0% 27.3% 16.9% 18.2% 16.9% 0.7%

Income level

Income Range (Rs)

Percentage of House

holds A up to 1500 0.4% B 1501-3000 0.2% C 3001-5000 2.4% D 5001-10000 10.5% E 10001-20000 28.8% F 20001-30000 20.4% G 30001-40000 11.9% H 40001-50000 6.2% I above 50000 19.1%

Total 100.0%


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Distribution of Population by age and sex

Comparison of Trips by Household size

HH Size Person Trips (%)

Person Trips per HHs

Trips per Person

1 0.5% 1.38 1.38

2 3.7% 1.49 0.74

3 16.8% 2.08 0.69

4 37.9% 2.42 0.61

5 19.6% 2.24 0.45

6 9.0% 1.95 0.32

7+ 12.4% 2.27 0.30

Average Vehicle Availability

Mode Number (vehicles/HH)

TW 0.75

Car 0.80

Bicycles 0.19

Trip distribution by Purpose of travel

Trip Purpose Percentage

Home 49.1% Work 21.7% Education 19.2% Business 7.7% Shopping 0.7% Social and recreation 0.9% Personal service 0.7% Others 0.1%


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Purpose wise proportions of Trips

Trip Distribution by Travel Mode

Travel Mode Percentage of Trips

Walk 23.5

Cycle 8.4

Cycle Rickshaw 3.1

TW 24.5

Pillion Rider 1.5

Auto Rickshaw 2.6

Taxi/Car 24.8

STU Bus 0.8

Private Bus 0.8

Other Bus 6.4

Train 0.9

Others 2.7

Total 100


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Trip length frequency distribution

Trip length (km) Trip Percentage

0-2 35.2% 2-4 14.6% 4-6 11.7% 6-8 5.5% 8-10 4.9% 10-12 2.5% 12-14 1.5% 14-16 2.9% 16-18 0.7% 18-20 2.6% 20-22 0.6% 22-24 0.3% 24-26 2.8% 26-28 0.6% 28-30 4.0% >30 9.7%

Details of trip length frequency distribution


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Summary of Pedestrian crossing Counts at Junctions

Summary of Pedestrian crossing Counts at Midblock

Total Pedestrian Count at Ballabgarh Junction

Time Ballabgarh Road Mathura Road Total Morning

8.00-9.00 630 832 1462 8.15-9.15 657 723 1380 8.30-9.30 717 612 1329 8.45-9.45 721 469 1190 9.00-10.00 732 436 1168


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Total Pedestrian Count at Bata Mode Junction

9.15-10.15 751 446 1197 9.30-10.30 724 456 1180 9.45-10.45 714 464 1178 10.00-11.00 742 494 1236 10.15-11.15 773 456 1229 10.30-11.30 776 443 1219 10.45-11.45 783 429 1212 11.00-12.00 754 406 1160

Evening 16.00-17.00 842 466 1308 16.15-17.15 856 425 1281 16.30-17.30 919 467 1386 16.45-17.45 942 432 1374 17.00-18.00 940 474 1414 17.15-18.15 971 592 1563 17.30-18.30 964 767 1731 17.45-18.45 989 809 1798 18.00-19.00 955 817 1772 18.15-19.15 946 707 1653 18.30-19.30 845 504 1349 18.45-19.45 793 428 1221 19.00-20.00 712 346 1058

Time Hard Agra Delhi Total Morning

8.00-9.00 294 197 315 806 8.15-9.15 277 194 277 748 8.30-9.30 277 185 257 719 8.45-9.45 265 173 316 754 9.00-10.00 310 150 360 820 9.15-10.15 321 168 372 861 9.30-10.30 340 216 379 935 9.45-10.45 326 245 278 849 10.00-11.00 296 232 243 771 10.15-11.15 346 212 250 808 10.30-11.30 344 153 213 710 10.45-11.45 361 157 205 723 11.00-12.00 336 146 174 656

Evening 16.00-17.00 307 187 487 981 16.15-17.15 306 166 639 1111 16.30-17.30 298 174 703 1175 16.45-17.45 315 183 654 1152 17.00-18.00 327 192 532 1051 17.15-18.15 327 228 416 971 17.30-18.30 311 224 386 921


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Total Pedestrian Count at Ajronda Chowk Junction

Time Neelam Mathura Road Total Morning

8.00-9.00 99 430 529 8.15-9.15 111 551 662 8.30-9.30 101 573 674 8.45-9.45 105 626 731 9.00-10.00 121 701 822 9.15-10.15 135 706 841 9.30-10.30 133 700 833 9.45-10.45 135 686 821 10.00-11.00 125 535 660 10.15-11.15 114 464 578 10.30-11.30 126 447 573 10.45-11.45 114 423 537 11.00-12.00 120 514 634

Evening 16.00-17.00 124 577 701 16.15-17.15 151 656 807 16.30-17.30 152 699 851 16.45-17.45 155 710 865 17.00-18.00 158 714 872 17.15-18.15 138 656 794 17.30-18.30 137 649 786 17.45-18.45 144 611 755 18.00-19.00 152 613 765 18.15-19.15 103 602 705 18.30-19.30 126 640 766 18.45-19.45 105 557 662 19.00-20.00 78 499 577

Total Pedestrian Count at B.K.Chowk Jnction

Time 1-2 B.K. Neelam Station Total Morning

8.00-9.00 95 68 140 144 447 8.15-9.15 129 78 160 152 519 8.30-9.30 168 86 167 162 583 8.45-9.45 172 75 202 172 621 9.00-10.00 193 79 192 168 632 9.15-10.15 157 78 226 182 643

17.45-18.45 284 217 412 913 18.00-19.00 248 204 329 781 18.15-19.15 226 169 294 689 18.30-19.30 227 162 279 668 18.45-19.45 228 155 239 622 19.00-20.00 233 191 258 682


26

9.30-10.30 120 80 255 187 642 9.45-10.45 135 110 247 188 680 10.00-11.00 145 120 296 236 797 10.15-11.15 167 109 298 250 824 10.30-11.30 184 122 310 318 934 10.45-11.45 194 103 346 371 1014 11.00-12.00 203 98 361 409 1071

Evening 16.00-17.00 200 101 231 197 729 16.15-17.15 219 105 248 206 778 16.30-17.30 220 94 267 203 784 16.45-17.45 228 80 288 173 769 17.00-18.00 202 78 318 145 743 17.15-18.15 191 79 296 141 707 17.30-18.30 167 104 296 158 725 17.45-18.45 161 123 283 177 744 18.00-19.00 141 138 279 200 758 18.15-19.15 133 147 272 195 747 18.30-19.30 119 128 243 180 670 18.45-19.45 96 117 207 162 582 19.00-20.00 103 115 170 144 532

Total Pedestrian Count at Pyali Chowk Junction

Time Dabua Saran Gurgoan Bata Total Morning

8.00-9.00 110 314 394 245 1063 8.15-9.15 181 273 528 274 1256 8.30-9.30 281 252 682 287 1502 8.45-9.45 395 268 778 298 1739 9.00-10.00 574 270 888 306 2038 9.15-10.15 633 317 978 328 2256 9.30-10.30 723 362 988 362 2435 9.45-10.45 776 402 1040 357 2575 10.00-11.00 781 441 1027 331 2580 10.15-11.15 933 454 952 326 2665 10.30-11.30 965 457 941 336 2699 10.45-11.45 1076 454 918 333 2781 11.00-12.00 1095 428 866 333 2722

Evening 16.00-17.00 594 426 814 340 2174 16.15-17.15 458 486 848 342 2134 16.30-17.30 314 579 951 366 2210 16.45-17.45 274 645 1076 323 2318 17.00-18.00 212 645 1147 283 2287 17.15-18.15 220 672 1175 261 2328 17.30-18.30 250 630 1240 254 2374 17.45-18.45 290 617 1182 257 2346 18.00-19.00 283 589 1158 253 2283


27

Time Dabua Saran Gurgoan Bata Total 18.15-19.15 322 553 1172 241 2288 18.30-19.30 326 503 1022 217 2068 18.45-19.45 286 444 911 250 1891 19.00-20.00 302 450 818 264 1834

Total Pedestrian Count at Old Faridabad Junction

Time Delhi Agra New Total Morning

8.00-9.00 767 721 248 1736 8.15-9.15 939 788 258 1985 8.30-9.30 1017 779 205 2001 8.45-9.45 958 842 193 1993 9.00-10.00 961 863 151 1975 9.15-10.15 780 849 161 1790 9.30-10.30 660 810 178 1648 9.45-10.45 596 755 181 1532 10.00-11.00 401 716 184 1301 10.15-11.15 384 589 184 1157 10.30-11.30 429 523 176 1128 10.45-11.45 411 481 185 1077 11.00-12.00 430 460 212 1102

Evening 16.00-17.00 308 390 217 915 16.15-17.15 334 430 250 1014 16.30-17.30 357 498 275 1130 16.45-17.45 421 479 271 1171 17.00-18.00 519 537 234 1290 17.15-18.15 547 597 212 1356 17.30-18.30 640 605 181 1426 17.45-18.45 636 658 155 1449 18.00-19.00 580 602 150 1332 18.15-19.15 564 560 143 1267 18.30-19.30 448 538 154 1140 18.45-19.45 450 494 176 1120 19.00-20.00 451 508 201 1160

Total Pedestrian Count at Badkhal Chowk Junction

Time Badkhal Ajronda Total Morning

8.00-9.00 205 203 408 8.15-9.15 229 240 469 8.30-9.30 256 259 515 8.45-9.45 278 280 558 9.00-10.00 281 280 561 9.15-10.15 287 271 558 9.30-10.30 270 274 544 9.45-10.45 263 271 534


28

Total Pedestrian Count at NHPC Chowk Jn

10.00-11.00 259 267 526 10.15-11.15 244 253 497 10.30-11.30 250 232 482 10.45-11.45 236 406 642 11.00-12.00 212 189 401

Evening 16.00-17.00 297 145 442 16.15-17.15 293 159 452 16.30-17.30 307 174 481 16.45-17.45 319 189 508 17.00-18.00 334 201 535 17.15-18.15 312 205 517 17.30-18.30 298 210 508 17.45-18.45 262 221 483 18.00-19.00 240 238 478 18.15-19.15 253 236 489 18.30-19.30 234 234 468 18.45-19.45 253 227 480 19.00-20.00 237 203 440

Time Suraj Delhi Agra Bypass Total Morning

8.00-9.00 56 216 285 107 664 8.15-9.15 68 219 325 112 724 8.30-9.30 100 219 327 110 756 8.45-9.45 112 182 285 114 693 9.00-10.00 114 141 210 94 559 9.15-10.15 129 152 169 77 527 9.30-10.30 116 141 151 66 474 9.45-10.45 126 138 122 38 424 10.00-11.00 137 116 105 22 380 10.15-11.15 133 101 89 19 342 10.30-11.30 142 87 74 19 322 10.45-11.45 146 63 72 33 314 11.00-12.00 137 61 68 46 312

