Planning for a Multi-Modal Transportation Hub at Rourkela

Action Area Plan : TRANSPORTATION

MULTI MODAL INTERCHANGE HUB

at Rourkela…

MULTIMODAL INTERCHANGE HUB: A PROLOGUE . . .

LIMITATIONS: The area under consideration is the stretch of

road between Madhusudan Chowk and Rourkela railway station’s main entrance (longitudinal) and the stretch of road from the other entrance of the Rourkela railway station to the bus depot (traversal) – as because this part experiences maximum traffic congestion and which is to be addressed to promote better transport network for the area.

SCOPE: Development of transit facilities as per user rate,

multiple mode linking and passenger comfort and affordability.

Holistic approach to commercial bases and their delineation along avenues of relevantly related freight movement and logistics.

Promotion of single landuse zones to facilitate correlativity between the various activities that are related to transport and traffic networking.

A I M :

To p r o m o t e t he u t i l i t y o f t h e a r e a u nd e r c o n s i d e r a t i o n f o r t h e p u r p o s e o f f u n c t i o n i n g a s a m u l t i mo d a l i n t e r c h a n g e hu b f o r t r a ns i t o r i e n t e d d e v e l o p me n t o f t h e a r e a .

MULTI MODAL INTERCHANGE : Aim, Need, Methodology, Scope and Limitations.

Need:The need to develop the area under consideration was defined by three basic necessities to be addressed:

The location: The multiple modes of transport concentrated within

the same area; Strategic location of the daily market in the vicinity.

The trip generation factor: The high O-D data generated to and fro in this area

– due to location of varied typology including the huge base of hospitality sector and commercial sector;

Also location of the major railway station for the city – major source for translocation of passengers and goods – major issue: traffic congestion and mismanagement.

The importance of Rourkela on the industrial and commercial scenario of India: Steel industry based development, major

transshipment of goods and materials – both in processed and unprocessed states – requires railway services and railway stations in the vicinity helps curb transportation charges agglutinating to the production cost / market price. Also passengers consists majorly of entrepreneurs, business based companies and individuals.

The Bus stand may act as a major source for easy movement of labor and can prompt affordable rates for travel for the workforce that travels long distances daily – to and fro – within or outside the urban agglomeration.

MULTI MODAL INTERCHANGE : Aim, Need ,Methodology, Scope and Limitations.

VEHICULAR MGMT.

PEDESTRIAN MGMT.

PARKING

FREIGHT

WAITING ROOM

CAFETERIA

TOILETS

STREET LIGHTING

DRAINAGE

SAFETY/ SECURITYCOMM. /

KIOSKS

TRANSPORT

LANDUSE

FACILITIES

PHY. INFRA.

SOCIAL INFRA.

PLANNING

MULTIMODAL INTERCHANGE HUB: A PROLOGUE . . .

FOOTPATHS ACCESS FOR DISABLED

INTER.VOLUME V/C RATIOS

DESIGNING

STREET DESIGN

STREETSCAPE

M O D I F I C A T I O N S I N . . .

SURVEYS & ANALYSIS

VISUAL SURVEY

USER PERCEPTION SURVEY

INTERSECTION VOLUME SURVEY

LANDUSE ANALYSIS

CONNECTIVITY ANALYSIS

FACILITIES ANALYSIS

A Multi modal Interchange hub is one in which co-ordination and integration of different modes of transport takes place to decongest road, reduce journey time, enhance environment, provide greater convenience for commuters, efficiency and

cost effectiveness.

INTRODUCTION

MULTI MODAL INTERCHANGE : Literature

The act of changing between modes – InterchangeThe place where one changes the modes – Interchange ZoneA purpose built facility to improve interchange quality – Interchange facility

Source: The Intermodal Transport Interchange For London: Best Practice Guidelines


INTRODUCTIONDECISION SPACESAreas where passenger decisions take priority. Examples include decision points such as entrances, ticket offices or corridorjunctions.

At these locations there should be good sight lines/clear signing or transport information. There should be no nonessential physical infrastructure or visual distractions such asadvertising/ retail or other land uses that would serve to distract or confuse passengers.

MOVEMENT SPACESMovement spaces connect decision spaces.Typically these include corridors and paths specially reserved for passenger movement and connections to/ from/ between transport modes or the surrounding area.

These spaces should provide clear, unobstructed routes matched to desire lines. Street furniture, plantings, advertising, information displays, retail boards or any other fixed items should not protrude into these zones but may be located adjacent to them.

OPPORTUNITY SPACESOpportunity spaces include those areas of the interchangezone outside the core corridors of movement or decisions.They can accommodate cafés, retail entrances, retail display, seating or landscaping.

Street furniture, advertising or other fixed or temporary infrastructure located in these zones must be managed so as not to protrude or interfere with the requirements of decision or movement spaces in adjacent areas.

Four interchange themes which should be considered at transport hubs:

Efficiency: Operations, moving around, sustainability

Usability: Accessibility, safety and preventing accidents, personal security, protection

Understanding: Legibility, permeability, way-finding, information

Quality: Perception, design, spaces, sense of place


INTRODUCTIONExample of an Multi modal Interchange

Access to Transit Station by Non-Motorized Transport1. Pedestrian access- Provisions for pedestrians and their safe movement are an essential access consideration. - Direct and safe approach for pedestrians

• Pedestrian access-ways that reduce distances to bus services on the adjacent higher order bus streets.• Continuous and direct footpath networks that permeate neighborhoods.• Safe, convenient and/or controlled road crossing points should be provided to stops with high passenger

usage.

