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Comprehensive Mobility Plan for Chandigarh Urban Complex DRAFT FINAL REPORT – July 2009 Table of Contents RITES LTD. Page 1 of 11 TABLE OF CONTENTS LIST OF TABLES LIST OF FIGURES LIST OF ANNEXURES EXECUTIVE SUMMARY CHAPTER – 1 INTRODUCTION 1.1 BACKGROUND 1.2 BASE YEAR POPULATION AND EMPLOYMENT 1.3 EXISTING TRANSPORT SYSTEM 1.4 REVIEW OF EARLIER STUDIES 1.5 NEED OF THE STUDY 1.6 STUDY AREA 1.7 SCOPE OF SERVICES 1.8 COMPOSITION OF THE DRAFT FINAL REPORT CHAPTER – 2 STUDY OBJECTIVES AND METHODOLOGY 2.1 STUDY METHODOLOGY 2.2 DEVELOPMENT OF DATABASE 2.3 SHORT TERM PLAN/IMMEDIATE IMPROVEMENT MEASURES 2.4 TRANSPORT DEMAND MODELLING 2.5 PLANNING OF MEDIUM AND LONG TERM MEASURES 2.6 IDENTIFICATION OF MASS TRANSPORT SYSTEM TECHNOLOGY AND ITS INTEGRATION WITH METRO. 2.7 PREPARATION OF BLOCK COST ESTIMATES FOR THE IDENTIFIED PROJECTS AND ITS IMPLEMENTATION STRATEGY CHAPTER – 3 ROAD NETWORK CHARACTERISTICS 3.1 BACKGROUND 3.2 ROAD NETWORK CHARACTERISTICS 3.3 SPEED AND DELAY CHARACTERISTICS 3.4 CONCLUSIONS CHAPTER – 4 TRAFFIC CHARACTERISTICS 4.1 INTRODUCTION 4.2 PRIMARY TRAFFIC SURVEYS 4.3 TRAFFIC VOLUME COUNTS AT OUTER CORDON LOCATIONS 4.4 ORIGIN AND DESTINATION OF INTERCITY TRAFFIC 4.5 CLASSIFIED TRAFFIC VOLUME COUNT AT MID –BLOCK LOCATIONS 4.6 TRAFFIC VOLUME COUNTS AT INTERSECTION LOCATIONS 4.7 PEDESTRIAN VOLUME COUNTS AT INTERSECTION LOCATIONS 4.8 VOLUME / CAPACITY RATIO 4.9 CONCLUSIONS

Comprehensive Mobility Plan for Chandigarh Urban Complex

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Page 1: Comprehensive Mobility Plan for Chandigarh Urban Complex

Comprehensive Mobility Plan for Chandigarh Urban Complex

DRAFT FINAL REPORT – July 2009 Table of Contents

RITES LTD. Page 1 of 11

TABLE OF CONTENTS

LIST OF TABLES

LIST OF FIGURES

LIST OF ANNEXURES

EXECUTIVE SUMMARY

CHAPTER – 1 INTRODUCTION

1.1 BACKGROUND

1.2 BASE YEAR POPULATION AND EMPLOYMENT

1.3 EXISTING TRANSPORT SYSTEM

1.4 REVIEW OF EARLIER STUDIES

1.5 NEED OF THE STUDY

1.6 STUDY AREA

1.7 SCOPE OF SERVICES

1.8 COMPOSITION OF THE DRAFT FINAL REPORT

CHAPTER – 2 STUDY OBJECTIVES AND METHODOLOGY

2.1 STUDY METHODOLOGY

2.2 DEVELOPMENT OF DATABASE

2.3 SHORT TERM PLAN/IMMEDIATE IMPROVEMENT MEASURES

2.4 TRANSPORT DEMAND MODELLING

2.5 PLANNING OF MEDIUM AND LONG TERM MEASURES

2.6 IDENTIFICATION OF MASS TRANSPORT SYSTEM TECHNOLOGY

AND ITS INTEGRATION WITH METRO.

2.7 PREPARATION OF BLOCK COST ESTIMATES FOR THE IDENTIFIED

PROJECTS AND ITS IMPLEMENTATION STRATEGY

CHAPTER – 3 ROAD NETWORK CHARACTERISTICS

3.1 BACKGROUND

3.2 ROAD NETWORK CHARACTERISTICS

3.3 SPEED AND DELAY CHARACTERISTICS

3.4 CONCLUSIONS

CHAPTER – 4 TRAFFIC CHARACTERISTICS

4.1 INTRODUCTION

4.2 PRIMARY TRAFFIC SURVEYS

4.3 TRAFFIC VOLUME COUNTS AT OUTER CORDON LOCATIONS

4.4 ORIGIN AND DESTINATION OF INTERCITY TRAFFIC

4.5 CLASSIFIED TRAFFIC VOLUME COUNT AT MID –BLOCK

LOCATIONS

4.6 TRAFFIC VOLUME COUNTS AT INTERSECTION LOCATIONS

4.7 PEDESTRIAN VOLUME COUNTS AT INTERSECTION LOCATIONS

4.8 VOLUME / CAPACITY RATIO

4.9 CONCLUSIONS

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CHAPTER – 5 PARKING CHARACTERISTICS

5.1 INTRODUCTION

5.2 PARKING ACCUMULATION

5.3 PARKING DURATION

5.4 PARKING DEMAND AND SUPPLY

5.5 PARKING INDEX

5.6 PARKING TURNOVER

5.7 CONCLUSIONS

CHAPTER – 6 INTER-CITY PUBLIC TRANSPORT CHARACTERISTICS

6.1 PUBLIC TRANSPORT SURVEYS

6.2 RAIL PASSENGER CHARACTERISTICS

6.3 INTERSTATE BUS PASSENGER CHARACTERISTICS

6.4 INTERSTATE PROXY BUS STOPS PASSENGER SURVEYS

6.5 AIR PASSENGER SURVEYS

6.6 CONCLUSIONS

CHAPTER – 7 SOCIO-ECONOMIC & TRAVEL CHARACTERISTICS

7.1 METHODOLOGY FOR HOUSEHOLD TRAVEL SURVEY

7.2 SOCIO-ECONOMIC CHARACTERISTICS

7.3 TRAVEL CHARACTERISTICS

7.4 CONCLUSIONS

CHAPTER – 8 EXISTING AND PROPOSED LANDUSE DISTRIBUTION

8.1 BACKGROUND

8.2 BASE YEAR POPULATION

8.3 FUTURE GROWTH SCENARIO

8.4 EMPLOYMENT DISTRIBUTION

8.5 CONCLUSIONS

CHAPTER – 9 TRANSPORT DEMAND FORECAST AND SYSTEM

SELECTION

9.1 INTRODUCTION

9.2 TRANSPORTATION PLANNING PROCESS

9.3 TRIP GENERATION

9.4 TRIP DISTRIBUTION

9.5 MODAL SPLIT

9.6 TRIP ASSIGNMENT

9.7 TRANSPORT DEMAND FORECAST

9.8 IDENTIFICATION OF MAJOR TRAVEL CORRIDORS

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9.9 EXPECTED SECTION PASSENGER LOADS ON MASS TRANSPORT

CORRIDORS

9.10 SYSTEM SELECTION

9.11 PROPOSED INTERGRATED MASS TRANSPORT NETWORK

9.12 SUMMARY OF TRANSPORT DEMAND FORECAST ON METRO

SYSTEM

9.13 PHASING OF IMPLEMENTATION OF PROPOSED MASS TRANSPORT

SYSTEM

9.14 FUTURE VOLUME / CAPACITY RATIO ON ROAD SYSTEM

CHAPTER – 10 STRATEGIES FOR TRANSPORT DEVELOPMENT

10.1 NEED FOR TRANSPORT STRATEGY

10.2 NATIONAL URBAN TRANSPORT POLICY

10.3 VISION

10.4 GOALS OF COMPREHENSIVE MOBILITY PLAN

10.5 OPTIMISATION OF EXISTING TRANSPORT INFRASTRUCTURE

10.6 DEVELOPMENT OF SATELLITE TOWNS

10.7 MODAL SPLIT

10.8 DEVELOPMENT OF CITY-WIDE MASS TRANSPORT SYSTEM

10.9 DEVELOPMENT OF ROAD SYSTEM

10.10 OBSERVATIONS

10.11 THE PREFERRED STRATEGY FOR TRANSPORT DEVELOPMENT

CHAPTER – 11 IMMEDIATE/SHORT TERM TRAFFIC IMPROVEMENT

MEASURES

11.1 NEED

11.2 PROPOSED SCHEMES

11.3 TRAFFIC ENGINEERING AND MANAGEMENT MEASURES

11.4 PARKING MEASURES

11.5 NON-MOTORISED TRANSPORT

11.6 IMPLEMENTATION OF PROPOSED SCHEMES

CHAPTER – 12 MEDIUM AND LONG TERM TRAFFIC AND TRANSPORT

PLAN

12.1 COMPONENTS OF MEDIUM AND LONG TERM TRAFFIC AND

TRANSPORTATION PLAN

12.2 MASS TRANSPORT SYSTEM

12.3 THE METRO SYSTEM NETWORK

12.4 BUS RAPID TRANSIT (BRT) SYSTEM

12.5 COMMUTER RAIL SYSTEM (CRS)

12.6 AUGMENTATION AND IMPROVEMENT IN CITY BUS SYSTEM

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12.7 INTEGRATED INTERCITY AND INTRACITY BUS TERMINALS/ BUS

DEPOTS

12.8 TRANSPORT INTEGRATION

12.9 ROAD INFRASTRUCTURE

12.10 PARKING FACILITIES

12.11 INTEGRATED FREIGHT COMPLEXES (IFC)

CHAPTER – 13 COST ESTIMATES

13.1 UNIT RATES OF VARIOUS PROPOSALS

13.2 COST ESTIMATES OF PROPOSALS AND PHASING OF

IMPLEMENTATION

13.3 COST ESTIMATES FOR PROPOSED REGIONAL PROJECTS

13.4 SUMMARY OF COST ESTIMATES

CHAPTER – 14 ECONOMIC AND FINANCIAL APPRAISAL FOR CHANDIGARH

METRO

14.1 INTRODUCTION

14.2 ANNUAL CAPITAL COST FUND REQUIREMENT

14.3 OPERATION & MAINTENANCE COSTS

14.4 METRO RIDERSHIP

14.5 ECONOMIC APPRAISAL OF CHANDIGARH METRO PHASE I

14.6 FINANCIAL APPRAISAL

CHAPTER – 15 INSTITUTIONAL STRENGTHENING

15.1 AGENCIES INVOLVED IN CHANDIGARH URBAN COMPLEX.

15.2 REGIONAL AND URBAN TRANSPORT DEVELOPMENT BOARD

15.3 CHANDIGARH URBAN COMPLEX MASS RAPID TRANSIT

CORPORATION

15.4 TRAFFIC ENGINEERING CELLS (TEC)

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LIST OF TABLES

Table 1.1 Population of the Study Area

Table 1.2 Work Force and Work Force Participation Rate of the Study Area

Table 1.3 Numbers of Registered Motor Vehicles in Chandigarh

Table 1.4 Road Accident Statistics of Chandigarh

Table 2.1 Traffic Surveys and Expected Outputs

Table 3.1 Distribution of Road Length by Right of Way

Table 3.2 Distribution of Road Network as per Carriageway Width

Table 3.3 Distribution of Road Length by Availability of Median

Table 3.4 Distribution of Road Length by Availability of Service Road

Table 3.5 Distribution of Road Length by Availability of Street Lighting Type

Table 3.6 Distribution of Road Length by Street Lighting Location

Table 3.7 Distribution of Roads as per Surface Condition

Table 3.8 Distribution of Road Length by Abutting Landuse

Table 3.9 Distribution of Road Length by Availability of Footpath

Table 3.10 Distribution of Road Length by Peak/Off-Peak Hour Journey Speed

Table 3.11 Distribution of Road Length by Peak/Off-Peak Hour Running Speed

Table 3.12 Distribution of Causes of Delays

Table 3.13 Distribution of Delay Profile

Table 4.1 PCU Conversion Values

Table 4.2 Outer Cordon Survey Locations

Table 4.3 Daily Traffic Volume (24 Hours) at Cordon Locations

Table 4.4 Total Daily Traffic, Peak Hour Traffic and Directional Distribution of Traffic

at Outer Cordon Locations

Table 4.5 Daily Traffic Composition (24 Hours) at Outer Cordon Locations

Table 4.6 Peak Hour Traffic Composition at Outer Cordon Locations

Table 4.7 Occupancy of Fast Passenger Vehicles at Outer Cordon Locations

Table 4.8 Daily Passenger Trips at Outer Cordon (24 Hours) Locations

Table 4.9 Peak Hour Passenger Trips at Outer Cordon Locations

Table 4.10 Passenger Trips at Outer Cordon Locations

Table 4.11 Freight Movement at Outer Cordon Locations

Table 4.12 List of Mid-Block Locations

Table 4.13 Daily Traffic Volume (16 Hours) At Mid-Block Locations

Table 4.14 Total Daily Traffic, Peak Hour Traffic and Directional Distribution of Traffic

at Mid-Block Locations

Table 4.15 Daily Traffic Composition (16 Hours) At Mid Block Locations

Table 4.16 Peak Hour Traffic Composition at Mid-Block Locations

Table 4.17 Occupancy of Fast Passenger Vehicles at Mid-Block Locations

Table 4.18 Daily Passenger Trips at Mid-Block Locations

Table 4.19 Peak Hour Passenger Trips at Mid-Block Locations

Table 4.20 List of Intersection Locations

Table 4.21 Daily Traffic Volume (16 Hours) At Intersections

Table 4.22 Total Daily Traffic, Peak Hour Traffic and Directional Distribution at

Intersection Locations

Table 4.23 Daily Traffic Composition (16 Hours) At Intersection Locations

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Table 4.24 Peak Hour Traffic Composition at Intersection Locations

Table 4.25 Observed PV^2 values at Critical Junctions

Table 4.26 Volume/Capacity Ratio on Various Roads in Study Area

Table 5.1 Mode wise Peak Parking Accumulation

Table 5.2 Mode wise Parking Duration

Table 5.3 Total Parking Demand and Supply

Table 5.4 Parking Index and Parking Turnover

Table 6.1 Distribution of Passengers/Other Users at Major Railway Stations in

Chandigarh Urban Complex

Table 6.2 Distribution of Passengers/Other Users by Trip Purpose at Rail Terminals

Table 6.3 Mode wise Distribution of Rail Passenger Dispersal

Table 6.4 Distribution of Boarding Passengers by Travel Time Taken to Reach Railway

Station from Initial Origin

Table 6.5 Distribution of Alighting Passengers by Travel Time Taken to Reach

Destination from Railway Station

Table 6.6 Distribution of Boarding Passengers by Travel Cost to reach Railway Station

from Initial Origin

Table 6.7 Distribution of Alighting Passengers by Travel Cost to reach destination

From Railway Station

Table 6.8 Daily Arrival/Departure at Major Interstate Bus Terminals

Table 6.9 Distribution of Passenger by Trip Purpose at Bus Terminals

Table 6.10 Mode wise Passenger Dispersal Distribution

Table 6.11 Distribution of Boarding Passengers by Travel Time Taken to Reach Terminal

from Initial Origin

Table 6.12 Distribution of Alighting Passengers by Travel Time Taken to Reach

Destination from Terminal

Table 6.13 Distribution of Boarding Passengers by Travel Cost to reach terminal from

Initial Origin

Table 6.14 Distribution of Alighting Passengers by Travel Cost to reach destination from

terminal

Table 6.15 Distribution of Boarding Passengers by Travel Frequency

Table 6.16 Distribution of Alighting Passengers by Travel Frequency

Table 6.17 Daily Arrivals/Departures at Proxy Bus Terminals

Table 6.18 Distribution of Passenger by Trip Purpose at Proxy Bus Stop

Table 6.19 Distribution of Boarding Passengers by Travel Time Taken to Reach Proxy

Bus Stop from Initial Origin

Table 6.20 Distribution of Boarding Passengers by Travel Cost to reach Proxy Bus Stop

from Initial Origin

Table 6.21 Distribution of Boarding Passengers by Travel Frequency (Proxy terminal)

Table 6.22 Distribution of Passengers/Other Users at Airport

Table 6.23 Distribution of Passengers/Other Users by Trip Purpose at Airport

Table 6.24 Mode wise Distribution of Airport Passenger Dispersal

Table 7.1 List of Traffic Analysis Zones and Household Sample Size

Table 7.2 Distributions of Households According to Size

Table 7.3 Distribution of Households According to Vehicle Ownership

Table 7.4 Distribution of Households by Number of Cars Owned

Table 7.5 Distribution of Households by Number of 2-Wheelers Owned

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Table 7.6 Distribution of Households by Number of Cycles Owned

Table 7.7 Distribution of Individuals by Occupation

Table 7.8 Distributions of Individuals by Education

Table 7.9 Distribution of Households According to Monthly Income

Table 7.10 Distribution of Households According to Average Monthly Expenditure on

Transport

Table 7.11 Modal Split - 2009 (Including Walk)

Table 7.12 Modal Split - 2009 (Excluding Walk)

Table 7.13 Modal Split - 2009 (Motorised Trips)

Table 7.14 Purpose wise Distribution of Total Trips – 2009

Table 7.15 Distribution of Trips by Trip Length

Table 7.16 Mode wise Average Trip Length

Table 7.17 Willingness to Shift to Good Public Transport System

Table 7.18 Acceptable Time Savings to Shift to MRTS

Table 7.19 Willingness to Pay Extra Fare in Relation to Existing Bus Fare

Table 8.1 Population of the Study Area

Table 8.2 Projected Population and Annual Growth Rates

Table 8.3 Distribution of Population by Traffic Zones

Table 8.4 Work Force and Workforce Participation Rate of the Study Area

Table 8.5 Employment Projections for Various Horizon Years

Table 8.6 Distribution of Employment and Annual Growth Rates

Table 8.7 Distribution of Employment by Traffic Zones

Table 9.1 Trip Generation Sub-Models for Home Based one-way Work Trips – 2009

Table 9.2 Trip Generation Sub-Models for Home Based one-way Education Trips –

2009

Table 9.3 Trip Generation Sub-Models For Home Based One-Way Other Trips – 2009

Table 9.4 Trip Generation Sub-Models for Home Based One-Way Total Trips – 2009

Table 9.5 Calibrated Gravity Model Parameters

Table 9.6 Types of Roads and Their Capacities

Table 9.7 (A) Free Flow Speeds

Table 9.7 (B) PCU Conversion Factors

Table 9.8 Summary of Transport Demand Forecast for Chandigarh Urban Complex

Table 9.9 Maximum PHPDT by all modes on major Road Corridors

Table 9.10 Maximum Section Loading on Mass Transport System Corridors

Table 9.11 Proposed Mass Transport System Corridors

Table 9.12 Summary of Transport Demand on Metro System – 2014-Full System

Table 9.13 Summary of Transport Demand on Metro System – 2021-Full System

Table 9.14 Summary of Transport Demand on Metro System – 2031-Full System

Table 9.15 Summary of Transport Demand on Metro System – 2041-Full System

Table 9.16 Phasing Of Implementation of Proposed Mass Transport System

Table 9.17 Expected Ridership on Metro System in Two Phases

Table 9.18 Volume/Capacity Ratio on Various Roads in Study Area before and after

Implementation of the Full MTS

Table 11.1 Existing and Projected Traffic at Intersection Proposed for Improvement

Table 11.2 Intersection Improvement Measures

Table 11.3 Proposed Automatic Multilevel Parking

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Table 12.1 Proposed Metro Corridors

Table 12.2 Bus Rapid Transit (BRT) Corridors

Table 12.3 Commuter Rail Corridors

Table 12.4 Existing and Proposed Intercity Bus Terminals

Table 12.5 Existing and Proposed Bus Depot

Table 12.6 Road Improvements

Table 12.7 List of ROB/RUBs

Table 12.8 New Roads / Missing Links

Table 12.9 Proposed Regional New Roads and Road Improvement

Table 12.10 Proposed Automatic Multilevel Parking

Table12.11 Proposed Location of Integrated Freight Complex

Table 13.1 Unit Rates of Various Proposals

Table 13.2 Cost Estimates of Proposed Metro Corridors

Table 13.3 Cost Estimates of Proposed BRT Corridors

Table 13.4 Cost Estimates of Improvement of Existing/Proposed Bus Depot

Table 13.5 Cost Estimates of Proposed Bus Shelters

Table 13.6 Cost Estimates of Low Floor Air Conditioned Buses

Table 13.7 Cost Estimates of Improvement of Existing/Proposed Inter State Bus Terminal

Table 13.8 Cost Estimates of Improvement of Existing/Proposed Integrated Freight

Complexes

Table 13.9 Cost Estimates of Proposed Automatic Multilevel Parking

Table 13.10 Cost Estimates of Proposed Non Motorised Traffic

Table 13.11 Cost Estimates of Road Improvements

Table 13.12 Cost Estimates of Proposed Road Links

Table 13.13 Cost Estimates of Intersection Improvements

Table 13.14 Cost Estimates of Proposed ROB/RUBs

Table 13.15 Cost Estimates of Proposed Regional Proposals (Rs Crore)

Table 13.16 Summary of Cost Estimates for various T& T Plan Phase wise at 2009 Prices

for Chandigarh Urban Complex

Table 13.17 Summary of Cost Estimates of for various Proposals Phase wise at 2009 Prices

State wise – Chandigarh Urban Complex

Table 14.1 Cost Estimate of Chandigarh Metro (Phase I)

Table 14.2 Annual Fund Requirement During Construction

Table 14.3 Operation and Maintenance Cost of Phase I of Chandigarh Metro

Table 14.4. Economic Internal Rate of Return for Chandigarh Metro Phase I

Table 14.5 Financial Analysis of Chandigarh Metro Phase I with Capital Cost and O&M

Cost

Table14.6 Financial Analysis of Chandigarh Metro Phase I with O&M and

Additional/Replacement Costs to be borne by Private Operator

Table 14.7 Financing of Capital Cost and Requirement of Commercial Land

Table 14.8 Estimated Revenue through Dedicated Levies

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LIST OF FIGURES

Figure 1.1 Study Areas

Figure 2.1 Study Methodology

Figure 2.2 General Outline of Traffic Forecasting Procedure

Figure 4.1 Outer Cordon Survey Locations

Figure 4.2 Desire Patterns of Passengers in Study Area (2008)

Figure 4.3 Desire Pattern of Goods Traffic in Study Area (2008)

Figure 4.4 Mid-Block Survey Locations

Figure 4.5 Intersection Survey Locations

Figure 4.6 Pedestrian Survey Locations

Figure 5.1 Parking Survey Locations

Figure 7.1 Traffic Zone Map

Figure 7.2 Distributions of Households According to Size

Figure 7.3 Distributions of Households According to Vehicle Ownership

Figure 7.4 Distributions of Households by Number of Cars Owned

Figure 7.5 Distributions of Households by Number of 2-Wheelers Owned

Figure 7.6 Distributions of Households by Number of Cycles Owned

Figure 7.7 Distributions of Individuals by Occupation

Figure 7.8 Distributions of Individuals by Education

Figure 7.9 Distributions of Households According to Monthly Income

Figure 7.10 Distributions of Households According to Average Monthly Expenditure on

Transport

Figure 7.11 Modal Split - 2009 (Including Walk)

Figure 7.12 Modal Split - 2009 (Excluding Walk)

Figure 7.13 Modal Split - 2009 (Motorised Trips)

Figure 7.14 Purpose wise Distribution of Total Trips – 2009

Figure 8.1 Landuse Plan Chandigarh

Figure 8.2 Landuse Plan for Mohali

Figure 8.3 Landuse Plan Panchkula.

Figure 8.4 GMADA Plan

Figure 8.5 Population Growth Trend of Chandigarh Urban Complex

Figure 8.6 Employment Growth Trend of Chandigarh Urban Complex

Figure 9.1 Sequences of Activities for Calibrating Gravity Model

Figure 9.2 (a) Trip Length Frequency Distribution (Public Mode Trips)

Figure 9.2 (b) Trip Length Frequency Distribution (Private Mode Trips)

Figure 9.2 (c) Trip Length Frequency Distribution (Total Trips)

Figure 11.1 Proposed Traffic Circulations for Madhya Marg

Figure 11.2 Proposed Intersection Improvement Locations

Figure 11.3 Proposed Underpass at Matka Chowk Intersection along Madhya Marg

Figure 11.4 Proposed Underpass at Intersection of Madhya Marg and Himalaya Marg

Figure 11.5 Proposed Underpass at Intersection of Madhya Marg and Sukhna path

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Figure 11.6 Proposed Underpass along Madhya Marg at Transport Nagar Chowk (Sector-

26)

Figure 11.7 Proposed Underpass at Intersection of Himalaya Marg and Udyog Path

(Sector- 17)

Figure 11.8 Proposed Underpass at Aroma Hotel Intersection

Figure 11.9 Proposed Underpass at Intersection of Dakshin Marg And Himalaya Marg

Figure 11.10 Proposed Underpass at Intersection of Himalaya Marg and Shanti Path

Figure 11.11 Proposed Underpass along Dakshin Marg at Intersection of Dakshin Marg and

Sukhna Path

Figure 11.12 Proposed Junction Improvement at Intersection of Housing Board Chowk

Figure 11.13 Proposed flyover at Intersection of Railway station on Madhya Marg

Figure 11.14 Proposed Underpass along Dakshin Marg at Kishan Bhawan Chowk

Figure 11.15 Proposed Underpass along Dakshin Marg at Intersection of Tribune Chowk

Figure 11.16 Proposed Underpass along Udyog Path at Intersection of Udyog Path and Jan

Marg (Cricket Stadium Rotary)

Figure 11.17 Proposed Geometric Improvements and Traffic Managements Measures at

Intersection of Sarovar Path and Madhya Marg

Figure 11.18 Proposed Geometric Improvements and Traffic Management Measures at

Intersection of Chandi Path and Madhya Marg

Figure 11.19 Proposed Multilevel parking locations

Figure 11.20 Existing and Proposed NMT Tracks

Figure 12.1 Proposed Metro Corridor

Figure 12.2 Proposed Bus Rapid Transit (BRT) Corridors

Figure 12.3 BRT Cross Section for 60m ROW (TYPE I)

Figure 12.4 BRT Cross Section for 30m ROW (TYPE II)

Figure 12.5 Proposed Commuter Rail system

Figure 12.6 Existing ISBT/Bus Depots and Proposed Inter-State Bus Terminals

Figure 12.7 Proposed Integrated Mass Rapid Transport Systems for Study Area

Figure 12.8 Road infrastructure Proposals

Figure 12.9 Regional Proposals

Figure 12.10 Proposed Multilevel parking locations

Figure 12.11 Proposals for Integrated Freight Complex (IFC)

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LIST OF ANNEXURES

Annexure 3.1 Road Network Inventory Survey Format

Annexure 3.2 Speed and Delay Survey Format

Annexure 4.1: Classified Traffic Volume Counts at Outer Cordons Road side Origin –

Destination Surveys at Outer Cordons Survey Format

Annexure 4.2 Classified Traffic Volume Counts at Mid-blocks/Screen lines Survey

Format

Annexure 4.3: Classified Turning Movement Counts at Intersections Survey Format

Annexure 4.4: Traffic Composition at Cordon points

Annexure 4.5: Hourly Variation of Traffic at Cordon points

Annexure 4.6: Traffic Composition at Mid Blocks

Annexure 4.7: Hourly Variation of Traffic at Mid Blocks

Annexure 4.8: Traffic Composition at Intersection

Annexure 4.9: Hourly Variation of Traffic at Intersection

Annexure 4.10 Peak Traffic Flows at Intersection

Annexure 4.11 Pedestrian Survey Format

Annexure 5.1 Parking Survey Format

Annexure 6.1 Passenger Terminal Survey (Bus/Rail/Airport Terminal)

Annexure 7.1 Household Interview Survey Format

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EXECUTIVE SUMMARY

0.1. PROBLEMS AND ISSUES

0.1.1 The population of Chandigarh Urban Complex (CUC) comprising Chandigarh, Mohali

and Panchkula has been growing fast at a rate of over 5% per year in the last decade.

There has been a phenomenal growth in the population of vehicles as well especially the

two and four wheelers in this period and their rising use due to rising household incomes.

Chandigarh has the highest per capita income in the country. Besides nearby towns such

as Zirakpur, Kharar and Dera Bassi in Punjab, Pinjore-Kalka and Alipur Kot Behla in

Haryana and Baddi- Nalagarh and Parwanu in Himachal Pradesh (shown in Figure 0.1)

are also growing fast and have large traffic interaction with the CUC. In the absence of

adequate and quality mass transport system, people are using the personalized modes

which is not only leading to congestion on road network but also increasing

environmental pollution. Such growing congestion is resulting in loss of productivity,

reduced air quality, reduced quality of life, and increased costs for services and goods.

0.1.2 The analysis of collected data from primary and secondary sources has brought the

following major issues regarding the transport system of CUC.

1 Road network capacity in CUC is adequate for now but major travel corridors are

beginning to become congested. Travel speeds are generally good but on some roads,

speeds are declining. Most of the major roads are with four lane/six with limited

scope of their widening. This indicates the need for judicious use of available road

space. Thus there is need to optimise the available capacity by adopting transport

system management measures.

2 Traffic composition on roads indicates very high share of two wheelers on most

roads. The share of cars is also growing. On some of the roads, the share of two

wheelers and cars in total traffic is more than 80%. This indicates inadequate public

transport system. Although V/C ratios on most of the roads are less than 1, these are

approaching their capacity fast. Some roads are already serving traffic volumes more

than the capacity. The situation is likely to worsen considering the high growth

anticipated in CUC and nearby towns. This not only indicates the need of augmenting

road capacity but also the need to plan high capacity mass transport systems on many

corridors.

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BADDI

KHARAR CHANDIGARH

PANCHKULA

ZIRAKPUR

DERA BASSI

PINJORE

KALKA

MOHALI

Figure 0.1 Study Area

3 Many junctions particularly on Madhya Marg, Himalaya Marg, Dakshin Marg, Jan

Marg, Purv Marg, Udygpath etc have very high approach traffic volumes and most of

the junctions with rotaries have exceeded their capacity. With expected growth of

traffic, the situation at these junctions is likely to deteriorate fast. It is observed that a

high share of traffic at these junctions is straight moving along the major road. Thus

provision of underpasses at these junctions along the major straight travel direction

with rotary being retained seems to solve the problem in the best manner. The balance

traffic can continue to move at grade around the rotary. This also helps in maintaining

the aesthetics of Chandigarh.

CHANDIGARH URBAN COMPLEX AND ITS NEIGHBOUR URBAN AGGLOMERATIONS

AGGLOMERATIONS

PARWANU

ALIPUR KOT BEHLA

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4 Outer cordon surveys indicate high through traffic to the CUC. This points to the

need of road bypasses to the CUC. High goods traffic also indicates the need of

freight terminals at the periphery of the CUC.

5 The household travel surveys indicate high ownership of cars and two wheelers. 86%

of households own at least one car or two-wheeler. In the absence of city wide and

high quality mass transport system, their use is growing. The household surveys also

indicate high share of work trips. This segment of travel demand needs to be mostly

satisfied by public transport system. Considering the large employment centres being

planned in the CUC and nearby towns, the mass transport system needs to be

upgraded/extended substantially.

6 At present, modal split in favour of public transport is only 16% of total motorised

person trips. This modal share is very low. Adequate and quality public transport

system needs to be provided to the people in order to increase the share of mass

transport trips. Share of two wheelers and cars in travel (73% of total motorised

person trips) is disturbingly very high. This trend needs to be arrested.

7 Out of total person trips in CUC, the share of walk trips is 17%. Walk trips as feeder

to buses and other modes are additional. There is high pedestrian traffic in core area

and some other areas in Chandigarh. Footpath facilities are generally not adequate

and their condition is deteriorating. Therefore up-gradation of their facilities is very

important. Share of cycle traffic has declined over the years. This mode of transport

needs to be promoted by providing cycle tracks along the roads.

8 Parking is assuming critical dimensions in Chandigarh particularly in Sector 17.

Parking facilities need to be augmented substantially. In the long run, city-wide mass

transport system needs to provide not only to reduce congestion on roads but also to

reduce parking demand.

9 The City Development Plan of Chandigarh has provided for densification of certain

areas. This is likely to have a major impact on traffic demand. The transport network

including mass transport system needs to be planned taking the proposed

development in to consideration.

10 Major developments have been proposed in the suburban towns of CUC. This is

likely to further increase interaction between CUC and these suburban towns. There

will be need to provide adequate and quality commuter services to these towns from

CUC.

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0.1.3 Thus while planning for the transport system of CUC, the above problems and issues

need to be kept in consideration. Developments in Chandigarh have been low rise and

consideration for aesthetics has been important in all planning efforts. Therefore this

aspect has to be considered seriously while planning for transport system. The issues

relating to traffic and transportation in a large and growing city like CUC need to be

viewed in the larger perspective of urban and regional planning and development. Issues

relating to land use planning and development control, public-private transportation

policy and industrial location would need to be integrated at the perspective planning

level. The CUC will require a multi-modal transport system. Thus there will be need to

coordinate inter-modal transport issues.

0.2 FUTURE GROWTH AND TRANSPORT DEMAND FORECAST

0.2.1 Chandigarh and particularly nearby towns are planned to experience high growth in

coming decades. Projected population for Chandigarh and other towns as per their

development plans is given in Table 0.1. Thus population of these towns is expected to

grow from 21 lakh in 2009 to 59 lakh in 2041. Many high density areas are being planned

in Chandigarh. Various industrial areas and other economic activities are being planned

and developed in the CUC and nearby towns. This will increase employment

opportunities in these areas. Therefore it is prudent that a compatible, adequate and

extensive mass transport network system and road system is planned and developed in

order to meet the transport demand up to 2041.

Table 0.1 Projected Population of Chandigarh Urban Complex and Nearby Towns

Population

S.N Name of Town 2001 2009 2011 2021 2031 2041

1 Chandigarh 900635 1326821 1459274 1795461 2349824 2801127

2 SAS Nagar 123484 182456 241451 649472 815308 1029094

3 Panchkula 140925 228800 251054 495975 542253 567284

4 Zirakpur 25022 63204 132807 185162 233028 293305

5 Kharar 42289 70167 79664 111069 139781 175938

6 Kalka-Pinjore 77500 121221 135625 257688 518568 572822

7 Dera Bassi 15841 62903 88796 123801 155805 196106

8 Baddi 22601 42928 50396 88103 130253 192568

9 Alipur -Kot Behla 3324 7215 9050 42399 46834 51733

10 Parwanu 8609 11782 12743 18862 22992 28027

Total 1360230 2117497 2460860 3767992 4954646 5908004

0.2.2 Four stage transport demand model has been adopted to estimate future transport demand

up to 2041. Total daily intra-city person trips in CUC are expected to increase from 24.5

lakh in 2009 to 61 lakh in 2041. Total daily inter-city trips are estimated to increase from

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4.8 lakh in 2009 to 12.4 lakh in 2041. Modal split in favour of public transport system

needs to be increased from present 26% to 70% by 2041. Considering proposed land use

in various areas, transport demand modelling and forecasting has been done to identify

major corridors of travel in future. An integrated and multi-modal transport system has

been evolved to cater to projected transport demand in an effective and coordinated

manner.

0.3. THE PREFERRED STRATEGY FOR TRANSPORT DEVELOPMENT

0.3.1 Urban Transport Strategy can play an important role in tackling urban problems, traffic

congestion constraints and business efficiency which degrades the quality of life. Urban

Transport projects can reduce journey times and their unpredictability yielding large

savings of travel time and vehicle operating costs and thus release city’s economic and

social potential. Urban transport problems of CUC have been analysed in the context of

area-wide issues and transport strategy evolved. Special attention has been paid to

aesthetics aspects so that the proposed system gels well with the environment. In order to

prepare the Comprehensive Mobility Plan the following policy measures have been

considered.

1 Provision of high capacity mass transport corridors along trunk corridors and

extension of mass transport system to provide wide coverage and transport integration

with other modes of transport.

2 Provide substantially large network of medium level mass transport system such as

BRT to cover the areas beyond the Metro network and on over loaded corridors.

3 Landuse adjustments and densification of corridors along mass transport corridors

where possible.

4 Provision of commuter rail system upto Ambala, Pinjore-Kalka, Ludhiana and Baddi-

Nalagarh

5 Rationalisation of local bus system and its augmentation.

6 Improvement in traffic management through TSM measures.

7 Special facilities for pedestrians within the entire network specially in the core areas;

provision of pedestrian subways, footpaths and road furniture along the roads where

necessary.

8 Developing V-6 and V-7 roads as pedestrian and cycle pathways across sectors and

facilitate their movement across two adjoining sectors.

9 Diverting through traffic on bypasses, providing transport hubs at the periphery of

CUC.

10 Improving primary, arterial and other important roads (particularly radial and ring

roads) by providing grade separation in the form of underpasses, junction

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improvements, adding missing links, widening and other road side facilities wherever

necessary.

0.4. THE PROPOSED TRAFFIC AND TRANSPORTATION PLAN

0.4.1 On the basis of projected traffic, an integrated multi-modal mass transport system plan on

various corridors has been suggested in order to cater to traffic up to the year 2041. The

mass transport systems have been proposed on various corridors considering expected

traffic demand by 2041, available road right-of-ways and system capacity. The balance

traffic should be carried by road system in order to satisfy the needs of normal bus system

and other modes such as two wheelers, cars, bicycles, trucks, pedestrians etc. The

proposed Comprehensive Mobility Plan for CUC contains the following types of

proposals, which will cater to requirements of the projected travel demand up to the year

2041.

0.4.2 Short Term Measures

0.4.2.1 Traffic engineering and management measures have been finalised in the light of problem

identification and included in this report. The schemes have been discussed in various

meetings and agreed. The schemes consists of the following measures:

• Traffic Engineering and Management measures

� Intersection improvements (corridor improvement by traffic circulation

measures such as ban on certain turning movements, one way streets etc,

providing Channalisers, underpasses at junctions etc.)

• Provision of automatic multilevel parking lots

• Schemes for non motorised modes

0.4.3 Components of Medium and Long Term Traffic and Transportation Plan

� Within Chandigarh Urban Complex

• Mass Transport System

- Metro System

- Bus Rapid Transport (BRT) System

• City Bus System

- Augmentation of Bus Fleet

- Bus Terminals

- Bus Shelters

- Additional Depots

• Inter-city Bus Terminal

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• Road Infrastructure

• Parking Facilities

• Inter-modal Interchanges

• Integrated Freight Complexes

� Outside Chandigarh Urban Complex

• Road Infrastructure

- Bypasses

- Road widening

• Commuter Rail System

• Bus Rapid Transit System

0.4.4 Integrated multi modal transport system has been recommended in order to ensure

seamless travel. For the balance travel demand, road improvement proposals have been

formulated. While making road proposals, entire corridor has been proposed to be

improved instead of isolated improvements.

0.4.5 The proposed mass transport corridors are shown in Table 0.2 and Figure 0.2. Proposals

pertaining to city bus system (other than BRT), parking, pedestrian and road

improvement proposals are shown in Figures 0.3. Regional transportation proposals

outside CUC are shown in Figure 0.4. Summary of proposals is given in Table 0.3.

Table 0.2 Proposed Mass Transport Corridors

S.N Corridor Name Length in (Km)

Metro Corridors

1 Khuda Lahora – IT Park (Madhya Marg) 16.1

2 Sector 1 –Sector 43 Bus Terminal –Sector 52 (Himalaya

Marg)

10

3 Sector 26 – Sector 38 – Dadu Majra

(Purv Marg/Vikas Marg)

14.6

4 Chandigarh Sector 52 – Mohali Sector 104 12

5 Housing Board Chowk – Sector 21 Panchkula 5

Total 57.7

Bus Rapid Transit (BRT) Corridors

1 Police Housing Complex-Zirakpur- (Along Dakshin Marg) 18

2 Sukhna Lake - Sector 49- Kharar (Along Sukhna Path via

Sector 62 SAS Nagar)

20

3 PGI - Pocket F SAS Nagar (Along Vidya Path) 11

4 Zirakpur-Dera Basi (Along Dakshin Marg) 8

5 Kharar – Bannur 18

6 Pocket F SAS Nagar - Chatbir 20

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S.N Corridor Name Length in (Km)

7 Sector 28 Panchkula Extension - Mansa Devi Complex via

Sector 5 City Centre Panchkula

23

8 Housing Board Chowk - Sector 1 Panchkula - Zirakpur 14

9 Industrial area Phase 2 Panchkula - Dakshin Marg (along

route no. 2)

4

10 Sector 49 - Sector 87 City Centre Mohali 9

Total 145

Commuter Rail Corridors

1 Ambala - Kalka 70

2 Chandigarh – Mohali – Ludhiana 90

3 Pinjore – Baddi - Nalagarh 35

Total 195

0.5 SUMMARY OF COST ESTIMATES

0.5.1 Overall cost for various proposed projects in Chandigarh Urban Complex and Regional

Transport Projects is estimated as Rs 21253 Crore as given in Table 0.3.

0.5.2 Summary of Proposals within Chandigarh Urban Complex

Summary of the cost estimates for various projects in Chandigarh Urban Complex is

given in Table 0.3. Overall cost of the entire plan is estimated as Rs 15638 Crore of

which Rs 10926 Crore is proposed for upto year 2021. Cost of the projects proposed in

Phase II is Rs 4712 Crore.

0.5.3 Summary of Regional Transport Projects

Overall cost of the entire plan is estimated as Rs 5615Crore of which Rs 2300 Crore

(Phase I - Rs 700 Crore and Phase II - Rs 1600 Crore) is for Commuter Rail. Up

gradation and widening of existing National Highway is about Rs 645 Crore (Phase I - Rs

385 Crore and Phase II - Rs 260 Crore). For proposed new bypasses/new roads Rs 2670

Crore in Phase I.

Table 0.3 Summary of Proposed Projects and Cost Estimates (2009 prices)

S.N PROPOSALS Length

Km/Nos

Total Cost

(Rs. Crore.) Phase-I Phase-II

CHANDIGARH URBAN COMPLEX

1 Metro System 57.7 11375 8995 2380

2 BRT System 145 1865 515 1350

3 Bus Depots 8 36 18 18

4 Bus Shelters 836 125.4 125.4 0

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S.N PROPOSALS Length

Km/Nos

Total Cost

(Rs. Crore.) Phase-I Phase-II

5 Bus Terminal 7 155 20 135

6 Low Floor Buses 2570 1028 500 528

7 Integrated Freight Complex 4 140 5 135

8 Parking Facilities (no. of car spaces) 7500 375 225 150

9 NMT Facilities 164 164 0

10 Grade Separators-Road 14 286 286 0

11 Intersection Improvement 2 2 2 0

12 Rail Over Bridges / RUBs 2 40 40 0

13 New Road Links 10.9 30.2 30.2 0

14 Road Improvement 18.8 15.95 0 15.95

Total 15638 10926 4712

REGIONAL PROPOSALS

1 Commuter Rail System 195 2300 700 1600

2 Regional Roads 65 645 385 260

3 Proposed Bypasses and New Roads 122 2670 2670 0

Total 5615 3755 1860

GRAND TOTAL 21253 14681 6572

0.5.4 Summary of State wise Cost Estimate

Summary of the cost estimates for various projects in Chandigarh Urban Complex state

wise is given in Table 0.4. Overall cost of the entire plan is estimated as Rs 15638 Crore

of which Rs 11453 Crore pertains to Chandigarh, Rs 2867 Crore to Punjab and Rs 1318

Crore to Haryana.