Evening 16.00-17.00 105 94 69 30 298 16.15-17.15 104 99 73 41 317 16.30-17.30 115 113 99 46 373 16.45-17.45 127 155 145 62 489 17.00-18.00 125 162 159 56 502 17.15-18.15 131 172 173 48 524 17.30-18.30 139 165 166 46 516 17.45-18.45 145 133 122 31 431 18.00-19.00 152 117 138 35 442 18.15-19.15 157 102 139 38 436


29

Total Pedestrian Count at Guru Ravidas Chowk

Total Pedestrian Count for the location NIT Bus Stop

18.30-19.30 147 89 153 37 426 18.45-19.45 124 85 157 36 402 19.00-20.00 115 98 162 36 411

Time Badarpur- Ballabgarh KD Total Morning

8.00-9.00 253 691 444 1388 8.15-9.15 26 576 404 1006 8.30-9.30 237 484 354 1075 8.45-9.45 214 356 270 840 9.00-10.00 193 311 266 770 9.15-10.15 195 256 226 677 9.30-10.30 154 223 171 548 9.45-10.45 145 237 205 587 10.00-11.00 143 227 249 619 10.15-11.15 145 239 324 708 10.30-11.30 166 231 370 767 10.45-11.45 165 202 380 747 11.00-12.00 152 185 348 685

Evening 16.00-17.00 425 983 340 1748 16.15-17.15 500 1189 336 2025 16.30-17.30 570 1362 340 2272 16.45-17.45 637 1485 346 2468 17.00-18.00 632 1366 342 2340 17.15-18.15 782 1338 327 2447 17.30-18.30 780 1292 381 2453 17.45-18.45 780 1114 406 2300 18.00-19.00 728 1057 429 2214 18.15-19.15 417 947 452 1816 18.30-19.30 529 914 438 1881 18.45-19.45 412 821 440 1673 19.00-20.00 389 767 427 1583

TIME Up Down Both Directions

9.00-10.00 470 488 958 9.15-10.15 461 459 920 9.30-10.30 454 436 890 9.45-10.45 460 431 891 10.00-11.00 466 432 898


30

Total Pedestrian Count for the location Ballabgarh Bus Stand

Total Pedestrian Count for the location 1-2 Chowk

Total Pedestrian Count for the location Hardware Junction

TIME Up Down Both

Directions

9.00-10.00 653 447 1100

9.15-10.15 554 460 1014

9.30-10.30 600 458 1058

9.45-10.45 600 458 1058

10.00-11.00 610 554 1164

TIME Up Down Both

Directions

9.00-10.00 432 443 875

9.15-10.15 525 592 1117

9.30-10.30 680 640 1320

9.45-10.45 736 645 1381

10.00-11.00 734 696 1430

TIME Up Down Both

Directions

9.00-10.00 286 246 532

9.15-10.15 242 249 491

9.30-10.30 205 238 443

9.45-10.45 183 223 406

10.00-11.00 178 214 392


31

Total Pedestrian Count for the location Neelam Chowk

Total Pedestrian Count for the location Between Sectors 31 to 32

Total Pedestrian Count for the location In Front of Old Railway Station

Total Pedestrian Count for the location In Front of Market on Ambedkar

Total Pedestrian Count for the location Border

TIME Up Down Both

Directions

9.00-10.00 1011 1050 2061

9.15-10.15 1094 1250 2344 9.30-10.30 1146 1259 2405 9.45-10.45 1295 1298 2593 10.00-11.00 1388 1163 2551

TIME Up Down Both

Directions

9.00-10.00 452 484 936 9.15-10.15 432 498 930 9.30-10.30 526 613 1139 9.45-10.45 645 679 1324 10.00-11.00 735 749 1484

TIME Up Down Both

Directions

9.00-10.00 277 273 550 9.15-10.15 251 244 495 9.30-10.30 215 227 442 9.45-10.45 224 218 442 10.00-11.00 223 222 445

TIME Up Down Both

Directions

9.00-10.00 460 555 1015 9.15-10.15 484 542 1026 9.30-10.30 504 535 1039 9.45-10.45 513 525 1038 10.00-11.00 540 524 1064


9.00-10.00 625 488 1113 9.15-10.15 627 678 1305 9.30-10.30 665 713 1378 9.45-10.45 724 747 1471 10.00-11.00 787 788 1575


32

Total Pedestrian Count for the location Near Havell’s

Total Pedestrian Count for the location Near Sector 32


9.00-10.00 361 296 657 9.15-10.15 318 307 625 9.30-10.30 327 298 625 9.45-10.45 349 268 617 10.00-11.00 342 255 597


9.00-10.00 541 347 888 9.15-10.15 554 336 890 9.30-10.30 520 308 828 9.45-10.45 525 285 810 10.00-11.00 523 250 773

‐ Annexure – 2 Hauda Traffic Report

33

HAUDA Traffic - Report


34

Mid –Block Survey

1.0 Background A number of primary surveys have been conducted to collect the traffic data for the

present day scenario as part of existing traffic characteristics appreciation for the

Study area. Classified traffic volume count surveys have been conducted at selected

Mid-Block Line points 07-hour period (08:00 am to 11:00 a.m) & (16:00 p.m to 20:00

p.m) on a typical working day. These surveys help in assessing the existing traffic

problems in the Area as well as to validate the transport demand models. The traffic

characteristics at the above locations are described in the subsequent paragraphs.

The adopted passenger car unit (PCU) factors are provided in Table 1 (as per the IRC norms)

Table 1 PCU Conversion Values

SNo Mode

PCU Value 1 Car 1.0

2 Jeep/Van 1.0

3 2-wheeler 0.5

4 3-wheeler 1.0

5 Bus

3.0

6 Mini-bus

1.5

7 Truck

3.0

8 LCV

1.5

9 MAV

4.5

10 Cycle

0.5

11 Cycle Rickshaw

1.5

12 Others 6.0

Classified traffic volume surveys were carried on average weekday to quantify the

volume of traffic moving along various road sections in the Study Area. The classified

Traffic Volume counts were made throughout the 07-hour duration of survey. The

survey locations were selected in a manner that would cover the entire Study Area and

assist in understanding the traffic pattern with in the Study Area as well as with adjacent urban settlements.

2.0 Locations Locations of Mid-Block are shown in Figure 1.0 and Table 2 lists the (06 locations) by

name. The quantum and temporal variation of total and daily vehicles and trips moving

in the Study Area within the sub areas has been carried out in the following sections.


35

Table 2 List of Mid-Block Locations

Sl.No. MID-BLOCK LOCATIONS

1 Mathura Road (Near Sarai Mc Donald) 2 By Pass Road (Near Mathura Road) 3 Jaitpur Road (Near Durga Builder) Toll Tax 4 Pul Prahladpur Road (Near Surajkund Southeast PS) 5 SurajKund Road (Near Shooting Range) 6 Chhatterpur Road (Near Faridabad-Gurgaon Road)

Source: Primary Survey June ‘2010


36

3.0 Analysis The traffic counts both in terms of numbers of vehicles and Passenger Car Units (PCUs)

have been computed for the total daily (07 hour) traffic at various mid-block locations

as presented in Table 3. It was observed that the traffic at different locations varies

from 967 Vehicle (1033 PCU’s) Chhatterpur Road (Near Faridabad-Gurgaon Road) to

31,543 Vehicle (28,072 PCU’s) Mathura Road (Near Sarai Mc Donald) throughout a

normal working day.

Table 3 Daily Traffic Volume (07 Hours) at Mid-Block Locations

S.NO. Name of Location Total Vehicles Total PCU's

1 Mathura Road (Near Sarai Mc Donald) 31543 28072

2 By Pass Road (Near Mathura Road) 12502 10809

3 Jaitpur Road (Near Durga Builder) Toll Tax 16749 12537

4 Pul Prahladpur Road (Near Surajkund Southeast PS) 27361 24937

5 SurajKund Road (Near Shooting Range) 13681 11932

6 Chhatterpur Road (Near Faridabad-Gurgaon Road) 967 1033 Source: Primary Survey June ‘2010

Peak Hour Traffic: The peak hour traffic at the Mid-Block locations is presented in

Table 3 The morning peak hour volume varies from 165 PCUs (156 vehicles) on

Chhatterpur Road (Near Faridabad-Gurgaon Road) to 5,230 PCUs (6,020 vehicles) on Pul

Prahladpur Road (Near Surajkund Southeast PS) & evening peak hour volume varies

from 188 PCUs (153 vehicels) on Chhatterpur Road (Near Faridabad-Gurgaon Road) to

4,519 PCU’s (4,940 vehicles) on Mathura Road (Near Sarai Mc Donald). Table 4 presents the traffic composition at Mid-Block locations during peak hour. This

differs slightly from the daily traffic trends. The table depicts that the share of bus

traffic in peak hour is up to as high as 2.22% Mathura Road (Near Sarai Mc Donald) but

on an average this is about 0.66% while the goods traffic constitute 0.11% 05_SurajKund

Road (Near Shooting Range) to 19.61% 06_Chhatterpur Road (Near Faridabad-Gurgaon

Road) at peak periods (average being about 3.99%). Similarly, the share of slow

passenger traffic varies from 0.0% Chhatterpur Road (Near Faridabad-Gurgaon Road) to

28% By Pass Road (Near Mathura Road) On an average, slow passenger vehicles have share of about 11.23%. The share of fast passenger traffic varies from 68.74% By Pass

Road (Near Mathura Road) to 99.52% SurajKund Road (Near Shooting Range) with an

average of about 84%.


37

Table 4 Peak Hour Traffic Composition at Mid-Block Locations

Peak Hour Composition

Loc. No Name of the Location

Peak Hour Total Total Total Total

Fast Bus Goods Slow

1 Mathura Road (Near Sarai Mc Donald) 08:00-09:00 77.05 2.22 1.48 19.24 18:45-19:45 89.84 1.86 1.80 6.50

2 By Pass Road (Near Mathura Road) 08:30-09:30 68.74 1.37 1.90 27.99 17:45-18:45 71.44 1.44 1.84 25.27

3 Jaitpur Road (Near Durga Builder) Toll Tax 08:45-09:45 80.25 0.00 0.20 19.55 18:30-19:30 90.16 0.00 0.75 9.08

4 Pul Prahladpur Road (Near Surajkund Southeast PS)

08:45-09:45 85.51 0.12 1.41 12.96 18:30-19:30 84.96 0.29 2.55 12.20

5 SurajKund Road (Near Shooting Range) 08:45-09:45 99.52 0.00 0.11 0.37 18:45-19:45 99.44 0.00 0.19 0.37

6 Chhatterpur Road (Near Faridabad-Gurgaon Road)

08:30-09:30 82.05 0.64 16.03 1.28 16:15-17:15 80.39 0.00 19.61 0.00


Table 1.5 presents the average traffic composition at Mid-Block locations during

morning evening average daily period.