2. Bicycle access• Can increase the service area of transit stations.• Bicycle parking facilities located to provide protection from weather, theft and conflicts with other modes.

Parking areas i.e. active areas with high pedestrian activity, or under the observation of station attendants preferred.

• Well Lit and designated by signages.


MULTI MODAL TRANSPORT SYSTEM, DELHIINFERENCES

Accessibility by Intermediate Para Transit (IPT)• Various modes of IPT such as auto, taxi, phatphat, etc are considered as feeder modes to bring passengers from

various parts of the neighborhood to the multi modal transit station.• IPT zone is desirable. IPT area must be covered and seating may be provided.

Accessibility by Public Transport

• Bus stop design capacity for a station is based on the individual requirements for each station either as a single station, interchange station or integration point.

• The following designs may be used for various types of bus loading zones, depending on specific conditions:

i. Recessed Bus Bay: It is used where more mixed traffics are on the road. The bus loadingzone is recessed from the through traffic lane. A recessed bus bay is designed parallel to close enough to the curb so that passengers may enter and leave any door by an easy step to the curb. Upon leaving, the merging lane enables the bus an easy re-entry into the through traffic lane.ii. Parallel- to-curb Bus Bays It should have 3 mt wide lanes and an overall length of 73.2 mt. This layout for bus loading area provides the minimum roadway width but requires the longest length for a bus loading zone. The critical movement in this layout is moving into position ahead of the parked bus. This leaves the rear door of the bus offset from the platform curb by approximately 0.45 mt.iii. Sawtooth Bus Bays Sawtooth bus bays reduces the length of loading zone and therefore reduces walking distances but increases the width of the roadway.


MULTI MODAL TRANSPORT SYSTEM, DELHIINFERENCES

Accessibility by Private Modes

• Parking space for car, two wheelers at the station. Entry and exit points should be at mid block.• Parking aisles should be lined perpendicular to the station entrance/exit are to minimize the no. of potential conflicts

between pedestrians and automobiles. • Collapsible posts or signs should be used to delineate drives and pedestrian. Major pedestrian walkways should be

raised 0.15 mt above the parking pavement. • Right angle parking should be used because it allows better circulation, more orderly parking, and in most cases has

lower average area requirement per space.


INFERENCESMULTI MODAL TRANSPORT SYSTEM, DELHI

Accessibility to Transit Station/Stops: Current Practices in Delhi• “Cycle-for-Hire Scheme” Encourage people to use bicycles for short distances at Delhi University Metro station and

near by areas. The charge of a bicycle on rent is Rs 10/= for 4 hours.• Pedestrian way to the BRT Corridor in Delhi: To provide safe and comfortable sidewalk to access public transport.

• Continuity of the sidewalks. Wide and well surfaced sidewalks and is disable friendly.• Sidewalks are easily negotiable by women, children, senior citizens, as the height is close to 15 cm. Width of

sidewalks varies from 1.5 mt (min) to 4.5 mt (max) along the corridor. Sidewalks are well lit.• Crossings are easily accessible with kerbed ramps and there is a holding area for people to want at the side and

at the pedestrian refuge islands.• Pedestrian path on the BRT corridor has the least permanent and temporary obstructions on the sidewalks

MULTI MODAL TRANSIT ORIENTED DESIGN Attributes to enhance the accessibility to transit station:

• People Place: Transit station area is a place for people/commuters. Hence, it must be well used, safe, comfortable, and attractive; and need to be distinctive and offer variety, choice and fun.

• Streetscape Design: M2OD should promote and enrich the qualities of existing urban places at neighborhood and street level. It is important to develop streetscape design elements for each of the transport corridor by incorporating various architectural elements.

• Urban Form: Transit station is considered as a part of urban design and sky line. It is blended with different building forms, colors, materials, textures, forms, etc. Such areas should be integrated physically and visually with its surroundings having better access by foot, bicycles, bus, cars, metro, etc. Amenities that are stimulating, enjoyable and convenient should be offered to a wide range of possible users.

• Transit in Landscape: These areas should provide balance between the natural and the manmade environment and utilize each locations intrinsic resource – the climate, land form, landscape, and ecology – to maximize the experience. Design must put such built environment in proper land scape environment.

• Design in Flexibility: New development near and around transit station take very little time. New development needs to be flexible enough to respond to future change in use, lifestyle, and demographics. Flexibility must be evident in the use of property, public spaces, and infrastructure. Integration of any new modes with the station area requires more space for loading, unloading, transfer, integration, parking, traffic management, etc.


CONNECTIVITY

CONNECTIVITY: CITY LEVEL

RAILWAY STATION

DAILY MARKET

BUS TERMINAL

NODE AND NETWORK PHYSICAL ACCESSIBILITY

EXISTING SITUATION

THE EXISTING SITUATION

ROURKELA RAILWAY STATION


BUS STAND

5- PLATFORMS3- SIDINGS11 TRACKS BROAD GAUGE2 FOOT OVER BRIDGES.