Table 0.4 Summary of Cost Estimates of for various Proposals at 2009 Prices State wise –

Chandigarh Urban Complex

Cost (Rs Crore)

S.No Proposals Chandigarh Punjab Haryana

1 Metro 8995 1680 700

2 BRT 327.5 1015 522.5

3 Bus Depot 18 12 6

4 Bus Terminal 100 50 5

5 Bus Shelters 80.4 30 15

6 Low Floor Buses 1028

7 IFC 50 45 45

8 Parking 375

9 NMT/ footpath 164

10 Corridor Improvement 15.95

11 New Links 10.9 15 4.3

12 Junction Improvement 288

13 ROB/RUBs 20 20

Total (Rs Crore) 11453 2867 1318

Grand Total (Rs Crore) 15638

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0.5 ECONOMIC AND FINANCIAL APPRAISAL OF PHASE I OF METRO SYSTEM

0.5.1 Rail based mass transit systems are characterised by heavy capital investments coupled

with long gestation periods leading to low financial rates of return although the economic

benefits to the society are immense. Considering this, an attempt has been made to carry

out preliminary economic and financial appraisal of Phase I of the Chandigarh Metro.

0.5.2 Economic analysis for the metro system has been carried out within the framework of

“with” and “without” the project. The “without the project” situation assesses the cost to

the economy in case the projected volume of traffic continues to move by the prevailing

modes of transport. The “with the project” situation estimates the total costs that the

economy would have to bear for introducing the metro. The cost under the above two

situations has been evaluated in terms of market prices and then in economic terms, Cost

stream of the project consists of capital cost of infrastructure and rolling stock, additional

capital cost and replacement costs during the operation and O& M cost of the metro for

the appraisal period. Benefits from the project include savings in vehicle operating costs

of vehicles, travel time of passengers, savings in pollution etc apart from many non-

tangible benefits. The EIRR in economic terms works out to 12.86 % for the metro

project. It is accordingly seen that the proposed project is economically viable.

0.5.3 Four scenarios of financial analysis have been carried out. This financial analysis shows

that the project is financially unviable with fare box revenue alone at average fare of Rs

12 per passenger in order to recover capital and O&M costs. The average fare per

passenger will have to be Rs 35 per passenger in order to break even for full recovery of

capital and O&M costs. The fare is high to be affordable to people. This will also not

interest private BOT operator as the return is 0%. In order to get return of 13%, the fare

will have to be Rs 120 per passenger which is very high. This will also not interest

private BOT operator as the return of 13% will cover only debt repayments. The fourth

scenario shows that in order to give return of 25% to the BOT operator, the fare will have

to be Rs 280 per passenger which is very exorbitant. This analysis shows that it seems

impossible to involve private sector or go in for PPP model for funding the entire project

i.e. provision of Civil Works, Electrical & Signaling systems, Rolling Stock and

operating the system with fare box as the only source of revenue. In fact it has also been

observed that even if we try to get the project taken up on PPP basis with assured annuity

payments to the private partner, the amount of annuity payment after providing for atleast

25% returns will be of the order of Rs 3000 crore for atleast 30 years i.e an overall

payment of Rs. 90000 crore.

0.5.4 Thus the entire capital costs will have to be borne by government. Only O & M of the

system can be given to private operator. Further analysis has been done with only O& M

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cost and additional/replacement costs to borne by private operator with fare box revenues

and advertisement/limited property development revenues going to the operator. This

analysis has been done for two scenarios- the first with fare box revenue alone going to

operator and the second – with fare box revenue and advertisement/limited property

development revenues (estimated at 50% of farebox revenues) going to operator. In order

to get a return of 25% for the private operator, the average fare will have to be Rs 18.38

per passenger in the first scenario. This average fare is worked out as Rs 12.27 for the

second scenario. It is thus obvious from the above financial analysis that capital cost of

the project will have to be borne by government. Private operator can be involved only in

O & M of the system.

0.5.5 Financing Plan to Meet Capital Cost of Metro

A Special Purpose Vehicle (SPV) may be formed with the participation of Chandigarh

Administration and Ministry of Urban Development, Government as joint venture

partners with 50:50 equity. Later State Governments of Punjab and Haryana may also

join this SPV when the metro system is extended to Mohali and Panchkula. This SPV

will own the metro system and will be responsible for implementation of the system.

Capital cost of Rs 8995 may be funded with debt equity ratio of 3:1. This SPV would

arrange for funds through equity to be contributed by all partners. The SPV would have

the powers to raise debt funds from any of the national/ international F.I’s, Banks and/or

raise long term bonds to meet debt requirements. Annual debt repayment is assumed to

be done for 15 years after moratorium of 4 years of construction period. Scenarios for

rate of interest for the debt are assumed as 3% pa (through international agencies) and

10% pa (national financial institutions).

As the metro project benefits the city of Chandigarh, it is important that substantial part

of the project cost is funded through local sources. The proposed metro system passes

along Himalaya Marg and Vikas Marg where abutting land for commercial purposes is

lying vacant and is still to be sold. The proposed system will greatly benefit the

businesses which will be developed after some time on these roads. Therefore it is

important that this benefit passes to the metro system. In this context it is proposed that

the vacant that unsold commercial land along Himalaya Marg and Vikas Marg (about 230

acres) may be handed over to the SPV for revenue generation through auction. Of this

50% will be available for commercial sale. In the past this commercial land has been

auctioned at the rate of Rs 3 lakh per sq yard. Same auction price is assumed for this

unused land. This is conservative estimate for generating revenue through auction of

unused land. Actual realization may be more. Thus this unused commercial land may be

auctioned in stages every year in 15 years to meet the annual debt repayment

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requirement. In case if the finances for equity of Chandigarh Administration cannot be

arranged through budgetary resources, this can also be met through auction of additional

commercial land. The requirement of commercial land for various scenarios of

availability of debt and financing plan are given in Table 0.5

Table 0.5 Financing of Capital Cost and Requirement of Commercial Land

ROI(%)

DEBT

AT

COMP

L--

ETION

(Rs cr)

EQUITY

AT

COMPLE

TION (Rs

cr)

COMPLE

TION

COST

(Rs cr)

Annual

Debt

Payment

for 15 years

after

constructio

n (Rs cr)

Annual

auction of

comm. land

required to

service debt

(acre)

Total sale

of comm.

land

required

to service

debt

(acre)

Additiona

l auction

of com.

Land to

meet

equity of

CA

(50%)

Total

auction of

com. land

required to

meet

equity also

(acre)

3% 6968.88 2322.96 9291.84 583.76 4.02 60.31 8.00 68.30

10% 7488.34 2496.11 9984.45 984.52 6.78 101.71 8.60 110.30

The above table indicates that in case the equity is provided through budgetary sources to

the SPV, and it is able to obtain loan at 3% pa through international funding, the loan can

be repaid over a period of 15 years through an annual sale of around 4 ha of commercial

land. However if the cost of funds increases to 10 % pa, the land required to be auctioned

will be around 6.78 ha per year. In this case the total land required to be auctioned will be

approx. 102 ha in 15 years. It is seen that in worst case scenario, the total land

requirement is 110 acres (saleable land out of total 220 acres) in 15 years which is

available now on Himalaya Marg and Vikas Marg. This even includes equity requirement

of CA. Thus the available unused commercial land on Himalaya Marg and Vikas Marg

can easily meet debt requirements of the project. In order supplement the resource base

for generating funds for debt servicing / repayments, “dedicated levies” on Registration

of Motor Vehicles, Sale of Petrol & Diesel, and Sale of Liquor can also be thought of.

The revenue generated through these measures is estimated as about Rs 100 crores per

year.

0.5.6 Financing Plan to Meet O & M Cost/Addl/Replacement Cost of Metro

The O & M of the metro system may be given to a private operator. The private operator

will also have to meet the additional cost of rolling stock to cater to increase in traffic and

replacement costs in addition to meet O & M Costs for 30 years. As already indicated,

only farebox revenue cannot meet private operator’s costs. The operator will also have to

be given the right to generate revenue through advertisement in trains/stations and limited

property development at stations. These revenue streams will cover operator’s costs and

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provide adequate return. In financial bids for selection of operator, the selection criteria

can be the annuity amount which the bidder can ask for to meet all the costs with

adequate return or the bidder can give annuity to the SPV. Alternatively, the SPV may

also keep the right to collect revenues through advertisements and ask the bidder to quote

the annuity amount to be paid to the selected operator. In case, the annuity amount has to

be paid to the selected operator, the SPV can meet this amount through the revenue

collected through dedicated levies as mentioned above.

0.6 INSTITUTIONAL STRENGTHENING

0.6.1 The current structure of governance for the transport sector is not adequately equipped to

deal with the problems of urban transport. Multiplicity of organizations, independent

legislations and inherent conflict in the roles and responsibilities of stakeholders actually

impede in the process of planning and implementation of major schemes aimed at

development. Thus coordination between various agencies becomes a major issue.

Though the Study covers the transportation problems in the Chandigarh Urban Complex

comprising Chandigarh, Mohali and Panchkula. The impact of the traffic from the

neighboring towns has also to be taken into consideration. The extended study region

consists of the towns of Zirakpur, Kharar, Dera-Bassi in Punjab; Alipur-Kot Behla

complex, Kalka-Pinjore Complex in Haryana and Prawanu & Baddi in Himachal

Pradesh. These towns lie in outer belt and the substantial traffic which emanates from or

bound for these passes through the Chandigarh Urban Complex. Thus an agency in the

form of a Regional & Urban Transport Development Board (RUTDB) may be formed on

the lines of the UMTA / NCR Planning Board under Govt. of India with all the respective

state Govts. and concerned central govt. agencies like Railways and NHAI as its

members. This Board could coordinate the planning and implementation of the all the

Transport proposals within the Region as well as the Urban Complex and resolve any

inter-state transport problems.

0.6.2 Metro system has been proposed for the CUC. To implement this project, a special

purpose vehicle by the name of Chandigarh Urban Complex Mass Rapid Transit

Corporation (CUMTC) may be set up. The CUMTC will work under overall guidance of

the Regional & Urban Transport Development Board. CUMTC can be a Joint Venture

company with 50:50 equity participation from Chandigarh Administration and MOUD,

GOI. Later on when the system extends in Mohali and Panchkula. the State Govt. of

Punjab and Haryana may also join this SPV by equity participation. CUMTC would

arrange for funds through equity to be contributed by all partners. It would have the

powers to raise debt funds from any of the national / international F.I.’s, Banks and / or

raise long term bonds.

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0.6.3 Engineering Department of the Chandigarh Administration deals with road construction

and maintenance. Traffic Police looks after traffic management in the city. There are

numerous issues of proper road geometrics, traffic circulation, junction design, traffic

signals, road signs/markings, street furniture etc which are not properly attended to by

these agencies due to lack of traffic engineering expertise. Traffic planning is a

continuous affair. It is therefore important that Traffic Engineering Cells (TEC) are

established in these organizations with qualified and adequate staff such as traffic

engineers. This will ensure that the traffic schemes are properly implemented with better

results and fine tuned later, if necessary. This will go a long way to improve traffic flow

in Chandigarh. Similar TECs should also be set up for Mohali and Panchkula in the

concerned agencies i.e HUDA, PUDA, GMADA, Public Works Department, and Traffic

Police etc.

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CHAPTER 1

INTRODUCTION

1.1 BACKGROUND

1.1.1 Chandigarh, Union Territory of India, has population of 9 lakh as per 2001 Census.

The city is also the capital of the States of Haryana and Punjab. Two towns of

Panchkula (population 1.41 lakh in 2001) in Haryana and Mohali (population 1.23

lakh in 2001) in Punjab are very close and constitute part of Chandigarh Urban

Complex. Besides, Zirakpur and Kharar in Punjab are coming up in the vicinity and

are almost part of this agglomeration now. The towns of Dera Bassi in Punjab, Pinjore

and Kalka in Haryana and Parwanu and Baddi in Himachal Pradesh are also located at

short distances and a large number of passengers travel between these towns and

Chandigarh/Panchkula/Mohali daily. All these towns are just contiguous to

Chandigarh and have very strong interaction with the city, thus making Chandigarh

Urban Complex practically a larger urban area.

1.1.2 Chandigarh is a premier centre for education, medical institutes and emerging fast as a

major IT/ITES hub in North India. The city is having highest per capita income in

India. A modern and well-planned city, it is attracting IT and other industries and is

undergoing an economic surge. It is also fast emerging as an important tourist

destination. The high growth and improvement in living standards has led to

remarkable increase in the number of registered motorized vehicles and their resultant

increased use in the absence of adequate and quality public transport system in

Chandigarh. Decadal growth rate indicate a consistent upward trend. Due to rapid

increase in motor vehicles coupled with marginal increase in road infrastructure,

traffic and transportation problems have been growing rapidly. Being the

administrative centre of two States and a Union Territory, the Chandigarh Urban

Complex also attracts a lot of regional traffic. Traffic congestion is already severe on

many road sections. Parking problems are aggravating. Vehicular pollution is

assuming critical dimensions. Existing mass transport system for inter-city and intra-

city movement in the form of buses is inadequate.

1.2 BASE YEAR POPULATION AND EMPLOYMENT

1.2.1 Population

Base year (2009) population estimation for the study area has been done on the basis

of electoral list, divisional growth trends, proposals for the master plan of Chandigarh

and City Development Plan of Chandigarh, Outline Master Plans of SAS Nagar,

Structural plan 2008-2058 of Greater Mohali Region, Development Plan for

Panchkula Urban Estate Extension and MDC areas, Development Plan of Kalka-

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Pinjore 2025, development plan of Baddi-Barotiwala 2025 detailed Census Data

(2001), etc. Combined Population of the urban areas of Chandigarh, SAS Nagar and

Panchkula, Zirakpur, Kharar, Kalka-Pinjore and Dera Bassi etc is almost touching

21.17 lakh for 2009 (refer Table 1.1).

Table 1.1 Population of the Study Area

S.No Name of Town 2001* 2009**

1 Chandigarh 900635 1326821

2 SAS Nagar 123484 182456

3 Panchkula 140925 228800

4 Zirakpur 25022 63204

5 Kharar 42289 70167

6 Kalka-Pinjore 77500 121221

7 Dera Bassi 15841 62903

8 Baddi 22601 42928

9 Alipur -Kot Behla 3324 7215

10 Parwanu 8609 11782

Total 1360230 2117497 * Census 2001 data

** Projected population based on past trends

1.2.2 Employment Distribution

Study area employment has been estimated on the basis of total population and Work

Force Participation Rate (WFPR). As per 2009 estimation, aggregate WFPR in the

study area is 36.42 % with Chandigarh having highest WFPR as compared to SAS

Nagar & Panchkula, Zirakpur, Kalka Pinjore, Kharar, Dera bassi expect Baddi having

WFPR of 46% (refer Table 1.2).

Table 1.2 Work Force and Work Force Participation Rate of the Study Area

S.No Name of Town *Population Total Workers WFPR%

1 Chandirarh 1326821 503708 37.96

2 SAS Nagar 182456 60300 33.05

3 Panchkula 228800 75000 32.78

4 Zirakpur 63204 23386 37.00

5 Kharar 70167 23155 33.00

6 Kalka-Pinjore 121221 37578 31.00

7 Dera Bassi 62903 21387 34.00

8 Baddi 42928 19747 46.00

9 Alipur - Kot Behla 7215 1330 18.4

10 Parwanu 11782 4713 40

Total 2117497 770303 -

Aggregate WFPR - - 34.3 *Estimated Employment of year 2009

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1.3 EXISTING TRANSPORT SYSTEM

1.3.1 Registered Motor Vehicles

There were more than 6 lakh motor vehicles registered in Chandigarh in 2005 as

shown in Table 1.3. 2-wheelers account for around 71.5% and Cars/Jeeps around

27% of total vehicles registered. Motor vehicles are growing at an average rate of

5.27% per annum whereas cars/jeeps are growing at an average rate of 7.03% per

annum. Motor vehicles ownership in Chandigarh is one of the highest in India. This is

an indirect indication of inadequate public transport services in the study area. The

increase in use of private vehicle directly contributes to increase in total vehicle

kilometers traveled increase traffic congestion on roads and high emission levels of

vehicular pollution.

Table 1.3 Numbers of Registered Motor Vehicles in Chandigarh

Year Cars/Jeep

M.Cycle\Scooter

Moped

Auto Rickshaw, Three

Wheeler (Passenger) Buses Goods Vehicle Total

2005 162263 431063 1788 3871 3744 602729

%age 26.92 71.52 0.30 0.64 0.62 100.00

2004 151998 411847 1702 3778 3710 573035

%age 26.53 71.87 0.30 0.66 0.65 100.00

2003 142443 394606 1606 3721 3685 546061

%age 26.09 72.26 0.29 0.68 0.67 100.00

2002 133972 377581 1505 3697 3643 520398

%age 25.74 72.56 0.29 0.71 0.70 100.00 Source: website wwwchdtransport.gov.in

1.3.2 Existing Bus Transport System

The Chandigarh Transport Undertaking functions under supervision of the Home

Secretary who is also the Secretary, Transport. Director (Transport) carries out day-

to-day management, assisted by three general managers in addition to works

managers, engineers and other staff. When the CTU came into existence in 1966 it

had a fleet of only 30 buses; today there are 417 buses (including 5 Deluxe buses). Of

the total 417 buses: 280 buses run on local/suburban routes; 132 buses run on long

routes (Delhi, Jaipur, Amritsar, Pathankot, Hisar, Katra, Manali and Shimla). CTU

buses travel 1.24 lakh kilometers a day. In addition the commutation to the urban

complex is also handled by the buses of Punjab Roadways, Haryana Roadways and

Himachal Pradesh State Transport Corporation.

1.3.3 Road Accident Trends in Chandigarh

Table 1.4 shows the traffic accident trends in Chandigarh from 2004 to 2007. About

5253 road accidents were recorded in year 2007-08. The heterogeneity and magnitude

of vehicle population, the unpredictability of human behaviour, the economic

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constraints, poor road geometrics at certain locations and deficiencies in vehicle

design are some of the factors leading to road accidents.

Table 1.4 Road Accident Statistics of Chandigarh

Year Accident

related

calls to

P.C.R

Fatal

FIR

Fatal

Non

FIR

Non

Fatal

Minor

Cases

Total

Vehicles

Regd.

Number of Deaths Due to

Road Accidents

per 10,000

Registered

Vehicles

per 1 lakh

population

2007 5253 141 1 396 3310 NA NA NA

2006 4492 144 2 379 3345 635382 2.298 13.273

2005 4564 135 3 391 3711 600000 2.300 13.205

2004 3967 143 5 269 3607 577487 2.563 14.668

Source: www.Chandigarhtrafficpolice.org

1.4 REVIEW OF EARLIER STUDIES

1.4.1 Centre for Research and Planning in Highway and Transportation System

(CRAPHTS) carried out a study on “Comprehensive Transportation Plan and Mass

Transport related Options for Chandigarh Complex” in 1999 and recommended the

augmentation of existing transport systems and also proposed a mass transport system

(Monorail) supplementing the existing bus system of Chandigarh Transport

Undertaking.

1.4.2 An Electric Trolley Bus (ETB) System was one of the options proposed to

Chandigarh Administration by Bharat Heavy Electrical Limited (BHEL) based on a

techno-economical feasibility study undertaken in the year 2001. A Detailed Project

Report was prepared for implementation of the ETB project in Chandigarh between

Mohali and Panchkula covering a track length of 39 Kms approx. on a Build, Own,

Operate & Transfer (BOOT) basis. The recommendations of Detailed Project Report

included the implementation in two phases over two years after the financial closure.

The first phase of track length included 26 Kms between Panchkula and PGI,

Chandigarh whereas second phase was proposed to cover 13 Kms approx. between

Mohali and Sector 1, Chandigarh. However this project was not pursued due to

aesthetic reasons.

1.4.3 RITES conducted a feasibility study of ‘Mass Rapid Transit System for Chandigarh

Urban Complex’ consisting of Chandigarh, Panchkula and Mohali in 2005-06. A

mass rapid transit system on three corridors with 36 km length and 38 stations

including an interchange station at Sector 17 was proposed to be provided in

Chandigarh Urban Complex in Phase I to meet the growing mass transport demand.

Considering the characteristics of various mass transit systems and expected transport

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demand, Monorail based Light Metro system on the three corridors was recommended

for implementation in Chandigarh Urban Complex.

1.4.4 In 2007, an Expert Committee was formed to examine the issue of system selection

for mass transport system. The committee recommended surface light rail transport

system. Later in the meeting in year 2008 between Ministry of Urban Development,

Government of India and Governments of Haryana, Punjab and Chandigarh

Administration, it was decided to have an underground metro system on the select

corridors of Chandigarh due to aesthetic reasons.

1.5 NEED OF THE STUDY

1.5.1 The Chandigarh Urban Complex is poised for a higher growth in coming decades.

The above problems are bound to grow in magnitude unless advance actions are

undertaken now. There is an urgent need for significant improvements in the transport

system including mass transport system keeping in view the long term requirements.

The Chandigarh Administration., Government of Punjab, Government of Haryana and

Government of Himachal Pradesh are seized of the matter and are contemplating to

take up advance measures.

1.5.2 Considering above, the Chandigarh Administration commissioned the services of

RITES to prepare “Comprehensive Mobility Plan” for Chandigarh Urban Complex

and its linkages to the towns of Kharar, Zirakpur, Dera Bassi, Pinjore, Kalka, Alipur

Kot Behla and Baddi.

1.6 STUDY AREA

The area extending to Chandigarh, Panchkula, Mohali and Zirakpur has been taken as

the study area. However for the purpose of the transport linkages to Chandigarh

Urban Complex the towns of Kharar, Derabassi, Pinjore, Kalka, Alipur Kot Behla,

Parwanu and Baddi have also been considered. The effect of traffic coming from

outside Chandigarh Urban Complex and using Chandigarh transport system has also

been taken into account. The Study Area is shown in Figure 1.1.

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BADDI

KHARAR CHANDIGARH

PANCHKULA

ZIRAKPUR

DERA BASSI

PINJORE

KALKA

MOHALI

Figure 1.1 Study Area

1.7 SCOPE OF SERVICES

Comprehensive Mobility Plan would integrate mobility plan with land use plan and

spelled out the projected mobility needs of the cities as also the manner in which such

mobility needs are proposed to be met.

The focus would be on analyzing the existing transportation scenario; examine the

pattern of growth of the town and projecting the passenger and freight mobility

requirements for the next 30 years, keeping in view the attributes like population,

employment, business, commerce, industry, growth of the cities, among others.

As a part of this exercise and in order to meet the present and projected mobility

needs of the cities and region, several projects for implementation under short,

medium and long term would get identified for the cities. The broad scope of work

for the study is as follows

CHANDIGARH URBAN COMPLEX AND ITS NEIGHBOUR URBAN AGGLOMERATIONS

AGGLOMERATIONS

PARWANU

ALIPUR KOT BEHLA

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• Collection appraisal of data/reports

• Demographic & Socio-Economic Analysis

• Traffic and Travel Surveys

• Data Processing

• Engineering studies

• Development of Transportation Model

• Planning of short term/immediate improvement measures

• Planning of medium and long term measures

• Identification of Technologies and integration with Metro.

• Cost Estimate for the Identified Projects

• Prioritization of Projects

1.8 COMPOSITION OF THE DRAFT FINAL REPORT

The Draft Final Report contains the Comprehensive Mobility Plan (CMP) along with

final recommendations with details of all the surveys/studies conducted in the study

area. The report comprises fifteen chapters. Chapter 1 presents a write-up on the

background, need and scope of the study. Chapter 2 describes the

methodology/approach adopted broadly for the study along with details of primary

traffic and travel surveys to be conducted for the study. Chapter 3 indicates the

details of road network inventory in the study area. Chapter 4 presents the existing

traffic characteristics emerging from various classified traffic volume surveys

conducted on outer-cordons, mid-blocks and intersections including travel pattern at

outer-cordons by O-D survey for passengers and goods vehicles. Parking

characteristics on identified parking locations in Sector 17 are presented in Chapter

5. Chapter 6 describes inter-city public transport characteristics for rail, bus and air

passengers. Outcome of Household Interview Surveys is discussed in Chapter 7.

Existing and projected landuse distribution is described in Chapter 8. Chapter 9

presents the transport demand forecast on various corridors for different scenarios.

Strategies for transport development are given in Chapter 10 of this report.

Immediate/ short term improvement measures are described in Chapter 11 whereas

Chapter 12 presents the medium and long term improvement measures for the study

area as part of mobility plan. Cost estimates and phasing of the proposals are

mentioned in Chapter 13. Chapter 14 presents the economic and financial analysis

for the proposed metro. Measures for Institutional Strengthening are given in Chapter

15.

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CHAPTER 2

STUDY OBJECTIVES AND METHODOLOGY

2.1 STUDY METHODOLOGY

2.1.1 Components of the study

The study has six main components:

1. Development of database

2. Planning of short term/intermediate improvement measures.

3. Development of four stage transport demand model taking into consideration ‘Do-

nothing Alternative’.

4. Planning of medium and long term measures.

5. Identification of mass transport system technologies and its integration with

metro.

6. Preparation of block cost estimates for the identified projects and implementation

strategy.

2.1.2 The methodology chart covering above mentioned six components is given in Figure

2.1. Detailed methodology for each stage is given below.

2.2 DEVELOPMENT OF DATABASE

To better understand the existing traffic and travel characteristics of the study area,

data collection and analysis are required. Necessary data and information has been

obtained through secondary data collection and field surveys.

2.2.1 Secondary Data Collection

Base year (2008-09) data like population, employment, master / development plans,

CDP etc. have been collected from various sources like Chandigarh Administration

(CA), development authorities, municipal corporations, and Town & Country

Planning Organisations of Government of Chandigarh, Punjab, Haryana and

Himachal Pradesh.

The following secondary data was collected as part of the study

• Ward maps of Chandigarh, Panchkula, Mohali and Zirakpur.

• Master Plans for Chandigarh, Panchkula, Pinjore - Kalka Urban Complex,

Baddi, Mohali, Zirakpur, Kharar, Derabassi, Bannur, Mullapur, Kurali,

Lalru, Alipur – Kot Behla, Parwanu

• Statistical Handbook of Chandigarh

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• Sector Plans for Chandigarh and Panchkula

• Ward-wise population of Chandigarh, Panchkula, Mohali, Zirakpur and

Derabassi, Pinjore and Kalka

• Sector-wise development/layout plans of Chandigarh, Panchkula, Pinjore

and Kalka

• Voter list of Chandigarh

• Voter list for Mohali and Zirakpur, Kharar, Derabassi, Bannur

• Bus Route Network Details for Chandigarh

• Proposals within the Union Territory Chandigarh for

� Amusement Park

� IT Parks and New Industrial Park

� New Institutional Areas

� High Density Group Housing Pockets

� Location of proposed Grade Separators

2.2.2 Primary Traffic and Travel Surveys

The various primary surveys as carried out as part of the study are as under:

a) Speed & Delay Surveys

b) Classified Traffic Volume Counts at mid block locations

c) Classified Turning Movement Survey at Intersections

d) Roadside Origin-Destination Survey at cordon points

e) Pedestrian Survey

f) Parking Survey

g) Household Interview Survey

h) Commuter Survey at Public Transport Terminals

i) Mass Transport and Intermediate Public Transport (IPT) Passengers Survey

j) Road Network Inventory

2.2.3 Data Compilation & Analysis

The data collected from various field surveys and secondary sources was screened,

coded and punched as per the pre-designed survey formats. The coded data was then

analysed with the help of computer packages available with RITES Ltd.

The output from various types of surveys and their respective usages are summarized

below in Table 2.1:

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Table 2.1 Traffic Surveys and Expected Outputs

S.No SURVEY OUTPUTS DATA USE

1 Speed & Delay

- Journey & running speed

- Delays

(locations/cause/duration)

- Speed Flow relationship

- Identification of bottlenecks along the

corridors

- Travel demand forecasting

2

Classified Traffic Volume

Counts (outer cordons/

screen line /mid-block)

- Daily and Peak hour traffic

intensity

- Composition of traffic

- Directional distribution

- Hourly variation

- Short term traffic improvement

schemes

- Road capacity analysis

- Road widening

- Calibration of demand model

- Validation of traffic demand forecast

3 Roadside Origin-

Destination at cordon

- O-D matrix (external to

external, external to internal

& internal to external

- Planning of bus/IPT terminals

- Public transport routing

- Demand modelling

4 Turning movement survey

at junctions

- Approach volume

- Directional movements

- Saturated capacity at

junctions

- PV2 Value

- Preparation of junction improvement

plans

- Short term traffic improvement

schemes

5 Pedestrian Volume Counts

(along & across)

- Intensity of daily pedestrian

traffic

- Peak hour pedestrian flow

- PV2 Value

- Provision of footpaths

- Planning for ‘cross’ pedestrian traffic

(zebra crossings)

- Grade separated facilities

6 Parking Patrol

- Parking accumulation

- Parking duration

- Parking space hours

- Parking index

- Parking turnover

- Preparation ‘on- & off-street’ parking

plans

- Suggest parking management measures

- Parking fee

7 Household Travel Survey

- Socio-economic

characteristics

- Zonewise employment details

- Travel characteristics

- Mode & purpose-wise O-D

matrices

- Travel demand modelling and forecast

- Scope of passenger shift from existing

modes to the recommended system

8 Public Transport Terminal

OD and passenger counts

- Comfort level of use transport

infrastructure

- Formulation of transport strategy

- Improvement measures/system

selection

- Planning of existing and new terminal

infrastructure

9

Mass Transport/

Intermediate public

transport passengers

Survey

- Comfort level of use IPT

transport infrastructure

- Improvement in facilities for public

transport/IPT operation

- IPT parking stands

- Current transport cost

10 Road Network Inventory

- Details of cross-section

- Abutting landuse

- Road/footpath/surface

conditions

- Street furniture

- TSM Measures

- Network characteristics

- Planning for road improvement

measures

- Pedestrian facilities

- Node Link Diagram

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2.2.4 Problem Audit

The outputs from the analysed data have been used to identify the major problem

areas and their quantification in the Study Area. The demand-supply ratios of various

transport facilities give an insight into the type and extent of problems in various

areas, corridors and junctions.

The following parameters have been taken into consideration for problem

identification:

1. Volume to Capacity Ratio (V/C)

2. Parking Parameters

3. Pedestrian Movement (PV2 Value)

2.3 SHORT TERM PLAN/IMMEDIATE IMPROVEMENT MEASURES

2.3.1 Traffic Management Plans

The short-term plans are prepared with a 5-year perspective. Traffic management is

the most cost-effective measure to alleviate traffic congestion, which gives immediate

results. Experience in the cities if India and other countries show that there is large

scope to exploit the potential of available transport infrastructure efficiently. Various

transport improvement strategies, which can prove helpful in solving the traffic

problem, related to smooth flow and parking, etc. have been explored.

2.3.2 Junction Improvement Plans

This component of work includes preparation of improvement plans for identified

critical/congested junctions in the study area. Junctions requiring improvements are

identified based on traffic characteristics and importance. Opinion from Chandigarh

Administration officials has also been sought to include priority junctions for

improvement. The geometric improvement plans have been prepared for 13 critical

junctions.

The improvement plans includes the detailed analysis of existing physical & traffic

characteristics of the junction and development of alternative improvement options.

The improvement measures included are:

- Grade Separation

- Geometric design of the intersection (including channelisation, easing of

curves, provision of suitable median design, etc.)

- Defined curve line

- Footpath of adequate width with provision of guardrails

- Traffic signs

- Road markings

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- Pedestrian/Zebra Crossings

Necessary traffic management measures have also been examined for the junctions

including turning restrictions in general to certain nodes. The proposals have been

developed in consultation with the Client and local police in order to incorporate their

views in the proposal.

2.3.3 Planning of Pedestrian Facilities

It is proposed to plan the necessary pedestrian facilities for ‘along’ as well as ‘across’

movement of pedestrians on all major corridors and junctions in the study area. For

the ‘along’ movement, the citywide footpaths have been proposed to be

upgraded/improved. The basic aim is to reduce pedestrian conflicts with vehicular

traffic to the minimum.

Efforts have also been made to ensure that pedestrians are not exposed to safety risks.

Zebra markings are recommended at appropriate places where ‘across’ pedestrian

traffic is significant and an analysis of PV2 (pedestrian-vehicular conflict) has also

been done to assess the need for grade-separated pedestrian facilities viz. subways and

pedestrian over-bridge. It has been proposed to provide pedestrian subways/foot over

bridges at all metro stations and at-grade pedestrian crossing at all critical junctions.

2.3.4 Parking Demand Management

The unprecedented growth in the number of motor vehicles, especially the two-

wheelers and cars along with the concentration of activities has led to acute parking

problems in the Chandigarh Urban Complex. Parking demand far outstrips the supply

equation since the road space is limited and ‘on-street’ parking is not possible on all

the roads. Moreover, there are no ‘off-street’ parking lots leading to spillover of ‘on-

street’ parking on the main carriageway, thereby impeding the movement of the

traffic stream. Thus, parking demand and the extent of short- and long-term parking

demand as obtained from the parking survey have been analysed and suitable

measures suggested to ease the parking problem.

2.4 TRANSPORT DEMAND MODELLING

2.4.1 Development of Traffic Zone System

A traffic zone system was developed for study area taking into account the

sector/census/ward boundaries, physical barriers like road, railway line, river, drain

etc. The zones were formed so that they are homogeneous within themselves with

respect to broad socio-economic characteristics. The cordon O-D survey and

household travel surveys were specifically based on this zoning system. The zone

centroids are the generation and attraction node for a zone.

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2.4.2 Preparation of Transport Network

The total transport network of study area has been prepared in terms of links and

nodes. The road nodes are the road intersections. The zone centroids are connected to

the surrounding road/rail nodes from where users can access the available transport

network/facility for movement from one zone to the other zone. The links in the

transport network represents section of road network between two successive nodes.

The existing link characteristics in terms of link capacity, speed, type of link,

associated zone, and other such properties are associated to each link.

2.4.3 Development of Four Stage Transport Demand Model

• Trip End Prediction or Trip Generation: determination of the number of

person trips leaving a zone irrespective of destination, and number of trips

attracted to a zone irrespective of origin.

• Trip Distribution: linking of trip origins (production) with their destinations

(attraction).

• Modal Split: separation of trips by public transport and private modes.

• Trip Assignment: allocation of trips between a pair of zones to the most likely

route on the network.

General Outline of Traffic Forecasting Procedure is shown in Figure 2.2

Figure 2.2 General Outline of Traffic Forecasting Procedure

ZONING SYSTEM LANDUSE AND

SOCIOECONOMIC

DATA

ROAD AND PUBLIC

TRANSPORT

NETWORK

TRIP GENERATION

TRIP DISTRIBUTION

MODAL SPLIT

ASSIGNMENT

HOW MANY TRIPS?

BY TYPE

WHAT IS THE

PATTERN OF TRIP

MAKING?

WHICH MODE OF

TRANSPORT IS

USED?

WHICH ROUTE IS

TAKEN?

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• Landuse Estimation for Base Year

One of the important aspects of traffic demand modelling exercise is the

estimation of base and horizon year landuse parameters. Base year landuse

parameters like population and employment have been taken from 2001 Census

Data, and data collected from Chandigarh Administration, Development

Authorities, Municipal Corporations, Town & Country Planning Organisation, etc.

Landuse parameters for various horizon years have been estimated as envisaged in

the Master Plans of Chandigarh, Outline Master Plan of SAS Nagar and Interim

Development Plans for Panchkula Urban Estate, Extension & Mansa Devi

Complex (MDC), GMADA Report, City Development plan of Chandigarh,

Development Plans of Kalka-Pinjore, Baddi, Alipur, KotBehla, Parwanu etc

2.5 PLANNING OF MEDIUM AND LONG TERM MEASURES

2.5.1 On the basis of transport demand forecasts and identification of major travel corridors

for passenger traffic, a comprehensive set of transport planning proposals has been

detailed out. The medium term planning measures mainly related to bus system

planning and planning for IPT, NMV and pedestrians. Identification of road stretches

for widening/strengthening, suggestions on various acts affecting traffic and transport

systems.

Options for an integrated multi-modal network have been developed and evaluated

and a feasible and acceptable system has been proposed for further detailing.

All the proposals relating to public transport infrastructure, terminals, depots, road

widening and new links has been integrated with metro rail based mass transit system

for Chandigarh Urban Complex.

The medium/long term improvement measures broadly includes the improvement/

development of pedestrian and other non-motorized transport, public

transportation/MRTS, motorized transport, intermediate public transport, road

network, new links and bypasses, intersections, railway level crossings/ ROB & RUB,

parking facilities, freight movement, multi-modal transport options/integration of

modes, traffic signage, lane marking, street furniture, passenger and freight terminals

and safety.

2.5.2 Development and Evaluation of Alternative Mass Transport Networks

Forecast of intra-city and intercity passenger trips are assigned on road only network

comprising existing and proposed links so as to identify potential high-density

corridors. Mass transit corridors with average speed more than expected future speeds

on road in mixed traffic conditions are superimposed along potential corridors on this

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road network to generate more than one alternative road-cum-mass transport

networks.

Assignments on road-cum-mass transport network has been repeated for alternative

average mass transport speeds corresponding to bus on segregated right-of-way, bus

on mixed ROW and rapid rail based mass transit. For this purpose, tentative transit

lines has been formulated with tentative stops and station spacing.

These alternatives has been evaluated on the basis of pre-determined set of evaluation

criteria such as transport demand satisfied, length of networks, cost and productivity

of networks, operational and economic feasibility.

2.6 IDENTIFICATION OF MASS TRANSPORT SYSTEM TECHNOLOGY AND

ITS INTEGRATION WITH METRO.

After making an estimate of travel demand on the public transport network that needs

to be developed, an assessment about possible alternative transport systems in relation

to various corridors has been undertaken and an objective and technology neutral

evaluation has been carried out based on a set of parameters as listed hereunder:

(a) Capacity

(b) Right-of-way requirements

(c) Speed

(d) Capital & Operating Costs of various systems

(e) Affordability

(f) Environmental impacts

(g) Social impacts

Road based systems are the first choice of mass transit systems as generally the

infrastructure is available and can be upgraded at minimal cost. Alternative road

based systems are:

- buses operating in mixed traffic conditions

- buses operating in segregated busways (at grade)

- Buses operating on segregated right of way.

Alternative rail based system are metro rail, light rail transit, monorail etc. The

Chandigarh Administration has, however, with the approval and consent of Ministry

of Urban Development, Government of India, decided to adopt underground Metro

Rail based Mass Rapid Transit System for the main corridors for the Chandigarh

Urban Complex. Therefore, other modes of transport should be planned to integrate

with Metro.

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The most appropriate option for multi-modal network and system has been

recommended on the basis of above evaluation as well as in consultation with the

Client.

2.7 PREPARATION OF BLOCK COST ESTIMATES FOR THE IDENTIFIED

PROJECTS AND ITS IMPLEMENTATION STRATEGY

2.7.1 Broad Cost Estimates

Preliminary broad cost estimates has been prepared for short, medium and long-term

measures. The cost estimates are on the basis of per km. development of new road/rail

infrastructure, per sqm of bridge, over-bridge construction etc. The unit rates have

been taken from recently completed/designed similar projects in and around study

area. The unit costs for short-term measures have been adopted from standard

practices of transport planning projects.

2.7.2 Prioritization of Projects/Implementation Plan

2.7.2.1 Phase-wise Implementation Strategy

A Phased Implementation Plan has been prepared for developing the transport

infrastructure in the study area on the basis of expected transport demand and

investment required. The implementation plan has been finalised in consultation with

various stakeholders in order to have an idea of the likely availability of funds for

development of various transport infrastructure and priority areas.

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CHAPTER- 3

ROAD NETWORK CHARACTERISTICS

3.1 BACKGROUND

3.1.1 Road Network Inventory within the Chandigarh Urban Complex (Chandigarh,

Panchkula, Mohali and Zirakpur) was carried out as a part of the study for primary

and secondary roads. A coded road network has been prepared covering all primary

and secondary roads. Each junction has been numbered as a node and the road

connecting any two nodes is defined as a link. For the purpose of the network survey

V1, V2 and V3 roads are considered. The total existing road network of Chandigarh

Urban Complex considered for this study consists of total 514 links. The total length

of covered road network is 487 Km with average link length of 0.95 Km.

3.1.2 The basic character of Chandigarh plan is based on the sector plan and the transport

network grids. Each sector is practically self contained, planned inwords, with all the

properties having back on the sector dividing V3 roads. The entry for these sectors

from the V2 & V3 roads is limited to a single intermediate entry either through V4 or

V5. Thus there functions of V4/V5 with sector dividing roads V3 are the main points

of traffic discharge and inlets for the sectors.

3.1.3 The data collected as part of this survey includes carriageway width, right of way,

availability of footpath, median, street lighting and abutting land-use. The summary of

road network characteristics as emerging from this survey is presented in subsequent

paragraphs. Road network inventory survey proforma is given as Annexure 3.1.

3.2 ROAD NETWORK CHARACTERISTICS

3.2.1 Right of Way (ROW)

About 44% of the surveyed road length has ROW between 30 to 40 m, 25% has ROW

between 20 to 30 m and 12% has ROW less than 20m & about 13% road network has

ROW more than 60m as indicated in Table 3.1. This indicates the limitation of

widening of roads for many of the roads.

Table 3.1 Distribution of Road Length by Right of Way

Right Of Way (m) Road Length (in km) Percentage (%)

<10 9.5 1.95

10--20 48.65 10.00

20--30 121.7 25.01

30--40 214.08 44.00

40--60 28.45 5.85

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Right Of Way (m) Road Length (in km) Percentage (%)

≥60 64.14 13.18

Total 486.52 100.00 Source: RITES Primary Surveys – 2008-09

Majority of the roads as per the above table are V3 roads with ROW of 30 meter,

which are sector periphery roads. The higher category roads, with ROW of 60 meter

are just few arterial roads like Madhya Marg, Dakshin Marg, Vikas Marg and Jan

Marg between Cricket Stadium, Sector 16 and Secretariat.

3.2.2 Carriageway Width

The distribution of Road Network as per carriageway width is presented in Table 3.2.

It can be observed that about 30% of surveyed road network length consists of three

lane width, about 24% has 6-lane width and 17% has six or more lane widths. 12% of

Road Network has carriageway width of 2-lane.

Table 3.2 Distribution of Road Network as per Carriageway Width

S.no Carriageway Road Length (Km) Percentage (%)

1 2-Lane 56.38 11.56

2 3-Lane 144.33 29.67

4-Lane 89.72 18.45

4-Lane Divided 9.95 2.05

3

4-Lane Undivided 79.77 16.40

4 6-Lane 115.86 23.83

6-Lane Divided 84.56 17.38

6-Lane Undivided 31.30 6.45

5 ≥6-Lane 80.23 16.49

Total 486.52 100 Source: RITES Primary Surveys – 2008-09

3.2.3 Median

The median is available on about 36% of the road network as shown in Table 3.3

Table 3.3 Distribution of Road Length by Availability of Median

Median Road Length (in km) Percentage (%)

Present 174.73 35.91

Absent 311.79 64.09

TOTAL 486.52 100.00

Source: RITES Primary Surveys – 2008-09

3.2.4 Service Roads

It is observed from Table 3.4 that about 15% of the road network has service lanes

and rest of the network is without service lane. Thus most of the primary roads do not

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have a service road which affects their capacity adversely. Majority of the road length

with service road is having service lane on both sides.