For e.g In case of Mathura Road on an average 1011 vehicles pass the cordon point in 15

minutes during the morning period. During evening period this average traffic was

slightly less.

Daily on an average 996 vehicles pass the Mathura road in every 15 minutes.


38

Both Directions

Grand Grand

Car Jeep Total Truck LCV MAV Total Cycles Cycle Total Total Total

Jeep Van 2-Wh Auto Bus Mini Fast Goods Rick. Slow (Nos.) (PCU's)

Van Qualish Bus

Name of Location: 01_Mathura Road (Near Sarai Mc Donald)Morning Avg. 399 62 389 163 20 3 1036 6 15 2 23 117 13 0 129 1189 1011Evening Avg. 414 96 294 135 20 4 963 6 38 3 47 59 10 1 70 1080 996Day Avg. 407 82 335 147 20 4 994 6 28 3 37 84 11 1 95 1127 1003

Name of Location: 02_By Pass Road (Near Mathura Road)Morning Avg. 62 17 195 82 7 3 365 6 7 1 14 68 50 2 120 498 435Evening Avg. 62 12 158 59 6 1 297 2 12 0 14 58 37 1 96 408 349Day Avg. 62 14 174 68 7 2 326 3 10 1 14 62 42 2 106 447 386

Name of Location: 03_Jaitpur Road (Near Durga Builder) Toll TaxMorning Avg. 140 24 290 26 0 0 480 0 3 0 3 106 3 1 110 593 404Evening Avg. 250 67 207 21 0 0 544 0 7 0 7 50 2 0 52 602 480Day Avg. 203 48 242 23 0 0 516 0 5 0 5 74 2 1 77 598 448

Name of Location: 04_Pul Prahladpur Road (Near Surajkund Southeast PS)Morning Avg. 543 41 403 14 1 1 1003 17 12 2 30 92 84 4 180 1214 1078Evening Avg. 343 33 262 13 2 1 653 21 20 3 44 46 54 2 103 800 750Day Avg. 428 37 322 13 2 1 803 19 16 2 38 66 67 3 136 977 891

Name of Location: 05_SurajKund Road (Near Shooting Range)Morning Avg. 352 38 153 0 0 0 544 0 1 0 1 2 0 0 3 548 472Evening Avg. 294 40 106 0 0 0 441 0 1 0 1 2 1 0 2 444 392Day Avg. 319 39 126 0 0 0 485 0 1 0 1 2 1 0 2 489 426

Name of Location: 06_Chhatterpur Road (Near Faridabad-Gurgaon Road)Morning Avg. 14 2 13 0 0 0 29 2 1 0 4 1 0 0 1 33 33Evening Avg. 16 3 11 0 0 0 30 4 1 0 5 0 0 0 0 35 40Day Avg. 15 3 12 0 0 0 30 3 1 0 5 0 0 0 0 35 37

BUSAvearge Traffic for 15 Minutes

Table 1.5 AVERAGE CLASSIFIED TRAFFIC VOLUME COUNT (15 Minutes)

FAST MOVING PASSENGER VEHICLES GOODS VEHICLES SLOW MOVING VEHICLES

MOTORISED


39

The Mid-Block Average Hourly occupancy present in Table-6 presents the average

occupancy of passenger vehicles at Mid-Block locations. Bus occupancy varies from 0 to

56 and averages out at about 18. Average occupancy for cars, Jeep, two wheelers and

auto rickshaws, was found to be 2.8, 5.1, 1.2, and 3.3 respectively. The mini buses on

an average have occupancy of 9.

Table 6 Occupancy of fast passenger vehicles at Mid-Block Locations

SI. No. NAME OF LOCATIONS

Average Occupancy

Car Jeep /

Van Two Whlr. Auto Bus

Mini Bus

1 Mathura Road (Near Sarai Mc Donald) 3.1 6.5 1.2 4.8 56 15

2 By Pass Road (Near Mathura Road) 2.8 4.3 1.2 3.9 12 11

3 Jaitpur Road (Near Durga Builder) Toll Tax 3.2 5.4 1.3 3.8 0 0

4 Pul Prahladpur Road (Near Surajkund Southeast PS) 2.9 5.3 1.2 3.2 43 12

5 SurajKund Road (Near Shooting Range) 2.7 4.7 1.3 2.1 0 11

6 Chhatterpur Road (Near Faridabad-Gurgaon Road) 2.4 4.6 1.2 2.3 0 6


Total fast passenger traffic at mid-block , as presented in Table 7 show that It was

observed that the Passenger trips at different locations varies from 1,784 Trips Chhatterpur Road (Near Faridabad-Gurgaon Road) to 1,14,,126 Trips at Mathura Road

(Near Sarai Mc Donald) throughout a normal working day.

Table 7 Passenger Trips At Mid-Block Locations (7 Hours)

Sl.No Name of Locations Car MOTORISED BUS

Total Trips Jeep

Van 2-Wh Auto Bus

Mini Bus

1 Mathura Road (Near Sarai Mc Donald) 35362 14833 11249 19733 31360 1590 114126

2 By Pass Road (Near Mathura Road) 4836 1656 5839 7472 2232 638 22673

3 Jaitpur Road (Near Durga Builder) Toll Tax 18154 7285 8823 2466 0 0 36728

4 Pul Prahladpur Rd. (Near Surajkund Southeast PS) 34788 5417 10829 1197 1935 324 54490

5 SurajKund Road (Near Shooting Range) 24130 5137 4601 15 0 44 33926

6 Chhatterpur Road (Near Faridabad-Gurgaon Road) 994 382 389 14 0 6 1784

Grand Total 118263 34709 41729 30897 35527 2602 263727 Source: Primary Survey June ‘2010


40

Total Peak Hour fast passenger traffic at Mid-Block along the corridor, as presented in

Table 8 show that It was observed that the Passenger trips at different locations varies

from 256 Trips Chhatterpur Rd (Near Faridd-Gurgaon Rd) to 17,442 Trips at Mathura

Road (Near Sarai Mc Donald) at morning peak and evening peak varies from 270 trips at

Chhatterpur Rd (Near Faridd-Gurgaon Rd) to 19,026 Trips at Mathura Road (Near Sarai

Mc Donald) throughout a normal working day.

Table 8 Peak Hour Passenger Trips at Mid-Block Locations

Loc.No

Name of the Location

Peak Hour

Fast Moveing Vehicle Passenger Trips Total

Car Jeep/Van

Two Whlr.

Auto Bus Mini Bus

1 Mathura Road (Near Sarai Mc Donald)

08:00-09:00 4991 1697 1688 3446 5320 300 17442 18:45-19:45 6733 3504 1360 2851 4368 210 19026

2 By Pass Road (Near Mathura Road)

08:30-09:30 787 353 1127 1560 300 99 4225 17:45-18:45 759 151 1026 1073 288 55 3351

3 Jaitpur Road (Nr. Durga Builder) Toll Tax

08:45-09:45 1952 475 2046 445 0 0 4918 18:30-19:30 3818 1679 1173 399 0 0 7069

4 Pul Prahladpur Road 08:45-09:45 8836 933 2248 166 129 48 12360 18:30-19:30 5559 790 1338 160 344 36 8227

5 SurajKund Road (Near Shooting Range)

08:45-09:45 4606 827 1073 0 0 0 6506 18:45-19:45 3993 757 659 4 0 0 5413

6 Chhatterpur Rd (Near Farid-Gurgaon Rd)

08:30-09:30 127 41 77 5 0 6 256 16:15-17:15 154 60 54 2 0 0 270

Grand Total 42315 11265 13868 10111 10749 754 89062 Source: Primary Survey June ‘2010


41

Table 9 Average Passenger Trips (15 Minutes)

Both Directions

Avearge Traffic for 15

Minutes

FAST MOVING PASSENGER VEHICLES

Car Jeep Van

Jeep Van

Qualish

MOTORISED BUS Total Fast

2-Wh

Auto

Bus

Mini Bus

Name of Location: 01_Mathura Road (Near Sarai Mc Donald)

Morning Avg. 1238 403 467 783 1101 49 4041

Evening Avg. 1282 625 353 646 1134 63 4102

Day Avg. 1263 530 402 705 1120 57 4076

Name of Location: 02_By Pass Road (Near Mathura Road)

Morning Avg. 173 71 234 318 86 35 916

Evening Avg. 173 50 190 229 75 14 730

Day Avg. 173 59 209 267 80 23 810

Name of Location: 03_Jaitpur Road (Near Durga Builder) Toll Tax

Morning Avg. 447 128 376 100 0 0 1052

Evening Avg. 799 359 269 79 0 0 1506

Day Avg. 628 260 315 88 0 0 1291

Name of Location:

04_Pul Prahladpur Road (Near Surajkund Southeast PS)

Morning Avg. 1574 216 484 46 54 14 2387

Evening Avg. 994 177 314 41 81 10 1616

Day Avg. 1242 193 387 43 69 12 1946

Name of Location: 05_SurajKund Road (Near Shooting Range)

Morning Avg. 951 180 199 0 0 2 1333

Evening Avg. 795 186 138 1 0 1 1121

Day Avg. 862 183 164 1 0 2 1212

Name of Location:

06_Chhatterpur Road (Near Faridabad-Gurgaon Road)

Morning Avg. 32 11 15 1 0 1 60

Evening Avg. 38 16 13 0 0 0 67

Day Avg. 35 14 14 0 0 0 64

Annexure 2 – Data Report

42

Table-10 Composition of Traffic at Mid-Block Location

Sr. No.

LOCATION FAST MOVING PASSENGER VEHICLES GOODS VEHICLES SLOW MOVING VEHICLES

Grand Total (Nos.)