CONCOURSEBOOKING OFFICE

CAR PARKING

2-WHEELER PARKING

RICK

SHAW

S

CYCLE PARKING

NO. OF USERS PER DAY 6000

NO. OF PASSENGER TRAINS 52

NO. OF GOODS TRAINS 38

MONTHLY TICKET SALE (OFF PEAK) 2 LAKHS

MONTHLY TICKET SALE (PEAK) 2.45 LAKHS

SCHEMATIC LAYOUT OF RAILWAY STATION


ROURKELA RAILWAY STATIONFACILITY LOCATION

WAITING HALL (1ST CLASS) 1ST FLOOR

WAITING HALL (2ND CLASS) PLATFORM 1

PAY AND USE TOILET AT BOTH ENDS OF STATION

TRAIN INDICATION BOARD CONCOURSE AND PLATFORM

FACILITATION CENTRE FACING CONCOURSE AND PLATFORM 1

STD BOOTH CONCOURSE AND PLATFORM 1

WATER COOLERS PLATFORM 4 & 5

TOUCH SCREEN CONCOURSE AREA

RESERVATION AND REFUND COUNTERS

BOOKING OFFICE

ATM CONCOURSE

DORMITORY 1ST FLOOR

RETIRING ROOMS 1ST FLOOR

CLOAK ROOM GROUND FLOOR

POLICE STATION ON FRONT SIDE OF STATION

POST OFFICE ON FRONT SIDE OF STATION

CAFETERIA 1ST FLOOR

BOOKSTALL PLATFORM 1

SNACKS SHOPS(6-7) ALL PLATFORMS

OBSERVATIONS:•Ramps/ elevators/ lifts are not available at the station•Provision of seating is less •No provision of proper drop off bay at the entrance for arriving vehicles


ROURKELA BUS STAND


BUS STAND

NO. OF USERS PER DAY 2000

NO. OF DAILY BUSES 300

TIMINGS (Departure) (Arrival)

7 PM TO 10 PM6 AM TO 10 AM

FACILITY CONDITION

WAITING HALL ABSENT

PAY AND USE TOILET

PRESENT Poorly maintained. Requirement of additional toilets for increase in

demand

SIGNAGES ABSENT Required

FACILITATION CENTRE

PRESENT Located in a corner. Difficult to locate

STD BOOTH PRESENT -

DRINKING WATER PRESENT Unhygienic

RESERVATION AND REFUND COUNTERS

PRESENT Unhygienic

ATM ABSENT Required

CLOAK ROOM PRESENT -

POLICE STATION/ POST

ABSENT Unsafe Environment

CAFETERIA PRESENT Sufficient

BOOKSTALL PRESENT -

COMMERCIAL ZONE PRESENT Meant for Hardware (Auto Spare parts etc)


PARKING

BICYCLE 2W CARS GOODS VEHICLES0

100200300400500600700800900

1000

railway stationno

of v

ehicl

es

BICYCLE 2W CARS GOODS VEHICLES0

5

10

15

20

25

30

35Bus stand

no o

f veh

iclesParking lot Peak timing Possibility of

rejection

Railway station 7:30-9 am6:30pm-8pm

2w- no4w- yes

Bus stand (pvt) 6-8pm no

Unauthorized parking at railway station:Bicycles: 13Two wheelers: 60Cars: 11 (parked in wrong location despite space being available in authorized parking)Rickshaw parking:Space given for 35 rickshawsAround 20 rickshaws were observedAuto rickshaw parking:Space for 30 autos18 autos observed


ON-STREET PARKING

Unauthorized on street parking

Auto rickshaw stand

•OBSERVATIONS:•Unauthorized parking along the streets is leading to congestion along the main roads•Trucks have been illegally parked near the Fakir Mohan market hence compromising on the space available to commuters.


PARA – TRANSIT STAND


PARA-TRANSIT

NO. OF AUTOS PRESENT 80

DAILY TRIPS ~ 20

Routes taken by Autos from the Railway Station:Station Road to SectorsStation Road to PanposhStation Road to BandamundaStation Road to Fertilizer colonyStation Road to Civil townshipStation Road to VedvyasStation Road to Kaswal RajganjpurStation Road to KwarmundaStation Road to Birmitrapur

Data obtained from Primary Survey

FACILITY ISSUES

Toilet Facility Absent

Drinking Water facility Absent

Shelter for Auto Drivers Absent

Cleanliness Garbage Disposed along the stretch

BUS STAND

Under - Construction Para-transit Stand


ROAD STRETCHLENGTH OF ROAD 400 m

WIDTH OF THE ROAD Effective width 4.5 m to 7.5 m

A

B

B

NODE AND NETWORK PHYSICAL ACCESSIBILITY

LANDUSE ANALYSIS

EXISTING SITUATION

LANDUSEEXISTING SITUATION


LANDUSEMixed use 767

Authorized parking 3350

vacant land (railways) 17465

vacant land (Govt) 2681

Public-semi public area 5069

hospitality zone 2267

Railway station/bus station 45702

commercial 14879

Informal Commercial 1000

Residential 9986

Informal residential 41582

Open Ground 15700

EXISTING ISSUESPresence of discordant activities such as schools and

gurudwaras along the stretchMight lead to chaos due to irrelevance in terms of

activities

Informal market along the stretch Unorganised traffic movement and creation of bottlenecks

Hospitality + Residential (Mixed Zones) present along the road leading to Panposh road