Conceptually most of the V3 sector dividing roads has back of abutting properties and

as such since there is no access, no service roads are provided. Only in case of V2

roads where commercial and institutional buildings, are facing the roads, service

roads and where necessary parking along these are provided.

Table 3.4 Distribution of Road Length by Availability of Service Road

Service Road Road Length (Km) Percentage (%)

Present 73.42 15.09

One-Side 11.84 2.43

Both-Sides 61.58 12.66

Absent 413.10 84.91

Total 486.52 100.00

Source: RITES Primary Surveys – 2008-09

3.2.5 Street Lighting

Availability of street lights by type and their locations has been presented in Table

3.5 & Table 3.6. It is observed that about 62% of road network is having sodium

street lights. It has also been observed that about 26% of the road network has street

lights located on median and another 33% of road network has street light located on

one side of the road and 5% of road network has street lights located on both sides of

the road. About 36% of the road network is without street lights.

Table 3.5 Distribution of Road Length by Availability of Street Lighting Type

Light Type Length (in km) Percentage (%)

Filament 0 0

Fluorescent 9.95 2.05

Sodium 300.64 61.79

No Light 175.93 36.16

Total 486.52 100.00

Source: RITES Primary Surveys – 2008-09

Table 3.6 Distribution of Road Length by Street Lighting Location

Location Length (in km) Percentage (%)

On Median 125.46 25.79

One Side Only 160.07 32.90

Both Side 25.06 5.15

No Light 175.93 36.16

Total 486.52 100.00

Source: RITES Primary Surveys – 2008-09

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3.2.6 Condition of Roads

The distribution of road network as per the road condition is presented in Table 3.7. It

is observed that about 58% of road network has good road condition, and about only

9% has poor road surface condition.

Table 3.7 Distribution of Roads as per Surface Condition

S.no Road Condition Road Length (Km) Percentage

1 Good 280.72 57.70

2 Fair 163.64 33.63

3 Poor 42.16 8.67

Total 486.52 100.00

Source: RITES Primary Surveys – 2008 - 09

3.2.7 Abutting Land-use

The distribution of road network with respect to land-use is presented in Table 3.8. It

has been observed that nearly 41.47% road network is abutted by residential landuse

and about 10.14% by commercial landuse. About 30% of the road network is abutted

by vacant land.

Table 3.8 Distribution of Road Length by Abutting Landuse

Left Side Right Side S.no

Abutting

Land use Length (Km) % Length (km) % Total %

1 Residential 221.46 45.52 181.06 37.42 41.47

2 Commercial 41.91 8.61 56.73 11.66 10.14

3 Institutional 18.81 3.87 20.08 4.13 4.00

4 Industrial 5.35 1.10 4.75 0.98 1.04

5 Agriculture 59.84 12.30 70.39 14.46 13.38

6 Vacant 139.15 28.60 152.51 31.35 29.97

Total 486.52 100.00 486.52 100.00 100.00

Source: RITES Primary Surveys – 2008-09

3.2.8 Foot Paths/ Cycle Tracks

3.2.8.1 In the V7 hierarchy of the road network planned for Chandigarh, foot paths and cycle

tracks were supposed to play a critical role. The V7, were specifically meant for

cycles and pedestrian. Though provision for V7 has been made through the centres of

practically each sector, they have not been fully developed as pedestrian paths and

still rarely used by the pedestrians. In addition along few V3 sector roads such

cycle/pedestrian paths have been provided.

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3.2.8.2 Footpaths are available along about 38% of the road length as presented in Table 3.9.

Thus a large length of road network is without footpaths. However, quality of

footpaths in terms of surface, width and geometrics leaves much to be desired.

Table 3.9 Distribution of Road Length by Availability of Footpath

S.no. Footpath Road length (km) Percentage (%)

1 Present 182.83 37.58

2 Absent 303.69 62.42

Total 486.52 100.00

Source: RITES Primary Surveys – 2008 – 09

3.3 SPEED AND DELAY CHARACTERISTICS

3.3.1 Traffic speed as delay survey was conducted on the identified road network by

moving car method during peak and off-peak periods. The survey proforma is given

as Annexure 3.2.

3.3.2 Distribution of road length by peak/Off-peak journey speed of traffic in given in

Table. 3.10. It is seen that 70% of road length has peak hour journey speed less than

40 Kmph. During off-peak period this share of road length is 45%. Average journey

speed during peak period for a city as a whole is 32 kmph and for off-peak period it is

36 kmph.

Table 3.10 Distribution of Road Length by Peak/Off-Peak Hour Journey Speed

Study Area Road Length (in km) Journey Speed

(in kmph) Peak Period Percentage

(%)

Off-Peak Period Percentage

(%)

=<10 0.22 0.05 0.39 0.08

11-20 19.11 3.92 13.1 2.69

21-30 128.26 26.31 83.43 17.12

31-40 193.76 39.75 122.57 25.14

>40 146.11 29.97 267.97 54.97

TOTAL 487.46 100.00 487.46 100.00 Source: RITES Primary Surveys – 2007 -0 8

3.3.3 Distribution of road length by peak/off-peak period running speed of traffic is given

in Table 3.11. It is observed that 61% of road length has running speed less than 40

Kmph. This figure comes down to 44% for off-peak period. Average running speed

for peak and off-peak period for city as a whole is found as 34 Kmph and 37 Kmph

respectively.

Table 3.11 Distribution of Road Length by Peak/Off-Peak Hour Running Speed

Study Area Road Length (in km) Running Speed

(in kmph) Peak Period Percentage

(%)

Off-Peak Period Percentage

(%)

=<10 0 0.00 0 0.00

11-20 5.18 1.06 1.19 0.24

21-30 76.64 15.72 68.04 13.96

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Study Area Road Length (in km) Running Speed

(in kmph) Peak Period Percentage

(%)

Off-Peak Period Percentage

(%)

31-40 215.99 44.31 145.17 29.78

>40 189.66 38.91 273.06 56.02

TOTAL 487.46 100.00 487.46 100.00 Source: RITES Primary Surveys – 2007 -0 8

3.3.4 There is not greatly significant variation between peak and off-peak speeds. The

travel speeds are generally good, however on certain corridors the speed are low due

to high traffic.

3.3.5 Delay to traffic stream occurs due to traffic signals at junctions. Traffic congestions

on road sections (due to traffic, road side encroachments, road accidents, lack of lane

discipline etc.), presence of signals at short length etc. Table 3.12 shows that there are

about 133 locations of delay in Chandigarh urban complex. Traffic signals accounts

for majority of delays. This indicates junction improvements are necessary to

minimize delays. Traffic congestions on road section (due to reasons as listed above)

are also the major reason.

Table 3.12 Distribution of Causes of Delays

Study Area Road Length Causes of Delays

Number of Points Percentage (%) Traffic Signals 121 90.97 Traffic Congestion 3 2.26 Traffic Signal + Traffic Congestion 4 3.01 Toll Plaza 3 2.26 Bad Road Condition 1 0.75 Under Const. Road 1 0.75

TOTAL 133 100.00 Source: RITES Primary Surveys – 2007 -0 8

3.3.6 Distribute of amount of delay at various locations is given in Table 3.13. Over 87%

of locations have delays upto1 minute.

Table 3.13 Distribution of Delay Profile

Study Area Road Length Delay Time

(in seconds) Number of Points Percentage (%) =<30 74 55.64 31-60 42 31.58 61-120 14 10.53 121-180 2 1.5 181-240 0 0.00 240-300 1 0.75 >300 0 0.00 Total 133 100.00

Source: RITES Primary Surveys – 2007 -0 8

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3.4 CONCLUSIONS

3.4.1 Majority of the roads are V3 roads with ROW of 30 meter, which are sector periphery

roads. The higher category roads, with ROW of 60 meter are just few arterial roads

like Madhya Marg, Dakshin Marg, Vikas Marg and Jan Marg between Cricket

Stadium, Sector 16 and Secretariat.

3.4.2 There is not greatly significant variation between peak and off-peak speeds. The

travel speeds are generally good, however on certain corridors the speed are low due

to high traffic.

3.4.3 It indicates that there is practically no scope for further widening of V3 roads except

some geometric improvement at junctions. Further if the traffic grows with the

existing pace the existing major road network will get choked in the following decade.

Therefore to overcome the problem a citywide good public mass transport system is

urgently required for Chandigarh Urban Complex.

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CHAPTER- 4

TRAFFIC CHARCTERISTICS

4.1 INTRODUCTION

The first and foremost step to be initiated in the development of any Comprehensive

Mobility Plan for a city is the collection of data relevant to the traffic and travel

pattern of the residents of the city and the factors which influence the travel pattern.

Transportation studies have revealed that the travel pattern in any urban

agglomeration is strikingly regular and a definite pattern develops in the movement of

people which can be anticipated for the future years also. This in turn helps in

developing a transportation plan with a reasonable level of confidence. This data

collection is done through secondary sources and conduct of primary surveys. Some

of the data collected through secondary sources has already been given in Chapter 2.

This chapter gives account of primary traffic surveys conducted as a part of this study

and emerging traffic characteristics. This database will help in identifying issues and

in travel demand modeling and forecasting exercise.

4.2 PRIMARY TRAFFIC SURVEYS

4.2.1 A number of primary traffic volume 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.

1 Road side origin-destination survey at 12 cordon locations (9 outer cordon and

4 inner cordons) along with classified traffic volume counts and occupancy

surveys.

2 Classified traffic volume count survey at mid blocks including occupancy

surveys (15 location)

3 Classified traffic volume count survey at major intersections (20 Intersections)

4.2.2 The survey proforma for these surveys is given in Annexure 4.1, 4.2 and 4.3. The

data collected through the above field surveys have been analysed to assess the

present classified traffic volumes and movement pattern at various identified

corridors/locations. Sailient features of the traffic characteristics are given in this

chapter.

4.3 TRAFFIC VOLUME COUNTS AT OUTER CORDON LOCATIONS

4.3.1 Survey Locations

Outer Cordon survey locations are shown in Figure 4.1 and presented in Table 4.2.

The survey has been conducted at 13 cordon locations, which are primarily the major

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entry points from Chandigarh, Panchkula and Mohali. The quantum and temporal

variation of total daily traffic, peak hour traffic, Intensity and directional distribution

of traffic and composition of vehicles and passenger trips moving in the study area are

presented in the following sections. The passenger car unit (PCU) factors adopted are

presented in Table 4.1

Table 4.1 PCU Conversion Values

SNo Mode PCU Value

1 Car/Jeep/Van 1.0 2 2-wheeler 0.5 3 3-wheeler 1.0 4 Bus 3.0 5 Mini-bus 1.5 6 Truck 3.0 7 LCV 1.5 8 MAV 4.5 9 Cycle 0.5 10 Cycle Rickshaw 1.5

Source IRC 106-1990 (Modified)

Table 4.2 Outer Cordon Survey Locations

Location No. Outer Cordon Locations

1 NH-21 Outside Dera Bassi (Ambala road)

2 NH-64 Near Zirakpur (Patiala Road))

3 Sarhind Road

4 NH-21 (Outside Kharar)

5 Near Chandigarh Out Side Khuda Lohra

6 NH-21 Outside Baddi

7 NH-22 Outside Kalka (Shimla Road)

8 Near Panchkula (Morni Road)

9 NH-73 Outside Panchkula

Location No. Inner Cordon Locations

1 NH-22 Between Panchkula and Pinjore

2 NH-21 Between Zirakpur and Dera Bassi

3 NH-21 Between Chandigarh and Kharar

4 NH-21A Between Pinjore and Baddi

The traffic volume counts both in terms of numbers of vehicles and passenger car

units (PCUs) have been computed for the total daily (24 hour) traffic at various outer

cordon locations are presented in Table 4.3. It is observed that the traffic at different

locations varies from 1272 PCU’s (1137 Vehicle) Morni Road to 46951 PCU’s

(46176 Vehicle) at NH-21 between Chandigarh and Kharar throughout a normal fair

weather working day. It is seen that about 1,52,650 vehicles enter or leave Chandigarh

Urban Complex on a typical working day.

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Table 4.3 Daily Traffic Volume (24 Hours) at Cordon Locations

Loc.no. Name of Location

Outer Cordon Total Vehicles Total PCU’s

1 NH-21 Outside Dera Bassi (Ambala road) 32998 37404

2 NH-64 Near Zirakpur (Patiala Road)) 19678 26190

3 Sarhind Road 5952 6174

4 NH-21 (Outside Kharar) 34012 40140

5 Near Chandigarh Out Side Khuda Lohra 15438 13867

6 NH-21 Outside Baddi 15729 24031

7 NH-22 Outside Kalka (Shimla Road) 15530 17985

8 Near Panchkula (Morni Road) 1137 1272

9 NH-73 Outside Panchkula 12176 19273

Total 152650 186334

Loc.no. Inner Cordon Total Vehicles Total PCU’s

1 NH-22 Between Panchkula and Pinjore 26769 39401

2 NH-21 Between Zirakpur and Dera Bassi 35370 39167

3 NH-21 Between Chandigarh and Kharar 46176 46951

4 NH-21A Between Pinjore and Baddi 29071 42475

Total 137386 167994

Source: RITES Primary Survey 2008-09

4.3.2 Peak Hour Traffic

The peak hour traffic at the cordon locations is presented in Table 4.4. The morning

peak hour volume varies from 116 PCUs (108 vehicles) at Morni Road near

Panchkula to 3619 PCUs (4090 vehicles) at NH-21 (Between Chandigarh and

Kharar). Evening peak hour volume varies from 109 PCUs (100 vehicles) at Morni

Road near Panchkula to 3833 PCU’s (4153 vehicles) at NH-21 (Between Chandigarh

and Kharar). Peak hour factor is observed to be 6% to 11% at various locations. At

most places peak hour factor is 7% to 9%.

4.3.3 Directional Distribution of Traffic

Peak hour peak directional traffic at cordon locations varies from 50% to 68% as

shown in Table 4.4. The average peak hour direction distribution is 56:44.

4.3.4 The modewise composition of traffic and hourly variation of traffic volume at outer

cordon locations is presented in Annexure 4.4 and 4.5.

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Table 4.4 Total Daily Traffic, Peak Hour Traffic and Directional Distribution of Traffic at Outer Cordon Locations

Total Traffic Morning Peak Evening Peak Directional Distribution

Loc.no.

Name of Location

(Veh.)

(PCU's)

(Veh.)

% of

Total

Traffic

(PCU's)

% of

Total

Traffic

(Veh.)

% of

Total

Traffic

(PCU's)

% of

Total

Traffic

Peak

Direction

(PCU,s)

%

Off Peak

Direction

(PCU,s)

%

Outer Cordon

1 NH-21 Outside Dera Bassi (Ambala road) 32998 37404 2552 7.7 2752 7.4 2987 9.1 3144 8.4 1779 56.6 1366 43.4

2 NH-64 Near Zirakpur (Patiala Road)) 19678 26190 1856 9.4 2150 8.2 1627 8.3 2068 7.9 1119 52.0 1032 48.0

3 Sarhind Road 5952 6174 476 8.0 477 7.7 454 7.6 448 7.3 326 68.3 151 31.7

4 NH-21 (Outside Kharar) 34012 40140 2901 8.5 2888 7.2 2631 7.7 2986 7.4 1597 53.5 1389 46.5

5 Near Chandigarh Out Side Khuda Lohra 15438 13867 1755 11.4 1322 9.5 1296 8.4 1096 7.9 676 51.1 646 48.9

6 NH-21 Outside Baddi 15729 24031 1501 9.5 1865 7.8 1314 8.4 2201 9.2 1154 52.4 1047 47.6

7 NH-22 Outside Kalka (Shimla Road) 15530 17985 1344 8.7 1456 8.1 1036 6.7 1163 6.5 972 66.8 484 33.2

8 Near Panchkula (Morni Road) 1137 1272 108 9.5 116 9.1 100 8.8 109 8.6 60 51.3 57 48.7

9 NH-73 Outside Panchkula 12176 19273 940 7.7 1297 6.7 1010 8.3 1497 7.8 1017 67.9 480 32.1

Loc.no. Inner Cordon

1 NH-22 Between Panchkula and Pinjore 26769 39401 1947 7.3 2585 6.6 1764 6.6 2404 6.1 1349 52.2 1237 47.8

2 NH-21 Between Zirakpur and Dera Bassi 35370 39167 2746 7.8 2908 7.4 3100 8.8 3187 8.1 1606 50.4 1582 49.6

3 NH-21 Between Chandigarh and Kharar 46176 46951 4090 8.9 3619 7.7 4153 9.0 3833 8.2 2227 58.1 1606 41.9

4 NH-21A Between Pinjore and Baddi 29071 42475 1786 6.1 2402 5.7 2118 7.3 2995 7.1 1509 50.4 1486 49.6 Source: RITES Primary Survey 2008-09

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4.3.5 Composition of Traffic

4.3.5.1 The daily traffic composition at outer cordon locations exhibits predominance of fast

moving passenger traffic varying from 56% to 84%. The traffic at cordons location of

the study area consists of about 70% of light fast moving passenger vehicles. The

share of slow moving vehicles varies from 1% to 14% with the average of about 6%.

The share of bus traffic is as low as 1.4% at Mullapur Road and as high as 10.2% at

Morni Road with an average of about 4.6%. The fast passenger vehicles

predominantly consist of two wheelers and cars while slow vehicles consist of cycles

and cycle rickshaws. Share of cars in total traffic is maximum at Sirhind Road (47%),

Ambala Road (45.4%) and between Zirakpur and Derabassi (43.3%). The share of

goods traffic varies from 7% to 43% and the average is about 20%. Composition of

traffic at outer cordon locations is presented in Table 4.5.

Table 4.5 Daily Traffic Composition (24 Hours) at Outer Cordon Locations

Composition (%) Name of Location

Other Fast Loc. No.

Outer Cordon

Car/

Jeep TW Auto Bus

Goods

Vehicle

Slow

Moving

vehicle

1 NH-21 Outside Dera Bassi (Ambala road) 45.43 29.84 2.09 5.84 11.97 4.82

2 NH-64 Near Zirakpur (Patiala Road) 32.50 30.63 3.87 5.65 23.53 3.82

3 Sarhind Road 47.40 30.53 3.36 2.00 8.90 7.81

4 NH-21 (Outside Kharar) 42.19 26.22 3.19 5.97 14.36 8.07

5 Near Chandigarh Out Side Khuda Lohra 29.90 42.49 4.62 1.35 7.31 14.33

6 NH-21 (Outside Baddi) 29.67 26.69 0.62 5.93 34.63 2.46

7 NH-22 Outside Kalka (Shimla Road) 42.09 32.47 0.03 2.74 22.33 0.33

8 Near Panchkula (Morni Road) 33.16 40.02 0.35 10.2 9.15 7.12

9 Nh-73 Outside Panchkula 29.07 21.37 2.07 3.70 42.66 1.13

Loc. No. Inner Cordon

10 NH-22 Between Panchkula and Pinjore 36.09 21.52 3.66 4.06 34.21 0.44

11 NH-21 Between Zirakpur and Dera Bassi 43.33 30.0. 3.86 5.29 8.66 8.84

12 NH-21 Between Chandigarh and Kharar 32.39 33.89 8.94 4.37 7.53 12.89

13 NH 21 A Between Pinjore And Baddi 31.57 26.91 0.92 2.78 33.82 4.00 Source: RITES Primary Survey 2008-09

4.3.5.2 Table 4.6 presents the peak hour traffic composition at outer cordon locations. The

table shows that the share of bus traffic in peak hour is as high as 10.2% at Morni

road near Panchkula. Average peak hour composition for bus is about 4.3%. Goods

traffic varies from 2.5% at outside Khuda Lahora to 38.6% at outside Baddi (NH21A

Baddi Nalagarh Road) at peak periods. Average peak hour share of goods traffic is

about 15.8%. Similarly, the share of slow moving passenger traffic varies from 0.2%

at NH-22 (Outside Kalka-Shimla road) to 20.6% at NH 21 (between Chandigarh and

Kharar). On an average, slow passenger vehicles have share of about 7.3%. The share

of fast moving passenger traffic varies from 50.5% at NH 21 (outside Baddi) to 82%

at between Zirakpur and Derabassi with an average of about 72.7%. Peak hour varies

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from 0830 Hrs to 1100 Hrs (Morning) and 1515 Hrs to 1900 Hrs (Evening).

Table 4.6 Peak Hour Traffic Composition at Outer Cordon Locations

Peak Hour Composition (%)

Loc.no

Name of the Location

Peak

Hour Total

Fast

Total

Buses

Total

Goods

Total

Slow

Outer Cordon

1100-1200 81.66 4.94 8.89 4.51 1 NH-21 Outside Dera Bassi (Ambala road)

1730-1830 77.60 4.12 10.85 7.43

915-1015 79.20 4.90 14.22 1.67 2 NH-64 Near Zirakpur (Patiala Road))

1645-1745 70.44 5.47 18.07 6.02

845-945 80.25 2.73 6.72 10.29 3 Sarhind Road

1730-1830 80.40 1.98 6.39 11.23

900-1000 75.77 4.52 6.72 13.00 4 NH-21 (Outside Kharar)

1630-1730 75.52 7.11 10.57 6.80

845-945 77.83 1.20 2.51 18.46 5 Near Chandigarh Out Side Khuda Lohra

1745-1845 77.16 0.54 4.17 18.13

830-930 74.42 4.93 18.92 1.73 6 NH-21 Outside Baddi

1515-1615 50.46 9.06 38.58 1.90

0845-0945 81.25 3.20 15.33 0.22 7 NH-22 Outside Kalka (Shimla Road)

1800-1900 76.93 2.99 19.69 0.39

0800-0900 72.22 10.19 4.63 12.96 8 Near Panchkula (Morni Road)

1500-1600 73.00 9.00 9.00 9.00

1115-1215 63.72 3.19 32.13 0.96 9 NH-73 Outside Panchkula

1630-1730 57.33 4.95 36.63 1.09

Loc.no. Inner Cordon

1100-1200 68.88 2.93 27.53 0.67 1 NH-22 Between Panchkula and Pinjore

1545-1645 65.87 4.54 29.08 0.51

0945-1045 78.22 4.48 8.19 9.10 2 NH-21 Between Zirakpur and Dera Bassi

1645-1745 81.81 3.39 6.55 8.26

0845-0945 75.79 3.25 4.87 16.09 3 NH-21 Between Chandigarh and Kharar

1715-1815 72.09 2.67 4.65 20.59

0845-0945 63.10 0.95 31.30 4.65 4 NH-21A Between Pinjore and Baddi

1530-16-30 58.73 3.21 34.18 3.87

Source: RITES Primary Survey 2008-09

4.3.6 Occupancy of Vehicle and Passenger Trips

4.3.6.1 Average occuopancy of fast passenger vehicles at outer cordon locations is present in

Table 4.7. Bus occupancy varies from 28 to 41 and averages out at 35.5. Average

occupancy for cars, two wheelers and Tempo, is found to be 2.9, 1.3, and 3.6

respectively. The mini buses have an average occupancy of 14.8.

Table 4.7 Occupancy of Fast Passenger Vehicles at Outer Cordon Locations

Average Occupancy

Loc. no. Name Of Locations Car/Jeep/

Van

Two

Whleer. Auto Bus

Mini

Bus

Outer Cordon

1 NH-21 Outside Dera Bassi (Ambala road) 3.21 1.48 5.20 36.00 15.00

2 NH-64 Near Zirakpur (Patiala Road)) 2.54 1.33 3.77 41.00 16.00

3 Sarhind Road 1.87 1.15 2.98 35.00 14.00

4 NH-21 (Outside Kharar) 3.08 1.48 5.66 34.50 16.00

5 Near Chandigarh Out Side Khuda Lohra 2.73 1.37 4.09 35.00 15.00

6 NH-21 Outside Baddi 3.18 1.32 2.00 38.00 16.00

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Average Occupancy

Loc. no. Name Of Locations Car/Jeep/

Van

Two

Whleer. Auto Bus

Mini

Bus

Outer Cordon

7 NH-22 Outside Kalka (Shimla Road) 3.49 1.30 3.65 28.00 14.00

8 Near Panchkula (Morni Road) 2.23 1.04 2.00 36.00 13.00

9 NH-73 Outside Panchkula 3.15 1.34 3.48 31.50 12.00

Loc.no. Inner Cordon

1 NH-22 Between Panchkula and Pinjore 3.07 1.36 3.38 33.00 16.00

2 NH-21 Between Zirakpur and Dera Bassi 3.14 1.43 4.62 36.50 15.00

3 NH-21 Between Chandigarh and Kharar 2.97 1.40 4.37 38.50 15.00

4 NH-21A Between Pinjore and Baddi 3.15 1.32 2.00 38.33 14.00

Source: RITES Primary Survey 2008-09

4.3.6.2 Table 4.8 shows daily passenger trips at cordon locations. It is observed that the daily

passenger trips at different locations varies from 2144 trips at Morni road near

Panchkula to 140673 trips between Chandigarh and Kharar throughout the normal fair

weather working day. Locations handling more than 1 lakh trips per day are Ambala

Road, NH 21 outside Kharar and between Zirakpur and Derabassi. More than 8.3 lakh

passengers trips cross study area daily (bothways) on a typical working day. Bigger

traffic interaction of Chandigarh is with Kharar followed by Ambala, Derabassi and

Zirakpur. 50% of total trips are by buses. Cars account for 28% of the total trips. This

reflects the need of good public transport system for the study area, upto atleast the

outer cordons points at Derabassi, Kharar and Baddi which will inter-alia include

other intermediate towns enroute.

4.3.6.3 Locations handling more than 50,000 bus passenger trips per day are Ambala road

and Kharar road.

Table 4.8 Daily Passenger Trips at Outer Cordon (24 Hours) Locations

Daily Passenger Trips

Loc.no. Name of Location Car Jeep Van 2-Wh Auto Bus Mini Bus Total Trips

Outer Cordon

1 NH-21 Outside Dera Bassi (Ambala road) 32229 13393 2754 70434 2475 121285

2 NH-64 Near Zirakpur (Patiala Road)) 13879 7897 3132 35530 1888 62326

3 Sarhind Road 5642 2362 832 2664 392 11892

4 NH-21 (Outside Kharar) 31711 12397 4408 73880 1536 123933

5 Near Chandigarh Out Side Khuda Lohra 9001 8396 2808 3496 870 24571

6 NH-21 Outside Baddi 9801 5583 370 19565 4288 39607

7 NH-22 Outside Kalka (Shimla Road) 14512 6959 16 9984 1134 32606

8 Near Panchkula (Morni Road) 716 651 11 714 52 2144

9 NH-73 Outside Panchkula 7257 3513 968 12274 828 24839

Total Outer Cordon 124748 61151 15299 228541 13463 443203

Loc.no. Inner Cordon

1 NH-22 Between Panchkula and Pinjore 20290 7203 3876 33640 2640 67649

2 NH-21 Between Zirakpur and Dera Bassi 30654 14656 5506 68334 2400 121550

3 NH-21 Between Chandigarh and Kharar 27667 20655 16687 73759 1905 140673

4 NH-21A Between Pinjore and Baddi 28911 10326 514 17517 3724 60992

Total Inner Cordon 107522 52839 26583 193250 10669 390863

Source: RITES Primary Survey 2008-09

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4.3.6.4 Peak hour fast moving passenger trips at cordon location, is presented in Table 4.9. It

is observed that the peak hour passenger trip varies from 161 trips at Morni road near

Panchkula to 10364 trips Between Chandigarh and Kharar throughout the fair weather

normal working day.

Table 4.9 Peak Hour Passenger Trips at Outer Cordon Locations

Peak Hour Passenger Trips Loc.no. Name of Location Car Jeep

Van

2-Wh

Auto

Bus

Mini

Bus

Total Peak

Hour Trips

Outer Cordon

1 NH-21 Outside Dera Bassi (Ambala road) 2711 1044 219 4788 135 8897

2 NH-64 Near Zirakpur (Patiala Road)) 1387 979 345 3116 128 5954

3 Sarhind Road 450 190 46 288 56 1030

4 NH-21 (Outside Kharar) 2369 1293 798 4440 128 9028

5 Near Chandigarh Out Side Khuda Lohra 768 1155 276 266 90 2555

6 NH-21 Outside Baddi 1258 682 20 1470 400 3830

7 NH-22 Outside Kalka (Shimla Road) 1305 696 0 1053 126 3180

8 Near Panchkula (Morni Road) 61 66 0 34 0 161

9 NH-73 Outside Panchkula 685 323 103 912 48 2070

Total Outer Cordon 10994 6426 1806 16367 1111 36704

Loc.no. Inner Cordon

1 NH-22 Between Panchkula and Pinjore 1390 749 312 2160 48 4659

2 NH-21 Between Zirakpur and Dera Bassi 2350 1238 303 4872 105 8868

3 NH-21 Between Chandigarh and Kharar 1669 2474 1311 4715 195 10364

4 NH-21A Between Pinjore and Baddi 2986 964 26 1840 266 6082

Total Inner Cordon 8395 5424 1953 13587 614 29973

Source: RITES Primary Survey 2008-09

4.4 ORIGIN AND DESTINATION OF INTER-CITY TRAFFIC

4.4.1 Origin – Destination survey of vehicles entering Chandigarh Urban complex was

conducted at 9 outer cordon locations. Overall daily traffic desire of Inter – city

traffic (passenger and freight) is shown in Figure 4.2 and Figure 4.3 respectively.

4.4.2 Figure 4.2 and Figure 4.3 indicates the need of bypass link between:

1. Kharar and Derabassi

2. Derabassi and Parwanu

3. Derabassi and Baddi

4. Parwanu and Baddi

4.4.3 Table 4.10 indicates that of the total traffic of 4.93 lakh trips (cars, 2wheelers, auto

rickshaw and bus) about 1.41 lakh are through which is 28.7% of total traffic. Traffic

desire for through traffic is also shown in Figure 4.2. This indicates the need of road

bypass to Chandigarh Urban complex.

4.4.4 Table 4.11 indicates that of the total traffic of 26934 Vehicle (LCV, Trucks and

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MAV) about 11062 Vehicle are through which is about 41% of total traffic. Traffic

desire for through traffic is also shown in Figure 4.3. This also indicates the need of

road bypass to Chandigarh Urban complex.

Table 4.10 Passenger Trips at Outer Cordon Locations

All Private and Bus Passenger Trips

OC _1 to 9

Car TW Tempo Bus Total %age

External to Internal 69227 20675 3521 83413 176835 35.8

Internal to External 64331 17293 3300 90478 175403 35.5

External to External 42103 24708 10191 64568 141569 28.7

Total 175661 62675 17012 238460 493807 100.00 Source: RITES Primary Survey 2008-09

Table 4.11 Freight Movement at Outer Cordon Locations

Source: RITES Primary Survey 2008-09

All Goods in Vehicles

OC _1 to 9

Truck LCV MAV Total %age

External to Internal 3819 3823 331 7973 29.6

Internal to External 3459 4159 280 7899 29.3

External to External 5746 5004 312 11062 41.1

Total 13024 12987 924 26934 100.00

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Figure 4.2 Desire Patterns of Inter-City Passengers in Study Area (2008)

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Figure 4.3 Desire Pattern of Inter-City Goods Traffic in Study Area (2008)

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4.5 CLASSIFIED TRAFFIC VOLUME COUNT AT MID –BLOCK LOCATIONS

4.5.1 Survey Locations

Mid-Block survey locations are shown in Figure 4.4 and presented in Table 4.12.

Classified traffic volume count surveys have been conducted at 15 Mid Block points

for 16-hour period (0600AM to 2200PM) on a typical fair weather working day. The

quantum and temporal variation of total daily traffic, peak hour traffic, intensity and

directional distribution of traffic and composition of vehicles and passenger trips

moving in the study area are presented in the following sections.

.

Table 4.12 List of Mid-Block Locations

Location no. Mid-block Locations

1 Vidya Path between Sec-14&15

2 Sarovar Path between Sec-18&19

3 Chandi Path between Sec-27 & Sec-28

4 Vidya path between Sec-37&38

5 Udyan Path between sec-36&37

6 Sarovar Path Sec 33,34

7 Sukhna Path between Sec -32,33

8 Chandi Path Sec -31,32

9 Himalaya Path Sec -51,52

10 Himalaya Path Sec -77 & 78 Mohali

11 Between Sec-10 and Sec-15 (Panchkula)

12 Between Sec-5 & Sec-6 (Nr. General Hospital Pamchkula)

13 Between Sec 11 & 15( Madhya Marg)

14 Near Sec-1 Shimla Road (Panchkula)

15 NH - 21 Dakshin Marg Check Post

4.5.2 Traffic Volume (Average Daily Traffic – 16hrs)

The traffic counts both in terms of numbers of vehicles and passenger car units

(PCUs) have been computed for the total daily (16 hour) traffic at various mid-block

locations and presented in Table 4.13. It is observed that the traffic at different

locations varies from 23,177 PCU’s (26,677 Vehicle) between Sec-5 & Sec-6 (Nr.

General Hospital) in Panchkula to 67,198 PCU’s (73,338 Vehicle) at Himalaya Path

Sec -51,52. Other locations which exhibit high traffic volumes (more than 40,000

PCU’s) are Sarovar Path between Sec-18 &19, Sarovar Path Sec 33,34, Himalaya

Path Sec -77 & 78 Mohali, Between Sec-10 and Sec-15 (Panchkula), Near Sec-1

Shimla Road (Panchkula) and NH - 21 Dakshin Marg Check Post.

Table 4.13 Daily Traffic Volume (16 Hours) At Mid-Block Locations

Loc.no. Name of Location Total Vehicles Total PCU's

1 Vidya Path between Sec-14&15 36340 29143

2 Sarovar Path between Sec-18&19 56294 45666

3 Chandi Path between Sec-27 & Sec-28 30412 25054

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Loc.no. Name of Location Total Vehicles Total PCU's

4 Vidya path between Sec-37&38 43999 35391

5 Udyan Path between sec-36&37 33159 25957

6 Sarovar Path Sec 33,34 54483 42757

7 Sukhna Path between Sec -32,33 44234 34275

8 Chandi Path Sec -31,32 41878 34569

9 Himalaya Path Sec -51,52 73338 67198

10 Himalaya Path Sec -77 & 78 Mohali 51823 46811

11 Between Sec-10 and Sec-15 (Panchkula) 53776 43115

12 Between Sec-5 & Sec-6 (Nr. General Hospital, Panchkula) 26677 23177

13 Between Sec 11 & 15 (Madhya Marg) 46263 36049

14 Near Sec-1 Shimla Road (Panchkula) 39487 52180

15 NH - 21 Dakshin Marg Check Post 64456 61202

Source:RITESPrimarySurvey2008-09

4.5.3 Peak Hour Traffic

The peak hour traffic at the Mid-Block locations is presented in Table 4.14. The

morning peak hour volume varies from 2,016 PCUs (2589 vehicles) at Chandi Path

between Sec-27 & Sec-28 to 5,392 PCUs (5898 vehicles) at Himalaya Path Sec -

51,52 and evening peak hour volume varies from 1802 PCUs (2148 vehicles) at

Between Sec-5 & Sec-6 (Nr. General Hospital) to 5123 PCU’s (5609 vehicles) at NH

- 21 Dakshin Marg Check Post. Peak Hour Factor is observed to be ranging from 8%

to 14%. At most places peak hour factor is about 8% to 9%. Morning peak hour is

varying during 0830 AM to 1100 AM and evening peak hour during 1715PM to 1900

PM.

4.5.4 Directional Distribution of Traffic

Peak hour peak directional traffic at Mid-Block location varies from 29% to 71% and

presented in Table 4.14. The average peak hour directional distribution is 57:43.

4.5.5 The modewise composition of traffic and hourly variation of traffic volume for mid

block locations are presented in Annexure 4.6 and 4.7.

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Table 4.14 Total Daily Traffic, Peak Hour Traffic and Directional Distribution of Traffic at Mid-Block Locations

Total Traffic Morning Peak Evening Peak Directional Distribution

% of % of % of % of

(Veh.) (PCU's) (Veh.) Total (PCU's) Total (Veh.) Total (PCU's) Total Peak Off Peak

Traffic Traffic Traffic Traffic Direction % Direction %

Loc.

No.

Name of Locations

(PCU,s) (PCU,s)

1 Vidya Path between Sec-14&15 36340 29143 5165 14.21 3902 13.39 3521 9.68 2740 9.40 2113 54.14 1790 45.86

2 Sarovar Path between Sec-18&19 56294 45666 5278 9.37 4081 8.937 4469 7.93 3583 7.85 1898 52.97 1685 47.03

3 Chandi Path between Sec-27 & Sec-28 30412 25054 2589 8.51 2016 8.045 2686 8.83 2222 8.87 1168 52.57 1054 47.43

4 Vidya path between Sec-37&38 43999 35391 5476 12.4 4256 12.03 4119 9.36 3278 9.26 2408 56.57 1849 43.43

5 Udyan Path between sec-36&37 33159 25957 4547 13.71 3126 12.04 3208 9.67 2388 9.20 2219 70.96 908 29.04

6 Sarovar Path Sec 33,34 54483 42757 4920 9.03 3761 8.796 4687 8.60 3582 8.38 2183 58.03 1579 41.97

7 Sukhna Path between Sec -32,33 44234 34275 5118 11.57 3679 10.73 3399 7.68 2668 7.78 2535 68.90 1144 31.10

8 Chandi Path Sec -31,32 41878 34569 3868 9.23 3045 8.808 3801 9.07 3073 8.89 1813 59.00 1260 41.00

9 Himalaya Path Sec -51,52 73338 67198 5898 8.04 5392 8.023 5629 7.67 4995 7.43 2937 54.47 2455 45.53

10 Himalaya Path Sec -77 & 78 Mohali 51823 46811 4163 8.03 3785 8.086 4260 8.22 3765 8.04 1938 51.47 1827 48.53

11 Between Sec-10 and Sec-15 (Panchkula) 53776 43115 4746 8.82 3683 8.541 4980 9.26 3827 8.88 2073 54.15 1755 45.85

12 Between Sec-5 & Sec-6 (Nr. General Hospital,

Panchkula) 26677 23177 2519 9.44 2120 9.147 2148 8.05 1802 7.77 1114 52.52 1007 47.48

13 Between Sec 11 & 15 (Madhya Marg) 46263 36049 5160 11.15 3860 10.71 3538 7.64 2803 7.77 2069 53.59 1792 46.41

14 Near Sec-1 Shimla Road (Panchkula) 39487 52180 3898 9.87 5708 10.94 3650 9.24 4572 8.76 3896 68.26 1812 31.74

15 NH - 21 Dakshin Marg Check Post 64456 61202 5603 8.69 5037 8.23 5609 8.70 5123 8.37 2604 50.83 2519 49.17 Source: RITES Primary Survey 2008-09

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4.5.6 Composition of Traffic

4.5.6.1 Daily traffic composition of fast moving passenger, goods and slow moving vehicles

at mid block locations are presented in Table 4.15. It is observed that most of the

locations exhibit predominance of fast moving passenger traffic varying from 62% to

91%. On an average about 81% of traffic consists of light fast moving passenger

vehicle. The share of slow moving vehicles varies from 5% to 19% and an average is

about 13%. The share of bus traffic is as low as 0.62% at Vidya Path between Sec-14

& 15 and as high as 4.2% at NH - 21 Dakshin Marg Check Post with an average of

about 1.7%. The fast moving passenger vehicles predominantly consist of two

wheelers, cars and auto rickshaw while slow vehicle consist of cycles and cycle

rickshaws. It is seen that share of two wheeler and auto in total traffic is maximum at

most of the locations. The share of goods traffic varies from 1 % to 25% and the

average goods traffic in study area is about 4.2%.

Table 4.15 Daily Traffic Composition (16 Hours) At Mid Block Locations

Composition (%)

Other Fast S.

No. Name of Location Car/

Jeep TW Auto Bus

Goods

Vehicle

Slow

Moving

Vehicle

1 Vidya Path between Sec-14&15 31.68 42.21 7.36 0.62 1.13 17.00

2 Sarovar Path between Sec-18&19 26.39 45.02 7.98 1.38 2.03 17.20

3 Chandi Path between Sec-27 & Sec-28 35.93 45.04 2.61 1.99 4.34 10.09

4 Vidya path between Sec-37&38 34.13 42.85 4.83 1.02 1.44 15.74

5 Udyan Path between sec-36&37 34.43 45.08 2.31 1.08 1.50 15.60

6 Sarovar Path Sec-33,34 25.92 48.78 7.05 1.05 1.70 15.49

7 Sukhna Path between Sec -32,33 24.10 47.93 6.39 0.87 1.57 19.14

8 Chandi Path Sec -31,32 36.15 45.42 2.42 1.89 4.81 9.31

9 Himalaya Path Sec -51,52 47.14 37.76 2.74 2.68 4.45 5.24

10 Himalya Path Sec -77 & 78 Mohali 47.64 38.17 3.03 2.36 3.62 5.18

11 Between Sec-10 and Sec-15 (Panchkula) 37.85 42.24 3.16 1.18 1.04 14.54

12 Between Sec-5 & Sec-6 (Nr. General

Hospital, Panchkula) 47.47 31.05 3.28 1.47 2.41 14.32

13 Between Sec 11 & 15 (Madhya Marg) 23.71 51.28 7.83 1.25 1.32 14.61

14 Near Sec-1 Shimla Road (Panchkula) 28.21 25.36 7.05 2.21 25.25 11.93

15 NH - 21 Dakshin Marg Check Post 39.59 39.61 3.16 4.26 6.44 6.93 Source: RITES Primary Survey 2008-09

4.5.6.2 Table 4.16 presents peak hour traffic composition at Mid-Block locations. It is

observed that bus traffic share in peak hour is as high as 3.75% at NH - 21 Dakshin

Marg Check Post. Average bus traffic share is about 1.40%. The goods traffic

constitutes 0.56% at Vidya Path between Sec-14&15 to 34.25% Near Sec-1 Shimla

Road (Panchkula). Average goods traffic is about 3.93%. Similarly, the share of slow

moving passenger traffic varies from 5.59% at Himalaya Path Sec -77 & 78 Mohali to

25.89% at Sarovar Path between Sec-18&19. On an average, slow moving passenger

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vehicles have share of about 14.40%. The share of fast passenger traffic varies from

54.80% Near Sec-1 Shimla Road (Panchkula) to 89.79% at Himalaya Path Sec -77 &

78 Mohali with an average of about 80.27% fast passenger traffic. Peak hour varies

from 0830 Hrs to 1100 Hrs (Morning) and 1715 Hrs to 1915 Hrs (Evening).