Grand Total

(PCU's)

Car Jeep Van

Jeep Van

Qualish


Truck LCV

MAV TotalGoods Cycles

Cycle Rick. Others

Total Slow

2-Wh Auto Bus Mini Bus

1 01_Mathura Road (Near Sarai Mc Donald)

ADT DIR-1:Delhi to

Faridabad 5438 982 4421 2083 337 52 13313 87 464 32 583 1309 109 2 1420 15316 13734

DIR-2: Faridabad to Delhi

5969 1300 4953 2028 223 54 14527 79 325 43 447 1041 199 13 1253 16227 14339

Both Directions 11407 2282 9374 4111 560 106 27840 166 789 75 1030 2350 308 15 2673 31543 28072

Composition% 36.16 7.23 29.72 13.03 1.78 0.34 88.26 0.53 2.50 0.24 3.27 7.45 0.98 0.05 8.47 100.00

Morning Peak

Both Directions 1610 261 1407 718 95 20 4111 30 38 9 77 926 72 0 998 5186 4366

8.00-9.00 Composition% 31.05 5.03 27.13 13.84 1.83 0.39 79.27 0.58 0.73 0.17 1.48 17.86 1.39 0.00 19.24 100.00

Evening Peak

Both Directions 2172 539 1133 594 78 14 4530 13 66 10 89 277 43 1 321 4940 4519

18:45-19:45 Composition% 43.97 10.91 22.94 12.02 1.58 0.28 91.70 0.26 1.34 0.20 1.80 5.61 0.87 0.02 6.50 100.00

2 02_By Pass Road (Near Mathura Road)

ADT

DIR-1: Mathura Rd to Faridabad

955 186 2489 945 12 6 4593 51 179 5 235 996 292 30 1318 6146 4936

DIR-2: Faridabad to Mathura Rd

772 199 2377 971 174 52 4545 45 99 13 157 743 897 14 1654 6356 5873.5

Both Directions 1727 385 4866 1916 186 58 9138 96 278 18 392 1739 1189 44 2972 12502 10809

Composition% 13.81 3.08 38.92 15.33 1.49 0.46 73.09 0.77 2.22 0.14 3.14 13.91 9.51 0.35 23.77 100.00

Morning Peak

Both Directions 281 82 939 400 25 9 1736 25 20 2 47 423 266 4 693 2476 2070

8.30-9.30 Composition% 11.35 3.31 37.92 16.16 1.01 0.36 70.11 1.01 0.81 0.08 1.90 17.08 10.74 0.16 27.99 100.00

Evening Peak

Both Directions 271 35 855 275 24 5 1465 5 32 0 37 344 163 1 508 2010 1574


43

Sr. No.


Grand Total (Nos.)

Grand Total

(PCU's)

Car Jeep Van

Jeep Van

Qualish


Truck LCV


Cycle Rick. Others

Total Slow


17:45-18:45 Composition% 13.48 1.74 42.54 13.68 1.19 0.25 72.89 0.25 1.59 0.00 1.84 17.11 8.11 0.05 25.27 100.00

3 03_Jaitpur Road (Near Durga Builder) Toll Tax

ADT

DIR-1:Kalindi Kunj to Faridabad

3392 901 3297 376 0 0 7966 0 62 0 62 1159 31 16 1206 9234 7133

DIR-2: Faridabad to Kalindi Kunj

2281 448 3490 273 0 0 6492 0 81 0 81 900 37 5 942 7515 5404

Both Directions 5673 1349 6787 649 0 0 14458 0 143 0 143 2059 68 21 2148 16749 12537

Composition% 33.87 8.05 40.52 3.87 0.00 0.00 86.32 0.00 0.85 0.00 0.85 12.29 0.41 0.13 12.82 100.00

Morning Peak

Both Directions 610 88 1574 117 0 0 2389 0 6 0 6 570 9 3 582 2977 1928

8.45-9.45 Composition% 20.49 2.96 52.87 3.93 0.00 0.00 80.25 0.00 0.20 0.00 0.20 19.15 0.30 0.10 19.55 100.00

Evening Peak

Both Directions 1193 311 902 105 0 0 2511 0 21 0 21 251 2 0 253 2785 2220

18:30-19:30 Composition% 42.84 11.17 32.39 3.77 0.00 0.00 90.16 0.00 0.75 0.00 0.75 9.01 0.07 0.00 9.08 100.00

4 04_Pul Prahladpur Road (Near Surajkund Southeast PS)

ADT

DIR-1:M.B.Road to Faridabad

4685 566 4056 146 12 13 9478 356 175 22 553 781 866 49 1696 11727 10894

DIR-2: Faridabad to M.B.Road

7311 456 4968 228 33 14 13010 186 283 41 510 1065 1011 38 2114 15634 14043

Both Directions 11996 1022 9024 374 45 27 22488 542 458 63 1063 1846 1877 87 3810 27361 24937

Composition% 43.84 3.74 32.98 1.37 0.16 0.10 82.19 1.98 1.67 0.23 3.89 6.75 6.86 0.32 13.92 100.00

Morning Peak

Both Directions 3047 176 1873 52 3 4 5155 46 38 1 85 420 348 12 780 6020 5230

8.45-9.45 Composition% 50.61 2.92 31.11 0.86 0.05 0.07 85.63 0.76 0.63 0.02 1.41 6.98 5.78 0.20 12.96 100.00


44

Sr. No.


Grand Total (Nos.)

Grand Total

(PCU's)

Car Jeep Van

Jeep Van

Qualish


Truck LCV


Cycle Rick. Others

Total Slow


Evening Peak

Both Directions 1917 149 1115 50 8 3 3242 39 51 7 97 212 239 13 464 3803 3470

18:30-19:30 Composition% 50.41 3.92 29.32 1.31 0.21 0.08 85.25 1.03 1.34 0.18 2.55 5.57 6.28 0.34 12.20 100.00

5 05_SurajKund Road (Near Shooting Range)

ADT

DIR-1:M.B.Road to Faridabad

3945 490 1567 3 0 1 6006 0 12 3 15 28 6 1 35 6056 5284

DIR-2: Faridabad to M.B.Road

4992 603 1972 4 0 3 7574 3 14 1 18 25 8 0 33 7625 6649

Both Directions 8937 1093 3539 7 0 4 13580 3 26 4 33 53 14 1 68 13681 11932

Composition% 65.32 7.99 25.87 0.05 0.00 0.03 99.26 0.02 0.19 0.03 0.24 0.39 0.10 0.01 0.50 100.00

Morning Peak

Both Directions 1706 176 825 0 0 0 2707 1 2 0 3 10 0 0 10 2720 2306

8.45-9.45 Composition% 62.72 6.47 30.33 0.00 0.00 0.00 99.52 0.04 0.07 0.00 0.11 0.37 0.00 0.00 0.37 100.00

Evening Peak

Both Directions 1479 161 507 2 0 0 2149 0 3 1 4 7 1 0 8 2161 1910

18:45-19:45 Composition% 68.44 7.45 23.46 0.09 0.00 0.00 99.44 0.00 0.14 0.05 0.19 0.32 0.05 0.00 0.37 100.00

6 06_Chhatterpur Road (Near Faridabad-Gurgaon Road)

ADT DIR-1:Delhi to

Faridabad 229 39 165 6 0 1 440 57 24 6 87 6 1 0 7 534 597

DIR-2: Faridabad to Delhi

185 44 159 0 0 0 388 28 11 6 45 0 0 0 0 433 436

Both Directions 414 83 324 6 0 1 828 85 35 12 132 6 1 0 7 967 1033

Composition% 42.81 8.58 33.51 0.62 0.00 0.10 85.63 8.79 3.62 1.24 13.65 0.62 0.10 0.00 0.72 100.00

Morning Peak

Both Directions 53 9 64 2 0 1 129 15 8 2 25 2 0 0 2 156 165


45

Sr. No.


Grand Total (Nos.)

Grand Total

(PCU's)

Car Jeep Van

Jeep Van

Qualish


Truck LCV


Cycle Rick. Others

Total Slow


8.30-9.30 Composition% 33.97 5.77 41.03 1.28 0.00 0.64 82.69 9.62 5.13 1.28 16.03 1.28 0.00 0.00 1.28 100.00

Evening Peak

Both Directions 64 13 45 1 0 0 123 24 4 2 30 0 0 0 0 153 188

16:15-17:15 Composition% 41.83 8.50 29.41 0.65 0.00 0.00 80.39 15.69 2.61 1.31 19.61 0.00 0.00 0.00 0.00 100.00


Annexure – 3

Base Year Model Development

Annexure – 3 – Base Year Model Development

2

Model Input • Road network inventory

• Public Transportation Details

• Demographic variables by zones

Base Year Model Development The main purpose of the Urban Travel Demand Model is to predict the travel patterns and

modal shares under different land-use and transport Scenarios. Even though the scope of the study limit to Faridabad-Ballabgarh urban area, the study area included Delhi and its

surrounding urban sprawls like Noida, Greater Noida, Gurgaon as they have significant influence on the travel pattern of Faridabad area. It is observed from the primary

reconnaissance survey that the share of the trips between Faridabad-Delhi and vice versa is

increasing at a rapid rate. The urban demand model developed

as a part of Elevated ring road in Delhi as well as the LRT for

Noida-Greater Noida has been updated with Faridabad –

Ballabgarh complex area. Travel

Demand models can be used for testing different scenarios

without actually implementing projects. For example, one can

see the impact of adding a mass transport use like a metro or BRT

etc. Similarly impact on

transportation network due to changes in

the land use patterns can be analyzed. The broad framework for the transport modeling for Faridabad study area is given in Figure A3-1.

Several software programs are available for developing travel demand models. The Faridabad

transport model has been developed using Trans CAD (a state-of-the-art Travel Demand Modeling software).

Model Structure

The model is based on a conventional 4-stage transport model approach. It includes:

• Trip Generation – calculating the number of

origins and destinations for each zone.

• Trip Distribution – attaching the origins and destinations for complete trips.

• Mode Choice – determining the mode for each trip

(Two Wheeler, car, auto rickshaw, Public transport).

• Assignment –assigning passengers to their respective highway and transit networks.

Figure -1 Framework for Transport


3

Model Outputs

• Trip distribution and Mode split equations

• Traffic flow

• Ridership and Revenue estimate for various system options

• Identification of suitable public transport System

The highway (road) network includes all the major roads and some key minor roads. The transit

system was built with the existing public transport system i.e. bus, rail, metro, shared auto etc with their routes, frequency and fare structure.

Calibration

Household interview survey was conducted at 2% sample size for each zone and about 2000 samples

were collected in the study area. Through the HHI sample collected along with RSI, mode wise

matrices were developed for two wheeler, car,

auto rickshaw, and public transport separately. These base year trip matrices are checked for their

accuracy by assigning distributed trips by mode on the road network. The assigned traffic across the

screen lines are compared with the observed

traffic. Once the model is calibrated, it can be used to predict the future travel patterns under different land use transport scenarios.

The model is responsive to:

• Street congestion, travel costs, availability of

competing transport modes including other Public Transport systems and the growth of

the city.

• Generalized costs that include out of pocket costs i.e. fare, vehicle operating cost etc. and

perceived user costs such as value of travel time, cost of waiting time for transit etc.,

• The economic development of the region. A

comprehensive data on economic development in the form of land-use and transport development proposals will be collected.