Diametrically opposite to the proposed multi modal interchange concept

Existing economic activities caters to auto service/ spare parts etc which is incompatible with the proposed idea

Might lead to chaos due to irrelevance in terms of activities

0%1%11% 2%

3%

1%

29%9%

1%

6%

26%

10% Mixed useAuthorized parkingvacant land (railways)vacant land (Govt)Public-semi public areahospitality zoneRailway station/bus stationcommercialInformal CommercialResidentialInformal residentialOpen Ground

FACILITY ANALYSIS

EXISTING SITUATION

USER – PERCEPTION SURVEY

FACILITY ANALYSIS : User Profile

< than once /month

once a/month 2 times/month

1-2 times/ week

5-6 times/week

0.05.0

10.015.020.025.030.035.040.045.0

Frequency of using the station%

of r

espo

nden

ts

work education shopping other0.05.0

10.015.020.025.030.035.040.045.050.0

Trip purpose

% o

f res

pond

ents

auto bus car two wheeler walk0.0

5.0

10.0

15.0

20.0

25.0

30.0

35.0

40.0

45.0

Mode used to reach station

% o

f res

pond

ents

Observations:•Most respondents use the station once every month.•Daily users amount to around 28 %.•Work and other (including family engagements) are the main reasons for making trips.•Almost 40% respondents use auto rickshaw to reach the station indicating importance of the mode.

Requirement:•Parking space for cars and auto rickshaws•Drop off bay for passengers who are coming to station .


FACILITY ANALYSIS :Accessibility

Buses conjested? willing to use feeder services

Do you think bus /auto stops are too far?

0.0

20.0

40.0

60.0

80.0

100.0

120.0

55.6

100.0

33.344.4

0.0

66.7

yes % no%

Observations:•All respondents willing to opt for feeder services•Almost 2/3rd of the respondents feel that bus/auto stops are too far from the station .•An overwhelming majority in favor of provision of ramps and escalators at the station.•Safety of walkways a major concern.

Requirements:•Feeder services•Accessible interchange facilities•Ramps/escalators for easy barrier free access•Well lit secure walkways

0.0

40.0

80.0

120.0

55.627.8

88.9 100.0

50.044.472.2

11.1 0.0

50.0

yes % no%

parking enough? Direct entrance from road to platform

More no. of entrances to station

0.0

10.0

20.0

30.0

40.0

50.0

60.0

70.0

80.0

90.0

44.438.9

16.7

55.661.1

83.3

yes % no%


FACILITY ANALYSIS : Facilities

Observations:•High demand for ticket vending machines.•Maximum people are using internet booking options.•Air conditioned waiting areas desired•Dorm facilities not required•More seating required for the general public

Requirements:•Ticket vending machines•Internet kiosks for bookings•More seating•Recreational facilities: TV in the waiting areas•Magazine stands required.

waiting areas be air conditioned?

Do you use dorm facilities?

Are seating areas enough?

Do you want covered platform for entire length?

0.010.020.030.040.050.060.070.080.090.0

77.8

16.7

38.9

50.0

22.2

83.3

61.1

50.0

yes % no%

Integrated ticket system

ticket vending machines?

internet booking? do you have a monthly pass?

0.0

10.0

20.0

30.0

40.0

50.0

60.0

70.0

80.0

90.0

100.0

72.277.8 77.8

11.1

27.822.2 22.2

88.9

yes % no%

tv magazine stands audio0

20

40

60

80

100

120

Recreational facilities desired

% o

f res

pond

ents


FACILITY ANALYSIS : Facilities

Requirements:

•snacks/juice bar•fruits/veg shops•books/magazine shops•medicine shops

56%

44%

Willingness to pay for extra facilities

yes % no%

78%

22%

Requirement of more shops

yes % no%

snack

s/juic

e bar

office

statio

nery

grocer

ies

fruits

/veg

book

s/mag

azine

s

electr

onics

repa

ir

depa

rtmen

tal sto

res

medici

ne0.0

20.0

40.0

60.0

80.0

100.0

120.0100.0

44.4 38.9

88.9 88.9

44.433.3

94.4

Type of shop that you want


FACILITY ANALYSIS :Time

Waiting time at autostop Waiting time at bus stop Ticketing time0

1

2

3

4

5

6

7

8

9

3.7

5.164.5

5.4

7.6

8.5

3

4.5

1.5

Average MaximumDesired

Average time spent walking Average waiting time at platform0

2

4

6

8

10

12

14

16

18

20

8.5

17.5

8.510

2.5

5

Average

Maximum

Desired

Observations

•Average present waiting time at the auto stop was found to be 3.7minutes which is more than the desired ( 3 minutes)

•Average present waiting time at the bus stop was found to be 5.16 minutes which is more than the desired ( 4.5 minutes)

•Average present ticketing time at railway station was found to be 4.5minutes which is more than the desired (1.5minutes)

•Average time spent walking was found to be 8.5minutes which is more than the desired (2.5minutes) and which is equal to the maximum .

•Average waiting time at platform was found to be 4.5minutes which is more than the desired (5minutes) and even more than the maximum which is 10 minutes.