Table 4.16 Peak Hour Traffic Composition at Mid-Block Locations

Peak Hour Composition (%)

Peak Total Total Total Total

Loc.no

Name of Locations

Hour Fast Buses Goods Slow

8.45-9.45 79.94 0.31 0.56 19.19 1

Vidya Path between Sec-14&15 17:15-18:15 80.23 0.82 1.22 17.72

12:15-1315 84.27 0.85 1.06 13.81 2

Sarovar Path between Sec-18&19 18:45-19:45 71.43 0.98 1.70 25.89

8.30-9.30 79.41 2.09 4.40 14.10 3 Chandi Path between Sec-27 & Sec-28

18:00-19:00 83.40 1.41 4.06 11.13

8.45-9.45 78.31 0.47 0.97 20.25 4

Vidya path between Sec-37&38 17:45-18:45 85.65 0.97 1.14 12.24

8.45-9.45 80.34 0.57 0.97 18.12 5

Udyan Path between sec-36&37 17:00-18:00 83.07 1.06 1.50 14.37

10.00-11.00 85.47 0.65 0.83 13.05 6 Sarovar Path Sec 33,34 17:30-18:30 78.49 0.53 1.58 19.39

9.00-10.00 77.92 0.47 0.66 20.95 7

Sukhna Path between Sec -32,33 18:00-19:00 75.82 0.74 1.50 21.95

8.45-9.45 85.16 1.37 3.88 9.59 8

Chandi Path Sec -31,32 18:45-19:45 84.35 1.55 4.08 10.02

10.00-11.00 87.54 2.31 3.81 6.34 9

Himalaya Path Sec -51,52 18:00-19:00 87.17 2.42 3.91 6.50

9.00-10.00 89.14 1.99 2.98 5.89 10

Himalaya Path Sec -77 & 78 Mohali 17:30-18:30 89.79 2.21 2.42 5.59

8.30-9.30 74.15 1.16 0.78 23.91 11

Between Sec-10 and Sec-15 (Panchkula) 18:15-19:15 83.19 1.24 0.80 14.76

8.45-9.45 79.20 1.31 2.02 17.47 12

Between Sec-5 & Sec-6 (Nr. General Hospital, Panchkula) 16:45-17:45 78.86 1.44 2.42 17.27

9.00-10.00 82.69 0.81 0.74 15.76 13

Between Sec 11 & 15 (Madhya Marg) 17:15-18:15 82.84 1.33 1.72 14.10

9.45-10.45 54.80 1.67 34.25 9.29 14 Near Sec-1 Shimla Road (Panchkula)

17:45-18:45 60.58 1.75 20.85 16.82

9.45-10.45 82.53 3.75 5.41 8.32 15

NH - 21 Dakshin Marg Check Post 18:15-19:15 82.39 3.64 5.72 8.25

Source: RITES Primary Survey 2008 – 09

4.5.7 Occupancy of Vehicles and Passenger Trips

4.5.7.1 Average occupancy of fast moving passenger vehicles is presented in Table 4.17. Bus

occupancy varies from 31 to 49 and averages out at 38. Average occupancy for cars,

two wheelers and auto rickshaws, is about 2.07, 1.33, and 3.9 respectively. The mini

buses have an average occupancy of 15.5.

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Table 4.17 Occupancy of Fast Passenger Vehicles at Mid-Block Locations

Average Occupancy

Loc.

no.

Name of Locations Car Jeep Van

Two

Whlr.

Auto

Bus

Mini

Bus

1 Vidya Path between Sec-14&15 2.00 1.36 3.87 32.00 11.00

2 Sarovar Path between Sec-18&19 1.76 1.24 4.21 35.00 13.00

3 Chandi Path between Sec-27 & Sec-28 2.15 1.30 4.05 40.00 16.00

4 Vidya path between Sec-37&38 2.10 1.39 3.85 38.00 12.00

5 Udyan Path between sec-36&37 1.71 1.28 4.42 39.00 15.00

6 Sarovar Path Sec 33,34 2.44 1.33 3.52 42.00 22.00

7 Sukhna Path between Sec -32,33 2.32 1.38 3.64 31.00 12.00

8 Chandi Path Sec -31,32 2.38 1.43 4.39 38.00 14.00

9 Himalaya Path Sec -51,52 2.25 1.35 3.54 41.00 20.00

10 Himalaya Path Sec -77 & 78 Mohali 1.87 1.25 3.83 40.00 18.00

11 Between Sec-10 and Sec-15 (Panchkula) 1.77 1.38 4.49 49.00 23.00

12 Between Sec-5 & Sec-6 (Nr. General Hospital,

Panchkula) 1.66 1.32 3.57 38.00 12.00

13 Between Sec 11 & 15 (Madhya Marg) 1.79 1.31 4.04 43.00 16.00

14 Near Sec-1 Shimla Road (Panchkula) 2.65 1.43 3.62 36.00 16.00

15 NH - 21 Dakshin Marg Check Post 2.16 1.26 3.72 34.00 13.00

Source: RITES Primary Survey 2008-09

4.5.7.2 Daily passenger trips at mid-block are presented in Table 4.18. It is observed that the

daily passenger trips at different locations varies from 43,687 trips Between Sec-5 &

Sec-6 (Nr. General Hospital) to 1,93,840 trips at Himalaya Path Sec -51,52. Roads

having more than 1 lakh passenger trips are Himalaya Path Sec -77 & 78 Mohali,

Sarovar Path between Sector 33 & 34 and NH - 21 Dakshin Marg Check Post.

4.5.7.3 Roads having more than 20 thousand bus passenger trips are Chandi Path, Himalaya

Path, between sector 10&15 road in Panchkula Shimla road near Sector 1 and

Dakshin Marg

Table 4.18 Daily Passenger Trips at Mid-Block Locations

Fast Moving Passenger Trips

Loc.no. Name of Location Car/Jeep/Van

2-Wh

Auto

Bus

Mini

Bus

Total

Trips

1 Vidya Path between Sec-14&15 23024 20860 10105 3072 528 57588

2 Sarovar Path between Sec-18&19 26145 31427 18920 14770 3055 94316

3 Chandi Path between Sec-27 & Sec-28 23491 17806 3212 19040 880 64429

4 Vidya path between Sec-37&38 31538 26206 8070 9880 564 76257

5 Udyan Path between sec-36&37 19521 19135 3280 6474 1035 49445

6 Sarovar Path Sec 33,34 34460 35346 13527 12768 2904 99006

7 Sukhna Path between Sec -32,33 24734 29256 10181 6851 888 71910

8 Chandi Path Sec -31,32 36031 27200 4245 24396 504 92376

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Fast Moving Passenger Trips

Loc.no. Name of Location Car/Jeep/Van

2-Wh

Auto

Bus

Mini

Bus

Total

Trips

9 Himalaya Path Sec -51,52 77789 37380 7115 66215 5340 193840

10 Himalaya Path Sec -77 & 78 Mohali 46170 24726 6013 40120 3312 120342

11 Between Sec-10 and Sec-15 (Madhya Marg) 36025 31347 7521 19208 1610 95710

12 Between Sec-5 & Sec-6 (Nr. General Hospital,

Panchkula) 21021 10935 3063 7828 840 43687

13 Between Sec 11 & 15 (Madhya Marg) 19636 31077 14451 16340 1792 83297

14 Near Sec-1 Shimla Road (Panchkula) 29521 14317 9995 23220 1904 78957

15 NH - 21 Dakshin Marg Check Post 55123 32169 7585 76432 4797 176106

Source: RITES Primary Survey 2008-09

4.5.7.4 Peak Hour passenger trips at Mid-Block are presented in Table 4.19. It is observed

that the peak hour passenger trips at different location varies from 3991 trips at

Between Sec-5 & Sec-6 (Nr. General Hospital) to 15,034 trips at Himalaya Path Sec -

51,52. Roads having bus passengers trips more than 2000 during peak hour are

Between Sec-10 and Sec-15 (Panchkula), Near Sec-1 Shimla Road (Panchkula),

Sector 5& 6 (Near General Hospital) Himalaya Path Sec -77 & 78 Mohali and NH -

21 Dakshin Marg Check Post.

Table 4.19 Peak Hour Passenger Trips at Mid-Block Locations

Peak Hour Passenger Trips

Loc.no. Name of Location Car Jeep Van 2-Wh Auto Bus Mini Bus

Total Peak

Hour Trips

1 Vidya Path between Sec-14&15 2642 3226 1660 128 55 7711

2 Sarovar Path between Sec-18&19 2540 3318 1385 840 195 8278

3 Chandi Path between Sec-27 & Sec-28 1550 1668 207 1720 48 5193

4 Vidya path between Sec-37&38 3738 3094 1074 646 12 8564

5 Udyan Path between sec-36&37 1879 3174 314 390 105 5863

6 Sarovar Path Sec 33,34 3406 3361 993 672 154 8586

7 Sukhna Path between Sec -32,33 2524 3634 965 496 36 7654

8 Chandi Path Sec -31,32 3301 2631 277 1672 28 7909

9 Himalaya Path Sec -51,52 7056 2533 535 4551 360 15034

10 Himalaya Path Sec -77 & 78 Mohali 4254 1664 402 2800 216 9336

11 Between Sec-10 and Sec-15 (Panchkula) 2963 2350 620 2009 69 8011

12 Between Sec-5 & Sec-6 (Nr. General

Hospital, Panchkula) 1813 1077 307 722 72 3991

13 Between Sec 11 & 15 (Madhya Marg) 1683 3698 2024 1333 128 8866

14 Near Sec-1 Shimla Road (Panchkula) 2041 1617 847 2124 80 6709

15 NH - 21 Dakshin Marg Check Post 4247 3068 830 5678 455 14277

Source: RITES Primary Survey 2008-09

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4.6 TRAFFIC VOLUME COUNTS AT INTERSECTION LOCATIONS

4.6.1 Survey Locations

Intersection survey locations are shown in Figure 4.5 and presented in Table 4.20.

Classified traffic volume count surveys have been conducted at 20 major intersection

points for 16-hour period (0600AM to 2200PM) on a typical fair weather working

day. The quantum and temporal variation of total daily traffic, peak hour traffic,

intensity and directional distribution of traffic and composition of vehicles and

passenger trips moving in the study area are presented in the following sections.

Table 4.20 List of Intersection Locations

Location no. Intersection Locations

1 Near Chandigarh Housing Board

2 Cricket Stadium (Rotary)

3 Rotary Of Dakshin Marg and Jan Marg

4 Sector-62 Mohali Bus Stand

5 Sector -43 Chandigarh I.S.B.T.

6 Bhakra Colony Chowk

7 Aroma Hotel Chowk

8 Sec -17 ISBT Chandigarh

9 K.C. Cinema chowk

10 Rotary Of Madhya Marg and Sukhna Path

11 Rotary of Udyog Path & Sukhna Path

12 Rotary of Dakshin Marg & Sukhna Path

13 Sirhind chowk near Sector-51

14 Rotary on Sukhna Path Sector -49&50

15 Rotary Near Sec -47 (Poorvi Marg)

16 Rotary of Dakshin Marg and Poorvi Marg Near sector-31

(Tribune Chowk)

17 Madhya Marg NearTimber Market

18 Chandigarh Railway Station Intersection

19 Housing Board Chowk

20 Sector-04 Panchkula ISBT

4.6.2 Traffic Volume (Average Daily Traffic – 16hrs)

The traffic counts both in terms of numbers of vehicles and passenger car units

(PCUs) have been computed for the total daily (16 hour) traffic at various intersection

locations and presented in Table 4.21. It is observed that the traffic at different

locations varies from 47,917 PCU’s (54,262 Vehicle) at Rotary Near Sec -47 (Poorvi

Marg) to 1,43,123 PCU’s (1,45,157 Vehicle) at Madhya Marg NearTimber Market.

Other locations which exhibit high traffic volumes (more than 100,000 PCU’s) are

Housing Board Chowk, Chandigarh Railway Station Intersection, Tribune Chowk,

K.C cinema chowk, and rotary of Dakshin marrg and Sukhna path

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Table 4.21 Daily Traffic Volume (16 Hours) At Intersections

Loc.noName of Location Total Vehicles Total PCU's

1 Near Chandigarh Housing Board 54378 49248

2 Cricket Stadium (Rotary) 89910 77762

3 Rotary Of Dakshin Marg and Jan Marg 87340 74839

4 Sector-62 Mohali Bus Stand 83340 69154

5 Sector -43 Chandigarh I.S.B.T. 103075 81272

6 Bhakra Colony Chowk 108602 90377

7 Aroma Hotel Chowk 101414 86971

8 Sec -17 ISBT Chandigarh 114156 97872

9 K.C. Cinema chowk 120030 99972

10 Rotary Of Madhya Marg and Sukhna Path 90582 77383

11 Rotary of Udyog Path & Sukhna Path 72900 62170

12 Rotary of Dakshin Marg & Sukhna Path 116794 99903

13 Sirhind chowk near Sector-51 58626 54973

14 Rotary on Sukhna Path Sector -49&50 86356 75136

15 Rotary Near Sec -47 (Poorvi Marg) 54262 47917

16 Rotary of Dakshin Marg and Poorvi Marg Near sector-31

(Tribune Chowk) 143170 135805

17 Madhya Marg NearTimber Market 145157 143123

18 Chandigarh Railway Station Intersection 141366 133143

19 Housing Board Chowk 148481 133499

20 Sector-04 Panchkula ISBT 59147 51754 Source:RITESPrimarySurvey2008-09

4.6.3 Peak Hour Traffic

The peak hour traffic at the various intersection locations is presented in Table 4.22.

The morning peak hour volume varies from 3665 PCUs (4679 vehicles) at Rotary

Near Sec -47 (Poorvi Marg) to 12,653 PCUs (14238 vehicles) at Chandigarh Railway

Station Intersection and evening peak hour volume varies from 4202 PCUs (4651

vehicles) Near Chandigarh Housing Board to 14,769 PCU’s (14,111 vehicles) at

Madhya Marg NearTimber Market. Peak Hour Factor is observed to be 7% to 11%.

At most places peak hour factor is 8% to 9%. Morning peak hour is varying during

0830AM to 1030AM and evening peak hour during 1730PM to 1930PM.

4.6.4 The modewise composition and hourly variation of traffic at intersection locations are

presented as Annexure 4.8 and Annexure 4.9. Annexure 4.10 shows the morning

and evening peak directional flows at 20 surveyed intersections.

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Table 4.22 Total Daily Traffic, Peak Hour Traffic and Directional Distribution at Intersection Locations

Total Traffic Morning Peak Evening Peak

% of % of % of % of

(Veh.) (PCU's) (Veh.) Total (PCU's) Total (Veh.) Total (PCU's) Total

Traffic Traffic Traffic Traffic

Loc.

No.

Name of Locations

1 Near Chandigarh Housing Board 54378 49248 5200 9.56 4603 9.34 4651 8.55 4202 8.53

2 Cricket Stadium (Rotary) 89910 77762 7972 8.86 7350 9.45 7930 8.82 6833 8.79

3 Rotary Of Dakshin Marg and Jan Marg 87340 74839 6837 7.82 5885 7.86 9693 11.1 7830 10.46

4 Sector-62 Mohali Bus Stand 83340 69154 6820 8.18 5550 8.02 9033 10.84 7120 10.30

5 Sector -43 Chandigarh I.S.B.T. 103075 81273 10458 10.15 7914 9.73 9812 9.51 7547 9.29

6 Bhakra Colony Chowk 108602 90378 8544 7.86 6982 7.72 9752 8.98 7887 8.73

7 Aroma Hotel Chowk 101414 86971 8223 8.10 7015 8.06 9462 9.33 8017 9.22

8 Sec -17 ISBT Chandigarh 114156 97872 8250 7.22 7141 7.29 11725 10.27 9540 9.75

9 K.C. Cinema chowk 120030 99972 11225 9.35 8859 8.86 10075 8.39 8474 8.48

10 Rotary Of Madhya Marg and Sukhna Path 90582 77383 8432 9.30 7028 9.08 8047 8.88 6705 8.66

11 Rotary of Udyog Path & Sukhna Path 85931 73054 6592 7.67 5382 7.36 6439 7.49 5525 7.56

12 Rotary of Dakshin Marg & Sukhna Path 116794 99903 10430 8.93 8627 8.63 11645 9.97 9929 9.94

13 Sirhind chowk near Sector-51 58626 54973 6299 10.74 5216 9.48 5166 8.81 4649 8.46

14 Rotary on Sukhna Path Sector -49&50 86356 75136 7898 9.14 6072 8.08 8563 9.91 7484 9.96

15 Rotary Near Sec -47 (Poorvi Marg) 54262 47917 4679 8.62 3665 7.64 4912 9.05 4455 9.30

16 Rotary of Dakshin Marg and Poorvi Marg

Near sector-31 (Tribune Chowk) 143170 135805 12825 8.95 11198 8.24 13251 9.25 12361 9.10

17 Madhya Marg NearTimber Market 145157 143123 13334 9.18 11981 8.37 14111 9.72 14769 10.32

18 Chandigarh Railway Station Intersection 141366 133143 14238 10.07 12653 9.50 12543 8.87 11600 8.71

19 Housing Board Chowk 148481 133499 12399 8.35 10665 7.98 14285 9.62 12388 9.28

20 Sector-04 Panchkula ISBT 59147 51754 5883 9.94 4976 9.61 5492 9.28 4594 8.88 Source: RITES Primary Survey 2008-09

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4.6.5 Composition of Traffic

4.6.5.1 Daily traffic composition of fast moving passenger, goods and slow moving

vehicles at intersection locations are presented in Table 4.23. It is observed that

most of the locations exhibit predominance of fast moving passenger traffic

varying from 70% to 84%. On an average about 76% of traffic consists of light fast

moving passenger vehicle. The share of slow moving vehicles varies from 13% to

28% and an average is about 19%. The share of bus traffic has an average of about

1.9%. The fast moving passenger vehicles predominantly consist of two wheelers,

cars and auto rickshaw while slow vehicle consist of cycles and cycle rickshaws. It

is seen that share of two wheeler and autos in total traffic is maximum at most of

the locations. The share of goods traffic varies from 0.5% to 10% and the average

goods traffic in study area is about 3%.

Table 4.23 Daily Traffic Composition (16 Hours) At Intersection Locations

Composition (%)

Loc

.no Name of Location Car/

Jeep TW Auto Bus

Good

Vehicle

Slow

Moving

Vehicle

1 Near Chandigarh Housing Board 43.64 28.89 8.30 1.86 0.97 16.34

2 Cricket Stadium (Rotary) 27.39 40.23 9.26 2.70 1.14 19.28

3 Rotary Of Dakshin Marg and Jan Marg 34.31 39.50 8.00 1.69 1.44 15.06

4 Sector-62 Mohali Bus Stand 35.65 39.31 7.50 1.13 1.76 14.65

5 Sector -43 Chandigarh I.S.B.T. 32.90 41.78 4.47 0.79 0.60 19.46

6 Bhakra Colony Chowk 28.18 33.95 7.78 2.26 0.47 27.36

7 Aroma Hotel Chowk 25.79 40.34 8.22 2.07 0.50 23.08

8 Sec -17 ISBT Chandigarh 28.32 40.52 10.19 2.19 0.64 18.14

9 K.C. Cinema chowk 34.59 32.75 7.23 0.86 1.41 23.16

10 Rotary Of Madhya Marg and Sukhna Path 27.91 39.27 10.83 1.61 1.37 19.01

11 Rotary of Udyog Path & Sukhna Path 30.34 36.99 5.67 1.64 2.42 22.94

12 Rotary of Dakshin Marg & Sukhna Path 34.62 37.64 7.07 1.67 1.82 17.18

13 Sirhind chowk near Sector-51 36.66 34.55 3.42 2.66 5.48 17.23

14 Rotary on Sukhna Path Sector -49&50 32.26 39.06 4.60 2.09 3.92 18.07

15 Rotary Near Sec -47 (Poorvi Marg) 26.71 40.87 2.51 1.74 6.81 21.36

16

Rotary of Dakshin Marg and Poorvi Marg Near sector-

31(Tribune Chowk) 31.08 36.44 3.78 2.52 10.17 16.01

17 Madhya Marg NearTimber Market 32.00 29.57 6.27 1.44 7.59 23.13

18 Chandigarh Railway Station Intersection 34.68 34.98 4.96 1.56 7.03 16.79

19 Housing Board Chowk 42.36 35.30 3.27 1.77 4.27 13.03

20 Sector-04 Panchkula ISBT 37.18 34.11 3.55 3.06 1.84 20.26

Source: RITES Primary Survey 2008-09

4.6.5.2 Table 4.24 presents peak hour traffic composition at intersection locations. It is

observed that bus traffic share in peak hour is as high as 4.1% at Cricket Stadium

Rotary. Average bus traffic share is about 1.6%. The goods traffic constitutes 0.3%

at Bhakra Colony rotary to 11% at Timber Market. Average goods traffic is about

2.5%. Similarly, the share of slow moving passenger traffic varies from 14% at

Kisan Bhawan Rotary to 31% at Bhakra Colony (Rotary). On an average, slow

moving passenger vehicles have share of about 21%. The share of fast passenger

traffic varies from 63% at Timber Market Chowk to 83% at Kisan Bhawan Chowk,

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Matka Chowk and Phase 7 Mohali Chowk with an average of about 75% fast

passenger traffic.

Table 4.24 Peak Hour Traffic Composition at Intersection Locations

Peak Hour Composition (%)

Peak Total Total Total Total

Loc.n

Name of Locations

Hour

Fast Buses Goods Slow

0900 - 1000 77.70 1.78 0.62 19.90 1 Near Chandigarh Housing Board

1745 - 1845 82.35 1.42 0.62 15.61

0915 - 1015 74.75 4.08 0.74 20.43 2 Cricket Stadium (Rotary)

1730 - 1830 75.71 2.22 0.73 21.34

0930 - 1030 77.39 1.70 1.04 19.87 3 Rotary Of Dakshin Marg and Jan Marg

1745 - 1845 82.70 1.23 1.16 14.92

0930 - 1030 82.87 0.79 1.15 15.19 4 Sector-62 Mohali Bus Stand

1800 - 1900 78.68 0.73 1.37 19.22

0915 - 1015 75.25 0.58 0.47 23.70 5 Sector -43 Chandigarh I.S.B.T.

1730 - 1830 77.01 0.68 0.39 21.92

0915 - 1015 72.42 2.27 0.30 25.00 6 Bhakra Colony Chowk

1730 - 1830 67.83 1.30 0.35 30.52

0945 - 1045 72.69 1.31 0.36 25.63 7 Aroma Hotel Chowk

1745 - 1845 76.06 1.73 0.40 21.80

1030 - 1130 79.53 2.52 0.46 17.48 8 Sec -17 ISBT Chandigarh

1730 - 1830 79.70 1.58 0.43 18.29

0915 - 1015 74.57 0.53 0.89 24.01 9 K.C. Cinema chowk

1800 - 1900 75.54 0.63 1.24 22.59

0900 - 1000 75.93 1.33 0.75 21.99 10 Rotary Of Madhya Marg and Sukhna Path

1730 - 1830 78.27 1.26 1.55 18.93

0900 - 1000 72.73 1.22 2.25 23.80 11 Rotary of Udyog Path & Sukhna Path

1730 - 1830 73.66 1.66 2.61 22.07

0915 - 1015 79.06 1.40 1.18 18.36 12 Rotary of Dakshin Marg & Sukhna Path

1730 - 1830 78.74 1.37 1.53 18.36

0845 - 0945 73.46 1.76 3.18 21.61 13 Sirhind chowk near Sector-51

1800 - 1900 74.31 1.76 4.01 19.92

0830 - 0930 71.71 1.93 2.17 24.19 14 Rotary on Sukhna Path Sector -49&50

1800 - 1900 72.56 1.60 3.96 21.88

0845 - 0945 67.48 1.68 3.91 26.93 15 Rotary Near Sec -47 (Poorvi Marg)

1730 - 1830 66.23 1.67 7.74 24.37

0915 - 1015 70.85 2.20 7.03 19.92

16

Rotary of Dakshin Marg and Poorvi Marg Near sector-

31(Tribune Chowk) 1730 - 1830 71.44 1.96 9.11 17.49

0900 - 1000 67.95 1.22 3.94 26.89 17 Madhya Marg NearTimber Market

1830 - 1930 63.89 1.52 10.80 23.79

0915 - 1015 76.85 1.02 3.88 18.24 18 Chandigarh Railway Station Intersection

1830 - 1930 72.27 1.07 6.29 20.37

0830 - 0930 75.72 1.56 2.67 20.04 19 Housing Board Chowk

1730 - 1830 80.27 1.78 3.73 14.21

0845 - 0945 71.18 2.75 0.99 25.08 20 Sector-04 Panchkula ISBT

1745 - 1845 76.91 2.04 1.17 19.88

Source: RITES Primary Survey 2008-09

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4.7 PEDESTRIAN VOLUME COUNTS AT INTERSECTION LOCATIONS

4.7.1 Pedestrians form a major proportion of commuters. Not only trips are conducted by

walk in its entirety but every public transport trip will also have component of

walk at its both ends. Though they are short distance travelers, they are spread all

over the city. As facilities furnished for them are encroached upon by vendors or

for road space, they have to spill on roads. These contribute to accidents also. One

alternative for their facility and controlling their spill on roads is to provide good

footpath with railings covering about two meters width on either side of the road

with openings at desired crossing points. Table 4.25 below shows the max PV^2

values at 10 critical junctions in study area. It is observed that the all the location

has observed PV^2 more than 2 X 10^8. As per IRC guidelines grade separation

facilities need to be provided for pedestrians. It is assumed that after coming up of

the MRT system the pedestrian movement across roads will be taken by the grade

separated facilities proposed to be provided at Metro and BRT stations and at grade

pedestrian facilities at all junctions. The choice between lift/escalator operated

underpasses will depend upon the specific site conditions. Pedestrian count survey

location is shown ion Figure 4.6 and survey proforma as Annexure 4.11.

Table 4.25 Observed PV^2 values at Critical Junctions

S.no Name of Location Max PV^2 Observed

1 Kishan Bhawan 3.86E+09

2 Ph-VII Mohali 4.7E+09

3 Bhakra Colony Chowk 6.86E+09

4 Aroma Hotel Chowk 4.65E+09

5 Sec-17 ISBT 6.4E+09

6 K.C. Cinema 9.4E+09

7 Rotary of madhya Marg and Sukhna Path 1.21E+10

8 Tribune Chowk 9.43E+09

9 Timber Market 1.92E+10

10 Housing Board Chowk 4.31E+10 Source: RITES Primary Survey 2008-09

4.8 VOLUME / CAPACITY RATIO

Table 4.26 below shows V/C ratios at various major roads in study area. It can be

seen from table that most of the roads have V/C ratios for year 2009 less than 1.0

except two corridors namely Madhya Marg and Udyog Path.

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Table 4.26 Volume/Capacity Ratio on Various Roads in Study Area

S.No Name of Road V/C Ratio 2009

1 Vidya Path 0.8

2 Udyan Path 0.7

3 Jan Marg 0.8

4 Himalaya Marg 0.7

5 Sarovar Path 0.8

6 Sukhna Path 0.8

7 Chandi Marg 0.6

8 Purv Marg 0.8

9 Madhya Marg 1.2

10 Udyog Path 1.1

11 Dakshin Marg 0.8

12 Between Sec 10 and 15 (Panchkula) 0.8

13 Between Sec 6 and city center (Panchkula) 0.3

14 Near Sec 1 Shimla Road (Panchkula) 0.8

15 NH-21 ( Near Tribune Chowk) 0.7 Source: RITES Primary Survey 2008-09*

4.9 CONCLUSIONS

4.9.1 Overall daily traffic desire of Inter – city traffic (passenger and freight)indicates

the need of bypass link between (Refer Figure 4.2 and Figure 4.3)

• Kharar and Derabassi

• Derabassi and Parwanu

• Derabassi and Baddi

• Parwanu and Baddi

4.9.2 Mid Block counts indicates at present V/C ratio are less than one on most of the

roads except Madhya Marg and Udyog Path. But V/C needs to be stabilized at this

point only by intervention of a citywide good public mass transport system for

Chandigarh Urban Complex.

4.9.3 Intersection Counts indicates high volume of traffic approaching these junctions as

a result the waiting time is increasing on them. Many of these junctions need

immediate grade separation and improvement to reduce the delays at junctions.

Some of the junctions which needs immediate improvement are K.C Cinema

Chowk (Press Chowk), Tribune Chowk, Transport Nagar Chowk, Railway Station

Chowk, Housing Board Chowk.

4.9.4 Traffic surveys shows growing traffic interaction between Chandigarh Urban

Complex and towns such as Kharar, Derabassi, Baddi, Kalka etc. Therefore proper

and adequate transport linkages need to be developed to cater to the future traffic

needs.

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DRAFT FINAL REPORT– July 2009 Chapter 5 – Parking Characteristics

RITES LTD Page 1 of 14

CHAPTER- 5

PARKING CHARACTERISTICS

5.1 INTRODUCTION

In order to ascertain parking characteristics such as parking accumulation, parking

duration, parking demand, parking supply, parking index, and parking turnover,

parking surveys have been conducted on 40 locations around the city center of

Chandigarh in Sector 17 which covers all the parking lots in Sector 17. Parking

surveys have been carried out for 12 hour duration. Survey proforma is given as

Annexure 5.1. The parking survey locations have been shown in Figure 5.1.

5.2 PARKING ACCUMULATION

Parking Accumulation is the number of vehicles parked at a particular location at a

particular time. Peak hour parking accumulation at various locations is given in Table

5.1. Table 5.1 indicates that at Sector 17E (in front of Sagar Ratna restaurant, PK 18)

and sector 17B (in front of Haryana Cooperative Apex Bank, PK 37) are most popular

parking sites where parking demand is maximum.

5.3 PARKING DURATION

Table 5.2 gives the parking duration of various modes at parking survey locations

slected across the study area. Long term parking is observed mainly at parking lots

near offices, banks and hotels. This is mainly due to fact that employees park their

vehicles in the morning and go to their work place and pick them up in the evening at

the time of return. At most other locations short term parking (upto 4 hrs) is

significant due to shopping areas.

5.4 PARKING DEMAND AND SUPPLY

Parking demand at a location is the number of vehicles parked over a period at time.

Parking demand and parking supply at various locations are given in Table 5.3. The

table indicates that parking demand is very high at most locations and parking

demand outstrips supply at most locations. Peak parking demand for Sector 17 is

about 10074 ECS whereas the supply is only 6658 ECS. Thus there is an unful filled

demand of approx 3400 ECS required to be met through multilevel parking.

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RITES LTD Page 2 of 14

5.5 PARKING INDEX

Parking Index is the ratio of peak hour parking accumulation to parking supply of

spaces. Table 5.4 gives the Parking Index at various locations. Parking indices are

more than 1 at most of the survey locations. Average parking index for Sector 17 is

1.7.

5.6 PARKING TURNOVER

Parking Turnover is the number of times a parking space is used during a day. Parking

turnover at various locations is given in Table 5.4. At most of the locations where

parking is long term, parking turnover is less. At other locations, (like near Hotel Park

View PK5, Near High Court PK6 and between Telephone Bhawan and GPO building

PK32) parking turnover is high indicating short term parking duration. Average

parking turnover in Sector 17 is 4.5.

5.7 CONCLUSIONS

As parking demand oustrips parking supply in Sector 17 by about 3400 ECS.

Additional parking spaces need to be created to meet the demand in the short term.

For the long term a good quality mass public transport system should be developed

and linked to major work centers/offices/populated pockets of the urban complex.

This will help in stabilizing the parking demand. A parking policy should also be

evolved for major city centers of the urban complex.

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RITES LTD Page 3 of 14

Table 5.1 Modewise Peak Parking Accumulation

Peak Accumulation

S.No Location Landmark Peak Time Car 2-Whlr.

Peak

Accumulation

Equivalent Car

spaces (ECS)

Parking

Type

1 PK - 1 Infront of Secretriat Haryana near ISBT -17 1530 - 1600 140 - 140 Off

2 PK - 2 Infront of Fire Station & Backside ISBT -17 1430 - 1500 - 712 178 Off

3 PK - 3 Infront of High Court 1100 - 1130 - 447 112 Off

4 PK - 4 Infront of High Court 1400 - 1430 179 191 227 Off

5 PK - 5 Infront of Main Gate of Police Station To near Hotel Park View (On Road Parking) 1030 - 1100 25 113 53

On

6 PK - 6 Infront of Main Gate of Police Station To Main Gate of High Court (On Road Parking) 1030 - 1100 36 51 56

On

7 PK - 7 Infront of PT Drill Ground & near High Court 1030 - 1100 - 87 22 Off

8 PK - 8 Infront of High Court (On Road Parking) 1030 - 1100 100 1 100 On

9 PK - 9 Near Backside of Police Station Sec. -17 1100 - 1130 113 - 113 Off

10 PK - 10 Infront of Post Master General Office 1530 - 1600 95 169 137 Off

11 PK - 11 Backside of Micky Chhabra Shop Sec. -17E, (SCO-5-6) 1630 - 1700 188 260 253 Off

12 PK - 12 Backside of Giordano Shop Sec. -17E, 1230 - 1300 - 227 57 Off

13 PK - 13 & PK - 14 Near Neelam Cinema and infront of B.R. Tailor Sec.-17E (SCO-18) 1530 - 1600 66 150 104 Off

14 PK - 15 Infront of Student Tailor Sec.-17E (SCO-21) 1730 - 1800 136 199 186 Off

15 PK - 16 Infront of Jagat Singh & Sons Shop Sec.-17E 1130 - 1200 - 416 104 Off

16 PK - 17 Opposite of Accountant General Punjab Office 1630 - 1700 172 568 114 Off

17 PK - 18 Infront of Sagar Ratna Restaurant Sec.-17E 1900 - 1930 1075 476 1094 Off

18 PK - 19 Infront of Capital Book Depot Sec.-17E & State Bank of Bikaner & jaipur Sec. 17D (SCO-106-108) 1300 - 1330 292 262 398

Off

19 PK - 20 Infront of Oriental Insurance Company Sec. 17D (SCO-109-110-111) 1330 - 1400 476 671 644

Off

20 PK - 21 Near Social Promoter Booth 1200 - 1230 - 379 95 Off

21 PK - 22 Infront of Canara Bank Sec.-17C (SCO-114-115) & Sidhu Travels Sec. 17C (SCO-123-124) 1230 - 1300 685 924 916

Off

22 PK - 23 Infront of Telephone Bhawan 1230 - 1300 185 85 206 Off

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RITES LTD Page 4 of 14

Peak Accumulation

S.No Location Landmark Peak Time Car 2-Whlr.

Peak

Accumulation

Equivalent Car

spaces (ECS)

Parking

Type

23 PK - 24 Infront of GPO & Speed Post Sec. 17 1600 - 1630 61 217 115 Off

24 PK - 25 Infront of United Bank of India Sec.-17C (SCO-32-33-34) & near D.C. office 1200 - 1230 93 161 133

Off

25 PK - 26 Infront of National Gallery Sec.-17C & Wine Shop (SCO-156-158) , near D.C. office 1130 - 1200 - 211 53 On

26 PK - 27 Infront of National Gallery Sec.-17C 1530 - 1600 164 - 164 Off

27 PK - 28 Infront of D.C. Office & near National Gallery Sec.-17C 1530 - 1600 103 498 228 Off

28 PK - 29 Infront of Krishna Carpet Company & Udyog Bhawan Sec.-17C 1530 - 1600 631 150 894 Off

29 PK - 30 Infront of Employees Provident Fund Sec.-17D (SCO- 4-7) 1230 - 1300 70 17 74 On

30 PK - 31 Infront of Employees Provident Fund Sec.-17D (SCO- 4-7) 1100 - 1130 12 174 56 On

31 PK - 32 Between Telephone Bhawan & GPO Building 1530 - 1600 114 570 257 Off

32 PK - 33 Infront of New India Assurance Co. Ltd. Sec.-17A (SCO- 36-37) 1530 - 1600 397 451 510 Off

33 PK - 34 Infront of Income Tex Deptt. Sec.-17A (SCO- 40-41) 1300 - 1330 - 88 22 On

34 PK - 35 Infront of Haryana Financial Corporation Sec.-17C 1400 - 1430 - 178 45 Off

35 PK - 36 Infront of Jeevan Prakash Building & PNB Bank Sec.-17B 1200 - 1230 102 194 151 Off

36 PK - 37 Infront of Haryana Co-operative Apex Bank Sec.-17B (SCO- 78-80) & Punjab & Sindh Bank (SCO-84-91) 1100 - 1130 663 1284 984

Off

37 PK - 38 Infront of SBI Bank Administrative Office Sec.-17B (SCO- 107-108) 1230 - 1300 128 182 174 Off

38 PK - 39 Infront of SBI Life Insurance Sec.-17B (SCO- 109-110) 1130 - 1200 124 126 156 Off

39 PK - 40 Near PNB High Value Branch Sec.-17B (SCO- 125-127) 1230 - 1300 317 590 465 Off

40 PK - 41 Near Wine Shop, Sec.-17A (SCO- 68-70) 1130 -1200 186 392 284 Off

Source: RITES Primary Survey 2008 – 09

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Table 5.2 Modewise Parking Duration

Duration (Hours)

0--2 2--4 4--6 6--8 >8 S.No Location Landmark Mode

Short Term Medium Term Long

Term

Total

Car 183 9 26 17 98 333

% 54.95 2.70 7.81 5.11 29.43 100.00

2-Whlr. - - - - - - 1 PK - 1 Infront of Secretriat Haryana near ISBT -17

% - - - - - -

Car - - - - - -

% - - - - - -

2-Whlr. 383 102 116 94 550 1245 2 PK - 2

Infront of Main Gate of Police Station To near Hotel Park View (On Road Parking)

% 30.76 8.19 9.32 7.55 44.18 100.00

Car - - - - - -

% - - - - - -

2-Whlr. 379 148 114 151 105 897 3 PK - 3 Infront of High Court

% 42.25 16.50 12.71 16.83 11.71 100.00

Car 44 28 32 64 91 259

% 16.99 10.81 12.36 24.71 35.14 100.00

2-Whlr. 259 69 58 63 61 510 4 PK - 4 Infront of High Court

% 50.78 13.53 11.37 12.35 11.96 100.00

Car 77 19 3 0 0 99

% 77.78 19.19 3.03 0.00 0.00 100.00

2-Whlr. 469 68 8 1 0 546 5 PK - 5

Infront of Main Gate of Police Station To near Hotel Park

View (On Road Parking)

% 85.90 12.45 1.47 0.18 0.00 100.00

Car 113 22 3 0 0 138

% 81.88 15.94 2.17 0.00 0.00 100.00

2-Whlr. 334 29 16 5 0 384 6 PK - 6

Infront of Main Gate of Police Station To Main Gate of

High Court (On Road Parking)

% 86.98 7.55 4.17 1.30 0.00 100.00

Car - - - - - - 7 PK - 7 Infront of PT Drill Ground & near High Court (On Road

Parking) % - - - - - -

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Duration (Hours)

0--2 2--4 4--6 6--8 >8 S.No Location Landmark Mode

Short Term Medium Term Long

Term

Total

2-Whlr. 142 20 22 23 27 234

% 60.68 8.55 9.40 9.83 11.54 100.00

Car 342 42 8 - - 392

% 87.24 10.71 2.04 0.00 0.00 100.00

2-Whlr. 19 0 1 1 0 21 8 PK - 8 Infront of High Court (On Road Parking)

% 90.48 0.00 4.76 4.76 0.00 100.00

Car 140 41 33 18 17 249

% 56.22 16.47 13.25 7.23 6.83 100.00

2-Whlr. - - - - - - 9 PK - 9 Near Backside of Police Station Sec. -17

% - - - - - -

Car 83 23 24 34 34 198

% 41.92 11.62 12.12 17.17 17.17 100.00

2-Whlr. 252 71 47 38 95 503 10 PK - 10 Infront of Post Master General Office

% 50.10 14.12 9.34 7.55 18.89 100.00

Car 406 103 57 37 49 652

% 62.27 15.80 8.74 5.67 7.52 100.00

2-Whlr. 290 100 81 57 119 647 11 PK - 11 Backside of Micky Chhabra Shop Sec. -17E, (SCO-5-6)

% 44.82 15.46 12.52 8.81 18.39 100.00

Car - - - - - -

% - - - - - -

2-Whlr. 459 106 57 57 83 762 12 PK - 12 Backside of Giordano Shop Sec. -17E,

% 60.24 13.91 7.48 7.48 10.89 100.00

Car 129 21 18 21 21 210

% 61.43 10.00 8.57 10.00 10.00 100.00

2-Whlr. 133 62 45 48 67 355 13 PK - 13 & PK - 14

Near Neelam Cinema and infront of B.R. Tailor Sec.-17E

(SCO-18)

% 37.46 17.46 12.68 13.52 18.87 100.00

Car 205 56 28 32 48 369 14 PK - 15 Infront of Student Tailor Sec.-17E (SCO-21)

% 55.56 15.18 7.59 8.67 13.01 100.00

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Duration (Hours)

0--2 2--4 4--6 6--8 >8 S.No Location Landmark Mode

Short Term Medium Term Long

Term

Total

2-Whlr. 154 62 57 52 100 425

% 36.24 14.59 13.41 12.24 23.53 100.00

Car - - - - - -

% - - - - - -

2-Whlr. 363 128 103 138 149 881 15 PK - 16 Infront of Jagat Singh & Sons Shop Sec.-17E

% 41.20 14.53 11.69 15.66 16.91 100.00

Car 402 85 74 82 84 727

% 55.30 11.69 10.18 11.28 11.55 100.00

2-Whlr. 266 161 152 168 296 1043 16 PK - 17 Opposite of Accountant General Punjab Office

% 25.50 15.44 14.57 16.11 28.38 100.00

Car 1512 400 242 259 214 2627

% 57.56 15.23 9.21 9.86 8.15 100.00

2-Whlr. 389 112 120 127 224 972 17 PK - 18 Infront of Sagar Ratna Restaurant Sec.-17E

% 40.02 11.52 12.35 13.07 23.05 100.00

Car 890 113 61 65 95 1224

% 72.71 9.23 4.98 5.31 7.76 100.00

2-Whlr. 458 63 60 76 125 782 18 PK - 19

Infront of Capital Book Depot Sec.-17E & State Bank of

Bikaner & jaipur Sec. 17D (SCO-106-108)

% 58.57 8.06 7.67 9.72 15.98 100.00

Car 949 229 103 107 170 1558

% 60.91 14.70 6.61 6.87 10.91 100.00

2-Whlr. 341 137 115 127 442 1162 19 PK - 20

Infront of Oriental Insurance Company Sec. 17D (SCO-

109-110-111)

% 29.35 11.79 9.90 10.93 38.04 100.00

Car - - - - - -

% - - - - - -

2-Whlr. 375 144 104 107 124 854 20 PK - 21 Near Social Promoter Booth

% 43.91 16.86 12.18 12.53 14.52 100.00

Car 1110 307 178 166 234 1995 21 PK - 22 Infront of Canara Bank Sec.-17C (SCO-114-115) & Sidhu

Travels Sec. 17C (SCO-123-124) % 55.64 15.39 8.92 8.32 11.73 100.00

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Duration (Hours)

0--2 2--4 4--6 6--8 >8 S.No Location Landmark Mode

Short Term Medium Term Long

Term

Total

2-Whlr. 546 227 217 262 554 1806

% 30.23 12.57 12.02 14.51 30.68 100.00

Car 137 48 46 63 57 351

% 39.031 13.675 13.105 17.949 16.239 100.000

2-Whlr. 32 21 24 31 30 138 22 PK - 23 Infront of Telephone Bhawan

% 23.19 15.22 17.39 22.46 21.74 100.00

Car 143 36 11 10 26 226

% 63.27 15.93 4.87 4.42 11.50 100.00

2-Whlr. 316 50 45 68 106 585 23 PK - 24 Infront of GPO & Speed Post Sec. 17

% 54.017 8.547 7.692 11.624 18.120 100.000

Car 40 32 31 30 23 156

% 25.64 20.51 19.87 19.23 14.74 100.00

2-Whlr. 225 56 45 46 22 394 24 PK - 25

Infront of United Bank of India Sec.-17C (SCO-32-33-34)