The model focuses on morning journey to work peak period conditions. Peak period models

provide much more accurate indications of directional travel patterns during design conditions than do daily models. However, the daily traffic forecasts can be estimated using peak to day

expansion factor which is obtained from the traffic survey. From the surveys it was observed

that the city morning peak hour is during 09:15 AM to 10:15 AM. So the model was built for this duration.


4

Planning Period

Year 2008 is taken as the base year. Demand

forecasting on the network and on any proposed mass transit system is required over a 20-25 year period. In

order to analyze the travel demand in the study area

and estimate the likely traffic patronage on any proposed system, all relevant data have been collated for the base year 2008 and for the

horizon year 2026. Modes

The modes that are modeled in the study include two wheeler, car, auto rickshaw, and public

transport (bus, rail, metro, shared auto, minibus).

The following sections detail out the Travel Demand Model developed for the project.

Study Area Zoning

The zoning system adopted is in coherence with those adopted by the local planning bodies and those by the past traffic studies conducted in the region. The zone system of study area

comprised of 436 internal zones and 12 external zones outside, making a total of 448 zones. These zones for study area are shown in Figure 2 and Table 1.

Table 1: Study area zoning (Including Delhi zones)

Sl. No Sub Area No of Zones

1 Delhi 208

2 Noida – Greater Noida 40

3 Gurgaon 145

3 Faridabad – Ballabgarh Complex 48

4 External zones 12

Total 453

Road length : 3407 kms No of nodes : 3517 Centroids : 448 No of links : 5313


5

Network Development

Transport network developed for the

model comprises of two components,

• Highway Network for vehicles

• Transit Network for public

transport system i.e. bus.

Each of the networks is described in detail below.

Highway Network

The coded highway network for the study area represents the nodes (intersections)

and links between them. Connectivity

between the network and zones is provided through centroid connectors.

Based on the network inventory, each link

has been assigned attributes such as: number of lanes; divided or undivided

carriageway; encroachments; availability of footpaths etc. Identified road network

for the study area is given in Figure A3-3.

Transit Network

The transit network represents the connectivity, headways, speeds and

accessibility of transit services. Public

transport system (Bus, Rail, Metro, shared auto, Minibus etc) is included in the

model’s transit network. The transit routes

are specified as those using the transport links and

having stops/stations at determined locations. The access to the stops/stations from zone centroids and other nodes is provided either by existing

highway links or by defining exclusive walk links. Figure A3-4 presents the transit network for the study area.

Figure -2 Study Area Zoning


6

Currently, about 670 bus routes, 4 rail

routes, 7 metro routes, 23 shared auto routes and 10 minibus routes are

operated in the entire Delhi-Gurgaon-Faidabad-Noida study area. In

Faridabad area about 10 minibus routes are operated. Information on

the same was collected and coded in

to the system. Fare structure and frequency for each of these services

are also included.

Base Year Travel (2008)

Pattern Development of Matrices Household and roadside passenger

interview data were used to develop

the mode-wise trip matrices. The external trips for the car, two wheeler, and auto rickshaw were developed based on the O-D

survey conducted at the outer cordon.

Road Side Interview The road side interview on a sample basis along with classified traffic volume count was conducted at inner and outer cordons to capture the travel pattern across these cordons.

Survey has been done for duration of 24 hours at all outer cordon on a typical week

day. Interview targeted all modes (except public transit) that are to be modeled to

extract the travel pattern across these

cordons.

The mode wise matrices developed from the road side interview at all cordon

locations were merged using a computer programme (developed in-house) to

eliminate duplicate trips. Any illegal trips

due to error in data capture or at data entry level were removed and matrices

were extracted.

The following steps including few major checks were carried out through the

programme

Figure -4 Transit Network in the Study Area

Figure 3 Base Year Study Area Road Network


7

• Checking of any data entry error and zone coding error

• Developing outer cordon matrices

• Adjustments for common trips

• Expansion of matrices with the classified volume count

• Merging of RSI matrices

Household Interview Household interviews were conducted for a sample size of 2000 households in the Faridabad

study area. The trip data has been coded to the zoning system. Mode wise matrices were

developed. The matrices were controlled at the cordons.

Matrix merging The RSI matrices as well as the HHI matrices were merged to obtain the observed mode wise

matrices for validation.

The results of the travel demand estimation for base year and trip rate analysis is summarized

in the Table 2. Table 2 Summary of Estimated Base Year (2008) (Delhi & Faridabad – Ballabgarh Complex)

Peak hour Travel Demand

Sl. No Mode Internal Trips % Share External Trips Total Trips

1 TW Passengers 442716 21% 14698 457414 2 Car Passengers 386715 18% 50522 437237 3 Auto Passengers 211640 10% 9497 221137

4 Public Transit Passengers 1065866 51% 44154 1110021

Total 2106937 100% 118871 2225808

The base year peak hour travel demand for Faridabad – Ballabgarh Complex area alone is

presented in the following Table 3. Table-3: Base year peak hour travel demand in Faridabad – Ballabgarh Complex

Motorized Per capita trip rate: 0.62

Sl. No Mode Trips Percentage

1 TW Passenger 52592 38%

2 Car Passengers 55361 40%

3 Auto Passenger 16608 12%

4 Public Transit Passenger* 15224 11%

Total 138,401 100%

(* - Public transit includes Local Minibuses)


8

Assignment and Observed O-D Validation The observed highway and public

transport matrices were assigned on the network. The assigned traffic volume has

been compared with the observed traffic

counts at cordons and screen line. (Refer Figure 5 and figure 6 for RSI locations and

Screen line locations)

The assignment is carried out in two stages with the assignment of Transit

trips following the Highway PCU

Assignment.

The highway assignment is the assignment of vehicles on roads and this

is carried out also in stages with commercial vehicles and buses taken as

pre loads. The mode wise trip matrices

developed from the primary surveys have been converted into PCUs by applying the

equivalent passenger conversion factors. The occupancy and PCUs used for

different modes is presented in Table 4.

Table 4 Passenger to PCU Conversion factors

Sl. No Mode Occupancy PCU

1 Car 2.13 1

2 Two wheeler 1.31 0.8

3 Auto rickshaw 1.8 2

4 Bus 55 2.2

Figure 5: RSI Survey location map


9

The transit assignment is the assignment

of commuters on a Public Transit Network which comprises of buses, metros etc

which are linked on to the zonal system via walk links.

Classified volume count survey was

carried out at the outer cordon locations.

The comparison of assigned flows with the traffic volume observed at the outer

cordon is presented in Table. -5 and Table. 6 respectively.

Table -5 Results of Observed OD Validation at cordon locations (in PCUs)

Table -6 Results of Observed OD Validation at Screen line locations in PCUs

Mode Observed Assigned % Difference Observed Assigned % Difference

Screen line 1

TW 3695 4273 16% 4255 3728 -12%

Car 4255 4568 7% 3797 4069 7%

Auto Rickshaw 1210 1230 2% 1665 1640 -2%

MODE Outbound Traffic Inbound Traffic

Observed Assigned % Difference Observed Assigned % Difference

TW 3530 3744 6% 2912 2777 -5%

Car 3571 4025 13% 2441 2195 -10%

Auto 1482 1571 6% 1191 1115 -6%

Figure 6: Screen line survey location map


10

Screen line 2

TW 1588 1608 1% 1125 1026 -9%

Car 714 801 12% 1328 1175 -12%

Auto Rickshaw 763 713 -7% 690 757 10%

Screen line 3

TW 1164 1198 3% 1125 1026 -9%

Car 714 801 12% 1328 1175 -12%

Auto Rickshaw 470 451 -4% 558 565 1%

Percentage difference of observed with the assigned are within an acceptable limit of ±15%.

Base Year Travel characteristics: The traffic characteristics of the study area in terms of

average network speed, average trip length, vehicle distance traveled, total passenger hours etc. is given in Table 7.

Table 7 Traffic Characteristics (2008)

Sl.No Travel characteristics

1 Trips Assigned (Peak hour) -Motorized 138401

2 Trips Assigned- PV (Car + Two wheeler) (Peak Hour) 107085 (77%)

3 Trips Assigned-IPT (Peak Hour) 16499 (12%)

4 Trips Assigned- PT (Peak Hour) 14817 (11%)

5 Average network speed (major corridors) in Kmph 25

6 Total Passenger kms 106,682

7 Total Passenger hours 4,267

8 Total Vehicle kms 618,906

9 Total Vehicle hours 24,756

10 Average Trip length (PV) in Km 11.20

11 Average trip length (PT) in Km 7.20 The volume to capacity ratio for the major roads and average journey speed is presented in

Table 8.

Table 8 Base Year (2008) Transport Characteristics on Major roads

Sl. no Name of the Road V/C Ratio

Average

1 Mathura Road 1.56

2 Gurgaon road 1.88

3 SKB road 0.59


11

Calibration Prediction of travel demand is normally done through formulation of a set of mathematical

equations or functions that represent each stage of a transport model at the zonal level. To have a reliable model depends mainly on the dependability of explanatory variables

representing the study area. Hence the calibration process is one of the key task in planning

studies. A realistic forecast can only be possible if the base model can replicate the present demand characteristics ie mode share, trip lengths, traffic flows across screen lines, cordons

etc. The calibration has been done for Morning peak hour. The calibration process for the Morning peak hour is illustrated in the following section.

Trip End models Trip generation models were built to forecast the number of person trips that will begin from

or end in each travel analysis zone with in the region for a typical day of the target year. Multiple regression method has been adopted for developing trip end equations. Independent

variables/ explanatory variables for the trip end equation play a major role in developing the equations. The explanatory variables that can have influence on trip generation/attraction

were extracted from the primary and secondary sources. They include:

• Population

• Employment

• Average income

• Vehicle ownership

• House hold size

• Area of Land use

The following guidelines were broadly considered to develop trip end equation. The selected

explanatory variables

• Must be linearly related to the dependent variable

• Must be highly correlated with the dependent variable

• Must not be highly correlated between themselves

• Must lend themselves to relatively easy projection

Based on the above guidelines, the best model has been selected based on a set of statistical

tests. Trip Generation: Trip end models were calibrated by relating the trip produced from and

attracted to the zones with the land use. Table 9 presents the base year population and employment for the study area.

\


12

Table 9 Population and Employment – 2008

The trip end models are calibrated separately for different areas i.e., for Delhi area and Noida & Greater Noida area and Gurgaon & Faridabad areas to account the homogeneous

characteristics of the study area. The calibrated trip end models are presented below.