IMPORTANCE SATISFACTION ANALYSIS

bus stop per-formance

frequency of bus service

feeder service0

0.51

1.52

2.53

3.54

4.5

Bus Stop

importance satisfaction

0

2

4

6Interchange


parat

ransit

stop p

erform

ance

frequ

ency

of auto se

rvice

safety

of stan

d

distan

ce fro

m build

ing0

1

2

3

Paratransit




build

ing entr

ances

acces

sible

locati

on of

entra

nces

walking

dista

nce to tic

ket c

ounter

queu

ing tim

e

Queuing s

pace

No. of

ticke

t cou

nters

Locati

on of ti

cket

counte

rs

Real tim

e info

rmati

on

Inform

ation

syste

m plac

emen

t

Walking d

istan

ce (fro

m ticke

t cou

nter to

platf

orm)

Alignm

ent o

f plat

form an

d the e

ntranc

e loc

ation

Goods lo

ading

/unloa

ding ar

ea on

platfor

m

Safet

y or su

rveillan

ce of

platfo

rm

Waiting

area

in pla

tform

Railway

statio

n perf

orman

ce0

1

2

3

4

5

6

Railway Station



APPROPRIATENESS

Students LIG MIG HIG0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

NoYes

Willingness to pay for extra services v/s income group

Primary Class XII Graduate0%

10%20%30%40%50%60%70%80%90%

100%

NoYes

Willingness to use internet booking v/s level of education level

Students LIG MIG HIG0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

NoYes

Willingness to have more shopping area v/s income levels<18 yrs 18-40 yrs 40-60 60<

0%10%20%30%40%50%60%70%80%90%

100%

NoYes

Willingness to use ramps v/s age group



SATISFACTION 5 4 3 2 1

IMPORTANCE

1

2

3

4

5

Observations

The most critical aspects which are to be taken care of

- Feeder service - Parking areas - Pedestrian pathways - Disable access - Toilet facilities - Cleanliness - Weather protection

Second most critical aspects -Safety of para transit stop -frequency of bus service - level changes in the railway station -Safety

Facilities at para transit stop importance satisfaction ANALYSIS

paratransit stop performance 1 3

frequency of auto service 2 2

safety of stand 1 3

distance from building 2 2

Facilities at bus stop importance satisfaction

bus stop performance 1 4

frequency of bus service 1 3

feeder service 2 4

Miscellaneous

importance satisfaction parking areas 1 4

pedestrian pathways 1 4

disable access 1 5

level changes 2 3

Surveillance 1 3

Toilet facilities 1 4

Cleanliness 1 4

Organised areas in the

interchange 1 5

weather protection in interchange areas 2 4

Safety 2 3



Observations

The most critical aspects which are to be taken care of

-Goods loading and unloading area -Total railway station performance

Second most critical aspects

-Queuing time - Queuing space – No. of ticket counters – Real time information –Information system –Waiting area in plat form

Third most critical aspects

- Building entrances - location of entrances - walking distance to ticket counter - Location of ticket counters

Facilities at railway station importance satisfaction ANALYSIS

building entrances accessible 2 2

location of entrances 2 2

walking distance to ticket

counter 2 2

queuing time 2 3

Queuing space 2 3

No. of ticket counters 2 3

Location of ticket counters 2 2

Real time information 1 3

Information system placement 2 3

Walking distance (from

ticket counter to platform) 2 3

Alignment of platform and the entrance location 2 3

Goods loading/unloading

area on platform 2 5

Safety or surveillance of platform 2 3

Waiting area in platform 1 3

Railway station

performance 2 4

TRAFFIC ANALYSIS

EXISTING SITUATION

Traffic Volume Count

LINK NAME PEDESTRIANS PCU V/C PAVEMENT

ENCROACHMENT OF PAVEMENT

ENCROACHMENT OF ROAD

ON STREET PARKING

PROMINENTMODE

ALONG THE LINK

Railway Station to Panposh Road, via Hotel Aastha

108 6.3% 130.8 0.12 Absent NA Very Less Very Less Two-Wheeler

Railway Station to Madhusudhan Marg

456 26.6% 450.6 0.41 Absent NA Informal Sector near the Para-Transit Stand

Present along the

Commercial Stretch

Non Specific

Towards the Railway Station

586 34.1% 156.6 0.14 Absent NA Nil Nil Non Specific

Towards the Bus Stand 438 25.5% 180 0.16 Absent NA Informal shops situated along the stretch at

certain locations

Truck Parking in front of

Fakir Mohan market.

Otherwise negligible

Pedestrians Cyclists

Along Alternative Entrance/ Exit

126 7.5% 51.6 - Absent NA Very Less Nil PedestriansTwo

Wheelers

TOTAL 1714 918 -

TRAFFIC ANALYSIS

Traffic Volume Count TRAFFIC ANALYSIS

5%

57%11%

22%4%

CycleCycle rickshaw2 WheelersAuto Rickshaw Car/jeepLcv

-Traffic Count at Railway Station is 918 PCU’s in 1 hour time period. ( 5pm to 6pm)- A large Volume of pedestrian movement was observed along the main entrance, towards the stretch to the Bus Stand and Para Transit Stand present at Madhusudhan Chowk.- The Traffic Volume Count at madhusudhan chowk at peak time is 3426.6 PCU which has to be considered into the proposals.

-Pedestrians constitute most of the traffic, and no provisions are made for their circulation.

- Two wheelers ranks the highest in modal choice followed by four wheelers and auto rickshaw.