& near D.C. office

% 57.11 14.21 11.42 11.68 5.58 100.00

Car - - - - - -

% - - - - - -

2-Whlr. 613 114 10 0 0 737 25 PK - 26

Infront of National Gallery Sec.-17C & Wine Shop (SCO-

156-158) , near D.C. office

% 83.18 15.47 1.36 0.00 0.00 100.00

Car 137 23 38 31 81 310

% 44.19 7.42 12.26 10.00 26.13 100.00

2-Whlr. - - - - - - 26 PK - 27 Infront of National Gallery Sec.-17C

% - - - - - -

Car 133 38 36 23 41 271

% 49.08 14.02 13.28 8.49 15.13 100.00

2-Whlr. 395 128 152 141 225 1041 27 PK - 28 Infront of D.C. Office & near National Gallery Sec.-17C

% 37.94 12.30 14.60 13.54 21.61 100.00

Car 842 218 199 202 212 1673 28 PK - 29 Infront of Krishna Carpet Company & Udyog Bhawan Sec.-

17C % 50.33 13.03 11.89 12.07 12.67 100.00

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Duration (Hours)

0--2 2--4 4--6 6--8 >8 S.No Location Landmark Mode

Short Term Medium Term Long

Term

Total

2-Whlr. 698 349 307 358 491 2203

% 31.68 15.84 13.94 16.25 22.29 100.00

Car 161 38 15 14 4 232

% 69.40 16.38 6.47 6.03 1.72 100.00

2-Whlr. 41 7 4 3 1 56 29 PK - 30 Infront of Employees Provident Fund Sec.-17D (SCO- 4-7)

% 73.21 12.50 7.14 5.36 1.79 100.00

Car 44 6 5 1 0 56

% 78.57 10.71 8.93 1.79 0.00 100.00

2-Whlr. 332 126 53 31 9 551 30 PK - 31 Infront of Employees Provident Fund Sec.-17D (SCO- 4-7)

% 60.25 22.87 9.62 5.63 1.63 100.00

Car 222 26 24 34 42 348

% 63.79 7.47 6.90 9.77 12.07 100.00

2-Whlr. 687 139 219 214 199 1458 31 PK - 32 Between Telephone Bhawan & GPO Building

% 47.12 9.53 15.02 14.68 13.65 100.00

Car 432 165 99 118 138 952

% 45.38 17.33 10.40 12.39 14.50 100.00

2-Whlr. 225 82 92 149 175 723 32 PK - 33

Infront of New India Assurance Co. Ltd. Sec.-17A (SCO-

36-37)

% 31.12 11.34 12.72 20.61 24.20 100.00

Car - - - - - -

% - - - - - -

2-Whlr. 259 64 23 11 5 362 33 PK - 34 Infront of Income Tex Deptt. Sec.-17A (SCO- 40-41)

% 71.55 17.68 6.35 3.04 1.38 100.00

Car - - - - - -

% - - - - - -

2-Whlr. 90 30 34 21 124 299 34 PK - 35 Infront of Haryana Financial Corporation Sec.-17C

% 30.10 10.03 11.37 7.02 41.47 100.00

Car 85 47 27 27 39 225 35 PK - 36 Infront of Jeevan Prakash Building & PNB Bank Sec.-17B

% 37.78 20.89 12.00 12.00 17.33 100.00

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Duration (Hours)

0--2 2--4 4--6 6--8 >8 S.No Location Landmark Mode

Short Term Medium Term Long

Term

Total

2-Whlr. 205 42 32 49 87 415

% 49.40 10.12 7.71 11.81 20.96 100.00

Car 740 191 161 220 230 1542

% 47.99 12.39 10.44 14.27 14.92 100.00

2-Whlr. 949 319 371 448 459 2546 36 PK - 37

Infront of Haryana Co-operative Apex Bank Sec.-17B

(SCO- 78-80) & Punjab & Sindh Bank (SCO-84-91)

% 37.27 12.53 14.57 17.60 18.03 100.00

Car 139 47 38 28 34 286

% 48.60 16.43 13.29 9.79 11.89 100.00

2-Whlr. 230 62 52 56 51 451 37 PK - 38

Infront of SBI Bank Administrative Office Sec.-17B (SCO-

107-108)

% 51.00 13.75 11.53 12.42 11.31 100.00

Car 19 23 15 43 56 156

% 12.18 14.74 9.62 27.56 35.90 100.00

2-Whlr. 59 27 20 45 50 201 38 PK - 39 Infront of SBI Life Insurance Sec.-17B (SCO- 109-110)

% 29.35 13.43 9.95 22.39 24.88 100.00

Car 294 105 91 80 152 722

% 40.72 14.54 12.60 11.08 21.05 100.00

2-Whlr. 370 192 128 192 277 1159 39 PK - 40 Near PNB High Value Branch Sec.-17B (SCO- 125-127)

% 31.92 16.57 11.04 16.57 23.90 100.00

Car 339 105 54 43 61 602

% 56.31 17.44 8.97 7.14 10.13 100.00

2-Whlr. 378 140 102 115 181 916 40 PK - 41 Near Wine Shop, Sec.-17A (SCO- 68-70)

% 41.266 15.284 11.135 12.555 19.760 100.000 Source: RITES Primary Survey 2008 – 09

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RITES LTD Page 11 of 14

Table 5.3 Total Parking Demand and Supply

S.No Location Direction Car 2-Whlr

Parking

Demand (ECS)

Parking

Supply (ECS)

1 PK - 1 Infront of Secretriat Haryana near ISBT -17 333 - 333 101

2 PK - 2 Infront of Fire Station & Backside ISBT -17 - 1245 311 87

3 PK - 3 Infront of High Court - 897 224 55

4 PK - 4 Infront of High Court 259 510 387 190

5 PK - 5

Infront of Main Gate of Police Station To near Hotel Park

View (On Road Parking) 99 546 236 20

6 PK - 6

Infront of Main Gate of Police Station To Main Gate of

High Court (On Road Parking) 138 384 234 25

7 PK - 7

Infront of PT Drill Ground & near High Court (On Road

Parking) - 234 59 13

8 PK - 8 Infront of High Court (On Road Parking) 392 21 397 54

9 PK - 9 Near Backside of Police Station Sec. -17 249 0 249 103

10 PK - 10 Infront of Post Master General Office 198 503 324 104

11 PK - 11 Backside of Micky Chhabra Shop Sec. -17E, (SCO-5-6) 652 647 814 231

12 PK - 12 Backside of Giordano Shop Sec. -17E, - 762 191 22

13 PK - 13 & PK - 14

Near Neelam Cinema and infront of B.R. Tailor Sec.-17E

(SCO-18) 210 355 299 92

14 PK - 15 Infront of Student Tailor Sec.-17E (SCO-21) 369 425 475 190

15 PK - 16 Infront of Jagat Singh & Sons Shop Sec.-17E - 881 220 63

16 PK - 17 Opposite of Accountant General Punjab Office 727 1043 988 270

17 PK - 18 Infront of Sagar Ratna Restaurant Sec.-17E 2627 972 2870 573

18 PK - 19

Infront of Capital Book Depot Sec.-17E & State Bank of

Bikaner & jaipur Sec. 17D (SCO-106-108) 1224 782 1420 196

19 PK - 20

Infront of Oriental Insurance Company Sec. 17D (SCO-

109-110-111) 1558 1162 1849 550

20 PK - 21 Near Social Promoter Booth - 854 214 64

21 PK - 22 Infront of Canara Bank Sec.-17C (SCO-114-115) & Sidhu 1995 1806 2447 528

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S.No Location Direction Car 2-Whlr

Parking

Demand (ECS)

Parking

Supply (ECS)

Travels Sec. 17C (SCO-123-124)

22 PK - 23 Infront of Telephone Bhawan 351 138 386 223

23 PK - 24 Infront of GPO & Speed Post Sec. 17 226 585 372 98

24 PK - 25

Infront of United Bank of India Sec.-17C (SCO-32-33-34)

& near D.C. office 156 394 255 47

25 PK - 26

Infront of National Gallery Sec.-17C & Wine Shop (SCO-

156-158) , near D.C. office - 737 184 41

26 PK - 27 Infront of National Gallery Sec.-17C 310 - 310 119

27 PK - 28 Infront of D.C. Office & near National Gallery Sec.-17C 271 1041 531 93

28 PK - 29

Infront of Krishna Carpet Company & Udyog Bhawan

Sec.-17C 1673 2203 2224 296

29 PK - 30 Infront of Employees Provident Fund Sec.-17D (SCO- 4-7) 232 56 246 72

30 PK - 31 Infront of Employees Provident Fund Sec.-17D (SCO- 4-7) 56 551 194 43

31 PK - 32 Between Telephone Bhawan & GPO Building 348 1458 713 70

32 PK - 33

Infront of New India Assurance Co. Ltd. Sec.-17A (SCO-

36-37) 952 723 1133 445

33 PK - 34 Infront of Income Tex Deptt. Sec.-17A (SCO- 40-41) - 362 91 22

34 PK - 35 Infront of Haryana Financial Corporation Sec.-17C - 299 75 14

35 PK - 36 Infront of Jeevan Prakash Building & PNB Bank Sec.-17B 225 415 329 81

36 PK - 37

Infront of Haryana Co-operative Apex Bank Sec.-17B

(SCO- 78-80) & Punjab & Sindh Bank (SCO-84-91) 1542 2546 2179 731

37 PK - 38

Infront of SBI Bank Administrative Office Sec.-17B

(SCO- 107-108) 286 451 399 180

38 PK - 39 Infront of SBI Life Insurance Sec.-17B (SCO- 109-110) 156 201 206 96

39 PK - 40 Near PNB High Value Branch Sec.-17B (SCO- 125-127) 722 1159 1012 289

40 PK - 41 Near Wine Shop, Sec.-17A (SCO- 68-70) 602 916 831 168 Source: RITES Primary Survey 2008 – 09

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Table 5.4 Parking Index and Parking Turnover

S.No Location Direction Parking Index Parking Turnover

1 PK - 1 Infront of Secretriat Haryana near ISBT -17 1.4 3.3

2 PK - 2 Infront of Fire Station & Backside ISBT -17 2.0 3.6

3 PK - 3 Infront of High Court 2.0 4.1

4 PK - 4 Infront of High Court 1.2 2.0

5 PK - 5 Infront of Main Gate of Police Station To near Hotel Park View (On Road Parking)

2.7 11.8

6 PK - 6 Infront of Main Gate of Police Station To Main Gate of High Court (On Road Parking)

2.2 9.2

7 PK - 7 Infront of PT Drill Ground & near High Court (On Road Parking) 1.7 4.4

8 PK - 8 Infront of High Court (On Road Parking) 1.8 7.3

9 PK - 9 Near Backside of Police Station Sec. -17 1.1 2.4

10 PK - 10 Infront of Post Master General Office 1.3 3.1

11 PK - 11 Backside of Micky Chhabra Shop Sec. -17E, (SCO-5-6) 1.1 3.5

12 PK - 12 Backside of Giordano Shop Sec. -17E, 2.6 8.6

13 PK - 13 & PK - 14 Near Neelam Cinema and infront of B.R. Tailor Sec.-17E (SCO-18)

1.1 3.2

14 PK - 15 Infront of Student Tailor Sec.-17E (SCO-21) 1.0 2.5

15 PK - 16 Infront of Jagat Singh & Sons Shop Sec.-17E 1.7 3.5

16 PK - 17 Opposite of Accountant General Punjab Office 0.4 3.7

17 PK - 18 Infront of Sagar Ratna Restaurant Sec.-17E 1.9 5.0

18 PK - 19 Infront of Capital Book Depot Sec.-17E & State Bank of Bikaner & jaipur Sec. 17D (SCO-106-108)

2.0 7.2

19 PK - 20 Infront of Oriental Insurance Company Sec. 17D (SCO-109-110-111) 1.2 3.4

20 PK - 21 Near Social Promoter Booth 1.5 3.3

21 PK - 22 Infront of Canera Bank Sec.-17C (SCO-114-115) & Sidhu Travels Sec. 17C (SCO-123-124)

1.7 4.6

22 PK - 23 Infront of Telephone Bhawan 0.9 1.7

23 PK - 24 Infront of GPO & Speed Post Sec. 17 1.2 3.8

24 PK - 25 Infront of United Bank of India Sec.-17C (SCO-32-33-34) & near D.C. office

2.8 5.4

25 PK - 26 Infront of National Gallery Sec.-17C & Wine Shop (SCO-156-158) , near D.C. office

1.3 4.5

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RITES LTD Page 14 of 14

S.No Location Direction Parking Index Parking Turnover

26 PK - 27 Infront of National Gallery Sec.-17C 1.4 2.6

27 PK - 28 Infront of D.C. Office & near National Gallery Sec.-17C 2.5 5.7

28 PK - 29 Infront of Krishna Carpet Company & Udyog Bhawan Sec.-17C 3.0 7.5

29 PK - 30 Infront of Employees Provident Fund Sec.-17D (SCO- 4-7) 1.0 3.4

30 PK - 31 Infront of Employees Provident Fund Sec.-17D (SCO- 4-7) 1.3 4.5

31 PK - 32 Between Telephone Bhawan & GPO Building 3.7 10.1

32 PK - 33 Infront of New India Assurance Co. Ltd. Sec.-17A (SCO- 36-37) 1.1 2.5

33 PK - 34 Infront of Income Tex Deptt. Sec.-17A (SCO- 40-41) 1.0 4.1

34 PK - 35 Infront of Haryana Financial Corporation Sec.-17C 3.2 5.4

35 PK - 36 Infront of Jeevan Prakash Building & PNB Bank Sec.-17B 1.9 4.0

36 PK - 37 Infront of Haryana Co-operative Apex Bank Sec.-17B (SCO- 78-80) & Punjab & Sindh Bank (SCO-84-91)

1.3 3.0

37 PK - 38 Infront of SBI Bank Administrative Office Sec.-17B (SCO- 107-108) 1.0 2.2

38 PK - 39 Infront of SBI Life Insurance Sec.-17B (SCO- 109-110) 1.6 2.2

39 PK - 40 Near PNB High Value Branch Sec.-17B (SCO- 125-127) 1.6 3.5

40 PK - 41 Near Wine Shop, Sec.-17A (SCO- 68-70) 1.7 4.9 Source: RITES Primary Survey 2008 – 09

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CHAPTER- 6

INTER-CITY PUBLIC TRANSPORT

CHARACTERISTICS

6.1 PUBLIC TRANSPORT SURVEYS

The following public transport surveys were conducted as part of the study:

1 Rail Passenger surveys

2 Bus Passenger surveys

3 Air Passenger surveys

The data collected through the field surveys has been analysed to assess the various

public transport characteristics of commuters for different modes. The survey

proforma are given as Annexure 6.1, 6.1A, 6.1B and 6.1C

6.2 RAIL PASSENGER CHARACTERISTICS

6.2.1 The Rail Passenger Surveys were conducted to ascertain travel characteristics of

railway passengers. The survey was administered by counting the number of

passengers boarding and alighting the trains along with origin–destination (O-D)

survey on random sampling basis by interviewing passengers waiting to board the

train at railway stations. This survey was conducted at 4 railway stations within the

study area for a period of 24 hours. The information included:

• Boarding/Alighting passenger volume count

• O-D survey of passengers at railway stations

• Trip purpose, travel time, travel cost etc.

• Travel frequency of passengers

6.2.2 It is observed from the analysis of rail terminal survey that Chandigrah Railway

station caters to the maximum number of passengers/other users (28138) followed by

Kalka Railway Station (6125). Mohali Railway station is handling the minimum

number of passengers (136) among all the 4 railway stations surveyed in study area.

The daily passenger volume along with the peak hour factor at the surveyed railway

stations are given in Table 6.1. The table indicates that peak hour factors varies from

11.55 (Chandigarh railway station) to 54.41 (Mohali railway station).

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Table 6.1 Distribution of Passengers/Other Users at Major Railway Stations in

Chandigarh Urban Complex

S.No Name of Railway Station Total

Passengers/Other Users Per Day

Peak Hour Passenger/Users

Peak Hour Factor

1 Chandigarh 28138 3249 11.55

2 Chandimandir 620 256 41.29

3 Kalka 6125 1345 21.96

4 Mohali 136 74 54.41

TOTAL 35019 4924 14.06

Source: RITES Primary Survey 2008 – 09

6.2.3 It is observed from Table 6.2 that the share of service & business purpose trips is

about 59% followed by about 34% for social & other purposes. The educational trips

contribute only 6%.

Table 6.2 Distribution of Passengers/Other Users by Trip Purpose at Rail Terminals

S.no Trip Purpose Total Passengers Percentage (%)

1 Service 1089 46.82

2 Business 293 12.60

3 Education 147 6.32

4 Social 106 4.56

5 Others 691 29.70

2326 100.00 Source: RITES Primary Survey 2008 – 09

6.2.4 Table 6.3 shows that about 35% passengers are dispersing through buses. Share of

passenger dispersal by auto rickshaw is about 22%.

Table 6.3 Mode wise Distribution of Rail Passenger Dispersal

S. no Mode Percentage (%)

1 Car 4.34

2 T.W. 3.74

3 Auto 22.44

4 Shared Auto 0.26

5 Bus 34.48

6 Walk 12.04

7 Cycle 1.29

8 Cycle Rickshaw 1.76

9 Train 19.65

Total 100.00 Source: RITES Primary Survey 2008 – 09

6.2.5 It is observed from Table 6.4 and Table 6.5 that about 61% of total passengers take

upto 30 minute to reach station from their initial origins and about 51% of total

passengers take upto 30 minute to reach their final destinations.

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Table 6.4 Distribution of Boarding Passengers by Travel Time Taken to Reach Railway Station

from Initial Origin

S. no Travel Time Percentage (%)

1 <=15 30.04

2 >15-<=30 31.15

3 >30-<=45 8.88

4 >45-<=60 7.34

5 >60.-<=90 2.92

6 >90-<=150 5.16

7 >150-<=210 2.76

8 >210 11.75

Total 100.00 Source: RITES Primary Survey 2008 – 09

Table 6.5 Distribution of Alighting Passengers by Travel Time Taken to Reach

Destination from Railway Station

S. no Travel Time Percentage (%)

1 <=15 27.42

2 >15-<=30 23.37

3 >30-<=45 4.27

4 >45-<=60 10.56

5 >60.-<=90 2.47

6 >90-<=150 10.34

7 >150-<=210 6.29

8 >210 15.28

Total 100.00 Source: RITES Primary Survey 2008 – 09

6.2.6 It is observed from Table 6.6 and Table 6.7 that about 50% of total passengers spend

upto Rs 10/- to reach station from their initial origins or to reach their final

destinations.

Table 6.6 Distribution of Boarding Passengers by Travel Cost to reach Railway Station

from Initial Origin

S. no. Travel Cost (Rs) Percentage (%)

1 0 12.97

2 <=5 20.73

3 >5-<=10 17.28

4 >10-<=20 12.71

5 >20-<=50 17.44

6 >50.-<=100 9.94

7 >100-<=150 2.76

8 >150 6.17

Total 100.00 Source: RITES Primary Survey 2008 – 09

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Table 6.7 Distribution of Alighting Passengers by Travel Cost to reach destination

From Railway Station

Sr. no Travel Cost (Rs) Percentage (%)

1 0 13.7

2 <=5 17.53

3 >5-<=10 17.3

4 >10-<=20 12.36

5 >20-<=50 23.6

6 >50.-<=100 4.72

7 >100-<=150 2.7

8 >150 8.09

Total 100.00 Source: RITES Primary Survey 2008 – 09

6.3 INTERSTATE BUS PASSENGER CHARACTERISTICS

6.3.1 The OD data collected and analysed at the 10 major Inter State Bus Terminus (ISBT)

and 20 other bus terminals in study area indicates Sector 17 Chandigarh, Sector 43

Chandigarh, Kharar, Derabassi followed by others (Table 6.8). At Zirakpur bus

terminal the arrival and departure of buses is high but at the same time passenger flow

(boarding/alighting) is low as compared to other bus terminals where buses generally

halt for some time.

The analysis further indicates that about 2.5 lakh commuters use the intercity bus

terminals daily (for 16hrs).

Table 6.8 Daily Arrival/Departure at Major Interstate Bus Terminals

Daily Arrival Daily Departure Total

S.no Terminal Name Buses

Passengers

Inflow

(Boarding)

Buses

Passengers

Outflow

(Alighting)

Buses Passenger

1 Baddi Bus Terminal 441 4817 441 5040 882 9857

2 Dera Bassi Bus

Terminal 623 12189 630 9876 1253 22065

3 Kalka Bus Terminal 178 3511 168 3326 346 6837

4 Kharar Bus Terminal 716 11691 716 12071 1432 23762

5 Panchkula sec - 5 Bus

Terminal 351 6480 353 4623 704 11103

6 Pinjor Bus Terminal 779 6282 779 5569 1558 11851

7

Sec-62 Mohali Bus

Terminal 195 2272 194 2031 389 4303

8 Sec 17 I S B T 1928 49112 1933 44909 3861 94021

9 Sec 43 I S B T 1406 30206 1542 26107 2948 56313

10 Zirak pur Terminal 1156 3611 1162 4086 2318 7697

Total 130171 117638 247809 Source: RITES Primary Survey 2008 – 09

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6.3.2 It is observed from Table 6.9 that 50% of passengers use buses for their work

purpose and 33% of passengers uses it for social and other purposes.

Table 6.9 Distribution of Passenger by Trip Purpose at Bus Terminals

S. no Trip Purpose Total Passenger Percentage (%)

1 Service 6893 38.1

2 Business 2201 12.16

3 Education 2987 16.51

4 Social 1186 6.56

5 Others 4824 26.67

Total 18091 100.00 Source: RITES Primary Survey 2008 – 09

6.3.3 Table 6.10 shows that about 76% passengers are dispersing through city buses.

Share of passenger dispersal by auto rickshaw/ shared auto rickshaw is about 12%.

This indicates that intercity buses are being used by lower and lower middle class.

Table 6.10 Mode wise Passenger Dispersal Distribution

S. no Mode Percentage (%)

1 Car/Van/Jeep 0.59

2 Two Wheeler 1.49

3 Auto Rickshaw 2.36

4 Shared Auto Rickshaw 9.4

5 Bus 76.21

6 Cycle 0.04

7 Cycle Rickshaw 0.44

8 Walk 9.47

Total 100.00 Source: RITES Primary Survey 2008 – 09

6.3.4 It is observed from Table 6.11 and Table 6.12 that about 50% of total passengers take

upto 30 minute to reach terminal from their initial origins and about 65% of total

passengers take upto 30 minute to reach their final destinations.

Table 6.11 Distribution of Boarding Passengers by Travel Time Taken to Reach Terminal from

Initial Origin

S. no Travel Time Percentage (%)

1 <=15 22.82

2 >15-<=30 27.25

3 >30-<=45 18.21

4 >45-<=60 10.91

5 >60.-<=90 5.53

6 >90-<=150 6.73

7 >150-<=210 2.16

8 >210 2.39

Total 100.00 Source: RITES Primary Survey 2008 – 09

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Table 6.12 Distribution of Alighting Passengers by Travel Time Taken to Reach

Destination from Terminal

S. no Travel Time Percentage (%)

1 <=15 33.92

2 >15-<=30 32.9

3 >30-<=45 8.0

4 >45-<=60 8.82

5 >60.-<=90 3.91

6 >90-<=150 4.41

7 >150-<=210 1.93

8 >210 6.11

Total 100.00 Source: RITES Primary Survey 2008 – 09

6.3.5 It is observed from Table 6.13 and Table 6.14 that about 63% of total passengers

spend upto Rs 10/- to reach Terminal from their initial origins and 70% of total

passengers spend upto Rs 10/- to reach their final destinations.

Table 6.13 Distribution of Boarding Passengers by Travel Cost to reach terminal from

Initial Origin

S. no. Travel Cost (Rs) Percentage (%)

1 0 8.85

2 <=5 36.26

3 >5-<=10 17.6

4 >10-<=20 14.72

5 >20-<=50 11.57

6 >50.-<=100 5.47

7 >100-<=150 2.56

8 >150 2.97

Total 100.00 Source: RITES Primary Survey 2008 – 09

Table 6.14 Distribution of Alighting Passengers by Travel Cost to reach destination

from terminal

Sr. no Travel Cost (Rs) Percentage (%)

1 0 14.34

2 <=5 37.31

3 >5-<=10 18.47

4 >10-<=20 11.31

5 >20-<=50 9.97

6 >50.-<=100 4.46

7 >100-<=150 2.07

8 >150 2.07

Total 100.00 Source: RITES Primary Survey 2008 – 09

6.3.6 It is observed from Table 6.15 and Table 6.16 that about 38% of total boarding

passengers at and 42% of total alighting passengers at terminals perform their trips on

daily basis.

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Table 6.15 Distribution of Boarding Passengers by Travel Frequency

S. no Travel Frequency Percentage (%)

1 Daily 37.59

2 Weekly 13.02

3 Monthly 25

4 Occasionally 24.39

Total 100.00 Source: RITES Primary Survey 2008 – 09

Table 6.16 Distribution of Alighting Passengers by Travel Frequency

S. no Travel Frequency Percentage (%)

1 Daily 42.14

2 Weekly 8.5

3 Monthly 35.39

4 Occasionally 13.97

Total 100.00 Source: RITES Primary Survey 2008 – 09

6.4 INTERSTATE PROXY BUS STOPS PASSENGER SURVEYS

6.4.1 The OD data collected and analysed at the 20 major proxy bus terminus in study area

indicates that about 0.24 lakh commuters use the intercity bus terminals daily (for

16hrs) (Table 6.17) from these locations on typical day. Out of which about 9447

passengers were recorded at 3 major Proxy Bus stops (Tribune chowk, Zirakpur

Pinjore road and Majri chowk).

The analysis further indicates that about 0.24 lakh commuters use the intercity bus

terminals daily (for 16hrs).

Table 6.17 Daily Arrivals/Departures at Proxy Bus Terminals

Daily Paasenger (Nos)

S.No Name of Terminal

Passengers

Inflow

(Boarding)

Passengers

Outflow

(Alighting)

Total

Passenger

1 Sec-26 Madhya Marg(Near Grain Market) 41 6 47

2 Timber Market Madhya Marg 154 26 180

3 Housing Board Chowk(Pinjor) 627 151 778

4 Command Hospital 416 437 853

5 Old Panchkula Chowk(Kalka) 1630 513 2143

6 Old Panchkula Chowk (zirakpur) 246 238 484

7 Housing Board Chowk(Panchkula) 856 317 1173

8 Majri chowk 1782 511 2293

9 Sector 51 86 1 87

10 Sector 70 327 85 412

11 Sohana 841 411 1252

12 Sec-55 (Near Palsora Village Chowk) 182 15 197

13 Ph-6 Mohali (Sec-57, Mohali) 1669 182 1851

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Daily Paasenger (Nos)

S.No Name of Terminal

Passengers

Inflow

(Boarding)

Passengers

Outflow

(Alighting)

Total

Passenger

14

Sec-21(infront of punjab human rights

commiosion office 1856 157 2013

15 SEC 30 CHD(near gurudwara) 582 65 647

16

Sec-29_Dakshin marg (Near food coorporation

of India) 500 37 537

17 Tribune Chowk 3282 580 3862

18 Ind. Area Ph-I, Chandigarh 532 197 729

19 Zirakpur Ambala road 1301 389 1690

20 Zirakpur pinjor road 1051 2241 3292

Total 17961 6559 24520 Source: RITES Primary Survey 2008 – 09

6.4.2 It is observed from Table 6.18 that 61% of passengers use buses for their work

purpose and 23% of passengers uses it for social and other purposes at proxy

terminals.

Table 6.18 Distribution of Passenger by Trip Purpose at Proxy Bus Stop

S. no Trip Purpose Total Passenger Percentage (%)

1 Service 1753 47.66

2 Business 493 13.40

3 Education 574 15.61

4 Social 200 5.44

5 Others 658 17.89

Total 3678 100.00 Source: RITES Primary Survey 2008 – 09

6.4.3 It is observed from Table 6.19 that about 69% of total passengers take upto 30 minute

to reach proxy bus stop from their initial origins.

Table 6.19 Distribution of Boarding Passengers by Travel Time Taken to Reach Proxy Bus Stop

from Initial Origin

S. no Travel Time Percentage (%)

1 <=15 42.77

2 >15-<=30 26.26

3 >30-<=45 9.00

4 >45-<=60 7.21

5 >60.-<=90 7.88

6 >90-<=150 3.72

7 >150-<=210 2.01

8 >210 1.14

Total 100.00 Source: RITES Primary Survey 2008 – 09

6.4.4 It is observed from Table 6.20 about 72% of total passengers spend upto Rs 10/- to

reach proxy bus stop from their initial origins.

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Table 6.20 Distribution of Boarding Passengers by Travel Cost to reach Proxy Bus Stop

from Initial Origin

S. no. Travel Cost (Rs) Percentage (%)

1 0 19.6

2 <=5 24.25

3 >5-<=10 27.38

4 >10-<=20 14.82

5 >20-<=50 11.17

6 >50.-<=100 2.01

7 >100-<=150 0.68

8 >150 0.09

Total 100.00 Source: RITES Primary Survey 2008 – 09

6.4.5 It is observed from Table 6.21 about 56% of total passengers are daily passengers.

Table 6.21 Distribution of Boarding Passengers by Travel Frequency (Proxy terminal)

S. no Travel Frequency Percentage (%)

1 Daily 55.85

2 Weekly 10.71

3 Monthly 14.35

4 Occasionally 19.09

Total 100.00 Source: RITES Primary Survey 2008 – 09

6.5 AIR PASSENGER SURVEYS

6.5.1 The Air Passenger Surveys were conducted to ascertain travel characteristics of air

passengers. The survey was administered by counting the number of passengers

boarding and alighting the trains along with O-D survey on random sampling basis by

interviewing passengers. This survey was conducted at 1 Airport within the study area

for a period of 24 hours. The information included:

• Boarding/Alighting passenger volume count

• O-D survey of passengers at railway stations

• Trip purpose, travel time, travel cost etc.

• Travel frequency of passengers

6.5.2 It is observed from the table that Chandigrah Airport caters 1993 total passenger per

day. The daily passenger volume along with the peak hour factor at Chandigarh

Airport is given in Table 6.22. The table also shows the peak hour factors and peak

hour passengers.

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Table 6.22 Distribution of Passengers/Other Users at Airport

S.No Name of Airport Total Passengers

Per Day Peak Hour Passenger

Peak Hour Factor

1 Chandigarh 1993 220 11.03

Source: RITES Primary Survey 2008 – 09

6.5.3 Table 6.23 shows that 56% of trips are contributed by service and business purpose and

39% of trips are social and other purposes.

Table 6.23 Distribution of Passengers/Other Users by Trip Purpose at Airport

S.no Trip Purpose Total Passengers Percentage (%)

1 Service 170 28.91

2 Business 157 26.7

3 Education 29 4.94

4 Social 166 28.23

5 Others 66 11.22

Total 588 100.00 Source: RITES Primary Survey 2008 – 09

6.5.4 Table 6.24 shows that about 90% passengers are dispersing through Cars and Two

wheelers. Share of passenger dispersal by auto rickshaw is only 2%, whereas buses

accounts for merely 1.5% of dispersal trips

Table 6.24 Mode wise Distribution of Airport Passenger Dispersal

S. no Mode Percentage (%)

1 Car 85.03

2 T.W. 4.59

3 Auto 2.21

4 Bus 1.54

5 Walk 0.51

6 Cycle 6.12

Total 100.00 Source: RITES Primary Survey 2008 – 09

6.6 CONCLUSIONS

From terminal survey it is concluded that terminals at Chandigarh, Kalka, Derabassi,

and Kharar are major rail and bus terminal where maximum boarding alighting is

observed. These terminals should be upgraded to act as interchanges for mass public

transport system as they are the major points of passenger dispersals.

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CHAPTER-7

SOCIO-ECONOMIC & TRAVEL CHARACTERISTICS

7.1 METHODOLOGY FOR HOUSEHOLD TRAVEL SURVEY

7.1.1 Zoning

The objective of the survey is to establish the socio - economic and the travel

characteristics of residents of Chandigarh Urban Complex.

The study area was divided into 176 internal and 14 external zones. The 176 zones

consist of Chandigarh Urban Complex, which include Chandigarh, SAS Nagar

(Mohali) Panchkula and Zirakpur Areas. The list of traffic zones is presented in Table

7.1. The traffic zone map has been shown in Figure 7.1.

7.1.2 Sample Size

Household cum opinion survey on a sample basis was carried out as a part of the

study to get the information spread over the study area. A total of 5175 households

have been drawn from all the traffic zones by random sampling method. Stratification

of the sample was done to cover various income groups. Sample size of household in

each zone is given in Table 7.1.

7.1.3 Survey Format

The survey format covered the socio-economic profile of the household providing

details like household size, education levels, income, vehicle ownership, the

individual trip information of the members of the household, which provides the

details of the trips performed on the previous day, by the household members. The

survey format is given as Annexure 7.1.

7.1.4 Training of Enumerators

The enumerators with minimum graduate qualification were selected and were trained

in-house by RITES experts to carryout the survey. Pilot survey was carried out to

obtain the response from the Households and minor modifications were carried out in

the proforma based on the pilot survey. The pilot survey also helped in the training of

the enumerators.

7.1.5 Field Survey

The survey was carried out after 6 PM on weekdays and during daytime on weekends

so that the head of the household and other members were available.

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Table 7.1 List of Traffic Analysis Zones and Household Sample Size

Traffic

Zone Name of the Traffic Zone

Household

Sample

Size

Traffic

Zone Name of the Traffic Zone

Household

Sample

Size

1 Sector-1 0 39 Sector-39 80

2 Sector-2 5 40 Sector-40 178

3 Sector-3 3 41 Sector-41 132

4 Sector-4 5 42 Sector-42 45

5 Sector-5 2 43 Sector-43 34

6 Sector-6 1 44 Sector-44 67

7 Sector-7 44 45 Sector-45 255

8 Sector-8 21 46 Sector-46 68

9 Sector-9 10 47 Sector-47 26

10 Sector-10 10 48 Sector-48 65

11 Sector-11 13 49 Sector-49 60

12 Sector-12 17 50 Sector-50 54

13 MDC Sector-6 0 51 Sector-51 22

14 Sector-14 22 52 Sector-52 50

15 Sector-15 49 53 Sector-53 76

16 Sector-16 15 54 Sector-54 72

17 Sector-17 1 55 Sector-55 82

18 Sector-18 18 56 Sector-56 68

19 Sector-19 42 57 Sector-57 8

20 Sector-20 86 58 Sector-58 5

21 Sector-21 34 59 Sector-59 59

22 Sector-22 68 60 Sector-60 46

23 Sector-23 52 61 Sector-61 58

24 Sector-24 33 62 SAS Nagar Sector-62 0

25 Sector-25 70 63 SAS Nagar Sector-63 40

26 Sector-26 & Sec-26 E 122 64 SAS Nagar Sector-64 51

27 Sector-27 42 65 SAS Nagar Sector-65 78

28 Sector-28 35 66 SAS Nagar Sector-66 18

29 Sector-29 48 67 SAS Nagar Sector-67 0

30 Sector-30 44 68 SAS Nagar Sector-68 41

31 Sector-31 49 69 SAS Nagar Sector-69 0

32 Sector-32 42 70 SAS Nagar Sector-70 43

33 Sector-33 21 71 SAS Nagar Sector-71 32

34 Sector-34 15 72 SAS Nagar Sector-72 6

35 Sector-35 41 73 SAS Nagar Sector-73 6

36 Sector-36 19 74 SAS Nagar Sector-74 1

37 Sector-37 60 75 SAS Nagar Sector-75 0

38 Sector-38 202 76 SAS Nagar Sector-76 2

77 SAS Nagar Sector-77 8 113

Mani majra Rural,Kishangarh,

Bhagwanpura 17

78 SAS Nagar Sector-78 8 114 Mani Majra 209

79 SAS Nagar Sector-79 0 115

Railway Station, Kalagram, Mouli,

Raipur Kalan, Daria 291

80 SAS Nagar Sector-80 5 116 Industrianl Area Phase-I, Makhan Majra 86

81 SAS Nagar Sector-81 2 117 Industrianl Area Phase-II, Ram Darbar 125

82 SAS Nagar Sector-82 0 118

Bahlana, Bari Majra, Airport, Burail ®,

Hallo Majra 78

83 SAS Nagar Sector-83 0 119 Maloia, Dadu Majra 20

84 SAS Nagar Sector-84 3 120 Panchkula Sector-1 24

85 SAS Nagar Sector-85 0 121 Panchkula Sector-2 12

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Traffic

Zone Name of the Traffic Zone

Household

Sample

Size

Traffic

Zone Name of the Traffic Zone

Household

Sample

Size

86 SAS Nagar Sector-86 2 122 Panchkula Sector-3 20

87 SAS Nagar Sector-87 0 123 Panchkula Sector-4 51

88 SAS Nagar Sector-88 0 124 Panchkula Sector-5 2

89 SAS Nagar Sector-89 0 125 Panchkula Sector-6 17

90 SAS Nagar Sector-90 3 126 Panchkula Sector-7 18

91 SAS Nagar Sector-91 0 127 Panchkula Sector-8 16

92 SAS Nagar Sector-92 2 128 Panchkula Sector-9 19

93 SAS Nagar Sector-93 0 129 Panchkula Sector-10 22

94 SAS Nagar Sector-94 0 130 Panchkula Sector-11 15

95 SAS Nagar Sector-95 0 131 Panchkula Sector-12 17

96 SAS Nagar Sector-96 2 132 Panchkula Sector-12 A 21

97 SAS Nagar Sector-97 0 133 Panchkula Sector-14 22

98 SAS Nagar Sector-98 2 134 Panchkula Sector-15 38

99 SAS Nagar Sector-99 0 135 Panchkula Sector-16 19

100 SAS Nagar Sector-100 0 136 Panchkula Sector-17 14

101 SAS Nagar Sector-101 5 137

Panchkula Sector-18 & Industrial Area

Ph-II 74

102 SAS Nagar Sector-102 0 138

Panchkula Sector-19 & Industrial Area

Ph-I 51

103 SAS Nagar Sector-103 0 139 Panchkula Sector-20 25

104 SAS Nagar Sector-104 0 140 Panchkula Sector-21 37

105 SAS Nagar Sector-105 0 141 Panchkula Sector-22 1

106 SAS Nagar Sector-106 0 142 Panchkula Sector-23 4

107 SAS Nagar Sector-107 3 143 Panchkula Sector-24 8

108 Dadu Majra 38 144 Panchkula Sector-25 6

109

Dhanas, Sarangpur, Gwal

Colony 21 145 Panchkula Sector-26 5

110

Khuda Lahora, Khuda

Jassu 15 146 Panchkula Sector-27 5

111 Khuda Ali Sher 14 147 Panchkula Sector-28 5

112 Kaimbwala, Chungia 11 148 Panchkula Sector-29 5

149 Panchkula Sector-30 1 163 Zirakpur (Ward 10+11) 39

150 Panchkula Sector-31 2 164 Zirakpur (Ward 13+14+15) 66

151 Panchkula Sector-32 1 165 Tehsil SAS Nagar Pocket F 0

152 MDC Sector-1 1 166 Tehsil Kharar, Pocket E 0

153 MDC Sector-2 0 167 Kaku Majra, Dharampur, Jagatpur 2

154 MDC Sector-3 0 168 Landiali, Alipur 2

155 MDC Sector-4 19 169 Bakarpur 2

156 MDC Sector-5 21 170 Dialgarh, Nariangarh 0

157 Zirakpur (ward 1+12) 41 171 Matran 2

158 Zirakpur (ward 2+3) 54 172 Shanpura 0

159 Zirakpur (Ward 4+5) 32 173 Siaun 2

160 Zirakpur (Ward 6) 20 174 Ajitgarh colony 0

161 Zirakpur (Ward 7) 10 175 Paton 2

162 Zirakpur (Ward 8+9) 20 176 Kurari 4

7.1.6 There are some traffic zones where there is very little or no population. Therefore,

household surveys have not been done in these traffic zones

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7.2 SOCIO-ECONOMIC CHARACTERISTICS

The following outputs were derived from the analysis of the Household survey.

1 Zone wise distribution of the Households according to Household size,

Household income and Vehicle Ownership.

2 Zone wise distribution of the individuals by their Occupation, Education and

Expenditure on Transport.

3 Distribution of trips by Mode and Purpose

4 Distribution of trips by trip length

7.2.1 Distribution of Household By Size

Distribution of households according to its family size is presented in Table 7.2 and

Figure 7.2. The table indicates that only 1.39% of the households have 1 member and

also 0.85% of the households belong to the category of households, which have over

11 persons per house hold. Majority of households (60.87%) have between 4 to 6

persons per households. The average household size is 4.46.

Table 7.2 Distributions of Households According to Size

S. No. Household

by Size

No. of

Households Percentage

1 1 72 1.39

2 2--3 1375 26.57

3 4--6 3150 60.87

4 7--10 534 10.32

5 >11 44 0.85

Total 5175 100.00

Source: RITES Primary Surveys – 2009

Figure 7.2 Distributions of Households According to Size

Distribution of Households according to size

4-6

61%

2-3

27%

1

1%

>11

1%

7-10

10%

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7.2.2 Distribution of Household By Vehicle Ownership

Distribution of households owning vehicles is presented in Table 7.3 to Table 7.6 and

Figure 7.3 to Figure 7.6. Table 7.3 shows that only 3% of Households have no

vehicle.

Table 7.4 indicates that about 43% of the household have atleast one car and nearly

7% households have more than 1 car. Table 7.5 indicates that about 78% of

households have at least 1 scooter/motor cycle. From Table 7.6 it can be observed

that nearly 30% households own at least 1 cycle.

Table 7.3 Distribution of Households According to Vehicle Ownership

SI No. Type of Vehicle Number of

Households Percentage

1 No Vehicle 153 2.96

2 Only Car 402 7.77

3 Only 2-Wheeler 1194 23.07

4 Only Cycle 528 10.2

5 Only Auto Rickshaw 11 0.21

6 Car & 2-Wheeler 1344 25.97

7 Car & Cycle 40 0.77

8 Car & Auto Rickshaw 3 0.06

9 2-Wheeler & Cycle 1028 19.86

10 2-Wheeler & Auto Rickshaw 16 0.31

11 Cycle & Auto Rickshaw 18 0.35

12 Car, 2-Wheeler & Cycle 417 8.06

13 Car, 2-Wheeler & Auto Rickshaw 7 0.14

14 2-Wheeler, Cycle & Auto Rickshaw 10 0.19

15 Car, 2-Wheeler, Cycle & Auto Rickshaw 4 0.08

Total 5175 100.00

Source: RITES Primary Surveys – 2009

Figure 7.3 Distributions of Households According to Vehicle Ownership

2.96%

7.77%

23.07%10.20%

0.21%

25.97%

0.77%

0.06% 19.86%

0.31%0.35%

8.06%

0.14%

0.19%

0.08%

Distributions of Households According to Vehicle Ownership

No Vehicle

Only Car

Only 2-Whlr.

Only Cycle

Only Auto Rick.

Car & 2-Wheeler

Car & Cycle

Car & Auto Rick.

2-Whlr. & Cycle

2-Whlr. & Auto Rick.

Cycle & Auto Rick.

Car, 2-Whlr. & Cycle

Car, 2-Whlr. & Auto Rick.