Productions:

Area Trip Generation model R2 Delhi Area TP = 0.11 * Population + 159.9 0.98

Noida – Greater Noida TP = 0.073 * Population + 786.5 0.90 Gurgaon & Faridabad TP = 0.073 * Population + 252.3 0.71

Attractions:

Area Trip Attraction model R2

Delhi Area TA = 0.30 * Employment + 340.5 0.98 Noida – Greater Noida TA = 0.215 * Employment + 872 0.82 Gurgaon & Faridabad TA = 0.144 * Employment + 638.71 0.52

Trip Distribution A combined gravity (distribution) model formulation was calibrated. The base year trip ends,

zone-to-zone cost skims derived from the highway and transit networks were used to calibrate the gravity model.

The equation for the distribution function is as follows:

Tij =Ai Oi Bj Dj Fij

Where ‘O’ Trip Productions

‘D’ Trip Attractions

A & B are balancing factors ‘F’ Deterrence Function

Fij = Cij-n

n is the calibrated function.

‘C’ is the generalized cost of travel between zones

Year Projected Population

in FBC

Projected population Controlled

area of FBC

Total Population

Projected Employment

in FBC

Projected Employment Controlled

of FBC

Total Employment

Nos.

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

2008** 1,524,180 177,814 1,701,994 510,470 40,282 550,752


13

The parameters for the deterrence function were calibrated. It was found that the combined

Inverse function fitted best for the study area. The inverse function follows the form:

Mode Choice A multinomial mode choice model of the following form shown below is calibrated in order to split the trips among the modes, public transport, car, and two Wheeler and Auto rickshaws.

The public transport assignment module shall achieve the modal split among the public-transport modes i.e., Bus, metro, minibus, Shared auto and Rail. Utility functions (VM) for each

mode were calibrated using the disaggregate person trip and mode choice data derived from the observed o-d, travel time and travel cost for each individual.

VM = α TTM +βTCM

Where,

TTM - Travel Time by Mode M

TCM - Travel Cost by Mode M

α and β are modal calibration parameters

The information on the alternate modes, i.e., travel time and travel cost, available to user,

was generated from the time and cost skims obtained in public transport and highway

assignment procedures.

The calibrated parameters are given in Table 10.

Table 10 Calibrated Mode Choice Parameters

Mode α β

Two Wheeler -0.025590 -0.012461

Car -0.012461 -0.010528

Auto -0.009970 -0.024208

Public Transport -0.009326 0.036918

Fij = Cij-1.1370


14

Table 11 Population & Employment Details for Base and Horizon years

Table 12 Trip Characteristics Do-Nothing 2026

Trip Characteristics Do-Nothing-2026

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

Mode share -PV (Motorized) 93% Mode share - Public Transport (Motorized) 7%

Average Network Speed ( in kmph) 18

Average Trip Length (PV) (in km) 15.0

Average Trip Length (PT) (in km) 6.0

Passenger Km (PT) 161,304

Passenger hrs (PT) 8,961

Vehicle kms ( PV + IPT) 2,451,064

Vehicle hrs ( PV+IPT) 136,170

Year Projected Population

in FBC

Projected population Controlled

area of FBC

Total Population

Projected Employment

in FBC

Projected Employment Controlled

of FBC

Total Employment

Nos.

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

2008** 1,524,180 177,814 1,701,994 510,470 40,282 550,752

2011** 1,792,279 251,813 2,044,092 600,246 282,826 883,072

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

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

Annexure – 4

Short Term Improvements

Annexure A4 Short Term Improvements

2

Short Term Improvements

The short term measures include all those works that provide relief for a period of three to five years

and that which could be implemented at low costs. Experience tells us that sometimes these low cost measures are very effective in providing the desired results and their utility extends beyond the time

frame they are intended for thereby avoiding strict timely reviews and updates.

Some of the short term measures identified for Faridabad based on the data collected are

• Intersection redesign

• Development of footpath cum drains

• Pedestrian crossing facilities

• Parking management

• Public transport plan

• Bicycle lanes

• Existing market traffic improvement

• Regulation of auto rickshaws

• Cycle rickshaw regulation

• Enforcement Approaches to Solutions

The approach to the traffic management issues and solutions are summarized below Table 1.

Table 1 : Traffic Management Solutions

Category Deficiency Policy Solution Serviceability Life

Intersection Management

Signal timings are not in Minimize

intersection delay and smooth traffic

flow

Geometric improvement of

intersections Short term

Conformity with the ground reality

Redesign of signal designing’s. Signal

optimization Short term

Parking Management

Unorganized Haphazard on-street parking present in Faridabad

Emphasis on organized on-street parking

facilities in Faridabad

Bay Marking even-Odd day parking, Ban parking at

critical locations installation of parking meters

Short term


3

Category Deficiency Policy Solution Serviceability Life

Traffic Management and safety

One way regulations in place indicate very short sighted outlook of the situation

One way regulations over wide area will improve the

efficiency of the measure standard signs and markings leads to increased

efficiency in operations

One way regulations will be the most potential

form of traffic management

measures in area with closely

spaced intersections

where capacity enhancement

retain two way vehicular

movements is extremely difficult

Short term

Road signage and road markings are absent

Appropriate signs and markings

along the roads and junctions etc.

Intelligent Transport Systems (ITS)

Total absence of ITS in Faridabad contributing to inefficient flow conditions

Introduce ITS to increase overall efficiency of the

traffic management in

Faridabad

Use of FM Radio to disseminate

information to motor vehicles, Installation of advance travel

information(ATIS) to warn the users

of the downstream side

of the traffic

Short term

On-street parking management

Parking and no-parking maneuvers often tend to impede the smooth movement of vehicles thus reducing the road capacity that is quite discernible. To minimize the adverse effects of this, organizing

on- street parking becomes imperative. Moreover, on-street parking needs to be charged logically as a

policy in commercial areas because urban space is currently at a premium in Faridabad and this would be a source of revenue generation towards better management. At the same time it would discourage

the user from using their personalized vehicles for their trivial trips. Sometimes due to the absence of sufficient width prohibiting on-street parking on some streets will go a long way in enhancing the

capacities of the roads.

Odd and even parking is shown in Figure A4.(1), Figure A4.(2) and Figure A4.(3).

Suggested policy level parking management options are listed below:

• Designation of parking bays by proper marking

Emphasis on organized on-street parking facilities in Faridabad


4

• Provision of parking bays separately for cars and two wheelers

• Allow only parallel parking of cars on the roads to provide more area for traffic

• Prohibiting parking close to intersections and bus stops

• Auto rickshaw parking need to be provided at designated locations

• Ban parking on roads with intense commercial activities

• Introduce Odd and Even Date parking on experimental basis

Odd and Even Date parking: Parking could be reorganized by allowing parking on one side of the road

only with the sides switched on odd and even dates to eliminate bias on business activity. The following

roads are suggested for this type of parking management. Figure (1)

• City park junction to Mohna Road

• Dabua colony road ( Pyali chowk to Chota sabji market)

• At Bata Chowk towards Neelam chowk

• At three approaches of the Neelam chowk

• On K L Mehta Marg (up to 100 m from B K Chowk)

• Near by the Shivaji Park

• Old Sershasuri Road

• At Sarai Chowk (Both sides of the Tilpat Road)

• Bahajarang Chowk to towards Bypass (On Tilpat road)

• At Mall near Sarai Chowk

Figure (2) (Old Faridabad Town)

• Bypass road

• Choudhary Charan Singh Marg

• Kheri road

• Mandir road

• Main Bazaar road

• Ambedkar road

• Guru Govind Singh Marg

• Old bus stand near chowk

Figure (3) (Ballabgarh Town)

• 100 Ft. road

• Ghanta Ghar road

• Tigaon road

• Agarwal dharmashala road

• Mohana road

• Main Bazaar road

• Sihi road

• Road near flyover


5

Figure 1 Odd and Even Parking locations


6

Figure 2 Odd and Even Parking locations inside Old Faridabad Town

Figure 3 Odd and Even Parking locations inside Ballabgarh Town


7

No parking sections: Some roads act as through corridors to traffic and some have very intense

commercial activity on them hence it is not feasible to interrupt this through flow by parking and no- parking maneuvers. The parking demand on these roads could be satisfied by shifting the parking

demand to side streets and other minor streets in close proximity to the demand areas. This could be implemented for the whole day or time restrictions could be applied for parking prohibitions. The

following roads have been identified for complete or time bound prohibition of parking on them.

• Tilpat Road (Sarai chowk to Bhajrang chowk)

• Nearby the all junctions on NH2

• Near all the major junctions on the Mathura Road

• Badarpur Border

• Near Ballabgarh Bus stand

• Near NIT Bus stand

• Dabua Colony

• Neelam chowk

• B K Chowk

• Old Faridabad Railway station Road (Between Bhagat Sing chowk and Railway station)

• New Industrial Township

o Falia road o Kalyan Singh Dayanand road

o Arya Samaj road and

o K N Gulati Marg Ban parking locations are shown in Figure 4. Paid parking/Parking meters: Parking meters can be installed in some critical areas to encourage short-

term parkers along the busy corridors. Roads identified for installing parking meters are:

• Hardware Chowk to B K Chowk

• Ambedkar Marg Market area

• Surroundings of Neelam chowk

Suggested Off-street parking Demand Management through restricted parking supply or imposing restriction of vehicles in core areas like Ballabgarh Bus stand, NIT Bus stand, Badarpur Border, Neelam Chowk area etc should be done and

simultaneously the parking places should be provided in the same vicinities. The parking capacities removed from on-street should be supplemented by suitably locating the off-street parking locations.

The off-street parking locations will also aid public transport.

The proposed locations for Multilevel parking, off-street parking (at grade) are shown in Figure 5, Figure 6 and Figure 7.


8

Figure 4: Roads suggested for Ban on On-street parking


9

Figure 5: Suggested Multilevel Parking Locations


10

Figure 6: Proposed Off-street Parking Location (at grade) in Old Faridabad Town

Figure 7: Proposed Off-street Parking Location (at grade) in NIT area


11

One - way Regulations One- way regulations significantly improve the capacity of roads and increase the operational speed in

addition to reducing the number of conflicts if implemented over a wide area. However, they do lead to longer travel distances and sometimes are not friendly to pedestrians intending to crossover due to

continuous vehicular movement.

It is important to note that the one-way systems are not permanent solutions to improve the traffic

flow. They are only temporary solutions and that they will be abandoned once the long-term proposals on these streets are implemented.

Several areas in FBC can implement one-way systems before embarking in capital intensive solutions.

Suggested areas for one-way schemes are shown in Figure 8.