Mode Availability and Usage of Mode

OBSERVATIONS

Parameters Probable Solutions for Implementation

Responsive to street congestion • Dedicated Corridors for Pedestrian and Motorized Modes of transport

• Road Widening of roads at strategic locations• Strategic Relocation of Encroachments

Responsive to travel costs • Pedestrianisation of corridors to the possible extentReduction of unnecessary travel movements

Responsive to Availability of Public transport • Explore scope of Para-Transit/ Feeder Service

Responsive to the growth of the Surroundings • Incorporation of ancillary activities along the stretch

TRAFFIC ANALYSISMapping Pedestrian Routes & Demand

CONFLICT POINTSMAX. DEMAND

BUS STAND

RAILWAY STATION

PARA

-TRA

NSI

T

438 Pedestrians

456 Pedestrians

586 Pedestrians

INFRASTRUCTURE ANALYSIS

EXISTING SITUATION

ELECTRIC LINES CROSSING OVER THE ROAD NO STREET LIGHTING ON THE ROAD NO PEDESTRAIN ON THE ROAD NO PEDESTRAIN PATHWAY ON THE ROAD

NO PEDSTRAIN PATHWAY ON THE ROAD

OPEN DRAINS IN SOME AREA

STREET LIGHT ON THE 1 SIDE OF ROAD ONLY

NO PEDESTRAIN AREA

ROAD IN FRONT OF RAILWAY STATION

ROAD LINKING THE RAILWAY STATION AND BUS STAND

ROAD IN FRONT OF BUS STAND

EXISTING STREET LIGHTING ,ELECTRICTY DISTRIBUTION LINES

TRANSFORMER

FLOOD LIGHTS

STREET LIGHT

ELECTRIC LINE

STREET LIGHT WIRE

Improper street lighting

No Defined pedestrain path

NO Flood lights at the MADHUSUDAN

chowk

Crossing of the electric lanes over

the road NO Segregation of pedestrian and vehiclular

movement

Existing road section of the road linking bus stand to railway station

CCTV LOCATIONS

EXISTING DRAINAGE AND SOLIDWATSE SITUATION

OPEN ROADSIDE DUMPING

CLOSED DRAINS

OPEN DRAINS

OPENING TO DRAINS

Major problems of drainage and solid

waste

Drains are not well maintained as in some area are these are open .

No proper waste disposal area / collection area..

This area is highly

polluted due to the

presence of vendor

Existing section through the road in front

of the railway station Existing section through road in

front of BUS STAND

PROPOSALS FOR THE ELECTRIC LANES AND STREET LIGHTING

TRANSFORMER

FLOOD LIGHTS

STREET LIGHT

UNDERGROUNDELECTRIC LINESTREET LIGHT WIRE

Proposals

•Underground electric lane

•Flood lighting at junctions.

•Solar panel street lighting .

•Lighting also provided along the pedestrian movement .

UNDERGROUND ELECTRIC LANES PITS

PROPOSALS FOR THE ELECTRIC LANES AND STREET LIGHTING

SOLAR PANEL STREET LIGHTING • Solar street lights are independent of the utility grid.

Hence, the operation costs are minimized.

• Solar street lights require much less maintenance compared to conventional street lights.

• Since external wires are eliminated, risk of accidents is minimized.

• This is a non polluting source of electricity

• Separate parts of solar system can be easily carried to the remote areas

Regular Street Light DX3 Solar Street LightUses standard size/connection

Uses standard size/connection

90 W high pressure sodium 30W Ultra High Efficient Array

5500 Lumens (3850 effective)

3400 Lumens

30-50 Lumen / Watt 120+ Lumen / WattPhoto-sensor or wire control Photo-sensor, wire or solar

panelNo Back Up Power Source Internal Battery, fully

integrated into Street Light Head (Approx. 3 nights autonomous operation/battery reserve)

No solar array Integrated solar arrayRequires electricity Solar poweredWorks only when grid is energized

Works during power outages

Cable requires expensive trenching

No trenching

Additional wiring in the ground

No wire in ground

Wire in the pole No wire in poleSignificant resources to install

Simple install

Special crews for safe installation & commission

Safe to install (12V)

Attracts insects Does not attract insect

63.00

Municipal waste

A. Organic

• Food waste• vegetables waste• Garden

trimmings• dry leaves

C. Inert

• Dirt• Sand• Dust• soil

B. Recyclables

• Paper • Plastics/polyethenes • Rubber, leather • Glass & ceramics • Textile/cottons • Earthen wares • Metal • Coconut shells

For B i o –d e g r a d a b l e w a s t e s

For R e - c y c l a b l ew a s t e s

Solid waste management

Calculations

The stretch will be mostly used by the floating population which depends on the transits Bins for Commercial Establishments/Shops : It is assumed that one bin will serve 25 shops. Organic waste will be collected daily & recyclable waste will be collected once in a week. Providing 100L capacity fibre glass bins for bio degradable waste and 500L capacity bins for recyclable wastes.