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Table 7.4 Distribution of Households by Number of Cars Owned

S. No. No. of Cars

Owned No. of

Households Percentage

1 Nil 2958 57.16

2 1 1840 35.56

3 2 317 6.13

4 3 and More 60 1.16

Total 5175 100.00

Source: RITES Primary Surveys – 2009

Figure 7.4 Distributions of Households by Number of Cars Owned

Distribution of Households by Number of Cars Owned

Nil

57%

3 and More

1%

2

6%1

36%

Table 7.5 Distribution of Households by Number of 2-Wheelers Owned

S. No. No. of 2-

wheelers

Owned

No. of

Households Percentage

1 Nil 1155 22.32

2 1 2399 46.36

3 2 1289 24.91

4 3 278 5.37

5 4 and More 54 1.04

Total 5175 100.00

Source: RITES Primary Surveys – 2009

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Figure 7.5 Distributions of Households by Number of 2-Wheelers Owned

Distribution of Households by Number of 2-wheelers

Owned

Nil

22%

3

5%

2

25%

1

47%

4 and More

1%

Table 7.6 Distribution of Households by Number of Cycles Owned

S. No. No. of Cycles

Owned

No. of

Households

Percentage

1 Nil 3130 60.48

2 1 1535 29.66

3 2 401 7.75

4 3 89 1.72

5 4 and More 20 0.39

Total 5175 100.00

Source: RITES Primary Surveys – 2009

Figure 7.6 Distributions of Households by Number of Cycles Owned

Distribution of Households by Number of Cycles Owned

Nil

60%

3

2%

2

8%

1

30%

4 and More

0%

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7.2.3 Distribution of Individual by Occupation

Distribution of individuals of sampled households according to their occupations is

presented in Table 7.7 and in Figure 7.7. It is observed that nearly 36% of individuals

are engaged in occupations like (Govt. Service, Pvt. Service & Business). The number

of students is accounted for 28% percentage and housewives to 24%.

Table 7.7 Distribution of Individuals by Occupation

S No. Occupation No of Individuals In

Sampled Households Percentage

1 Govt. Service 2682 11.62

2 Pvt. Service 3308 14.34

3 Business 2260 9.79

4 Student 6463 28.01

5 House Wife 5620 24.36

6 Retired 1063 4.61

7 Unemployed 605 2.62

8 Others 1073 4.65

Total 23074 100.00

Source: RITES Primary Surveys – 2009

Figure 7.7 Distributions of Individuals by Occupation

Distribution of Individuals by Occupation

Others

5%

Unemployed

3%

Retired

5%

House Wife

24%

Pvt. Service

14%

Business

10%

Student

27%

Govt. Service

12%

7.2.4 Distribution of Individuals by Education

Distribution of individuals of sampled households according to their education is

presented in Table 7.8 and in Figure 7.8. It is observed that about 60% of

individuals are non-matriculates, matriculates or intermediate (12th) pass, with

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majority 32% of them being non-matriculate, graduates and post-graduates account

for nearly 31%.

Table 7.8 Distributions of Individuals by Education

SI No. Education No of Individuals In

Sampled Households Percentage

1 Below 10th. 7309 31.68

2 10th to 12th. 6412 27.79

3 Graduate 5441 23.58

4 Post Graduate 1674 7.25

5 Illiterate 549 2.38

6 Child 866 3.75

7 Professional 823 3.57

Total 23074 100.00

Source: RITES Primary Surveys – 2009

Figure 7.8 Distributions of Individuals by Education

Distribution of Individuals by Education

Below 10th.

31%

Post Graduate

7%

Graduate

24%10th to 12th.

28%

Illiterate

2%

Child

4%

Professional

4%

7.2.5 Distribution of Households by Monthly Income

Distribution of households according to monthly income ranges is presented in Table

7.9 and in Figure 7.9. It is observed that about nearly 3% of households have monthly

income less or equal to Rs. 5000 and another 19% have income between Rs. 5001 –

10,000 per month. The percentage of household having monthly income more than

Rs. 25,000 was observed about 30%.

Average household income per month in the study area was observed to be Rs. 22857.

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Table 7.9 Distribution of Households According to Monthly Income

S. No Income Group No of Sampled

Households

Percentage

1 <=Rs 5000 177 3.42

2 Rs 5001 - Rs 10000 988 19.09

3 Rs 10001 - Rs 15000 943 18.22

4 Rs 15001 - 20000 951 18.38

5 Rs 20001-25000 537 10.38

6 >Rs 25000 1544 29.84

7 No Response 35 0.68

Total 5175 100.00

Source: RITES Primary Surveys – 2009

Figure 7.9 Distributions of Households According to Monthly Income

Distribution of Households According to Monthly Income

>Rs 25000

31%

Rs 20001-25000

10%

Rs 15001 - 20000

18%

Rs 10001 - Rs

15000

18%

Rs 5001 - Rs 10000

19%

No Response

1%

<=Rs 5000

3%

7.2.6 Distribution of Households by Average Monthly Expenditure on Transport

Table 7.10 and Figure 7.10 gives the distribution of the households according to

monthly expenditure on Transport. The table indicates that about 12% of households

spend less than or equal to Rs. 500 per month on transport and over 15% have

monthly expenditure on transport ranging between Rs. 500 – 1000. About 35% of

households are having more than Rs. 2500 expenditure per month on transport.

Average expenditure on transport per household is estimated as Rs 2474 per month,

which is about 10.8% of average household income.

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Table 7.10 Distribution of Households According to Average Monthly Expenditure on

Transport

S. No. Expenditure on

Transport

Number of

Sampled

Households

Percentage

1 <=Rs 500 619 11.96

2 Rs 501 – 750 254 4.91

3 Rs 751 – 1000 525 10.14

4 Rs 1001 - 1250 304 5.87

5 Rs 1251 - 1500 441 8.52

6 Rs 1501 - 2000 639 12.35

7 Rs 2001 - 2500 496 9.58

8 > Rs 2501 1810 34.98

9 No Response 87 1.68

Total 5175 100.00

Source: RITES Primary Surveys – 2009

Figure 7.10 Distributions of Households According to Average Monthly Expenditure on

Transport

Distribution of Households According to Average Monthly

Expenditure on Transport

Rs 1501 - 2000

12%Rs 1251 - 1500

9%

Rs 1001 - 1250

6%

Rs 751 – 1000

10%

Rs 501 – 750

5%

Rs 2001 - 2500

10%

<=Rs 500

12%

> Rs 2501

34%

No Response

2%

7.3 TRAVEL CHARACTERISTICS

7.3.1 Distribution of Trips by Mode of Travel

Distribution of trips according to mode of travel is given in Table 7.11 to Table 7.13

and Figure 7.11 to 7.13. It is observed that about 17% of the trips are walk trips.

However, the trips performed by 2 wheelers are about 35% and 11% performed by

bus. A trip performed by auto rickshaw and shared auto is about 7% whereas trips

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performed by cars are nearly 15%. Per capita trip rate including walk is 1.32,

excluding walk is 1.1 and for motorised trips is 0.9.

Table 7.11 Modal Split - 2009 (Including Walk Trips)

S. No. Mode No. of trips/day Percentage

1 Car 358352 15.07

2 T.W. 841025 35.38

3 Auto 30728 1.29

4 S. Auto 139040 5.85

5 Bus 267268 11.24

6 Cycle 260139 10.94

7 Rick 68160 2.87

9 Walk 412417 17.35

Total 2377129 100.00 Source: RITES Primary Surveys – 2009

Figure 7.11 Modal Split - 2009 (Including Walk Trips)

Modal Split - 2009 (Including Walk)

Bus

11%

Cycle

11%

Rick

3%

Walk

17%

S. Auto

6%

Auto

1%

T.W.

36%

Car

15%

Table 7.12 Modal Split - 2009 (Excluding Walk Trips)

S. No. Mode No. of trips/day Percentage

1 Car 358352 18.24

2 T.W. 841025 42.81

3 Auto 30728 1.56

4 S. Auto 139040 7.08

5 Bus 267268 13.60

6 Cycle 260139 13.24

7 Rick 68160 3.47

Total 1964712 100.00 Source: RITES Primary Surveys – 2009

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Figure 7.12 Modal Split - 2009 (Excluding Walk Trips)

Modal Split - 2009 (Excluding Walk)

Bus

14%Cycle

13%

Rick

3%

S. Auto

7%

Auto

2%

T.W.

43%

Car

18%

Table 7.13 Modal Split - 2009 (Motorised Trips)

S. No. Mode No. of trips/day Percentage

1 Car 358352 21.90

2 T.W. 841025 51.39

3 Auto 30728 1.88

4 S. Auto 139040 8.50

5 Bus 267268 16.33

Total 1636413 100.00 Source: RITES Primary Surveys – 2009

Figure 7.13 Modal Split - 2009 (Motorised Trips)

Car22%

T.W. 51%

Auto2%

S. Auto9%

Bus16%

Modal Split - 2009 (Motorised Trips)

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7.3.2 Purpose wise Distribution of Trips

Table 7.14 and Figure 7.14 gives the purpose wise distribution of the trips. It is

observed from the table that about 25% of the trips are performed for work and

business purpose together, where as 19% trips are education and about 6% for other

trips which includes shopping, social heath and recreation. About 50% trips are return

trips.

Table 7.14 Purpose wise Distribution of Total Trips – 2009

S.No. Purpose No of trips/day Percentage

1 Work 598446 25.16

2 Education 457449 19.23

3 Others 138332 5.82

4 Return Work 592445 24.91

5 Return Education 455295 19.14

6 Return Others 136577 5.74

Total 2378544 100.00 Source: RITES Primary Surveys – 2009

Figure 7.14 Purpose wise Distribution of Total Trips – 2009

Purpose wise Distribution of Total Trips – 2009

Work

25.16%

Education

19.23%

Return Education

19.14%

Return Others

5.74%

Others

5.82%

Return Work

24.91%

7.3.3 Mode wise Distribution of Trips by Trip Length

Mode wise distribution of trips by trip length is presented in Table 7.15 and average

trip length is presented in Table 7.16. Average trip length for walk is 1.09 Km, for 2-

wheeler 6.89 Km and for Bus it is about 11.49 Km.

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Table 7.15 Distribution of Trips by Trip Length

Mode of Travel Trip

Length

(In Km) Car

Two

Wheeler Auto

Shared

Auto Bus Cycle

Cycles

Rickshaw Train Walk Total Percentage

<=2 534 1635 89 218 317 1280 675 7 5361 10116 32.08

3--4 925 2616 137 731 799 1141 239 0 8 6596 20.92

5--6 864 2398 82 537 791 561 15 0 0 5248 16.64

7--8 726 1666 42 153 695 245 0 2 0 3529 11.19

9--10 472 851 6 69 345 119 4 0 0 1866 5.92

11--12 274 586 2 20 212 38 0 0 0 1132 3.59

13--14 172 197 4 8 86 4 0 0 0 471 1.49

15--16 252 380 0 24 227 0 0 0 0 883 2.80

17--18 85 183 0 4 56 0 0 0 0 328 1.04

19--20 110 178 0 0 138 1 0 1 0 428 1.36

21--25 48 112 0 0 140 0 0 0 0 300 0.95

26--30 36 54 0 0 115 0 0 0 0 205 0.65

31--35 22 16 0 0 45 0 0 0 0 83 0.26

>=36 94 43 0 0 208 0 0 6 0 351 1.11

Total 4614 10915 362 1764 4174 3389 933 16 5369 31536 100.00 Source: RITES Primary Surveys – 2009

Table 7.16 Mode wise Average Trip Length

SI No Mode Average Trip

Length (Km)

1 Car/Jeep/Van 9.06

2 2-Wheeler 6.89

3 Auto Rick. 4.17

4 Bus 11.49

5 Cycle 3.68

6 Cycle Rickshaw 2.07

7 Walk 1.09 Source: RITES Primary Surveys – 2009

7.3.4 Opinion Survey

Opinion survey was carried out to obtain preference of commuter about shifting to

good public transport system. The respondents were asked willingness to pay extra

fare and time saving with respect to their existing transport used.

Table 7.17 shows that about 97% of respondents are willing to shift to a good public

transport system where as 3% of respondents want to use their existing mode of

travel.

Table 7.18 shows 69% are willing to shift if the saving in travel time is up to 10 min

in comparison with their mode of travel and remaining respondents show their

willingness to shift to new public transport if the time saving is about 30 min from

their existing mode of travel.

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The willingness to pay extra fare for good public transport system is given in Table

7.19. The table indicates that about 73% respondents want the same fare for new

public transport as existing bus fare, 17% are willing to pay 1.25 times and 8% are

showing their willingness to give 1.5 times fare for new public transport system in

comparison to existing bus fare.

Table 7.17 Willingness to Shift to Good Public Transport System

S. No. Response No of Individuals

(Surveyed) Percentage

1 Yes 5030 97.20 2 No 145 2.80

Total 5175 100.00 Source: RITES Primary Surveys – 2009

Table 7.18 Acceptable Time Savings to Shift to MRTS

S. No. Time Saved No of Individuals

(Surveyed) Percentage

1 10min 3572 69.02 2 20min 975 18.84 3 30min 628 12.14

Total 5175 100.00 Source: RITES Primary Surveys – 2009

Table 7.19 Willingness to Pay Extra Fare in Relation to Existing Bus Fare

S. No. Extra Fare No of Individuals

(Surveyed) Percentage

1 2.5 times 18 0.35 2 2 times 82 1.58 3 1.5 times 436 8.43 4 1.25 times 867 16.75 5 Same Fare 3772 72.89

Total 5175 100.00

Source: RITES Primary Surveys – 2009

7.4 CONCLUSIONS

It is observed that monthly household income per month of the residents of urban

complex is about Rs 22857/- which is quite high w.r.t to other metropolitan cities.

Average monthly household expenditure on transport is about Rs 2474/- which is

about 10.8% of the total monthly income. About 70% of the motorised trips are

performed by private modes due to lack of good and citywide mass public transport

system. Only 10% of the total motorised trips are made by bus system which is very

low. If a good citywide public mass transport system is provided in the urban complex

at a reasonable fare and with good feeder service the use of private vehicle will be

reduced thereby reducing the vehicle loads on the road network.

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CHAPTER 8

EXISTING AND PROPOSED LANDUSE

DISTRIBUTION

8.1 BACKGROUND 8.1.1 One of the important aspects of traffic demand modelling exercise is the estimation of

base and horizon year landuse parameters. Base year landuse parameters like

population and employment have been taken from 2001 Census Data, and data

collected from Chandigarh Administration, Development Authorities, Municipal

Corporations, Town & Country Planning Organisation, etc. Landuse parameters for

various horizon years have been estimated as envisaged in the Master Plans of

Chandigarh, Outline Master Plan of SAS Nagar and Interim Development Plans for

Panchkula Urban Estate, Extension & Mansa Devi Complex (MDC), GMADA

Report, City Development plan of Chandigarh, Development Plans of Kalka-Pinjore,

Baddi, Alipur, KotBehla and Parwanu.

8.1.2 In addition, detailed discussions with various officials of UT Chandigarh

Administration (CA), Chandigarh Transport Undertaking (CTU), Punjab Urban

Planning and Development Authority (PUDA), Haryana Urban Development

Authority (HUDA) and Town & Country Planning Organisations (TCPO) SAS Nagar

and Panchkula, have been carried out throughout the study duration. Their views on

direction of city growth and anticipated population & employment growth across

different sectors for various horizon years have been taken into account. A

preliminary reconnaissance was also carried out by RITES team to make an

assessment of the present level of development in various zones of the study area.

8.2 BASE YEAR POPULATION

8.2.1 Base year (2009) population estimation for the study area has been done on the basis

of electoral list, divisional growth trends, proposals for the master plan of Chandigarh

and City development plan of Chandigarh, outline Master Plans of SAS Nagar,

Structural plan 2008-2058 of Greater Mohali Region, Development Plan for

Panchkula Urban Estate Extension and MDC areas, Development Plan of Kalak-

Pinjore 2025, development plan of Baddi-Barotiwala 2025 detailed Census Data

(2001), etc. Study area population comprising towns of Chandigarh, SAS Nagar and

Panchkula, Zirakpur, Kharar, Kalka-Pinjore and Dera Bassi is almost touching 21.17

lakh for 2009 (refer Table 8.1).

Table 8.1 Population of the Study Area

S.No Name of Town 2001* 2009**

1 Chandigarh 900635 1326821

2 SAS Nagar 123484 182456

3 Panchkula 140925 228800

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S.No Name of Town 2001* 2009**

4 Zirakpur 25022 63204

5 Kharar 42289 70167

6 Kalka-Pinjore 77500 121221

7 Dera Bassi 15841 62903

8 Baddi 22601 42928

9 Alipur -Kot Behla 3324 7215

10 Parwanu 8609 11782

Total 1360230 2117497 * Census 2001 data

** Projected population based on past trends

8.3 FUTURE GROWTH SCENARIO 8.3.1 Chandigarh: The existing sectors are saturated to an extent and hence may see a little

appreciation in the growth. The Capital Complex in Sector 1, main Central Business

District in Sector 17, areas around Sukhna Lake, PGI in Sector 12, commercial/office

areas along Madhya Marg and Dakshin Marg, Sub City Centre of Sector 34, and Mani

Majra will continue to attract a large number of people for their employment,

shopping, trading, medical, education, tourism and other requirements. Chandigarh

was envisaged as a planned service-oriented city of low-rise development.

Chandigarh Administration is aggressively planning new areas of Phase III including

high rise development in Sectors 48, 49, 50, and new institutional area beyond Sector

12, Dhanas and Maloa Rehabilitation areas etc. to accommodate rising populations

and providing upgraded scale of services to its inhabitants. IT Park and its extension,

Industrial Area Phase I and II have already been attracting a large number of people

for their employment needs. The proposed Industrial Area Phase III and Fruit &

Vegetable Market near Raipur Kalan would also be developed and thereby attracting

large number of people for employment requirements. The high density area in

Chandigarh city is shown in Figure 8.1.

8.3.2 SAS Nagar (Mohali): SAS Nagar is basically a developing city. Planning Authorities

have proposed several new sectors to accommodate rising population and provide

upgraded scale of services to its inhabitants. Besides the existing residential areas,

Sectors 77 to 80, 85, 86, 88 to 90, 93 to 99 and 103 to 107 and Pockets B & C would

experience moderate to high population growth as per the Outline Master Plan of SAS

Nagar 1996-2016.

The City Centre in Sector 62, Bulky Market in Sector 65-A and another City Centre in

Sector 87, Regional Commercial Shopping along the sector roads, Wholesale and

Warehousing & Storage depots zone in Sector 102 would be attracting a large number

of people for their employment, shopping, trading, education, medical and other

requirements. Re-densification of already developed areas is under way with new

industry areas having been proposed to be developed in Sectors 66B, 82, 83, 100, 101

and 102. Some areas in Pocket B along Kharar-SAS Nagar bye pass road have been

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demarcated for industrial use purposes. The sector wise landuse use map of Mohali is

shown as Figure 8.2.

8.3.3 Panchkula: Like SAS Nagar, Panchkula is also a developing town with new areas

viz. Panchkula Extension and Mansa Devi Complex (MDC) having been developed.

Planning Authorities have proposed several new sectors in these areas to

accommodate rising population and provide upgraded scale of services to its

inhabitants. Sectors 23 (part), 24 to 28 and 31 as per the Development Master Plan of

Panchkula Extension and Sectors 2, 4, 5 and 6 as per Mansa Devi Urban Complex

Development Plan, would experience high population growth.

The District Centre and Mini Secretariat in Sector 1, City Centre in Sector 5, other

district centres in Sectors 14 & 16, Commercial areas including a Mandi in Sector 20

and Industrial Area Phase I & II would be attracting a large number of people for their

employment, shopping, trading, education, medical and other requirements. Re-

densification of existing sectors is under way. IT Park in Sector 3 and commercial

areas in Sector 5B of MDC, commercial areas in Sectors 23, 25 and 27 of Panchkula

Extension would be generating ample opportunities of employment for the people.

The sector wise landuse use map of Panchkula and its Extension is shown as Figure

8.3.

8.3.4 Zirakpur: Zirakpur is a town and a Municipal council in Mohali district in the state

of Punjab. It is located near the state capital, Chandigarh. It is on the Chandigarh-

Delhi highway and just south of the city. It is at a distance of 4km from Chandigarh

airport. Panchkula is 5 Km from Zirakpur. Zirakpur have borders touching

Chandigarh (Union Territory) & Panchkula (Haryana). The GMADA development

plan along with its regional linkages is shown in Figure 8.4.

A four lane flyover has also been constructed by NHAI through Zirakpur to ease the

flow of traffic. The six lanning of Zirakpur-Panchkula-Kalka road is in progress.

The population projection of Zirakpur town has been taken from the Structural Plan

2056 of GMADA report.

The Zirakpur-SAS Nagar-Kharar-Mullanpur corridor is considered one of the most

potential areas as per development point of view. This corridor comprises the air port

and SEZ as per the Structural plan 2056 of GMADA. There are already established

commercial/retail centres at Zirakpur. Numbers of malls are being constructed in

Zirakpur, among all Paras Downtown, region’s biggest mall.

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8.3.5 Other Towns:

Kharar: is a small city and a municipal council in Mohali district in the state of

Punjab. It is at a distance of about 10-15 kilometres from Chandigarh and about 4

kilometers from Mohali.

As it has the advantage of proximity to both Chandigarh and Mohali. Also because

the Punjab Government is encouraging development in Kharar, this has given shape

to a lot of colonies approved by PUDA (Punjab Urban Planning and Development

Authority) being developed in the city, prominent among these being Model Town,

Shivalik Enclave, Sunny Enclave and Gillco A major area of Kharar has been

allocated to the GMADA (Greater Mohali Development Authority) for further

development in 2006. The GMADA development plan along with its regional

linkages is shown in Figure 8.4.

Pinjore-Kalka: Kalka-Pinjore urban complex are situated on Ambala-Shimla

National Highway No.22. Both the towns are situated at a distance of 5 Kms, and

have their separate Municipal committee. Due to strategic location on NH No.22 and

close proximity to Chandigarh the development has taken place on both sides of NH

hence there is no gap between these two towns. As per the Integrated Development

plan these towns would witness unprecedented growth. The projected population as

per Development Plan 2025 of Pinjore-Kalka has been taken as base for population

projection.

At present the Commercial area mainly exists along the NH-22 in both the towns.

Additional Commercial area of 487 acres is proposed in the form of Commercial belts

along the 100 Mts. wide road linking Nalagarh Road with Kalka Town. The area

between Kaushalya River & NH-22 near Surajpur is also proposed to be developed as

Commercial Sector 1 & 6 and sector 22 proposed as a city centre and sector-31-A as

District Centre.

Except for Industrial Area of H.M.T., Kalka and Pinjore towns lack in Industrial

activities, 610 acres is proposed under industrial use along the Pinjore-–Nalagarh

road. Since the town is well connected with rail and road network it has potential for

industrial development. Only non-polluting industries will be allowed to be set in the

proposed Industrial area Phase II along Pinjore Nalagarh Road (NH-21-A). The town

also has the potential to provide base for ancillary industries for HMT and other

Industries located at Baddi, Barotiwala and Parwanoo.

Baddi: The major thrust of economy in Himachal Pradesh lies in agriculture,

industries, tourism. In 1982 63 industrial units has been developed in Baddi area by

Industrial Department and in year1987, 20 industrial sheds has been constructed at

Baddi and all the sheds have been rented.

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Baddi region lies in the lap of outer Himalayas forming part of Shivaliks. It is

bounded by hills in the north and plains in the south which ran contiguous with the

plains of Haryana. The region is most sought after area in the state for the establishing

industries. Located in the plains with good connectivity to neighbouring states,

entrepreneurs prefer to establish their manufacturing.

At present 642 industrial units are functioning in Baddi- Barotiwala area. Out of

which 130 units area of L & M scale category and 512 units area of SSI category.

Prominent among them area Vardhaman Group, Birla Textile, Dabur India Ltd.

Cadilla Healthcare, Cipla, Cadbury etc.

The projected population as per Development Plan 2025 of Baddi-Barotiwala has

been taken as base for population projection.

Alipur – Kot Bhela: Alipur – Kot Bhela are situated on National Highway No.73.

Both the towns are situated at a distance of 18 Kms from Panchkula as Panchkula

Extension II and 28 Km from Chandigarh. The main population is situated at 400

meters away from NH 73. Industrial activities in this area are basically agricultural

related. However the scenario will change radically as soon as the area is developed

into an integrated township/urban centre of periphery controlled area as well as Alipur

controlled area and Nano city to be developed in the close vicinity of the town. The

city will provide high quality infrastructure to cater both the personal and business

need of the residents. Due to strategic location on NH No.73 it is very well connected

with the other towns of the state.

8.3.6 Expected population growth of the various towns and respective growth rates are

mentioned in Table 8.2. Projected population of Chandigarh Urban Complex is

shown in figure 8.5. Study area population for various horizon years is estimated as

24.6lakhs (2011), 37.68 Lakh (2021), 49.54 lakh (2031) and 59.08 lakh (2041).

Table 8.2 Projected Population and Annual Growth Rates

Population Annual growth rate Sr.

No Name of Town 2001 2009 2011 2021 2031 2041 2001 2009 2011 2021 2031 2041

1 Chandirarh 900635 1326821 1459274 1795461 2349824 2801127 - 4.96 4.87 2.09 2.73 1.77

2 SAS Nagar 123484 182456 241451 649472 815308 1029094 - 5.00 15.04 10.40 2.30 2.36

3 Panchkula 140925 228800 251054 495975 542253 567284 - 6.24 4.75 7.05 0.90 0.45

4 Zirakpur 25022 63204 132807 185162 233028 293305 - 12.28 44.96 3.38 2.33 2.33

5 Kharar 42289 70167 79664 111069 139781 175938 - 6.53 6.55 3.38 2.33 2.33

6 Kalka-Pinjore 77500 121221 135625 257688 518568 572822 - 5.75 5.77 6.63 7.24 1.00

7 Dera Bassi 15841 62903 88796 123801 155805 196106 - 18.81 18.81 3.38 2.33 2.33

8 Baddi 22601 42928 50396 88103 130253 192568 - 8.35 8.35 5.74 3.99 3.99

9 Alipur -Kot Behla 3324 7215 9050 42399 46834 51733 12 12 16.7 1 1

10 Parwanu 8609 11782 12743 18862 22992 28027 4 4 4 2 2

Total 1360230 2117497 2460860 3767992 4954646 5908004 - - - - - -

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8.3.7 The residential densities for various areas as proposed in the various Master Plans and

development plans are used for population projection at traffic zone level. The

population in areas, which are already densely populated and have limited scope of

growth, has been assumed to be saturated. Other traffic zones have been assumed to

grow according to the residential density pattern and the landuse plan. The study area

comprises of 176 internal traffic zones.

Figure 8.5 Projected Population of Chandigarh Urban Complex 2001 to 2041

Population Projections

0

500000

1000000

1500000

2000000

2500000

3000000

Years

Population

Chandirarh 900635 1326821 1459274 1795461 2349824 2801127

SAS Nagar 123484 182456 241451 649472 815308 1029094

Panchkula 140925 228800 251054 495975 542253 567284

Zirakpur 25022 63204 132807 185162 233028 293305

2001 2009 2011 2021 2031 2041

8.3.8 Table 8.3 shows zone wise estimated population distribution in the study area for

various horizon years viz. 2009, 2011, 2021, 2031 & 2041. High residential

concentration in Chandigarh is observed at Sectors 20, 22, 25, 26, 38 to 41, 44, 45, 46,

High-rise flatted development was noted along Sectors 48 to 56. Similarly, dense

residential agglomerations are observed on the northern end of SAS Nagar towards

Chandigarh boundary viz. Sector 59 to 61and 68 to 71. For Panchkula, residential

population is almost equally distributed in the Sectors 25 to 27.

Table 8.3 Distribution of Population by Traffic Zones

TAZ Zone Name Pop_2009 Pop_2011 Pop_2021 Pop_2031 Pop_2041

CHANDIGARH

1 Sector 1 54 56 62 65 68

2 Sector 2 1762 1833 2025 2129 2237

3 Sector 3 1057 1100 1215 1277 1342

4 Sector 4 1678 1746 1929 2027 2131

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TAZ Zone Name Pop_2009 Pop_2011 Pop_2021 Pop_2031 Pop_2041

5 Sector 5 671 698 771 811 852

6 Sector 6 450 500 552 581 610

7 Sector 7 12216 12710 14040 14758 15512

8 Sector 8 6878 7156 7905 8309 8734

9 Sector 9 3108 3233 3572 3754 3946

10 Sector 10 3569 3713 4102 4312 4532

11 Sector 11 4747 4939 5456 5735 6028

12 Sector 12 6193 6443 7118 7482 7864

14 Sector 14 8202 8534 9427 9909 10415

15 Sector 15 18097 18828 20798 21861 22979

16 Sector 16 5431 5650 6241 6560 6896

17 Sector 17 254 264 292 307 323

18 Sector 18 8065 8391 9269 9743 10241

19 Sector 19 13562 14110 15586 16383 17221

20 Sector 20 26784 27866 30781 32356 34010

21 Sector 21 12590 13099 14469 15209 15987

22 Sector 22 22268 23167 25591 26900 28275

23 Sector 23 17150 17843 19710 20718 21778

24 Sector 24 10548 10974 12122 12742 13393

25 Sector 25 25276 26297 29049 30534 32096

26 Sector 26+26E 39594 41193 45503 47830 50276

27 Sector 27 15939 16583 18318 19255 20240

28 Sector 28 11531 11997 13253 13930 14643

29 Sector 29 17645 18358 22378 24720 27306

30 Sector 30 14941 15544 18948 20931 23120

31 Sector 31 18285 19399 21428 22524 23676

32 Sector 32 15598 16548 18279 19214 20196

33 Sector 33 7907 8389 9267 9741 10239

34 Sector 34 5597 5938 6559 6895 7247

35 Sector 35 14822 15725 17370 18258 19192

36 Sector 36 4391 4658 5145 5408 5685

37 Sector 37 22124 23471 25927 27252 28646

38 Sector 38+West 38 and Village 74682 79231 96582 106686 117848

39 Sector 39+39 West+Area adjoining Maloya village 66301 71711 87416 96561 106664

40 Sector 40 29911 32351 43478 64357 95832

41 Sector 41+Baterla and Badheri Village 49463 53499 59096 62119 65295

42 Sector 42+Attawal Village 16597 17951 19830 20844 21910

43 Sector 43 + ISBT + CITY CENTER 12495 13515 18162 26885 43792

44 Sector 44 24928 26962 29783 31306 32907

45 Sector 45+Burail Village 95567 103365 114180 120019 126157

46 Sector 46 25046 27090 29924 31455 33063

47 Sector 47 9577 10358 11442 12027 12642

48 Sector 48 24253 30000 33139 34833 36615

49 Sector 49 21961 30000 37000 37000 37000

50 Sector 50 19998 30000 33139 34833 36615

51 Sector 51 9185 24000 29256 32317 35698

52 Sector 52+Khujeri Village 18629 25000 30475 33663 37185

53 Sector-53+Kadampura and Mohali area+ Slum 26819 28346 46173 50000 50000

54 Sector-54 2 Villages and Mohali area 23840 24944 40631 75000 95968

55 Sector-55+ Palsora and Mohali part 26532 27514 44818 85000 105063

56

Sector-56+Rehabilitation Cly.Palsora and Mohali

part 22331 24865 40502 70000 95656

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TAZ Zone Name Pop_2009 Pop_2011 Pop_2021 Pop_2031 Pop_2041

108 Dadu Majra 3979 4140 5563 10000 13414

109 Dhanas, Sarangpur, Gwal Colony 5616 5843 7852 13000 18932

110 Khuda Lahora, Khuda Jassu 5747 5979 8036 14000 19375

111 Khuda Ali Sher 4792 4986 6700 12000 16156

112 Kaimbwala, Chungia 3997 4158 5588 10000 13474

113 Mani majra Rural,Kishangarh, Bhagwanpura 6469 6730 9045 16500 21808

114 Mani Majra 77696 85660 115120 190000 240074

115

Railway Station, Kalagram, Mouli, Raipur Kalan,

Daria 107876 118934 159837 270000 365393

116 Industrianl Area Phase-I, Makhan Majra 31025 34205 45969 75000 110838

117 Industrianl Area Phase-II, Ram Darbar 46086 50810 68285 120000 150645

118

Bahlana, Bari Majra, Airport, Burail ®, Hallo

Majra 28955 31923 42902 85000 101444

119 Maloia, Dadu Majra 7480 8247 11083 19000 25724

TOTAL CHANDIGARH 1326821 1459274 1795461 2349824 2801127

MOHALI

57 Sector-57 5521 5914 7380 7757 8154

58 Sector-58 3240 3612 4982 5237 5504

59 Sector-59 16244 16727 18918 19886 20903

60 Sector-60 12718 14045 18918 19886 20903

61 Sector-61 16586 16978 18918 19886 20903

62 SAS Nagar Sector-62 0 214 1577 1657 1742

63 SAS Nagar Sector-63 10376 10551 11561 12152 12774

64 SAS Nagar Sector-64 14351 14534 15765 16571 17419

65 SAS Nagar Sector-65 21897 22207 24778 27370 30233

66 SAS Nagar Sector-66 4998 6261 11850 13090 14459

67 SAS Nagar Sector-67 0 1143 8618 9520 10516

68 SAS Nagar Sector-68 11728 13660 21546 22648 23806

69 SAS Nagar Sector-69 0 2857 21546 23800 26290

70 SAS Nagar Sector-70 12906 15589 26275 27619 29031

71 SAS Nagar Sector-71 8771 11831 26275 27619 29031

72 SAS Nagar Sector-72 1820 1993 2628 2762 2903

73 SAS Nagar Sector-73 1820 2099 3153 3314 3484

74 SAS Nagar Sector-74 1002 1432 3679 4063 4489

75 SAS Nagar Sector-75 2332 2379 2628 2902 3206

76 SAS Nagar Sector-76 466 476 526 580 641

77 SAS Nagar Sector-77 + Sohan Village 4994 7678 26084 38610 57153

78 SAS Nagar Sector-78 + Sohana Village 4994 7678 26084 38610 57153

79 SAS Nagar Sector-79 0 2143 17389 25740 26000

80 SAS Nagar Sector-80 + Village 3267 5320 20867 30888 45722

81 SAS Nagar Sector-81 + Village 1105 1596 4204 6223 9212

82 SAS Nagar Sector-82 0 571 4204 6223 9212

83 SAS Nagar Sector-83 0 643 4730 7001 10363

84 SAS Nagar Sector-84 1806 2266 4204 6223 9212

85 SAS Nagar Sector-85 0 2286 18548 27456 30000

86 SAS Nagar Sector-86 1271 2292 11593 17160 25401

87 SAS Nagar Sector-87 0 357 2898 3046 3202

88 SAS Nagar Sector-88 0 1714 13911 20592 30481

89 SAS Nagar Sector-89 0 1286 10433 15444 22861

90 SAS Nagar Sector-90 1927 3085 11593 17160 25401

91 SAS Nagar Sector-91 0 429 3478 5148 7620

92 SAS Nagar Sector-92 + Village 476 1688 42040 44190 46450

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TAZ Zone Name Pop_2009 Pop_2011 Pop_2021 Pop_2031 Pop_2041

93 SAS Nagar Sector-93 + Village 0 2286 18548 27456 40642

94 SAS Nagar Sector-94 0 714 5796 8580 12701

95 SAS Nagar Sector-95 0 857 6956 10296 15241

96 SAS Nagar Sector-96 1244 2117 9274 13728 20321

97 SAS Nagar Sector-97 0 1286 10433 15444 22861

98 SAS Nagar Sector-98 0 1429 11593 17160 25401

99 SAS Nagar Sector-99 1220 2009 8115 12012 17781

100 SAS Nagar Sector-100 0 1143 9274 13728 20321

101 SAS Nagar Sector-101 2922 3589 6306 6629 6968

102 SAS Nagar Sector-102 0 286 2319 2437 2562

103 SAS Nagar Sector-103 0 714 5796 8580 12701

104 SAS Nagar Sector-104 0 461 3744 5543 8205

105 SAS Nagar Sector-105 0 571 4637 6864 10160

106 SAS Nagar Sector-106 0 429 3478 5148 7620

107 SAS Nagar Sector-107 1965 3128 11593 17160 25401

165 Tehsil SAS Nagar Pocket F 0 929 7535 11154 16511

166 Tehsil Kharar, Pocket E 0 714 5796 8580 12701

167 Kaku Majra, Dharampur, Jagatpur 1270 1762 4637 4874 5124

168 Landiali, Alipur 1513 2103 5547 5831 6129

169 Bakarpur 1207 1636 4057 4265 4483

170 Dialgarh, Nariangarh 0 357 2898 3046 3202

171 Matran 497 831 3478 3656 3843

172 Kishanpura 0 429 3478 3656 3843

173 Siaun 828 1299 4637 4874 5124

174 Ajitgarh colony 0 500 4057 4265 4483

175 Paton 648 1090 4637 4874 5124

176 Kurari 2526 3250 7072 7433 7813

TOTAL MOHALI 182456 241451 649472 815308 1029094

PANCHKULA

120 Panchkula Sector-1 8819 8996 9938 10446 10980

121 Panchkula Sector-2 4462 4552 5028 5285 5555

122 Panchkula Sector-3 7448 7598 8393 8822 9273

123 Panchkula Sector-4 19486 19878 21957 23080 24261

124 Panchkula Sector-5 846 863 953 1002 1002

125 Panchkula Sector-6 5594 5706 6303 6963 7319

126 Panchkula Sector-7 6488 6619 7311 8076 8489

127 Panchkula Sector-8 5862 5980 6606 7297 7670

128 Panchkula Sector-9 7031 7172 7922 8751 9199

129 Panchkula Sector-10 8191 8356 9230 10196 10717

130 Panchkula Sector-11 6659 6793 7504 8289 8713

131 Panchkula Sector-12 6172 6296 6955 7682 8075

132 Panchkula Sector-12 A 7591 7744 8554 9449 9932

133 Panchkula Sector-14 8208 8373 9249 9722 10220

134 Panchkula Sector-15 14385 14674 16209 17905 18821

135 Panchkula Sector-16 6967 7107 7850 8252 8674

136 Panchkula Sector-17 5069 5171 5712 6310 6632

137 Panchkula Sector-18 & Industrial Area Ph-II 27156 27702 30601 32166 33510

138 Panchkula Sector-19 & Industrial Area Ph-I 18648 19022 21013 22087 23217

139 Panchkula Sector-20 8460 8716 9628 11173 11745

140 Panchkula Sector-21 13566 14114 15591 17222 18103

141 Panchkula Sector-22 300 700 1507 1665 1750

142 Panchkula Sector-23 1715 2075 11098 12259 12886

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TAZ Zone Name Pop_2009 Pop_2011 Pop_2021 Pop_2031 Pop_2041

143 Panchkula Sector-24 2866 3468 36585 40412 42479

144 Panchkula Sector-25 2287 2767 29186 32240 33888

145 Panchkula Sector-26 2000 3588 37846 41805 43943

146 Panchkula Sector-27 2000 3588 37846 41805 43943

147 Panchkula Sector-28 2000 3588 24254 26791 28161

148 Panchkula Sector-29 2000 3588 24254 26791 28161

149 Panchkula Sector-30 229 277 1870 2066 2172

150 Panchkula Sector-31 915 1107 7482 8264 8687

151 Panchkula Sector-32 343 350 753 832 875

152 Mansa Devi Complex Sector-1 500 1500 3238 3577 3760

153 Mansa Devi Complex Sector-2 0 1000 2594 2865 3012

154 Mansa Devi Complex Sector-3 0 1000 2594 2865 3012

155 Mansa Devi Complex Sector-4 6969 7683 19928 22013 22013

156 Mansa Devi Complex Sector-5 7567 8343 21639 23902 23902

13 Mansa Devi Complex Sector-6 0 5000 10795 11924 12534

TOTAL PANCHKULA 228800 251054 495975 542253 567284

ZIRAKPUR

157 Zirakpur (ward 1+12) 8597 18063 25184 31695 39893

158 Zirakpur (ward 2+3) 11228 23592 32892 41395 52103

159 Zirakpur (Ward 4+5) 6809 14307 19947 25104 31598

160 Zirakpur (Ward 6) 5747 12077 16838 21190 26672

161 Zirakpur (Ward 7) 2757 5793 8077 10165 12795

162 Zirakpur (Ward 8+9) 6190 13007 18134 22822 28725

163 Zirakpur (Ward 10+11) 8174 17176 23947 30138 37933

164 Zirakpur (Ward 13+14+15) 13702 28792 40142 50519 63587

TOTAL ZIRAKPUR 63204 132807 185162 233028 293305

OTHER TOWNS

177* Dera Bassi 62903 88796 123801 155805 196106

178* Kharar 70167 79664 111069 139781 175938

179* Baddi 42928 50396 88103 130253 192568

180*,181* Pinjore-Kalka 121221 135625 257688 518568 572822

188* Parwanu 11782 12743 18862 22992 28027

190* Alipur -Kot Behla 7215 9050 42399 46834 51733

GRAND TOTAL 2117497 2460860 3767992 4954646 5908004

*External zones

8.4 EMPLOYMENT DISTRIBUTION

8.4.1 Study area employment has been estimated on the basis of total population and Work

Force Participation Rate (WFPR). As per 2009 estimation, aggregate WFPR in the

study area is 36.42 % with Chandigarh having highest WFPRs as compared to SAS

Nagar & Panchkula, Zirakpur, Kalka Pinjore, Kharar, Dera bassi expect Baddi having

WFPR of 46% (refer Table 8.4). Total horizon year employment in Chandigarh, SAS

Nagar and Panchkula across different sectors has been worked out on the basis of

detailed discussions with planning officials regarding future policies, landuse plans

and limited verification/updation provided by them on actual status of

development/occupancy in various areas.

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Table 8.4 Work Force and Workforce Participation Rate of the Study Area 2009

S.No Name of Town *Population Total Workers WFPR%

1 Chandirarh 1326821 503708 37.96

2 SAS Nagar 182456 60300 33.05

3 Panchkula 228800 75000 32.78

4 Zirakpur 63204 23386 37.00

5 Kharar 70167 23155 33.00

6 Kalka-Pinjore 121221 37578 31.00

7 Dera Bassi 62903 21387 34.00

8 Baddi 42928 19747 46.00

9 Alipur - Kot Behla 7215 1330 18.4

10 Parwanu 11782 4713 40

Total 2117497 770303 -

Aggregate WFPR - - 34.3

*Estimated Employment of year 2009

8.4.2 As the study area is expected to absorb high employment due to steady in-migration

and establishment of offices, manufacturing units, IT parks, industrial estates, etc. due

to massive industrial resurgence in the coming years, it is apparent that future decadal

employment rates would increase. The projected work force participation rate for

various urban areas are given in Table No. 8.5

Table 8.5 Projected Work Force Participation rate for Various Horizon Years

Horizon Years

S.No Name of Town 2009 2011 2021 2031 2041

1 Chandirarh 38 38.1 38.5 39 39

2 SAS Nagar 33 34.1 35.2 36 36.5

3 Panchkula 32.8 34.4 34.9 35.5 35.6

4 Zirakpur 37 38 38 39 39

5 Kharar 33 33 34 35 36

6 Kalka-Pinjore 31 31 32 33 33

7 Dera Bassi 34 34 35 36 36

8 Baddi 46 45 42 38 33

9 Alipur - Kot Behla 40.0 40.0 40.0 40.0 40.0

10 Parwanu 40.0 40.0 40.0 40.0 40.0

Aggregate (%) 36.48 36.76 36.96 37.15 36.81

8.4.3 Employment distribution and respective growth rates are mentioned in Table 8.6 and

Figure 8.6 study area employments for various horizon years are estimated as 9.03-

lakhs (2011), 13.75-lakhs (2021), 18.45-Lakh (2031) and 22.0 Lakh (2041).