12

Figure 8: Proposed One Way Locations


13

Intersection Improvements Signalization The operational efficiency of a road network is directly dependent on the fact as to how efficiently the

intersections lying within it are operating. Out of the 9 intersections for which turning volume count

was conducted, 3 intersections were un-signalized and a signal warranty analysis was carried out. The results from the signal warranty analysis indicated that the B K Chowk out of 9 intersections warranted

a signal. It is therefore suggested that this intersection need to be signalized for safer operation. The locations where signals are warranted include:

• B.K Chowk

• Guru Ravidas Chowk

• Pyali Chowk Junction

The signal timings at existing signals were collected. The signalized intersections were analyzed using Webster signal design. It is found that the timings of the signals need to be rationalized with the

ground realities to increase their efficiency, Geometric Improvements at Intersections In order to improve the efficiency of an intersection signal optimization should be complimented with

geometric improvements. This helps in channelizing and stream lining the traffic at intersections and also helps in improving road behavior at intersections.

Reconnaissance survey was done on the major junctions to assess the present geometrics, the availability of sight distance, the signs, markings etc. It was observed that the several junctions were

not up to the standards. So the following improvements were suggested at junctions as part of short term recommendations:

Providing adequate corner radii

Providing sufficient turning radii

Flaring approaches towards intersections Providing channelizers / division islands

Providing signs / lane markings / lighting Landscaping

The following five junctions have been identified as model junctions for improvements. Improvements

to any other junctions should be on similar lines.

I. Ajronda Chowk II. Badkal Chowk

III. Neelam Chowk IV. Ballabgarh Chowk

V. Bata Mode Chowk


14

Concept drawings containing the aforementioned improvements suggested to the junctions mentioned

above have been shown in Figure 9 thru Figure 16.

Figure 9: Ajronda Junction


15

Figure 10: Badkal Junction Option 1

Figure 11: Badkal Junction Option 2


16

Figure 12: Neelam Chowk Junction option 1


17

Figure 13: Neelam Chowk Junction Option 2


18

Figure 14: Ballabgarh Chowk Junction


19

Figure 15: Bata Mode Junction Option 1


20

Figure 16: Bata Mode Junction Option 2


21

Access Control Entry/Exit from private properties, side roads, service roads often tend to impede smooth vehicular

movement in addition to endangering the operational safety of the road as a whole. Appropriate and practical treatment to ensure controlled entry/exit at these locations will significantly improve the

safety and efficiency of a roadway.

Road Signage/Road Markings

In general, it was observed that the traffic signs are found wanting in Faridabad on several roads. It is recommended that proper signs be

installed at all appropriate locations. Road signs are classified into three categories: Mandatory/Regulatory signs, Cautionary/Warning signs, and

informatory signs. It is recommended that signs near schools should be

installed on priority basis.

All the traffic signs should be facilitated as per the guidelines provided in IRC publication 67-2001 “Code of Practice for Road Signs”.

The following road markings are proposed for all the major roads in Faridabad:

• Center line

• Traffic lane lines

• Stop lines

• Pedestrian crossings

• Word messages

• Parking space limits

• Kerb marking for visibility

• Obstruction marking

Foot path Construction It is suggested either to construct new footpaths or upgrade the existing ones if they have insufficient

width. It is proposed to have 2m wide footpath on major roads. Altogether, it is proposed to construct

footpath on considerable length of roads in Faridabad. From the road inventory conducted, it has been found that most of the roads are in need of proper footpaths. It is expected that approximately 201 KM of road length would be provided with footpath.


22

Corridor Improvement Improvement of corridors is suggested to improve the efficiency with economical management

measures. The following corridors have been identified for improvements under this head and are listed below.

• Neelam-Bata Road

• Shahid Bhagat singh Marg

• Shivaji park-Mulla Hotel-Masjid Chowk Road

• Masjit Chowk to Gurgaon Road

• Bata Chowk to Dabua Colony

• Sona Mode to B K Chowk

• Rajeev Gandhi Marg

• Old Sersha suri Road

• Mathura Road

The proposed improvements are presented below. The corridors are presented in Figure 17.

Neelam-Bata road Existing Situation: This road is a major road running North South and also serves as a feeder to Dabua

Colony, NIT1 and Mujhesar areas. This divided carriageway has 3 lanes on either side and connects the

Shahid Bhagat sing Marg in the north with Mujhesar in the south. The intersections along this road are unsignalized. The road needs foot path, lane markings and road signage at some stretches. Informal

parking is observed in patches along the road.

Proposed Improvements: The following are the improvements suggested along the corridor.


23

Figure 17: Proposed Corridor Improvement


24

• Lane markings to be taken up as a priority along with appropriate signs

• All side roads entering the main corridor need to be treated as left only treatment with islands wherever possible and at places where provision of islands in difficult stop signs need to be

installed

• Absence of Road markings is observed on this corridor, for better mobility it should be done.

• Pavement condition should be modified for free movement on this corridor.

Shahid Bhagat Sing Marg Existing Situation It gives connectivity to, NIT1 area, NH2, old railway station area. It is located in between the major junctions Neelam chowk and the Bhagat sing chowk. This corridor does not have any road markings and

foot paths. It gives congestion in the peak hours as it is surrounded by the commercial area.

Close to the Neelam flyover, U -turns are permitted through improperly designed openings and

intersections.

Proposed Improvements • Minor geometric improvements at intersections to optimize operational capacity

• Road Markings and lane markings to be taken up

• Minor roads to be controlled for access into main road

• Foot path and road marking should be adequately provided to avoid confusions.

• One side Parking may be provide along the corridor

• Organize Entry/Exit at major generators along the road.

Shivaji park-Mulla Hotel-Masjid Chowk Road Existing Situation Two uncontrolled intersections are present on this road. It is two lane two ways undivided carriageway, the road condition is very poor, foot paths, markings are totally absent as this corridor is used by the

HRTC Buses towards Gurgaon. Proposed Improvements

• Provide foot path through out.

• Carriageway should be constructed with divider in the entire corridor

• Signage and foot paths should be available.

• Provide markings for parking to avoid haphazard parking.

• On stretches having insufficient shoulder width, ban parking by providing no parking sign.

• Provide sufficient signs such as STOP sign, cross road ahead, major road ahead, T-junction

ahead, side road ahead, signal ahead, pedestrian crossing, no parking etc on the intersections.


25

• Mark centre line on the road where there is no median.

• Provide road markings throughout, repaint the existing markings.

• Provide reflectors on median.

• Maintain the bus stops by providing shelters and seating arrangement.

• Provide bus bay in front of the bus stop to avoid parking of buses on the lane itself.

Masjid Chowk to Gurgaon Road Existing Situation Masjid Chowk to Gurgaon road is one among the major roads of Faridabad. It connects the major roads such as Gurgaon road, NIT3 road. Generally, it is a divided carriageway with 2 lanes on each direction.

However, the lane configuration is not uniform throughout the length. The right of way is sufficient in both directions. The road condition is very poor on entire stretch. The foot path is not available on

both sides. Proposed Improvements

• Provide foot path throughout the length.

• Mark parking bays for organized parking of vehicles.

• Provide sufficient signs on intersections.


• Road markings should be clearly visible.

• Provide reflectors on the median.


Bata chowk to Dabua Colony

Existing Situation Bata chowk to Pyali chowk consisting of four lanes with divider, it is decreasing the lane width towards

Dabua colony. As it is being commercial area congestion is observed and impedes the regular traffic.

Existing road condition of the entire corridor is poor; the pavement is disappeared in between Bata chowk and Hardware chowk. Commercial vehicles are predominantly observed in between these

junctions. Two major unsignalized intersections are present in this corridor.

Proposed Improvements • Provide foot path throughout the length.

• Potholes need to be repaired

• Provide markings and signages at appropriate locations.

• Organize parking of commercial vehicles along the road.

• Pavement construction should come up in a faster way.


26


• Minor geometric improvements at intersections to optimize operational capacity.

Sona Mode to B K Chowk

Existing Situation Sona Mode to B K Chowk road is one among the most congested roads of Faridabad. It connects the

sona road and NIT area. Sona mode to Hardware chowk, it is an industrial area, and the further is a commercial. The density of development is very high and predominantly continuous. The road is 2 lane

divided dual carriageway. It serves as an important link that connects to NIT Bus stand. The street furniture such as road markings and signages are generally non-existent in this corridor.

Proposed Improvements

• Pavement construction is essential between Sona mode and Hardware chowk.

• Provide markings and signage along entire length.

• Geometric improvements at Intersections should be come up.


• Signages and markings at intersections are needed.

• Minor roads to be controlled for access into main road.

Rajeev Gandhi Marg

Existing Situation This corridor is predominantly a two- lane divided carriageway that connects the Mohna village and Ballabgarh area. It is a one of the Commercial area due to the market existence in the adjacent road.

Congestion is observed in this corridor and the on-street parking vehicles are impeding the regular traffic. Road condition is found moderately well, one signal junction is present on this corridor and

found lack of markings and signage’s not only in the junction but the entire corridor.

Proposed Improvements • Potholes need to be repaired.

• Provide markings and signage for safety.


• Intersections need minor geometric improvements

• Regularized on-street Parking facilities

• Organize Entry/Exit at major generators along the road.

• Stop signs should be erected at the junction facing the minor road.


27

Old Sersha suri Road

Existing Situation This corridor connects Badarpur Border with the Ambedkar Marg Market area. The lane configuration of

this corridor is predominantly 3 lane divided. The predominant landuse abutting this corridor is Commercial, Institutional and Industrial. The riding quality of the pavement is very poor. Manholes

project on the road surface of the carriageway causing hazhards to traffic, beyond these the Budia Nala is blocking the through traffic to continue the daily traffic it is a major obstruction on this

corridor.

The following improvements are generally found essential in all the corridors

Proposed Improvements • Construct a bridge on Budia Nala to continue the present traffic.

• Construct foot path along the road.

• Provide standard markings.

• Widen the road up to the shoulder end so that additional width will be available for traffic.

• Provide proper signage at the intersections.


• Place the concrete block in the median such a way that there is no gap in between.


• Minor geometric improvements to intersections

• Minor roads to be controlled for access into main road

Organize on-street Parking facilities by bay marking and ban parking near the junctions

Mathura Road This is the most crucial road among all the other roads in Faridabad which is running North South and feeder to Delhi, Uttar Pradesh, west Bengal, and south India also. Which is a divided carriage way has 2

lanes on either sides. Most of the junctions on this road are signalized.

Proposed Improvements: The following are the improvements suggested along the corridor.

• This road needs foot path

• Lane markings and road signage.

• The informal parking should be eliminated near the junctions.

• Nearby NHPC junction towards Mathura, Bridge on Budia Nala may be need widening .


28

Bicycle Network Improvements One of the major focuses of National Urban Transport Policy (NUTP) is the recommendation of separate lanes for non-motorized vehicles, especially, bicycles. In the absence of bicycle lanes, cyclists using

the carriageway along with motor vehicles cause hazards for themselves. This is particularly true when cycle traffic is more. Under such circumstances, it is necessary to segregate cyclists from other traffic.