Waste density for bio degradable waste = 300 kg/cubic metreWaste density for bio degradable waste = 150 kg/cubic metre

Total no. of people using the stretch from railway station toMadhusudan chowk per day= around 5000waste generated per day per pedestrians= 5000X.05kg=250 kgwaste generated by the shops=0.5X84=42kgTotal waste generated = 292 kg

assuming that 1/4th of the total waste is organicAmount of organic waste = 70 kgAmount of recyclable waste= 222 kg

Bio degradable wasteN=70/(300X0.1X1X1)=3

Recyclable wasteN=190/(150X.5X1X1.6)=2

Total no. of people using the stretch from railway station to bus stand, per day= around 4500Total waste generated per day= 4500X.05kg=225 kgwaste generated by the shops=0.5X80=40kgTotal waste generated = 265 kg

assuming that 1/4th of the total waste is organicAmount of organic waste =70 kgAmount of recyclable waste= 195kg

Bio degradable wasteN=70/(300X0.1X1X1)=3

Recyclable wasteN=195/(150X.5X1X1.6)=2

S= Size of bins in m3F1= Average filling rate of bin. (Generally 80 %) CF = Collection Frequency

Solid waste management: Calculations

N=W/(DXSXF1XCF)Where N = Number of collection bins W = Total quantity of waste generated per day in Kg D = Density of waste in Kg/m

At railway station

Total no. of people using railway station per day = 6000Waste generated per person = 100gTotal waste generated= 600kgassuming that 1/4th of the total waste is organicAmount of organic waste = 150 kgAmount of recyclable waste= 450 kg

Bio degradable wastesN=70/(300X0.1X1X1)=5

Recyclable wastesN=190/(150X.5X1X1.6)=4

At Bus stand

Total no. of people using railway station per day = 1000Waste generated per person = 100gTotal waste generated= 100kgassuming that 1/4th of the total waste is organicAmount of organic waste = 25 kgAmount of recyclable waste= 75 kg

Bio degradable wastesN=25/(300X0.1X1X1)=1

Recyclable wastesN=75/(150X.5X1X1.6)=1

Bins for Institutions It is assumed that two trash bin will be placed in each institution. Both Organic waste & recyclable waste will be collected daily.

Bins for Hotel and Restaurant 2000 litres capacity will be placed at each hotels and restaurant for collection of bulk generation of organic waste.

Street sweeping The width of t he roads are different. Considering 2 0% of road length having 12 Mt. width, 40% of the road length having 22 Mt. width & 40% of road length having 6 Mt. width, the length of the roads of different width are as follows 12 Mt. width road = 260km; 22 Mt. width road = 520km; 6Mt. width road = 520km Considering one sweeper can sweep 2500 Sqmt. of road/day and also be allotted the duty for primary collection of waste from road side to dumper placer container. The no of sweeper required For 12Mt.width road = (12x260)/2500 = 2nos. For 22Mt.width road = (22X520)/2500 = 5nos. For 6Mt.width road = (6X520)/2500 = nos. Total = 2 nos.Total no. of workers=2+4+2=9

Solid waste management: calculations

100L capacity fibre glass green colour bins for bio degradable waste

500L capacity fibe glass black colourbins for recyclable waste

Solid waste management: positions of bins

Two types of bins will be placed together

URBAN DESIGN

EXISTING SITUATION

URBAN DESIGN

VISUAL CONNECTIVITYObservations:•There street connecting railway station and madhusudan chowk acts as a view corridor.•The statue in the madhusudhan chowk is a focal point in the view corridor.•No visual connection between railway station and bus stand.

View corridor

View corridor

Statue in the madhusudhan chowk

Ratio of enclosure in view corridor (6m-9m height , 21m road width

URBAN DESIGN

VISUAL POLLUTION

1

Observations:1.Billboards of various sizes cause visual pollution by making a disturbance to view of street.2.In some area electric cable is causing visual pollution, it may create accidents also. Condition of road is not good.3.Irregular parking in the roadside reduces the visual quality of street.4.Billboards in front of railway station also create visual disturbance.5.Advertisements in building walls also cause visual pollution. Condition of road is not good.6.Informal shops in the beginning of road to bus stand from railway station also reduce visual quality of street.Requirement:•Defined parking area.•Good condition road•Control over bill boards and advertisements. •Removal of big billboards over buildings.•Proper maintenance of electric cables.•New location for informal shops3

2

4

5

URBAN DESIGN

STREETSCAPE

1

Observations:•Signage: signage boards are absent (no signage board from railway station to bus stand).•Side walks: well designed pedestrian pathways are absent.•Cross walks: cross walks are absent, people move randomly, create chaos in the junction.Requirement:• There should be a proper designed signage. As a general rule, it is suggested that the letter height should be at least 1% of the distance at which the message will usually be read boards showing connection to each roads.

•Enhance the pedestrian linkage by: 1.Ensuring the continuity of sidewalks, lighting and paving material.2Providing adequate width for both pedestrians and bicyclists.3Maintaining and enhancing accessibility for differently-abled individuals.•Proper cross walks should be marked.

Areas required continues pedestrian connectivity

Areas required signage boards

Areas required cross walks

URBAN DESIGN

STREETSCAPE

1

Observations:•Screenings: Screening provides a visual buffer between pedestrian and vehicular spaces and separation of public areas from parking and circulation areas, as well as grade changes. There are no such screenings present.•Landscape : trees and plants are less.•utility: no trash receptacles, people drop plastic waste on road side. •Street lighting is not adequate in road connecting railway station to bus stand.