Table 8.6 Distribution of Employment and Annual Growth Rates

Employment Annual Growth Rate %

Sr.No Name of Town 2009 2011 2021 2031 2041 2009 2011 2021 2031 2041

1 Chandigarh 503708 555300 691500 917200 1092200 - 5.00 2.22 2.86 1.76

2 SAS Nagar 60300 82301 228800 293600 375650 - 16.83 10.77 2.53 2.50

3 Panchkula 75000 86350 172950 192450 201750 - 7.30 7.19 1.07 0.47

4 Zirakpur 23386 50467 70362 90881 114389 - 46.90 3.38 2.59 2.33

5 Kharar 23155 26289 37763 48923 63338 - 6.55 3.69 2.62 2.62

6 Kalka-Pinjore 37578 42044 82460 171128 189031 - 5.77 6.97 7.57 1.00

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Employment Annual Growth Rate %

Sr.No Name of Town 2009 2011 2021 2031 2041 2009 2011 2021 2031 2041

7 Dera Bassi 21387 30191 43330 56090 70598 - 18.81 3.68 2.61 2.33

8 Baddi 19747 22678 37003 49496 63547 - 7.17 5.02 2.95 2.53

9 Alipur - Kot Behla 1330 2886 3620 16960 18734

10 Parwanu 4713 5097 7545 9197 11211

Total 770303 903603 1375333 1845924 2200447 - 8.25 4.30 2.92 1.78

Figure 8.6 Projected Employment of Chandigarh Urban Complex

Employment Estimates

0

200000

400000

600000

800000

1000000

1200000

Year

Employment

Chandirarh 503708 555300 691500 917200 1092200

SAS Nagar 60300 82301 228800 293600 375650

Panchkula 75000 86350 172950 192450 201750

Zirakpur 23386 50467 70362 90881 114389

2009 2011 2021 2031 2041

8.4.4 Table 8.7 shows zone wise employment distribution in the study area for various

horizon years viz. 2009, 2011, 2021, 2031 & 2041. Heavy employment concentration

in Chandigarh is presently observed at Sector 17, Sector 34, University area in Sector

14 and Sectors along Madhya Marg, Dakshin Marg and Himalaya Marg. For future

years, there would be further densification of these locations along with new areas

between the cities on either sides of Madhya Marg and Himalaya Marg. Apart from

this; upcoming IT Park would be major producer of employment opportunities. In

SAS Nagar, major employment concentration is observed at City Centre Sector 62,

light Industry in Sectors 55, 57, 58 and Bulky Material market in Sector 65 A. Future

employment attraction would include Sectors 78, 82, 83, 87, 91, 100, 101, and 102.

Some areas in Pocket B along Kharar-SAS Nagar Bye Pass Road would also provide

employment opportunities. Similarly, dense employment agglomerations are observed

on Sectors 1, 5, 14, 16 and Industrial Area Phase I & II in Panchkula Urban Estate

area. Future employment attractions would be IT Park in Sector 3, Sector 5B of

Mansa Devi Complex and Sectors 23, 25 and 27 of Panchkula Extension.

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Table 8.7 Distribution of Employment by Traffic Zones

TAZ Zone Name Emp_2009 Emp_2011 Emp_2021 Emp_2031 Emp_2041

CHANDIGARH

1 Sector 1 22670 24000 26500 29000 31000

2 Sector 2 1216 2200 2650 3300 4000

3 Sector 3 1216 2200 2650 3300 3800

4 Sector 4 1216 2200 2650 3300 3800

5 Sector 5 1216 2200 2650 3300 3800

6 Sector 6 1216 2200 2650 3300 3800

7 Sector 7 6081 6500 7000 8300 9000

8 Sector 8 6081 6500 7000 8300 9000

9 Sector 9 6081 6500 7000 8300 9000

10 Sector 10 6081 6500 7000 8300 9000

11 Sector 11 6081 6500 7000 8300 9000

12 Sector 12 1184 1200 2650 4100 4300

14 Sector 14 6081 6500 7000 8300 8800

15 Sector 15 6081 6500 7000 8300 8800

16 Sector 16 6081 6500 7000 8300 8800

17 Sector 17 48645 55000 57000 62000 63500

18 Sector 18 6081 6500 7000 8300 8800

19 Sector 19 6081 6500 7000 8300 8800

20 Sector 20 6081 6500 7000 8300 8800

21 Sector 21 6081 6500 7000 8300 8800

22 Sector 22 6081 6500 7000 8300 8800

23 Sector 23 6932 7000 7000 7800 8200

24 Sector 24 1824 2200 2650 3300 4000

25 Sector 25 4256 4500 5400 6700 8000

26 Sector 26+26E 18242 20000 22500 25000 26500

27 Sector 27 6081 6500 9000 12000 13500

28 Sector 28 6081 6500 9000 11400 13500

29 Sector 29 6081 6500 7200 8300 8800

30 Sector 30 6081 6500 7200 8300 8800

31 Sector 31 6081 6500 7200 8300 8800

32 Sector 32 6081 6500 7200 8300 8800

33 Sector 33 6081 6500 7200 8300 8800

34 Sector 34 34051 35000 35800 39000 42000

35 Sector 35 6081 6500 7200 8300 8900

36 Sector 36 6081 6500 7200 8300 8900

37 Sector 37 6081 6500 7200 8300 8900

38 Sector 38+West 38 and Village 6081 6500 7200 8300 8900

39

Sector 39+39 West+Area adjoining Maloa

village 4256 4500 5400 6500 7500

40 Sector 40 1824 2200 2700 3300 3600

41 Sector 41+Baterla and Badheri Village 4864 5500 7200 8800 10200

42 Sector 42+Attawal Village 1824 2200 2700 3300 4500

43 Sector 43 + ISBT + CITY CENTER 13161 21500 30400 71500 95000

44 Sector 44 4256 4500 6900 9750 13500

45 Sector 45+Burail Village 15809 16000 19600 23800 25000

46 Sector 46 4256 4300 5400 6750 7400

47 Sector 47 2675 2700 5400 8300 8800

48 Sector 48 2067 2200 2750 3400 4000

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TAZ Zone Name Emp_2009 Emp_2011 Emp_2021 Emp_2031 Emp_2041

49 Sector 49 2067 2200 2750 3400 4000

50 Sector 50 2067 2200 2750 3400 4000

51 Sector 51 243 300 900 1500 3000

52 Sector 52+Khujeri Village 4135 4200 4400 7000 8000

53

Sector-53+Kadampura and Mohali area+

Slum 55 100 1400 11000 18000

54 Sector-54 2 Villages and Mohali area 486 500 1000 8500 16000

55 Sector-55+ Palsora and Mohali part 58 100 4400 13500 22000

56

Sector-56+Rehabilitation Cly.Palsora and

Mohali part 4864 5000 10600 18000 25000

108 Dadu Majra 1459 1600 4200 8300 11000

109 Dhanas, Sarangpur, Gwal Colony 3040 3200 9000 17500 25000

110 Khuda Lahora, Khuda Jassu 12161 13000 27000 32000 38000

111 Khuda Ali Sher 486 500 2800 5200 7000

112 Kaimbwala, Chungia 486 500 4400 8300 12000

113 Mani majra Rural,Kishangarh, Bhagwanpura 24322 27000 35900 48000 60000

114 Mani Majra 18242 22000 33900 35000 36000

115

Railway Station, Kalagram, Mouli, Raipur

Kalan, Daria 12161 13000 26500 45000 65000

116 Industrianl Area Phase-I, Makhan Majra 30403 33000 35900 46000 56000

117 Industrianl Area Phase-II, Ram Darbar 30403 33000 35900 46000 57000

118

Bahlana, Bari Majra, Airport, Burail ®,

Hallo Majra 6081 6500 7200 8300 9000

119 Maloia, Dadu Majra 5673 5900 5600 6500 8000

TOTAL CHANDIGARH 503708 555300 691500 917200 1092200

MOHALI

57 Sector-57 2900 3100 7500 9000 10500

58 Sector-58 4500 5000 9500 11500 13000

59 Sector-59 600 750 2000 2400 2700

60 Sector-60 600 750 2000 2400 2700

61 Sector-61 1800 2000 4500 5500 6500

62 SAS Nagar Sector-62 5800 6000 16000 19500 22000

63 SAS Nagar Sector-63 900 1000 2000 2400 2700

64 SAS Nagar Sector-64 700 800 2000 2400 2700

65 SAS Nagar Sector-65 3400 3500 9000 11000 13000

66 SAS Nagar Sector-66 3600 4000 15000 18300 21000

67 SAS Nagar Sector-67 700 800 1500 1800 2100

68 SAS Nagar Sector-68 100 350 1000 1200 1400

69 SAS Nagar Sector-69 0 350 1000 1200 1400

70 SAS Nagar Sector-70 1800 2000 5000 6000 7000

71 SAS Nagar Sector-71 500 700 3000 3600 4000

72 SAS Nagar Sector-72 6500 7000 12000 15000 17500

73 SAS Nagar Sector-73 7500 8000 14000 17000 20000

74 SAS Nagar Sector-74 8500 9000 15000 20000 24000

75 SAS Nagar Sector-75 6800 7000 12000 16000 19500

76 SAS Nagar Sector-76 100 300 2000 3000 3900

77 SAS Nagar Sector-77 + Sohan Village 200 700 3000 4000 4800

78 SAS Nagar Sector-78 + Sohana Village 200 500 5000 6700 8000

79 SAS Nagar Sector-79 0 200 1000 1400 1700

80 SAS Nagar Sector-80 + Village 200 700 1200 1600 1900

81 SAS Nagar Sector-81 + Village 50 200 1000 1300 3000

82 SAS Nagar Sector-82 0 1700 10000 13500 19000

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TAZ Zone Name Emp_2009 Emp_2011 Emp_2021 Emp_2031 Emp_2041

83 SAS Nagar Sector-83 0 1700 10000 13500 19000

84 SAS Nagar Sector-84 50 200 1000 1300 2200

85 SAS Nagar Sector-85 0 700 1500 2000 3000

86 SAS Nagar Sector-86 100 350 1000 1300 3000

87 SAS Nagar Sector-87 0 1500 12000 16000 24000

88 SAS Nagar Sector-88 0 200 700 1000 2000

89 SAS Nagar Sector-89 0 200 700 1000 2000

90 SAS Nagar Sector-90 500 1500 7000 9500 13000

91 SAS Nagar Sector-91 0 200 700 1100 1350

92 SAS Nagar Sector-92 + Village 500 1500 5000 6700 8200

93 SAS Nagar Sector-93 + Village 0 500 1500 2000 3000

94 SAS Nagar Sector-94 0 200 500 700 1500

95 SAS Nagar Sector-95 0 300 700 1000 1300

96 SAS Nagar Sector-96 100 350 700 1000 1300

97 SAS Nagar Sector-97 0 300 1000 1300 1500

98 SAS Nagar Sector-98 0 300 1000 1300 1500

99 SAS Nagar Sector-99 100 350 700 900 1100

100 SAS Nagar Sector-100 0 350 1200 1600 3000

101 SAS Nagar Sector-101 200 350 4000 5300 8000

102 SAS Nagar Sector-102 0 350 7000 9400 14500

103 SAS Nagar Sector-103 0 200 1000 1300 1600

104 SAS Nagar Sector-104 0 350 1200 1600 1900

105 SAS Nagar Sector-105 0 200 500 700 900

106 SAS Nagar Sector-106 0 150 500 700 900

107 SAS Nagar Sector-107 200 500 1000 1300 2500

165 Tehsil SAS Nagar Pocket F 0 350 1000 1300 1700

166 Tehsil Kharar, Pocket E 0 400 1000 1300 1700

167 Kaku Majra, Dharampur, Jagatpur 100 300 1200 1500 2000

168 Landiali, Alipur 100 350 1200 1500 2000

169 Bakarpur 100 300 1000 1200 1500

170 Dialgarh, Nariangarh 0 200 700 900 1200

171 Matran 50 100 500 700 1200

172 Kishanpura 0 300 500 700 1200

173 Siaun 100 200 500 700 1200

174 Ajitgarh colony 0 150 600 800 1000

175 Paton 50 150 500 700 1200

176 Kurari 100 300 800 1100 1500

TOTAL MOHALI 60300 82301 228800 293600 375650

PANCHKULA

120 Panchkula Sector-1 7018 7500 16000 17500 18500

121 Panchkula Sector-2 2642 3000 5000 5500 5800

122 Panchkula Sector-3 440 500 1000 1100 1150

123 Panchkula Sector-4 2642 3000 5000 5500 5700

124 Panchkula Sector-5 4403 6000 16000 17500 18500

125 Panchkula Sector-6 4403 4500 8100 9000 9500

126 Panchkula Sector-7 881 1150 2000 2200 2300

127 Panchkula Sector-8 2642 3000 5000 5500 5700

128 Panchkula Sector-9 2642 3000 5000 5500 5700

129 Panchkula Sector-10 2642 3000 5000 5500 5700

130 Panchkula Sector-11 2642 3000 5000 5500 5700

131 Panchkula Sector-12 881 1150 2000 2200 2300

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TAZ Zone Name Emp_2009 Emp_2011 Emp_2021 Emp_2031 Emp_2041

132 Panchkula Sector-12 A 1321 1350 2000 2200 2300

133 Panchkula Sector-14 4403 4500 10100 11000 11400

134 Panchkula Sector-15 2642 2650 4000 4400 4500

135 Panchkula Sector-16 4403 6000 10100 11000 11400

136 Panchkula Sector-17 881 900 1550 1700 1800

137 Panchkula Sector-18 & Industrial Area Ph-II 4843 6000 11100 12500 13000

138 Panchkula Sector-19 & Industrial Area Ph-I 5283 6000 13100 15300 16000

139 Panchkula Sector-20 1321 1500 5000 5500 5600

140 Panchkula Sector-21 1321 1500 5000 5500 5600

141 Panchkula Sector-22 264 300 550 600 650

142 Panchkula Sector-23 1321 1500 3000 3300 3500

143 Panchkula Sector-24 264 300 550 600 650

144 Panchkula Sector-25 1321 1500 2500 2750 2900

145 Panchkula Sector-26 1264 1500 2000 2200 2300

146 Panchkula Sector-27 1321 1500 3000 3300 3500

147 Panchkula Sector-28 1264 1500 2000 2200 2300

148 Panchkula Sector-29 1264 1500 1800 2000 2200

149 Panchkula Sector-30 264 300 550 600 650

150 Panchkula Sector-31 264 300 550 600 650

151 Panchkula Sector-32 881 1150 2100 2300 2500

152 Mansa Devi Complex Sector-1 264 300 550 600 650

153 Mansa Devi Complex Sector-2 264 300 550 600 650

154 Mansa Devi Complex Sector-3 1761 2300 10100 12000 13000

155 Mansa Devi Complex Sector-4 264 300 550 600 650

156 Mansa Devi Complex Sector-5 2201 2300 5000 6000 6200

13 Mansa Devi Complex Sector-6 264 300 550 600 650

TOTAL PANCHKULA 75000 86350 172950 192450 201750

ZIRAKPUR

157 Zirakpur (ward 1+12) 5756 12422 17319 22370 28157

158 Zirakpur (ward 2+3) 2613 5639 7862 10155 12781

159 Zirakpur (Ward 4+5) 4567 9856 13741 17748 22339

160 Zirakpur (Ward 6) 958 2067 2881 3722 4684

161 Zirakpur (Ward 7) 1179 2544 3548 4582 5767

162 Zirakpur (Ward 8+9) 3898 8411 11727 15147 19065

163 Zirakpur (Ward 10+11) 3403 7344 10240 13226 16647

164 Zirakpur (Ward 13+14+15) 1012 2183 3044 3932 4949

TOTAL ZIRAKPUR 23386 50467 70362 90881 114389

OTHER TOWNS

177* Dera Bassi 21387 30191 43330 56090 70598

178* Kharar 23155 26289 37763 48923 63338

179* Baddi 19747 22678 37003 49496 63547

180*,181* Pinjore-Kalka 37578 42044 82460 171128 189031

188* Parwanu 4713 5097 7545 9197 11211

190* Alipur -Kot Behla 1330 2886 3620 16960 18734

GRAND TOTAL 770303 903603 1375333 1845924 2200447

* External Zones

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8.5 CONCLUSIONS

8.5.1 Population of Chandigarh Urban Complex and its nearby town expected to increase

from 13.60 Lakh in the year 2001 to 59 Lakh by the year 2041. Population for the

year 2009 is estimated is 21.17 Lakh.

8.5.2 The low population concentration sectors in Chandigarh are 1 to 19, 21 to 24 and 27

to 37 whereas high population sectors are 40 to 56 and Mani Majra, Sector 38.

Similarly, dense residential agglomerations are observed on the northern end of SAS

Nagar towards Chandigarh boundary viz. Sector 59 to 61and 68 to 71. For Panchkula,

residential population is almost equally distributed in the Sectors 25 to 27.

8.5.3 The average work force participation rate in the Chandigarh urban complex and its

urban agglomeration is expected to increase from 36.48% in 2007 to 36.81% in 2041.

Total employment in Chandigarh urban complex and its urban agglomeration is

expected to increase from 7.70 Lakh in 2007 to 22.00 Lakh in 2041.

8.5.4 The substantial increase in area of office / commercial / industrial and other activities

expected are, proposed Industrial Area Phase III and vegetable and whole sale market

near Raipur Kalan, IT Park at Mani Majra, Existing Industrial Area in Chandigarh,

new proposed industrial areas of SAS Nagar, district centre and Mini Secretariat and

Mansa Devi urban complex of Panchkula. This will mean a large increase in

employment in the traffic zones falling in these sectors. This will attract large traffic

to these traffic zones. Thus mass transport system to these traffic zones will need to be

extended / augmented to cater to expected transport demand.

8.5.5 As the nearby towns are also being developed at a rapid pace, traffic between

Chandigarh Urban Complex and their towns is expected to increase. Therefore

adequate good quality citywide mass public transport system will need to be provided

to meet this expected demand.

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CHAPTER 9

TRANSPORT DEMAND FORECAST AND

SYSTEM SELECTION

9.1 INTRODUCTION

9.1.1 The transportation study process consists of development of formulae (or models),

enabling forecast of travel demand, and development of alternative strategies for

handling this demand. It is not just one model, but a series of inter-linked and inter-

related models of varying levels of complexity, dealing with different facets of travel

demand. Through these models, the transportation study process as a whole is checked

and calibrated before it is used for future travel predictions.

9.1.2 In the present study, a four-stage transport demand model has been developed for

estimating future travel demand. The normal and easily available planning variables

at zonal levels such as population, employment and student enrolment have been

made use of in transport demand analysis.

9.2 TRANSPORTATION PLANNING PROCESS

9.2.1 The basic functions in the transportation planning process are:

• Trip-end prediction or trip generation and attractions – the determination of

the number of person trips leaving a zone irrespective of destination and the

number of trips attracted to a zone, irrespective of origin.

• Trip distribution – the linking of the trip origins (generation) with their

destinations (attraction).

• Modal split – the separation of trip by public transport modes or by private

modes.

• Assignment – the allocation of trips between a pair of zones to the most likely

route(s) on the network.

9.3 TRIP GENERATION

9.3.1 Home Based Work Trips

The trip generation sub-model for home based one-way work trips produced /

attracted from / to a zone by all modes (mass, fast and slow) has been developed and

presented in Table 9.1. The independent variable for trip production is the zonal

population, whereas for the purpose of attraction, the independent variable is the

employment in each zone.

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Table 9.1 Trip Generation Sub-Models for Home Based one-way Work Trips – 2009

Dependent

Variable

Independent

Variable

Regression

Co-efficient

(Trip Rate)

(R2)

Co-efficient of

Determination

(Y) (X)

(b)

Trip Production All Modes

Population 0.322305 0.96

Trip Attraction All Modes

Employment 0.879656 0.71

9.3.2 Home-Based Education Trips

Summary of regression analysis for home-based one-way education trips produced /

attracted from / to a zone by different modes is given in Table 9.2. The independent

variable used is zonal population.

Table 9.2 Trip Generation Sub-Models for Home Based one-way Education Trips – 2009

Dependent

Variable

Independent

Variable

Regression Co-

efficient (Trip

Rate)

(R2)

Co-efficient of

Determination

(Y) (X) (b)

Trip Production

All Modes

Population 0.26485 0.95

9.3.3 Home-Based Other Trips

Summary of regression analysis for one-way home-based other purpose trips

produced / attracted from / to a zone is presented in Table 9.3.

Table 9.3 Trip Generation Sub-Models For Home Based One-Way Other Trips – 2009

Dependent

Variable

Independent

Variable

Regression Co-

efficient (Trip Rate)

(R2)

Co-efficient of

Determination

(Y) (X) (b)

Trip Production

All Modes

Population 0.053536 0.42

Trip Attraction

All Modes

Employment 0.123165 0.44

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9.3.4 Home-Based Total Trips

Summary of regression analysis for one-way home-based total trips produced /

attracted from / to a zone are presented in Table 9.4.

Table 9.4 Trip Generation Sub-Models for Home Based One-Way Total Trips – 2009

Dependent Variable Independent

Variable

Regression Co-

efficient (Trip Rate)

(R2) Co-efficient of

Determination

(Y) (X) (b)

Trip Production

All Modes

Population 0.640691 0.95

Trip Attraction

All Modes

Employment 1.359046 0.67

9.4 TRIP DISTRIBUTION

9.4.1 The gravity model formulation has been used for developing the synthetic O-D matrix

for the intra-city trips. The formulation of Gravity model used is as under:

Tijn = Pi

n [ Aj

n exp(-a

nCij

m) / ΣAj

n exp(-a

n Cij

m)]

Where

Tijn = The number of trips produced in zone I and attracted to zone j for nth

Mode (public, private, total)

Pi

n = The total number of trips produced in zone i for nth mode

Ajn = The total number of trips attracted to zone j for nth mode

an = Parameter calibrated for base year for nth mode

Cijm = Travel time between pair of zones i & j by mode m

9.4.2 Gravity Model – Calibration Process

The sequence of activities involved in the calibration of Gravity Model is shown in

Figure 9.1. Only the home based trips for modes (public, private and total), have been

simulated for comparison with the observed flows.

The calibrated values of Gravity Model parameter for home-based trips for various

modes are presented in Table 9.5. Calibration process included comparison of

observed and simulated mean trip lengths as well as shapes of the trip length

frequency distribution.

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Table 9.5 Calibrated Gravity Model Parameters

Mode Parameter Parameter Value Mean Trip Length (Minutes)

Public Pub 0.0065351377 20.00

Private Pvt 0.008875584 15.00

Total tot 0.003300980 17.25

The observed trip length frequency distributions for different purposes (work,

education and other) were obtained from the 2009 Household Travel Survey data. For

simulated trip length frequency distributions, the parameter values (negative

exponential) were varied until the simulated and observed trip length frequency

distributions for each purpose exhibited the following.

- The shape and position of both curves relatively close to each other when

compared visually.

- The difference between mean trip lengths was within 3 percent variation

The calibration procedure developed by Bureau of Public Roads was used, which

adjusts the measure of attraction used in the Gravity Model. Eight such iterations of

attraction trip and balancing procedure were carried out for each trip mode wise

separately.

A comparison of observed and simulated trip length frequency for public, private and

total trips is presented in Figure 9.2 A to 9.2 C.

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Figure 9.1 Sequences of Activities for Calibrating Gravity Model

9.4.3 The measure of deterrence is the perceived inter-zonal generalised cost – this is what

the traveller unconsciously thinks it costs him to travel from one place to another.

For each pair of zones, generalised cost for a public transport trip or by any other

mode is determined. For any inter-zonal trip, the cost between each of the two zone

centroids and between them and the appropriate actual network nodes is added to

establish the least cost journey through the whole network between the zones. For

LAND USE ESTIMATES

ESTIMATION OF PRODUCTION &

INTERZONAL SKIM TREES

ASSUME INTIAL TRAVEL

CALCULATE T MATRIX

CALCULATE TRIP LENGTH

COMPARE SIMULATED AND OBSER−

NEW TRAVEL FUNCTION

ATTRACTION TRIP ENDS BY TYPE

TIME FUNCTIONS

CALCULATE NEW T WITH

BALANCED ATTRACTIONS

FREQUUENCY DISTRIBUTIONS

−VED TRIP LENGTH DISTRIBUTIONS

TRAVEL TIME FUNCTIONFOR TRIP TYPE

CALIBRATED PARAMETER

ij

ij

ATTRACTIONSCALCULATE BALANCED

s

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example, for a trip including one or more public transport links and walk links

thereto, the public transport generalised cost would be made up of:

a) Walking time to bus stop (from notional centroid link)

b) Waiting time at bus stop

c) Travelling time on bus

d) Interchange waiting time – where appropriate

e) Walking time from bus stop to destination (by notional centroid link).

9.4.4 In a somewhat similar way, generalised cost for other modes is determined. The

least-cost journey from any zone to another is determined by a tree building process.

Separate least-cost journey trees are built for public transport trips and for trips by

other modes.

Figure 9.2 (a) Trip Length Frequency Distribution (Public Mode Trips)

0

5

10

15

20

25

2.5

7.5

12.5

17.5

22.5

27.5

32.5

37.5

42.5

47.5

52.5

57.5

62.5

67.5

72.5

Trip Length (in min.)

No. of

Trip

s (i

n %

)

Observed

Modeled

Figure 9.2 (b) Trip Length Frequency Distribution (Private Mode Trips)

0

5

10

15

20

25

30

2.5

7.5

12.5

17.5

22.5

27.5

32.5

37.5

42.5

47.5

52.5

57.5

Trip Length (in min.)

No.

of

Tri

ps

(in

%)

Observed

Modeled

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Figure 9.2 (c) Trip Length Frequency Distribution (Total Trips)

9.4.5 For the purpose of analysis in this study, Cij values, which should normally be based

on Generalised Cost, have been taken only in terms of travel time. Travel time

matrices have been computed and ‘skim trees’ built representing shortest travel paths

between each pair of zones taking road congestion into consideration.

9.5 MODAL SPLIT

9.5.1 The household travel survey carried out in 2009 shows low modal split in favour of

public transport. Modal split in favour of public transport for the city of size of

Chandigarh urban complex should be in the range of 40% – 60% of total motorized

trips. The lower modal split in favour of public transport system shows the deficiency

in public transport system in terms of quantity and quality.

A good mass transport system is expected to increase a higher modal split in favour of

public transport. It has been assumed that modal split in favour of Mass Transport will

increase to 54%, 60%, 65% and 70% by the year 2014, 2021, 2031 and 2041

respectively.

9.6 TRIP ASSIGNMENT

9.6.1 For the purpose of this study, Capacity restrained assignment technique has been

followed. In this method of assignment, private and public transport trip matrices are

loaded onto their respective networks, using an incremental assignment method. The

trip matrices are assigned to the shortest paths generated successively after

assignment of small lots each of 20% increment of the trips matrices. The

incremental assignment proceeds by updating the private and public transport

networks using the speed flow relationships of the links until 100% of the two

matrices are assigned.

0

5

10

15

20

25

2.5

12.5

22.5

32.5

42.5

52.5

62.5

72.5

Trip Length (in min.)

No

. of

Trip

s (i

n %

)Observed

Modeled

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9.6.2 The assignment is largely controlled by alternative paths, which are built by the

shortest path algorithm through the network. There is simultaneous building of

shortest paths for the two networks (mass transport and private trips), and rules

adopted are:

1. The paths are not allowed to be built through the zone centroids, other than the

origin and the destination end.

2. Due to the type of signal phasing adopted for intersections, the right turning

traffic has to wait for a few seconds more than the straight moving traffic.

Also, as the right turners have to follow a curved and longer path through the

intersection, a penalty of 30 seconds is adopted for such assignment.

9.6.3 The road network is assigned the road capacity based on the available lane widths.

The types of roads and their capacities are given in Table 9.6.

Table 9.6 Types of Roads and Their Capacities

Road Type Capacity in PCU’s per Hour*

2-Lane Divided 3000

4-Lane Divided 6000

6-Lane Divided 8000

It has been assumed that roads have a given capacity, while the mass transport

network has unlimited capacity.

9.6.4 In addition to the capacity values, the speed flow relationships of the three types of

links are required for modifying the speeds for each incremental loading. A

mathematical model was developed for each link type. These mathematical models

are as follows:

2-Lane Divided

S = Sf (1.0 – 0.57 (V/C) 30

4-Lane Divided

S = Sf (1.0 – 0.63 (V/C)27

6-Lane Divided

S = Sf (1.0 – 0.60 (V/C)25

Where

S = Speed in kmph

Sf = Free flow speed in kmph

V = Assigned volume in PCU’s

C = Capacity of road link in PCU’s

The initial free flow speeds taken for the assignment of public and private modes are

summarised in Table 9.7 (A)

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Table 9.7 (A) Free Flow Speeds

Mode Free Flow Speed in kmph*

2-Lane 4-Lane 6-Lane

Public Transport 15 20 25

Private Transport 30 35 40

9.6.5 The results from the incremental assignments, which are in terms of person trips, have

to be converted to PCU’s for updating the link speeds. As the occupancy levels of the

private modes are drastically different from the road-based public transport modes,

separate passenger to PCU conversion factors have been derived for the two types of

travel. For this purpose, the city has been divided into two regions - each having a

different mix of traffic characteristics. The factors used for the two regions are given

in Table 9.7 (B).

The roads are also used by goods vehicles and other slow moving vehicles. The

capacity comparison and speed modifications must take movement of these vehicles

and mixed traffic conditions into account. Thus, after the person trips are converted

to vehicles trips in terms of PCUs, the goods traffic factors has been used to

incorporate the mixed flow conditions because of goods and the slow moving

vehicles.

Table 9.7 (B) PCU Conversion Factors

PCU Conversion Factors Region

Pub. Vehicles Pvt. Vehicles Goods

Chandigarh Area 0.067579 0.415010 1.20

Mohali Area 0.067108 0.360208 1.23

Panchkula Area 0.067108 0.360208 1.23

Zirakpur Area 0.067108 0.360208 1.23

9.6.6 In the assignment process, the link speeds get modified by appropriate modelling of

speed flow relationships. As the volume-capacity ratio increases towards 1.0, the link

speed decreases fast to a residual value of about 10 to 15 kmph. In case of further

loading of the link (which is possible in absence of alternate paths) beyond

volume/capacity ratio of 1.0, the speeds may get negative.

Accordingly, to control the speed to a non-negative residual value, the lowest bound

for public and private mode speeds is taken as 5.0 and 10.0 kmph respectively.

The base year assigned trips were compared with the ground counts of selected

arterials to establish the validity of models as stated earlier for working out horizon

year (2021) transport demand forecast.

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9.7 TRANSPORT DEMAND FORECAST

9.7.1 The following assumptions have been made while working out the traffic demand on

the proposed system:

1. The basic inputs to the study i.e. the landuse parameters for the year 2014,

2021, 2031 & 2041 were worked out by RITES in consultation with

Chandigarh Administration, PUDA & TCPO in Mohali, HUDA & TCPO

department in Panchkula.

2. The integrated transport network includes the future road network proposals.

3. For working out a path between an origin and destination, travel times have

been considered.

4. Proper inter-modal integration facilities, including approach roads are

assumed to be available at all stations of MRT System.

5. Wherever possible, proper passenger integration has been assumed.

6. For traffic between Chandigarh Urban Complex and nearby town and other

regional traffic, appropriate growth rates have been used considering the

expected growth of these towns.

9.7.2 The summary of horizon years (2014, 2021, 2031& 2041) transport demand forecasts

for study area is presented in Table 9.8.

Table 9.8 Summary of Transport Demand Forecast for Chandigarh Urban Complex

9.8 IDENTIFICATION OF MAJOR TRAVEL CORRIDORS

9.8.1 The major transport corridors for mass transport system have been identified on the

basis of future landuse to be developed in various parts of the urban complex and

expected traffic on various corridors on the basis of transport demand modeling and

forecasting. The mass transport corridors as suggested in the earlier studies carried out

in the study area were considered and review of the given corridors of Madhya Marg,

Himalaya Marg and Purv Marg as decided by the Governments was also done.

Figures (Lakh) S.

No

Item

2014 2021 2031 2041

1 Population 24.50 31.28 39.42 46.93

2 Employment 9.10 11.64 14.94 17.84

3 Per Capital Trip Rate (motorized) 1.00 1.10 1.20 1.30

4 Total Trips 29.34 40.56 56.31 73.40

5 Intra city Trips 24.50 34.41 47.30 61.01

6 Inter city Trips 4.84 6.15 9.01 12.39

7 Modal split (Share by Public Transport for

total Intra city trips)

54% 60% 65% 70%

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9.8.2 Road Only Network

For business as usual scenario i.e the traffic to move as it is moving now on the road

system only has been considered to examine the adequacy of the road system. Share

of car and two wheeler is expected to go up to 73 % in total motorised trips for this

scenario.

The road only network consists of all the roads with Right of Way of 18 m

(carriageway with atleast 2 lane) and above and covers the whole area of Chandigarh

Urban Complex.

9.8.3 The origin – destination matrix for the year 2014, 2021, 2031 and 2041 has been

assigned on road only network.

9.8.4 The trip assignment on this network in the year 2021& 2041 shows that the following

road corridors will carry the high traffic. These major corridors indicating maximum

peak hour peak direction trips (PHPDT) by all modes are given in Table 9.9.

Table 9.9 Maximum PHPDT by all modes on major Road Corridors

Maximum PHPDT S.N. Name Of Corridor

2021 2041

1 Khuda Lahora to IT Park via Punjab University, PGI,

Government College, General Hospital, Sector 17-

Interchange, Sector 8, Sector 7, Sector 26, Grain Market,

Transport Nagar, Chandigarh Railway Station, Manimajra,

to IT Park.

31000 76000

2 Housing Board Chowk – Sector 14 – Sector 21 Panchkula. 21000 42000

3 Sector1 (Secretariat) – Sector 9 - Sector 17 Main Market, -

Sector 43 Bus Terminal- Sector 52 - Sector 104 Mohali.

24000 52000

4 Sector 26 – Sector 38 Dadu Majra along Purv Marg and

Vikas Marg.

26000 55000

5 Police Housing complex – Zirakpur –Dera Bassi (along

Dakshin Marg)

12000 24200

6 Sukhana Lake – Sector 49 Kharar (along Sukhna Path via

Sector 62 SAS Nagar)

16000 32000

7 Kharar – Bannur 5000 11000

8 Pocket F SAS Nagar – Chatbir 5000 10000

9 PGI – Pocket F SAS Nagar (along Vidya Path) 16000 28000

10 Sector 28 Panchkula Extension – Mansa Devi Complex via

sector 5 city centre Panchkula

12000 26000

11 Housing Board Chowk – Sector 1 Panchkula - Zirakpur 9000 21000

12 Sector 49 – Sector 87 city centre Mohali 6000 12000

13 Madhya Marg crossing –Sector 27&28 crossing on Chandi

Path

14000 26000

14 Sector 16 – 17, Sector 22 – 23 on Jan Marg 14000 26000

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Maximum PHPDT S.N. Name Of Corridor

2021 2041

15 Between Sector 54 & 55 on Vidya Path 18000 32000

16 Railway Station Road 7000 11000

17 Mani Majra Road 24000 33000

18 Between Sector 36- Sector 42 on Shanti Path 14000 24000

19 Sector 16-17 rotary to Sector 22-23 rotary on Udyog Path 13000 25000

20 Sector 34-35 to Sector 42-43 on Sarovar Path 12000 20000

21 Panchkula - Kalka 7800 14200

22 Pinjore - Baddi 3900 9200

9.8.5 Thus expected transport demand on many of the above corridors cannot met by a

normal road based transport system. Therefore mass transport system such as metro,

mono rail, bus rapid transit system etc. will be required on many corridors to cater to

future transport demand.

9.9 EXPECTED SECTION PASSENGER LOADS ON MASS TRANSPORT

CORRIDORS

9.9.1 Considering mass transport system on along major traffic carrying corridors in the

future, traffic assignment for the various horizon years has been carried out.

9.9.2 The expected maximum section passenger loadings in PHPDT on various mass

transport corridors are given in Table 9.10.

Table 9.10 Maximum Section Loading on Mass Transport System Corridors

S.N Corridor Name Maximum PHPDT

2014 2021 2031 2041

1 Khuda Lahora – IT Park (Madhya Marg) 9600 14300 24100 38700

2 Sector 1 –Sector 43 Bus Terminal –Sector 52

(Himalaya Marg)

7300 11100 14100 21900

3 Sector 26 – Sector 38 – Dadu Majra

(Purv Marg/Vikas Marg)

6100 10800 16500 23300

4 Chandigarh Sector 52 – Mohali Sector 104 4100 8500 12200 18900

5 Housing Board Chowk – Sector 21 Panchkula 3600 6500 15600 21700

6 Police Housing Complex-Zirakpur- (Along

Dakshin Marg) 4000 6000 13000 19000

7 Sukhna Lake - Sector 49- Kharar (Along

Sukhna Path via Sector 62 SAS Nagar) 2500 4500 7000 10400

8 PGI - Pocket F SAS Nagar (Along Vidya Path) 3000 6000 8500 11000

9 Zirakpur-Dera Basi (Along Dakshin Marg) 2900 5100 9300 12600

10 Kharar – Bannur 1400 3000 4000 6000

11 Pocket F SAS Nagar - Chatbir 1800 3500 5000 8000

12 Sector 28 Panchkula Extension - Mansa Devi

Complex via Sector 5 City Centre Panchkula 2600 4000 8000 10000

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S.N Corridor Name Maximum PHPDT

2014 2021 2031 2041

13 Housing Board Chowk - Sector 1 Panchkula -

Zirakpur 3100 5000 10000 13000

14 Industrial area Phase 2 Panchkula - Dakshin

Marg (along route no. 2) 2500 4000 6100 9200

15 Sector 49 - Sector 87 City Centre Mohali 1900 3500 5000 7000

16 Panchkula - Kalka 3000 4700 6600 9000

17 Pinjore - Baddi 1900 2700 4600 6500

9.10 SYSTEM SELECTION

9.10.1 Criteria for Choice of Mode

Choice of mode will depend mainly on the expected demand by mass transport

system on a corridor, available road right-of-way (ROW) and the capacity of the

mode. Other considerations are the land-use along the corridor, the location of

building lines, and the potential for increasing the ROW. Cost of the same mode of

transport can vary at different locations depending on engineering constraints. It is

therefore important that the final choice of mode is based on techno-economic

considerations.

9.10.2 In choosing a mode for a corridor, first priority should be given to at-grade services

and BRT. It offers convenience to commuters particularly the short distance users.

Commuters do not have to walk up and down to use the services. The construction

cost is low. It offers the best financial sustainability. If road ROW is inadequate and it

cannot be widened, and/or the route is congested, an elevated/underground mode

needs to be proposed.

9.10.3 Capacity of Various Modes

The comparative capacity of the main transport modes used in developing cities is

reported in a TRRL-UK study (1995) and World Bank study (2000). As per these

studies, it appears that the capacity of various modes may be taken as follows;

Bus Rapid Transit System at-grade 10000 to 20000 PHPDT

LRT at-grade 10000 to 20000 PHPDT

Metro/ Suburban Rail 30000 to 80000 PHPDT

There is no mention of the Monorail in this study, but based on information available,

it appears that the mode has been used up to a demand level of 10000 PHPDT and

designed and used in one case up to 20000 PHPDT. However capacity of the grade

separated LRT and Monorail can be stretched upto 30000 PHPDT. Thus, it appears

that BRT, Monorail and LRT, can be used when the demand on a corridor is not

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expected to exceed 20000 PHPDT. Beyond the demand level of about 20000 PHPDT,

a metro system (light or heavy) is considered more appropriate.

The World Bank report further states that the bus way output depend greatly on road

network configuration, junction spacing and stop spacing. It typically has been

demonstrated to be high at about 10,000 PHPDT at 20 km/h on arterial corridors and

15-17 km/h on urban corridors for a one-lane each way bus-way. If provision for bus

overtaking at bus stops is kept and grade separation provided at major junction,

passenger throughputs of 20,000 PHPDT have been demonstrated.

9.10.4 Right of Way Requirement

All medium capacity modes normally lie within the road right of way and hence

require a share in the road space. At-grade modes however require more space than

elevated modes. For at-grade BRT, the desirable right of way requirement is 35 m to

meet the requirements of the IRC code, but with an absolute minimum of 28 m. The

latter allows for two- lane sub-standard carriageways each way and a combined cycle

track and footpath. Additional space is required at stations/stops. This includes the

requirement for overtaking facility as well. It may be possible to reduce the

requirement further when the demand level is low such as at the periphery of the city.

The above does not include service roads. It is highly unlikely that the desired ROW

will be available for full length of the corridor. Elevating the corridor at tight

locations could be one option.

If minimum ROW of 28m (desirably 35m) is not available, elevated/underground

modes become necessary.

9.10.5 Proposed Mass Transport System

On the basis of above consideration elevated mass transport system such as metro,

LRT, monorail can be provided on corridors where future transport demand is

expected to be more than 20000 PHPDT. Considering that elevated mass transport

systems are not preferred in Chandigarh due to aesthetics reasons, it has been decided

by State and Central Governments to go for underground metro on critical stretches.

Therefore on corridors where transport demands are expected to be more than 20000

PHPDT in future, metro system (underground where aesthetics are important and

elevated on others) has been suggested. It has also been considered to extend atleast

one metro corridor to Mohali and Panchkula. On remaining corridors where demand

is expected to be less than 20000 PHPDT by mass transport, BRT system has been

considered. Considering this the suggested mass transport system on various corridors

are given in are given in Table 9.11.

To meet the passenger transport demand between Chandigarh Urban Complex and

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Kalka/ Baddi Commuter Rail System (CRS) is suggested. In addition to CRS between

Chandigarh Urban Complex and Kalka/ Baddi a normal bus system will also need to

be augmented.

Table 9.11 Proposed Mass Transport System on Various Corridors

S.N Corridor Name Proposed Mass

Transport System

1 Khuda Lahora – IT Park (Madhya Marg) Metro

2 Sector 1 –Sector 43 Bus Terminal –Sector 52 (Himalaya

Marg)

Metro

3 Sector 26 – Sector 38 – Dadu Majra

(Purv Marg/Vikas Marg)

Metro

4 Chandigarh Sector 52 – Mohali Sector 104 Metro

5 Housing Board Chowk – Sector 21 Panchkula Metro

6 Police Housing Complex-Zirakpur- (Along Dakshin

Marg)

BRT

7 Sukhna Lake - Sector 49- Kharar (Along Sukhna Path via

Sector 62 SAS Nagar)

BRT

8 PGI - Pocket F SAS Nagar (Along Vidya Path) BRT

9 Zirakpur-Dera Basi (Along Dakshin Marg) BRT

10 Kharar – Bannur BRT

11 Pocket F SAS Nagar - Chatbir BRT

12 Sector 28 Panchkula Extension - Mansa Devi Complex

via Sector 5 City Centre Panchkula

BRT

13

Housing Board Chowk - Sector 1 Panchkula - Zirakpur

BRT

14 Industrial area Phase 2 Panchkula - Dakshin Marg (along

route no. 2)

BRT

15 Sector 49 - Sector 87 City Centre Mohali BRT

16 Chandigarh - Kalka Commuter Rail System

17 Pinjore - Baddi Commuter Rail System

9.11 PROPOSED INTEGRATED MASS TRANSPORT NETWORK

The proposed multi-modal intra-urban mass transport system route details are as

follows

Metro Corridors

i) Corridor 1: Khuda Lahora to IT Park via Punjab University, PGI, Government

College, General Hospital, Sector 17- Interchange, Sector 8, Sector 7, Sector

26, Grain Market, Transport Nagar, Chandigarh Railway Station, Manimajra,

covering a distance of approximately 16.00 Km.

ii) Corridor II: Sectt. Sector 1 Chandigarh to Bus terminal Sector 104 S.A.S

Nagar Mohali, Via Rock Garden, Sector 9, Sector 17 interchange, Sector 17

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ISBT, Sector 22-Aroma Hotel Sector 34, Bus Terminal Sector 43, Sector 52,

Mohali Sector 62, Sector 60, Sector 72, Sector 71, Sector 75, Sector 76, Sector

77, Sector 78, Sector 87, 97, 106, 105 covering a distance of 22 Km.

iii) Corridor III : Timber Market Chowk Sector 26 to Sector 38 and Dadu Majra

along Purv Marg and Vikas Marg covering a distance of approximately 14.6

Km.

iv) Corridor – IV: Housing Board Chowk to Sector 21 Panchkula, via Panchkula

Sector 17,16,15,14, & 21 covering a distance of 5 km.