Overall Benefits of Cycle Way Network:

• Segregation of bicycles from fast moving traffic will improve safety of both these groups and

increase the capacity of the roads.

• Improvement in the quality of urban environment

• Saving in fuel consumption.

Accordingly, a bicycle network of 174 km is suggested in the city as shown in Figure 18. All the

mobility corridors will have the cycle track and also along railway track in the city have been considered. Major roads like Bypass, Gurgaon road, Sona road are recommended for providing cycle

tracks.

Minimum width of the cycle lane according to IRC is 2 m. Accordingly, two-meter wide lanes separated

by the main carriageway by simple lane markings are suggested as bicycle lanes. It is the responsibility of the concerned authorities to see that the bicycle lanes are free from utility poles, trees etc.

Relocation or removal of any obstruction must be done for the efficient operation of these segregated

lanes. On some of the side streets, width of the cycle tracks could be reduced to 1.5 meters.


29

Figure 18: Proposed Cycle Tracks


30

Bus Routes Before any serious public transport corridor plan is proposed it is important to utilize and upgrade the

existing bus based public transport. The problem lies in unregulated routes system. As part of this scenario, HRTC will be required to rationalize the bus route system, with adequate frequencies in the

required routes. The bus route system needs to be controlled by an authority. Preferably DTC the bus

routes should be in such a way that all the public transport users should avail all the routes, and the services offered should be various segments and services along with ITS applications. Based on the data

collected by the consultant and the urban transport model outputs, Urban Mass Transport Company (UMTC) has developed a Routing and Service Plan for the city buses to run in Faridabad. These

proposed routes are shown in Figure 19. These routes must be adopted by MCF until the Metro Service commence at which time route rationalization exercise would be restricted for further optimization.

Figure 19: Proposed Bus Routes in Faridabad (UMTC)

Annexure – 5

Profiles

Annexure 5 - Profiles

1

Project No: 1 Project Title: Grade Seperators (Flyovers/Underpasses) Project Category: Traffic Management

Project Type: Medium- term No. of Flyovers/Underpasses: 3

Location:

Approximate capital cost (Rs.): 60 Crores

Detailed Description:

Location Suggested Facility Implementation Period

Hardware Chowk Flyover is proposed to construct immediately.

2013-2021

Neelam Chowk Flyover is proposed to construct immediately.

2013-2021

Flyover on Sohna Road Flyover is proposed to construct. 2022-2026

PPP Potential: Annuity Possible revenue: Advertisements

Potential Benefits: Construction of flyovers or underpasses will make the roads will facilitate uninterrupted traffic flow. It will also reduce congestion and thereby pollution.


2

Project No: 2 Project Title: Road Improvements (Road Markings/Signage’s/Footpath etc. Project Category: Traffic Management

Project Type: Long-term Length: 150 Km

Location: Existing roads in FBUC Approximate capital cost (Rs.): 75 Crores

Detailed Description: Most of the roads in Faridabad lack walk able foot path and drainage facilities which results in water logging in many areas. It is recommended to provide continuous pedestrian foot-cum-drain network. Minimum width proposed is 1.5 m, preferable to be with 2-3m.

Implementation period: 2010-2026 PPP Potential: Annuity Possible revenue: Advertisements

Potential Benefits: Segregation of vehicular traffic from pedestrian traffic will Improve pedestrian safety.


3

Project No: 3 Project Title: Intersection Redesign Project Category: Traffic Management

Project Type: Short- term project No. of Intersections: 15 Locations:

Major Improvements Minor Improvements 1.Ballabgarh Chowk 2.Bata Mode 3.Ajronda Chowk 4.Old Faridabad Chowk 5.Badkal Chowk 6.NHPC Chowk 7.Neelam Chowk 8.B K Chowk 9. Hardware Chowk

1.Sanjeevini Chowk 2.Sons Mode 3.Pyali Chowk 4.1-2 Chowk 5.Ambedkar Chowk 6.Guru Ravi Das Chowk

Approximate capital cost (Rs.): 2.85 Crores

Detailed Description: Intersection improvement measures are suggested by utilizing the existing right of way or limiting land acquisition to the bare minimum. Improvements suggested at the major junctions as part of short term measures include redesign of intersections by providing proper corner and turning radius, channelizers or division islands, signs, lane markings, lighting, landscaping, pedestrian crosswalks, non-motorised lanes, footpath, flaring approaches towards intersections, restricting parking, relocation of bus stop and auto stand, resizing of median, central island, channelizing islands, etc. Similar improvements need to be extended to a number of critical junctions on major corridors.

Implementation period: 2010-2012

PPP Potential: Sponsorship Possible revenue: Advertisements

Potential Benefits: Intersection improvement measures suggested will reduce traffic conflicts and delay at junctions, ensure smooth traffic maneuvering, enable safe pedestrian movements and crossing and improve traffic safety with minimum cost.


4

Project No: 4 Project Title: Pedestrian Facilities (Foot over Bridges) Project Category: Traffic Management

Project Type: Short- term Nos.: 8

Location: NHPC Chowk Badkal Chowk Old Faridabad Chowk Ajronda Chowk Bata Mode Chowk Ballabgarh Chowk Neelam Chowk B K Chowk


Detailed Description: The Foot over Bridges locations may be taken as in the mentioned places

Implementation period: 2010-2012 PPP Potential: BoT

Possible revenue: Advertisements and parking Commercial area development and parking

Potential Benefits: It will facilitate the ease to the pedestrians to cross the roads without any disturbances by the traffic on the major roads.


5

Project No: 5 Project Title: Off-street Parking Facilities (Multi-storey and ground level) Project Category: Parking Management

Project Type: Short- term Nos.: Multi-storey Parking-6, Off-street Parking (Ground Level)-15

Location:

Multi-storey Parking Near Mall at Sarai Chowk Ambedkarmarg Market Near Neelam Chowk NIT area (Near 1-2 Chowk) Sector 12 Ballabgarh (Near Rajiv Gandhi Marg)

Off-street Parking 5 Location in Old Faridabad Town 10 Locations in NIT area

Approximate capital cost (Rs.): 36.5 Crores

Detailed Description: The parking capacities removed from on-street should be supplemented by suitably locating the off-street parking locations. The off-street parking locations will also aid public transport. The locations may be taken as in the mentioned places.

Implementation period: 2010-2012 PPP Potential: Sponsorship

Possible revenue: Advertisements

Potential Benefits: Multi-storey Parking locations suggested will increase road capacity.


6

Project No: 6 Project Title: Road Widening Project Category: Mobility Corridor Development

Project Type: Long-term

Length: Widening: 173 Km New Links: 210 Km

Location: In and around the Faridabad Approximate capital cost (Rs.): 2899 Crores

Detailed Description: Widening: 174 Kms New Links: 210 Kms

Implementation period: 2013-2026 PPP Potential: Annuity

Possible revenue: Toll and Land development along the corridors

Potential Benefits: Development of road network will improve connectivity and accessibility within and outside of FBUC. Also will boost up the economic developments along the corridors.


7

Project No: 7 Project Title: Implementation of High capacity Mass transport system Project Category: Public/Mass transport

Project Type: Long- term Length: 13.9 Kms

Corridors: • DMRC master plan (2021) corridor

Approximate capital cost (Rs.):

2085 Crores

Detailed Description: High capacity mass transport systems (Metro) is proposed on NH2 corridor in FBUC.


Possible revenue: Fare, Advertisements and Commercial area development and parking at stations.

Potential Benefits: It is a faster, sustainable and environmental friendly means of transport. It will also reduce the usage of personal modes on the roads.


8

Project No: 8 Project Title: Implementation of BRT Corridors Project Category: Public/Mass transport

Project Type: Long- term Length: 124 Kms

Corridors:

Major Corridors

Approximate capital cost (Rs.):

1240 Crores


The BRT Corridors may be taken as shown in the figure.


Possible revenue: Fare, Advertisements and Commercial area development and parking at stations.

Potential Benefits: It is a faster, sustainable and environmental friendly means of transport. It will also reduce the usage of personal modes on the roads.


9

Project No: 9 Project Title: Truck Terminal facility Project Category: Passenger/Truck terminals

Project Type: Medium- term Nos.: 4

Location: Near by the Palwal Town at the junction of KMP Express way and NH2. Near Kheri Ghoar road Near Delhi Border Near Pali road


Detailed Description: The Truck terminal will have all the facilities

• Parking facility, rest rooms, Toilet facilities drinking water facility are

provided.

• The accessibility to the truck terminal is easy due to KMP express way and

NH2.


Possible revenue: Advertisements and Commercial area development and parking

Potential Benefits: It will decrease the traffic congestion in Faridabad and provides free movements in the surroundings of the old truck terminals


10

Project No: 10 Project Title: Road Over Bridges Project Category: Other Plans

Project Type: Long- term Nos.: 4

Location: Border Railway corss Nevla Railway corss Old Faridabad Rialway cross Mujhesar Railway cross


Detailed Description: The Road over Bridges locations may be taken as mentioned places



Potential Benefits: It will facilitate the ease to the railway crossing commuters in and around the mentioned places.


11

Project No: 11 Project Title: New Mofussil Bus Terminal Project Category: Traffic Management

Project Type: Long- term Nos.: 3

Location: Near Border Near Pali road Near Palwal road


Detailed Description: The new mofussil bus terminal locations may be taken as mentioned places



Potential Benefits: It will facilitate the ease to the railway crossing commuters in and around the mentioned places.


12

Project No: 12 Project Title: Introduction of Bus Transport Project Category: Public Transport

Project Type: Long-term

Fleet: 1050 Nos.

Location: In and around the Faridabad Approximate capital cost (Rs.): 526 Crores

Detailed Description: Immediate implementation of local public transport is essential for Faridabad. Hence it is recommended starting organized bus operations through major corridors of Faridabad. Bus shelters: It is proposed to have bus stops at every 500m distance in the CBD area and about 1 or 2 kms distance for other areas.

Implementation period: 2013 - 2026 PPP Potential: BoT Possible revenue: Bus Fare and Advertisements at bus bays

Potential Benefits: Organised public transport will improve the mobility needs of people in Faridabad. It is a sustainable environmental friendly means of transport. Also will reduce the usage of personal modes on the roads.


13

Project No: 13 Project Title: Sky Walk Project Category: Non-motorised Plan

Project Type: Long- term Length: 1.4 Kms

Corridors: Near NIT area Near New Town area Near Ballabgarh area

Approximate capital cost (Rs.): 28

Crores


The sky walk locations may be taken as in the mentioned places


Possible revenue: Advertisements.

Potential Benefits: It will facilitate the ease to the pedestrians to cross the roads without any disturbances by the traffic on the major roads.

Date post:	16-Mar-2018
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