Areas required landscape in road divider

Area lacking street lighting

Areas that can be treated with vegetation

Requirement:•There should be screenings between public parking area and the street.•The road divider can be treated with some small plants.•Trash receptacles are required.•There should be adequate street lighting

PROPOSALS

Issue identification & broad proposals

PROPOSALS

LANDUSE

Proposed Truck parking = 862 sq m on the land available near informal sector. The area can accommodate 15 trucks.Area for 1 truck = 50 sqm . Therefore for 15 trucks = 750 sqm

Expansion of existing parking near commercial area = 2681 sqmNo. of cars parked = 50 , No. of Two wheelers = 400, No of autos = 15Proposal = 500 two wheelers, 60 cars and 20 autosArea = (500* 2.5) + (60 * 15) + (20 *8) = 2310 sq m

Accquired railway land = 4700 sq m Relocation of informal shops = 1000 sq m Formal Commercial = 430 sq m Plaza = 2200 sq m Feeder Paking = 850 sq m Toilets = 220 sq m

Effective road width of bus stand strech is 4.5 mEncroached area = 1.5m Encroachments removed and converted to pedestrian pathway

PROPOSALS LANDUSE

PROPOSALS

COMPARISON OF EXISTING AND PROPOSED LANDUSE

Mixed use

Authorized

parking

vacan

t land (r

ailway

s)

vacan

t land (G

ovt)

Public-sem

i public

area

hospitality

zone

Railway

station/b

us stati

on

commercial

Informal

Commercial

Residen

tial

Informal

residen

tial

Open Gro

und

Public utiliti

es an

d facili

ties0

5000

10000

15000

20000

25000

30000

35000

40000

45000

50000

ExistingProposed

TRAFFIC MANAGEMENT PLAN

Traffic Management Plan Indicating The Movement Of Vehicular Traffic

• The vehicular movement along the stretch of the road is guided by the main principle to decongest the intersection in front of the railway station and put the alternate entrance to maximum use.

• The introduction of a feeder service is looked upon as a viable option to make the link between the railway station and the bus stand more accessible. The link being almost 400 m long, cannot be accessed easily by pedestrians.

• The entry and exit for the feeder service is separated from the main entrance and exit

PROPOSALS

TRAFFIC MANAGEMENT PLAN

Traffic Management Plan Indicating The Movement Of Pedestrian Traffic

• The pedestrian movement which was otherwise chaotic at the intersection is improved by provision of pavements along one side of stretch 1 and along both the sides of stretch 2.

• The pavement along stretch 1 is integrated with facilities such as eateries, fruit and vegetable vendors, groceries, etc and a plaza which doubles as a recreational zone.

PROPOSALS

PARKING MANAGEMENT (Inside Railway Station)

PROPOSALS

• As observed with the help of the survey data, most of the respondents use the station almost once in every month and 28 % of the total users surveyed use the station on a daily basis, the reasons for the regular trips being work and other personal (including family engagements).

• Almost 40% respondents use auto rickshaw to reach the station indicating importance of this particular mode. A large portion of the respondents feel that the bus stand and auto stands are too far to travel by foot.

• The safety along the walkways to the same mentioned facilities is a major concern here.

• Hence as observed, the major concerns to be

looked upon here are: • Parking spaces for cars and auto

rickshaws, and • The unorganized Drop off/Drop in system

for passengers who are coming/leaving to/from the station.

• Inconvenient accessibility to public modes of travel.

• The above illustrates the haphazard parking of the auto rickshaws, taxis and private vehicles.

• Also there is no specific pathway demarcated for Pedestrians especially with luggage. The station can be accessed by two entry/exit gates which serve as a major reason for this unorganized vehicular and pedestrian circulation.

• Absence of Facilitation centres and Information kiosks lead to probable misguidance in terms of direction and choice of facility to be availed by the people while coming out of the Rourkela railway station.

• Since the maximum portion of the vehicular inlet/outlet happen at the main entrance of the railway station, this contrasting distribution leads to more chances of accidents in that zone.

Views of the Existing Parking and Circulation at the Railway Station

PARKING MANAGEMENT (Inside Railway Station)

PROPOSALS

42X5.5 sq m

42X5.5 sq m

1.Green Area

2m wide drop off bay 85X5.5

sq m 85X5.5 sq m 85X2 sq

m 85X4 sq

m 85X4 sq

m 85X1.5 sq m

60X3.5 sq m 25X3.5

sq m 25X3.5 sq m

FacilitationCentr

e

Feeder

Parking

for 30 feede

rs

ENTRY

EXIT

2.3.4.

5.

6.

7.

Plan of the Proposed Parking, Zoning and Circulation at the Railway Station

1. Parking for 24 four wheelers – 10 m wide road

2. Parking for 56 four wheelers – 10 m wide road

3. Parking for 170 two wheelers – 5 m wide road



6. Parking for 50 autos and 80 cycles – 7 m wide road

7. Feeder Parking for 30-35 feeders and prepaid taxi booth

• As observed, the major concerns to be facilitated here are

• Parking spaces for cars and auto rickshaws, and

• An organized Drop off bay for passengers who are coming to the station.

The additional development strategies and proposals will include the following:

• Auto Rickshaw Pre paid Stand• Tourist information Facilitation

Centre• Taxis prepaid counter• Bus interchange facilitation

Centre• Feeder pickup/drop point and

feeder user shaded seating