BRT Corridors

i) BRT Corridor I: Chandigarh Police Housing complex – Zirakpur –Dera

Bassi (along Dakshin Marg) covering a distance of approximately 26 Km

ii) BRT Corridor II :Sukhna Lake – Chandigarh Sector 49, Kharar (along

Sukhna Path up to sector 49 and than along Sector 62 SAS Nagar) along

NH 21 covering a distance of 20 km.

iii) BRT Corridor III: PGI – Pocket F SAS Nagar (along Vidya Path) covering a

distance of 11 km.

iv) BRT Corridor IV: Kharar – Bannur along K.B. Road – 18 km.

v) BRT Corridor V: Pocket F SAS Nagar – Chatbir along SAS nagar Sector

Road – 20 km.

vi) BRT Corridor VI: Sector 28 Panchkula Extension – Mansa Devi Complex

via sector 5 city centre Panchkula-23 kms.

vii) BRT Corridor VII: Housing Board Chowk – Sector 1 Panchkula Zirakpur –

14 km.

viii) BRT Corridor VIII: Industrial Area Phase 2 Panchkula – Dakshin Marg

(along route No. 2) – 4 km.

ix) BRT Corridor IX: Sector 49 – Sector 87 city centre Mohali. - 9 Km.

9.12 SUMMARY OF TRANSPORT DEMAND FORECAST ON METRO SYSTEM

9.12.1 The passenger inflow using the MRT system network consisting of these four lines is

expected to be as follows:

Line - I: Khuda Lahora –PGI – Sector 17 – Chandigarh Railway Station -

Manimajra– IT Park of length about 15 km consisting of total 19 stations. The

numbers of passengers carried by this line are 1.13 Lakhs, 1.79 lakhs, 2.96lakhs, and

4.32 Lakhs in the years 2014, 2021, 2031 and 2041 respectively.

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Line - II: Sector 1 – Sector 17 - Sector 34 – Sector 43 Bus Terminal–Sector 104

Mohali (along Himalaya Marg) of length about 21 km. consisting of 24 stations. The

numbers of passengers, expected to be carried by this line, are 0.89 lakh, 1.49 lakh,

2.20 lakh and 3.11 lakh in the years 2014, 2021, 2031 and 2041 respectively.

Line – III: Sector 26 – Sector 38 Dadu Majra (along Purv Marg and Vikas Marg of

length about 13km. consisting of 16 stations. The numbers of passengers, expected to

be carried by this line, are 0.83 Lakh, 1.27 Lakh, 2.14 Lakh and 3.11 Lakh in the

years 2014, 2021, 2031 and 2041 respectively.

Line - IV: Housing Board Chowk – Sector 21 Panchkula of length about 5 km

consisting of 6 stations. The number of passengers expected to be carried by this line

is 0.34 Lakh, 0.46 Lakh, 0.78 Lakh and 1.20 Lakh in the years 2014, 2021, 2031 and

2041 respectively.

9.12.2 The summary of transport demand forecast is presented in Table 9.12, Table 9.13,

Table 9.14, & Table 9.15 for the year 2014, 2021, 2031 & 2041 respectively. It is

seen that, the network with a length of about 57.7 km would carry 3.19 Lakh, 5.01

Lakh, 8.08 Lakh and 11.74 Lakh passengers per day for the year 2014, 2021, 2031

and 2041 respectively, The passenger km carried would be 22.35 Lakh & 37.60 Lakh,

68.60 Lakh and 108.01 Lakh respectively for the years 2014, 2021, 2031 and 2041. Table 9.12 Summary of Transport Demand on Metro System– 2014-Full System

Section Length

(Km)

Number of

Passengers

(Lakhs)

Pass-

Km

(lakhs)

Pass-

Km/km

(Lakhs)

Average

Lead

(km.)

Line – I: Khuda Lahora – Punjab

University- Sector 17, ISBT –Mani

Majra – IT Park (along Madhya Marg)

16.10 1.13 7.95 0.49

Line – II: Sector 1 –Sector 17

Interchange –Sector52 – Sector 104

Mohali (along Himalaya Marg)

22.0 0.89 6.20 0.28

Line- III: Sector 26 – Sector 38 – Dadu

Majra (Purv Marg/Vikas Marg) 14.60 0.83 6.30 0.43

Line – IV: Housing Board Chowk -

Sector 21 Panchkula 5.0 0.34 1.90 0.38

Total 57.70 3.19 22.35 0.39 7.01

Table 9.13 Summary of Transport Demand on Metro System – 2021-Full System

Section

Length

(Km)

Number of

Passengers

(Lakhs)

Pass-Km

(lakhs)

Pass-

Km/km

(Lakhs)

Average

Lead

(km.)

Line – I: Khuda Lahora – Punjab

University- Sector 17, ISBT –Mani Majra –

IT Park (along Madhya Marg)

16.10 1.79 12.60 0.78

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Section

Length

(Km)

Number of

Passengers

(Lakhs)

Pass-Km

(lakhs)

Pass-

Km/km

(Lakhs)

Average

Lead

(km.)

Line – II: Sector 1 –Sector 17 Interchange –

Sector52 – Sector 104 Mohali (along

Himalaya Marg)

22.0 1.49 11.45 0.52

Line- III: Sector 26 – Sector 38 – Dadu

Majra (Purv Marg/Vikas Marg) 14.60 1.27 11.00 0.75

Line – IV: Housing Board Chowk - Sector

21 Panchkula 5.0 0.46 2.55 0.51

Total 57.70 5.01 37.60 0.65 7.50

Table 9.14 Summary of Transport Demand on Metro System – 2031-Full System

Section

Length

(Km)

Number of

Passengers

(Lakhs)

Pass-Km

(lakhs)

Pass-

Km/km

(Lakhs)

Average

Lead

(km.)

Line – I: Khuda Lahora – Punjab

University- Sector 17, ISBT –Mani Majra

– IT Park (along Madhya Marg)

16.10 2.96 23.45 1.46

Line – II: Sector 1 –Sector 17 Interchange

–Sector52 – Sector 104 Mohali (along

Himalaya Marg)

22.0 2.20 18.40 0.84

Line- III : Sector 26 – Sector 38 – Dadu

Majra (Purv Marg/Vikas Marg) 14.60 2.14 19.90 1.36

Line – IV: Housing Board Chowk - Sector

21 Panchkula 5.0 0.78 6.85 1.37

Total 57.70 8.08 68.60 1.19 8.49

Table 9.15 Summary of Transport Demand on Metro System – 2041-Full System

Section

Length

(Km)

Number of

Passengers

(Lakhs)

Pass-Km

(lakhs)

Pass-

Km/km

(Lakhs)

Average

Lead

(km.)

Line – I: Khuda Lahora – Punjab

University- Sector 17, ISBT –Mani Majra

– IT Park (along Madhya Marg)

16.10 4.32 36.50 2.27

Line – II: Sector 1 –Sector 17 Interchange

–Sector52 – Sector 104 Mohali (along

Himalaya Marg)

22.0 3.11 29.76 1.35

Line- III: Sector 26 – Sector 38 – Dadu

Majra (Purv Marg/Vikas Marg) 14.60 3.11 31.10 2.13

Line – IVI: Housing Board Chowk -

Sector 21 Panchkula 5.0 1.20 10.65 2.13

Total 57.70 11.74 108.01 1.87 9.20

9.13 PHASING OF IMPLEMENTATION OF PROPOSED MASS TRANSPORT

SYSTEM

9.13.1 Considering the expected transport demand on various corridors of the proposed

system the phasing of implementation is suggested as follows (Table 9.16).

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Table 9.16 Phasing Of Implementation of Proposed Mass Transport System

S.N Corridor Name Proposed Mass

Transport System

PHASE I (Upto 2021)

1 Khuda Lahora – IT Park (Madhya Marg) Metro

2 Sector 1 –Sector 43 Bus Terminal –Sector 52 (Himalaya

Marg)

Metro

3 Sector 26 – Sector 38 – Dadu Majra

(Purv Marg/Vikas Marg)

Metro

PHASE II (2021-2041)

4 Chandigarh Sector 52 – Mohali Sector 104 Metro

5 Housing Board Chowk – Sector 21 Panchkula Metro

PHASE I (Upto 2021)

6 Police Housing Complex-Zirakpur- (Along Dakshin

Marg)

BRT

7 Sukhna Lake - Sector 49- Kharar (Along Sukhna Path via

Sector 62 SAS Nagar)

BRT

8 PGI - Pocket F SAS Nagar (Along Vidya Path) BRT

PHASE II (2021-2041)

9 Zirakpur-Dera Basi (Along Dakshin Marg) BRT

10 Kharar – Bannur BRT

11 Pocket F SAS Nagar - Chatbir BRT

12 Sector 28 Panchkula Extension - Mansa Devi Complex

via Sector 5 City Centre Panchkula

BRT

13

Housing Board Chowk - Sector 1 Panchkula - Zirakpur

BRT

14 Industrial area Phase 2 Panchkula - Dakshin Marg (along

route no. 2)

BRT

15 Sector 49 - Sector 87 City Centre Mohali BRT

9.13.2 Expected ridership on metro system in two phases is shown in Table 9.17.

Table 9.17 Expected Ridership on Metro System in Two Phases

Passengers on Metro (LAKH) Years

Full System Corridors Phase I Corridors

2014 3.19 2.70

2021 5.01 3.90

2031 7.77 5.80

2041 11.32 7.90

9.14 FUTURE VOLUME / CAPACITY RATIO ON ROAD SYSTEM

9.14.1 Expected on road system future traffic volumes on various roads for business as usual

scenario and with proposed mass transport system has been estimated. Table 9.18

below shows V/C ratios at various major roads in study area. It can be seen from table

that most of the roads have V/C ratios for year 2009 less than 1.0 except two corridors

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namely Madhya Marg and Udyog Path. However with Business As Usual Scenario,

these V/C ratios are expected to be well above 1 by year 2021 on all major corridors.

9.14.2 The following table (Table 9.18) gives the V/C ratio for year 2009, and also projected

V/C ratios for the years 2021 and 2041 for the two scenarios. If there is no public

mass transit system and the traffic is allowed to follow the present pattern with

increased volumes for year 2021 and 2041. Under these circumstances corridors like

Vidya Path, Himalaya Marg, Madhya Marg, Udyog Path, Purv Marg, Vikas Marg and

Dakshin Marg will get choked by personalized modes such as cars and two wheeler

by year 2021 and beyond as the lanes required to cater to traffic in 2021 and beyond

will be exhausted as most of the roads are already been widened to its full capacity.

Thus, it will be necessary to provide citywide a good quality public mass transport

system as proposed above in this chapter. It can further be seen that the V/C ratios on

many roads for year 2021 and year 2041 are expected to be below 1.0 after

implementation of the full mass transit system in the study area. Thus if positive

intervention is made by providing metro on the proposed three corridors and regulated

bus transit on other roads, traffic levels on the road network are expected to be

manageable.

Table 9.18 Volume/Capacity Ratio on Various Roads in Study Area before and after

Implementation of the Full Mass Transport System

V/C Ratio

Road Only Network

(Business As Usual Scenario) With MTS Network

S.No Name of Road 2009* 2021** 2041** 2021# 2041#

1 Vidya Path 0.8 1.4 2.5 1.0 1.1

2 Udyan Path 0.7 1.0 1.8 0.3 0.9

3 Jan Marg 0.8 1.2 1.8 0.5 0.9

4 Himalaya Marg 0.7 1.8 3.2 0.5 0.8

5 Sarovar Path 0.8 1.3 2.4 0.4 0.9

6 Sukhna Path 0.8 1.2 2.2 0.5 1.0

7 Chandi Marg 0.6 1.0 1.8 0.2 0.5

8 Purv Marg 0.8 1.5 2.4 0.8 1.0

9 Madhya Marg 1.2 1.8 3.3 0.6 0.9

10 Udyog Path 1.1 1.8 3.2 0.3 0.8

11 Dakshin Marg 0.8 1.3 2.3 0.7 1.0

12 Between Sec 10 and 15 (Panchkula) 0.8 0.8 1.5 0.2 0.4

13 Between Sec 6 and city center (Panchkula) 0.3 0.9 1.4 0.4 0.8

14 Near Sec 1 Shimla Road (Panchkula) 0.8 1.2 2.2 0.7 0.9

15 NH-21 (Near Tribune Chowk) 0.7 1.1 2.0 0.7 1.0 Source: RITES Primary Survey 2008-09*

** By Traffic Projections

# V/C values by Assignments with MTS

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CHAPTER – 10

STRATEGY FOR TRANSPORT DEVELOPMENT

10.1 NEED FOR TRANSPORT STRATEGY

10.1.1 Urban Transport Strategy can play an important role in tackling urban problems,

traffic congestion constraints and business efficiency which degrades the quality of

life. Urban Transport projects can reduce journey times and their unpredictability

yielding large savings of travel time and vehicle operating costs and thus release

city’s economic and social potential.

10.1.2 The urban transport problem may be described as fundamentally an economic

problem of matching supply and demand with social, energy and environmental

aspects and funding, institutional and political constraints. Urban Transport Strategy

should be based on a rigorous definition of problems. Urban Transport problems of

Chandigarh Urban Complex have been analyzed in the context of city-wide

problems and transport strategy evolved. This strategy will achieve efficiency in

transport sector and provide better and safe transportation to the people of

Chandigarh Urban Complex.

10.2 NATIONAL URBAN TRANSPORT POLICY

10.2.1 The Government of India has evolved a policy to overcome the problem of poor

mobility which dampens the economic growth and deterioration in the quality of

life. The approach is to deal with this rapidly growing problem as also it can offer

a clear direction and a framework for future action.

The vision of this policy is:

• To recognize that people occupy center-stage in our cities and all plans would

be for their common benefit and well being

• To make our cities the most livable in the world and enable them to become

the “engines of economic growth” that power India’s development in the 21st

century

• To allow our cities to evolve into an urban form that is best suited for the

unique geography of their locations and is best placed to support the main

social and economic activities that take place in the city.

10.2.2 The objective of this policy is to ensure safe, affordable, quick, comfortable,

reliable and sustainable access for the growing number of city residents to jobs,

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education, recreation and such other needs within our cities. This is sought to be

achieved by:

• Incorporating urban transportation as an important parameter at the urban

planning stage rather than being a consequential requirement

• Encouraging integrated land use and transport planning in all cities so that

travel distances are minimized and access to livelihoods, education, and other

social needs, especially for the marginal segments of the urban population is

improved

• Improving access of business to markets and the various factors of production

• Bringing about a more equitable allocation of road space with people, rather

than vehicles, as its main focus

• Encourage greater use of public transport and non- motorized modes by

offering Central financial assistance for this purpose

• Enabling the establishment of quality focused multi-modal public transport

systems that are well integrated, providing seamless travel across modes

• Establishing effective regulatory and enforcement mechanisms that allow a

level playing field for all operators of transport services and enhanced safety

for the transport system users

• Establishing institutional mechanisms for enhanced coordination in the

planning and management of transport systems

• Introducing Intelligent Transport Systems for traffic management

• Addressing concerns of road safety and trauma response

• Reducing pollution levels through changes in traveling practices, better

enforcement, stricter norms, technological improvements, etc.

• Building capacity (institutional and manpower) to plan for sustainable urban

transport and establishing knowledge management system that would service

the needs of all urban transport professionals, such as planners, researchers,

teachers, students, etc

• Promoting the use of cleaner technologies

• Raising finances, through innovative mechanisms that tap land as a resource,

for investments in urban transport infrastructure

• Associating the private sector in activities where their strengths can be

beneficially tapped

• Taking up pilot projects that demonstrate the potential of possible best

practices in sustainable urban transport

10.3 VISION

10.3.1 With this background, it is desirable to have a vision be developed before

considering different alternative strategies. A vision by definition is ‘a vivid image

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produced by the imagination’. A transport planner’s vision for the city and

metropolitan area is to see ‘a well contained city with efficient people-friendly

transport system with minimum travel time & maximum safety and comfort’. At

the same time the facility provided should be optimally used. The vision as

envisaged for comprehensive mobility plan for Chandigarh urban complex is as

follows:

1. To improve connectivity and travel throughout the city and its region.

2. To improve mobility within neighborhoods, wards, zones and satellite towns

to address inner- and inter-city transportation needs.

3. To achieve efficient arrangement of land use and transport systems to

minimize overall travel cost.

4. To offer viable and reliable transportation options that aim at reducing

dependence on cars, with widespread use of non-motorised modes and mass

rapid transit system.

10.4 GOALS OF COMPREHENSIVE MOBILITY PLAN

Goals for Comprehensive mobility plan for Chandigarh urban complex are as

follows

1. Sixty to seventy percent of total trips should be made by public transport,

with one (or two) modal changes.

2. Ninety percent of the population should be served by public transport. Trip

origins and destination will be within 500m of public transport terminal and

stops. For those who do not have access to public transport within walking

distance, safe bicycles lanes should be provided to reach the public transport

system, with secure bicycle parking provided.

3. Safe and convenient pedestrian/NMV facilities should be provided

throughout the urban area. These facilities exist particularly in residential,

commercial and institutional areas.

4. Integrated urban land use and transport system result in efficient and

sustainable mobility for everyone and provide greater accessibility to

opportunities (e.g employment, education, health, goods, and other services).

5. Aesthetics are very important. Considering this an underground metro

system has been planned by Chandigarh Administration. Similarly for road

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system also, elevated structure such as flyovers may be avoided and

structures such as underpasses should be provided at the desired locations.

10.5 OPTIMISATION OF EXISTING TRANSPORT INFRASTRUCTURE

10.5.1 Analysis of existing transport scenario indicates lack of adequate traffic engineering

and management measures. It is, therefore, desirable to optimize the capacity of the

existing transport network by these measures which cost little and are easy to

implement. It will also be desirable to develop an institutionalized capability to

achieve these objectives because the existing organizational set up for traffic and

transport management lacks this capability.

10.6 DEVELOPMENT OF SATELLITE TOWNS

10.6.1 The Chandigarh is growing fast in east, west and south directions. For the year

2021, it is envisaged that the additional population will be accommodated in existing

area considering the existing densities and extension of existing urban area. In order

to restrict the population of Chandigarh to 28 lakh by the year 2041, it is necessary

that satellite towns such as Panchkula, Mohali, Zirakpur, Kharar, Derabassi, Pinjore

Kalka Urban Complex , Mullapur and Baddi are to be developed in order to check

the immigration to Chandigarh.

10.7 MODAL SPLIT

10.7.1 The present modal split in favour of public transport is less than 20 percent. This is

due to the high growth rate in personalized motor vehicles, this share is likely to fall

more in the absence of effective public transport system. This will result in more

traffic on roads. Accordingly, it is suggested that the modal split should be increased

to about 60 to 70 percent in favour of public transport by providing a city-wide

integrated mass transport system network so that all the areas are within 500m of

mass transport system.

10.8 DEVELOPMENT OF CITY-WIDE MASS TRANSPORT SYSTEM

10.8.1 As already stated, forecast traffic assignment on the road network indicates heavy

passenger demand along Madhya Marg, Himalaya Marg, Purv Marg, Vikas Marg

and Dakshin Marg. On some of the road sections in coming years, the demand is

expected to be beyond the capacity of a road based public transport system. Major

changes in public transport take years to achieve. Just as people replace and upgrade

consumer goods when their incomes rise, so shall the community progressively

upgrade its public transport system. Following three staged strategy should be

adopted.

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i) Actions to maximize the passenger carrying capacity of the existing transport

network by management measures including bus/minibus priorities as a short

term measure.

ii) Construction /upgradation of roads and investment in road based public transport

infrastructure to extend the capacity of public transport system as a medium

measure. Trunk routes where demands where demands are more than the

capacity of minibuses should be served by standard buses and other/feeder routes

by mini buses.

iii) As a long term measure, rail based mass transport system to serve trunk routes

while buses/mini buses providing the feeder services and operating on other less

dense routes.

10.8.2 The city of Chandigarh will not remain such and it can look ahead to a time when

the rail based public transport system will be viable. But as it develops, land will

become scarcer and it would be prudent to reserve land for it to allow for future

construction.

10.9 DEVELOPMENT OF ROAD SYSTEM

The strategy for improvement of road system has two components. First is the

actions which are short term in nature to maximize the capacity of existing road

network by traffic engineering and management measures as stated in para 10.4.

Second is for medium and long term requiring large investment in new infrastructure

to increase and extend the road system capacity. Traffic assignment for the year

2014 to 2041 on the existing road network indicates heavy demand along Madhya

Marg, Himalaya Marg, Purv Marg, Vikas Marg and Dakshin Marg. Desire of traffic

has shown a high proportion of through traffic to the city, which in the absence of

adequate bypasses uses city roads. This through traffic is expected to increase

manifold in the years to come and to siphon off this traffic from entering into the

city, construction of additional bypasses will be necessary. In addition, construction

of missing links, improvement/widening of radial roads and construction of new

roads at the urban periphery will be required to guide and support the expansion of

the city. Therefore, the road system will have to be gradually upgraded considering

the expected traffic volumes and their economic viability. The urban complex may

also require grade separators at junctions.

10.10 OBSERVATIONS

The important observations are as following, which will now guide the strategy for

development.

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1. The Chandigarh Urban Complex (Chandigarh, Panchkula, Mohali and

Zirakpur) though claimed to be compact in the basic premise, is actually quite

wide spread. - The urban complex is to accommodate around 47 lakh persons

by 2041. Thus, a multi-modal system with a fairly large coverage will be

required.

2. Pockets of economic activities like IT Park & Medi-city having very large

employment potential are planned. A large part of the human resources to be

engaged in these activities is expected to come from with in Chandigarh but

quite a large no. is also to the expected from the Panchkula, Mohali, Zirakpur

and even from towns like Kharar, Derabassi and Pinjore-kalka etc. This will

require special high capacity mass transport system connecting these work

centers with the living areas within Chandigarh, Panchkula, Mohali and

Zirakpur as well as meeting the needs of the long distance/suburban

commuters, especially along the corridors leading to these centers.

10.11 THE PREFERRED STRATEGY FOR TRANSPORT DEVELOPMENT

In order to prepare the Comprehensive Mobility Plan the following policy measures

are required to be taken based on which the mobility plan will be finalized.

1. Mass transport system to provide wide coverage and interchange facilities with

other modes of transport. As decided by Chandigarh Administration the metro

system will be underground on sections where aesthetics are important.

2. Provide substantially large network of medium level mass transport system

such as BRT to cover the areas beyond the Metro network and on over loaded

corridors.

3. Landuse adjustments and densification of corridors along mass transport

corridors where possible.

4. Extension of commuter rail system up to the Pinjore, Baddi, and strengthening

of Ludhiana rail link to act as sub-urban services.

5. Introducing BRT and wherever possible dedicated bus lanes.

6. Rationalisation of local bus system and its augmentation.

7. Improvement in traffic management through TSM measures.

8. Special facilities for pedestrians within the entire network specially in the core

areas ; pedestrianisation of selected shopping streets in side the core area going

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to be served by Underground sections of Metro.

9. Diverting through traffic on bypasses. Providing transport hubs at the junctions

of bypasses with important radials such as; the National Highways and other

heavily loaded roads.

10. Improving Primary, Arterial and other important roads by providing grade

separation, junction improvements, adding missing links, widening and other

road side facilities wherever necessary. For road system also elevated structure

such as flyovers shall be avoided and underpass may be provided at critical

junctions.

11. Transport integration of various modes.

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CHAPTER- 11

IMMEDIATE/SHORT TERM TRAFFIC IMPROVEMENT

MEASURES

11.1 NEED

11.1.1 Increase in population and commercial activities coupled with high growth in vehicle

population and lack of effective public transport has resulted in falling mobility levels

on roads. Widening of roads is not possible at all places. Keeping in consideration the

transport strategy evolved for the city, the immediate need is to optimise the use of

available transport infrastructure by short term traffic engineering/management

measures.

11.2 PROPOSED SCHEMES

11.2.1 Traffic engineering and management measures have been finalised in the light of

problem identification and included in this report. The schemes have been discussed

in various meetings and agreed. The schemes consists of the following measures:

• Traffic Engineering and Management measures

� Intersection improvements (corridor improvement by traffic circulation

measures such as ban on certain turning movements, one way streets

etc, providing Channalisers, underpasses at junctions etc.)

• Provision of automatic multilevel parking lots

• Schemes for non motorised modes

11.3 TRAFFIC ENGINEERING AND MANAGEMENT MEASURES

11.3.1 Traffic Characteristics at Intersections

Table 11.1 presents the existing and projected peak approach traffic volume in PCU

on the major intersection of the study area. Directional peak traffic flows are already

shown in Annexure 4.10. It can be seen from the table almost all the junctions except

one at Matka Chowk the peak approach traffic volume is more than 7000 PCU. It can

also be observed that share of straight moving traffic along a road to total approach

traffic volume is very high at most of the locations. The peak hour volume will exceed

beyond 10000 PCU by year 2014 at all these intersections.

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11.3.2 Considering this grade separation has been proposed at the critical junctions along

major direction of traffic as presented in Table 11.2. Grade separator in the form of

underpass and retaining or introducing rotary to cater to balanced traffic at ground

level are considered appropriate. These measures will also help in maintaining the

aesthetics of Chandigarh and keep it green.

Table11.1 Existing and Projected Traffic at Intersection Proposed for Improvement

S.N Name of Locations

Peak

Approach

PCU's 2009

Percentage of

Straight Traffic

to total traffic

(along)

Peak

Approach

PCU 2014

Peak Approach

PCU's on other than

grade separation

direction 2014

1 Near Chandigarh

Housing Board

(Matka Chowk)

4603 34

(Madhya Marg) 6160 4066

2 Cricket Stadium Rotary 7350

40

(Udyog Path) 9836 5902

3 Rotary of Dakshin Marg

and Jan Marg

(Kisan Bhawan)

7830 38

(Dakshin Marg) 10478 6497

4 Sector 34 –Sector 35

Rotary 7914

30

(Shanti Path) 10591 7414

5 Bhakra Colony Chowk 7887

35

(Dakshin Marg) 10555 6860

6 Aroma Hotel Chowk 8017

55

(Madhya Marg) 10729 4828

7 Sector -17 ISBT

Chandigarh 9540

35

(Udyog Path) 12767 8298

8 K.C Cinema Chowk

(Press Chowk) 8859

50

(Madhya Marg) 11855 5928

9 Rotary of Madhya Marg

and Sukhna Path 7028

50

(Madhya Marg) 9405 4703

10 Rotary of Dakshin Marg

and Sukhna Path 9929

41

(Dakshin Marg) 13287 7839

11 Rotary of Dakshin Marg

& Poorvi Marg Near

Sector – 31

(Tribune Chowk)

12361 45

(Dakshin Marg) 16542 9098

12 Transport Nagar Chowk

(Timber Market) 14769

55

(Madhya Marg) 19764 8894

13 Chandigarh Railway

Station Chowk 12653

68

(Madhya Marg) 16933 5418

14 Housing Board Chowk 12388

40

(Madhya Marg) 16578 9947

Source: RITES Primary Survey 2008-09

* Projected PCU @ 6% p.a

11.3.3 Traffic Management Schemes (Corridor Improvement)

• Madhya Marg has been made signal free from Matka Chowk (Jan Marg and

Madhya Marg Crossing) up to Housing Board Chowk near Panchkula.

• Grade separation in the form of underpasses has been proposed along Madhya

Marg at Matka Chowk, K.C Cinema Chowk, at rotary of Sukhna Path and

Madhya Marg, Transport Nagar Chowk, Railway Station Chowk and

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underpass across Madhya Marg at Housing Board Chowk. Two alternatives of

flyover or underpass at Railway Station Chowk have been suggested.

Chandigarh Administration may adopt any of the alternatives.

• Right turn ban on crossings of Sarovar path and Chandi Marg with Madhya

Marg making Madhya Marg signal free corridor up to Housing Board Chowk.

The above proposals are shown in Figure 11.1.

• A traffic management scheme has been evolved at Housing Board Chowk as

shown in Figure 11.12. It has been tried to remove conflicting right turns so

that the junction can be made signal free for traffic movement and effort has

been made to make use of the available resources to make the scheme cost

effective. It can be seen from figure that traffic coming from Chandigarh has

to take left towards Modern Housing Complex on the proposed new link, and

then will go straight or right to go to Panchkula and Shimla respectively.

Traffic coming from Panchkula first will have to take left turn, Chandigarh

traffic will go straight and right and straight traffic will follow the one way

movement at proposed new link via Modern Housing Complex and then will

take right from Manimajra road to go to Shimla road. Vehicles coming from

Shimla road will take left for Panchkula, straight for Chandigarh and will have

take one way movement along proposed new link and will go to Manimajra

and MDC. Vehicles coming from MDC will follow normal right and left turn

and then straight will be from two lane one-way underpass across Madhya

Marg as shown in the Figure 11.12.

11.3.4 Intersection Improvement Measures

Effort has been made to retain the glory of Chandigarh by retaining the rotaries at all

grade separated junctions and by providing the rotaries at K.C Cinema Chowk,

Transport Nagar Chowk and Railway Station Chowk. Sixteen (16) Intersections as

shown in Figure 11.2 are proposed to be improved with following improvements

measures as listed in Table 11.2 below with schemes shown in Figure 11.3 to Figure

11.18. In addition to grade separation and geometric improvements at junctions

suitable provision of at grade pedestrian facilities at all junctions along and across by

provision of footpaths and pedestrian crossings has been made.

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Table11.2 Intersection Improvement Measures

S.N Name of Intersection Improvement Activities

Proposed

Completion

by Year

1 Near Chandigarh Housing Board

(Matka Chowk)

Underpass along Madhya Marg and Geometric

Improvement

2014

2 Cricket Stadium Rotary

Underpass along Udyog Path and Geometric Improvement

2013

3 Rotary of Dakshin Marg and Jan Marg

(Kisan Bhawan)

Underpass along Dakshin Marg and Geometric

Improvement

2012

4 Sector 34 –Sector 35 Rotary

Underpass along Shanti Path and Geometric

Improvements

2012

5 Bhakra Colony Chowk

Underpass along Dakshin Marg and Geometric

Improvement

2012

6 Aroma Hotel Chowk

Depressed Road across Sector Road, ban on few

turning movements and Geometric Improvement

2012

7 Sector -17 ISBT Chandigarh

Underpass along Udyog Path and Geometric

Improvement

2011

8 K.C Cinema Chowk (Press Chowk)

Underpass along Madhya Marg and Geometric

Improvement

2012

9 Rotary of Madhya Marg and Sukhna Path

Underpass along Madhya Marg and Geometric

Improvement

2013

10 Rotary of Dakshin Marg and Sukhna Path

Underpass along Dakshin Marg and Geometric

Improvement

2011

11 Rotary of Dakshin Marg & Poorvi Marg

Near Sector – 31 (Tribune Chowk)

Underpass along Dakshin Marg and Geometric Improvement

2011

12 Transport Nagar Chowk (Timber Market)

Underpass along Madhya Marg and Geometric

Improvement

2011

13 Chandigarh Railway Station Chowk

Flyover along Madhya Marg and Geometric

Improvement

2011

14 Housing Board Chowk

Underpass across Madhya Marg, ban on few

turning movements and Geometric Improvement

2011

15 Rotary of Sarovar Path and Madhya Marg

Right turn ban from Madhya Marg and Sarovar

Path

2011

16 Rotary of Chandi Marg and Madhya Marg

Right turn ban from Madhya Marg and Chandi

Marg

2011

11.3.5 By the year 2014, when the proposed mass transport system is in position, the traffic

levels at these junctions will fall and intersection improvement measures will be

sufficient to take care of the road traffic

11.4 PARKING MEASURES

The parking demand is growing with growth of vehicles in the city. The multistoried

buildings in busy/commercial areas are major attractors. This results in the vehicle

parking spilling to streets (main road or side streets). At most locations parking

demand outstrips supply. A practical solution is to provide off street multistoried

parking lots in this areas. Once such facility is provided it is possible to prevent the

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on-street parking of vehicles or otherwise road space can be utilized for traffic. In

light of the above five (5) Automatic Multilevel Parking (AMP) are proposed in

different sectors of Chandigarh shown in Figure 11.19. All the above sites have

limited land availability and the land values are very high, therefore Automatic

Mechanical Parking (AMP) which can provide 1500 parking lots in approx. 4048 sqm

of space have been suggested with time based parking charges. Parking for about

4500 vehicles has been suggested for the short term at the following sites in Table

11.3. AMP at other locations as given in chapter 12 can be taken up later.

Table 11.3 Proposed Automatic Multilevel Parking

Parking Facilities Type Phasing

No. of

Units

Capacity

per parking

lot

Total

Capacity

(in ECS)

To be

Implemented

by Year

2 plots of 1 acre each in

Sector 17 Chandigarh for

Multilevel Parking

AMP PH 1 2 1500 3000 2012

1 acre of Parking site in

Sector 34 for Multilevel

Parking

AMP PH 1 1 1500 1500 2012

3 Total ECS 4500

Parking demand can also be controlled by implementing transport management

measures like staggering office and school working hours and banning on-Street

parking of private vehicles in CBD and on major arterials.

.

11.5 NON- MOTORISED TRANSPORT

11.5.1 Cycle Facilities

Their use in Chandigarh is not significant but still this needs to be encouraged on

environmental considerations. Provision for safer and better section of road or cycle

track is the best way to keep them on roads. Therefore, it is proposed to revive V – 7

roads as intended for bicycles in the master plan of Chandigarh. About 60 Km of

cycle network has been identified with proposed cycle underpasses across V -2 or V –

3 roads. In addition the existing cycle tracks along V3 roads will be improved and

provided with proper integration along with the zebra crossing near intersection.

These proposals are shown in Figure 11.20.

11.5.2 Pedestrian Facilities for crossing the roads

Pedestrians form a major proportion of commuters. Not only trips are conducted by

walk in its entirety but every public transport trip will also have component of walk at

its both ends. Though they are short distance travelers, they are spread all over the

city. As facilities furnished for them are encroached upon by vendors or for road

space, they have to spill on roads. These contribute to accidents also. One alternative

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for their facility and controlling their spill on roads is to provide good footpath with

railings covering about two meters width on either side of the road with openings at

desired crossing points. Another alternative is to develop some narrow roads

especially adjacent to major arterials as “pedestrians only” roads. Bus bays and foot

paths at bus stops can also help in restraining their spill on to carriageways and

reducing accidents. Pedestrian subways at proposed Metro and BRT stations are

planned and the cost is included in the civil cost of the proposed mass transport

system. At the junctions proposed for improvement at grade pedestrian facilities are

planned and cost is included in the junction improvement proposals.

The choice between lift/escalator operated underpasses will depend upon the specific

site conditions and the quantum of pedestrian traffic while undertaking the detailed

feasibility studies.

The proposals for pedestrian facilities are shown in Figure 11.20.

11.5.3 Foot paths

It has been observed that most of the footpaths along the major arterial and sub

arterial roads need extensive repairs and up gradations. The major problems observed

are:

� Insufficient widths (< 1.5 meters.)

� Uneven surface because of settlement of base course, improper covering of

service lines, manholes etc.

� Level difference and steep risers with junctions of roads.

It has been estimated that footpaths along 220 km of roads are required to be taken up.

The basic principles for construction of new footpaths and improvement of existing

ones are as under:

� Footpaths along existing roads should be widened and the minimum width be

kept at least 2.0 meters.

� Proper levelling of footpath surface – with a stable base course fully compacted

and safe guarded against any settlement before laying the top surface. In

addition the cover for the underground services and man holes, if any, located

below the footpaths or crossing should be properly designed to maintain a

proper level with the surface of the footpath and no subsidence occurs.

� Continuity of footpaths

� Adequate ramp facilities for physically challenged people at junctions and cross

over.

� Proper merger of footpaths with underpasses/zebra crossings and junctions be

provided with pedestrian priority signalling.

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11.6 IMPLEMENTATION OF PROPOSED SCHEMES

Some of the proposed short term measures have been planned for implementation by

city authorities. Grade separation at 8 junctions and two multilevel parking at City

Centre Sector 17 are planned for implementation by city authorities immediately.

Widening of Purv Marg (6lane to 8 lanes) is in progress. Remaining proposals should

be implemented with a perspective of 5 years (by year 2014-15).

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CHAPTER – 12

MEDIUM AND LONG TERM TRAFFIC AND

TRANSPORT PLAN

12.1 COMPONENTS OF MEDIUM AND LONG TERM TRAFFIC AND

TRANSPORTATION PLAN

12.1.1 On the basis of projected transport demand, an integrated multi-modal mass

transport system plan indicating different mass transport systems on various

corridors has been suggested in order to cater to traffic up to the year 2041. The

balance traffic should be carried by road system in order to satisfy the needs of

normal bus system and other modes such as two wheelers, cars, bicycles, trucks,

pedestrians etc. The proposed traffic and transport plan for Chandigarh Urban

Complex and its linkages to nearby towns contains the following types of proposals,

which will cater to requirements of the projected travel demand up to the year 2041.

� Within Chandigarh Urban Complex

• Mass Transport System

- Metro System

- Bus Rapid Transport (BRT) System

• City Bus System

- Augmentation of Bus Fleet

- Bus Terminals

- Bus Shelters

- Additional Depots

• Inter-city Bus Terminal

• Road Infrastructure

• Parking Facilities

• Inter-modal Interchanges

• Integrated Freight Complexes

� Outside Chandigarh Urban Complex

• Road Infrastructure

- Bypasses

- Road widening

• Commuter Rail System

• Bus Rapid Transit System

12.1.2 While framing proposals priority has been given to public transport and non-

motorized transport such as pedestrian facilities. For the balance travel demand, road

improvement proposals have been formulated. The details of these proposals are

given in the following paragraphs.

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12.2 MASS TRANSPORT SYSTEM

Public/Mass Transport System will be the backbone of the Chandigarh Urban

Complex transport system. The basic premise of the Comprehensive Mobility Plan

is to create an efficient, cost effective and extensive network of public transport

which could provide comfortable, convenient and affordable means of transport to

the maximum number of commuters. Considering this multi-modal integrated mass

transport system has been identified as described in Chapter – 9. Components of this

mass transport system are detailed below.

12.3 THE METRO SYSTEM NETWORK

12.3.1 Table 12.1 gives the proposed metro corridors for Chandigarh Urban Complex to

cater to the demand on major directions of travel. A total of 58 Km of metro network

has been proposed. The proposed metro system may be implemented in two phases.

The first phase may consist of three corridors in Chandigarh city only with a length

of 40.7 Km. As decided by the Governments, the metro system will be underground

in aesthetics sensitive areas. Therefore, about 15.7 Km of this system in Chandigarh

may be underground and 25 Km elevated in Phase I. This phase may be

implemented by 2014. In the Phase II the metro system may be extended to Mohali

(12 Km) and Panchkula (5Km) which may be entirely elevated. The Phase II may be

implemented after 2021. The exact length of the underground and elevated sections

will be firmed up at the stage of preparation of Detailed Project Report.

Table 12.1 Proposed Metro Corridors

Corridor Length (Km)

Underground Elevated Total

Phase -I

Chandigarh

Madhya Marg (Khuda.Lahora - Housing Board

Manimajra-I.T.Park

7 9.1 16.1

Himalya Marg (Sectt Sec 1 -Sec17-Sec51 ) 8.7 1.3 10

Sector 26 Along Poorvi Marg and Vikas Marg -

West of Sector 38 - Dadu Majra

14.6 14.6

Total 15.7 25 40.7

Phase-II

Panchkula

Housing Board Chowk to Sector 21 Panchkula 5 5

Mohali

Sec 51 - Sec 62 Mohali CC-Sec104 bus terminal 12 12

Total 17 17

Total Length (km) 15.7 42 57.7

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12.3.2 The above corridors will be able to adequately cater to the future projected traffic

within the core areas and its immediate neighborhood. The metro corridors are also

shown in Figure 12.1.

12.4 BUS RAPID TRANSIT (BRT) SYSTEM

12.4.1 Bus Rapid Transit (BRT)/ High Capacity Bus System (HCBS) is a high quality, ultra

modern, customer oriented transit option that can deliver fast, comfortable and cost-

effective urban mobility, quite similar to Metro rail. BRT incorporates most of the

high quality aspects of metro system without high investments. BRT is an integrated

system of facilities, equipment services and amenities that improves the speed,

reliability, and identity of bus transit. The main features of BRT system include the

following:

� Dedicated (bus-only) running ways (preferably, physically separated from

other traffic)

� Accessible (same level as floor of buses), safe, secure and attractive stations

� Easy-to-board (low floor), attractive and environmentally friendly buses.

� Buses with comfort level of metro rail (Buses may be AC)

� Efficient (preferably off-board) fare collection

� ITS application to provide real time passenger information, signal priority

and service command / control.

� Frequent, all-day service

� Distinctive system identity

12.4.2 BRT can easily handle passenger flow in the range of about 4000 to 20000

passengers per hour per direction – depending upon the lanes (number, type)

dedicated to bus system. Considering the expected traffic demand on various

corridors, two types of BRT are suggested. The corridors where the demand is upto

20000 PHPDT and road ROW available is 60m, BRT type I is suggested. This BRT

will have space of 2 lanes for BRT system on each side and will have priority at

signalized junctions and/or grade separation at junctions. The BRT corridors where

the maximum expected demand is expected to be around 10000 PHPDT and ROW

availability is 60m, one lane of BRT on each side may be given. However space for

another lane may be kept for widening in future. On the corridors where the

expected demand is likely to be less than 10000 PHPDT and road ROW available is

30 m, BRT type II is suggested. The type II BRT will have one lane reserved for

BRT on each side with priority at signalized junctions. As roads in Chandigarh

Urban Complex do not have problem of side friction due to commercial activities on

road side, it is proposed to have BRT system lane on sides of the road instead of

central lane. Typical cross-section of both types of BRT is shown in Figure 12.3 and

Figure 12.4.

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12.4.3 Accordingly taking into consideration the various Master Plans development

proposals and the likely travel demand as explained in Chapter 9, BRT system along

the various corridors is proposed as shown in Table 12.2 and Figure 12.2.

Table 12.2 Bus Rapid Transit (BRT) Corridors

S.no Name of Corridor Phasing Total Length Km BRT Type

1

From Police Housing Complex Via Dakshin

Marg to Zirakpur

PH 1

(2014)

18 I

2

Sukhna Lake to Sector - 49 along Sukhna

Path via Sector 62 SAS Nagar to Kharar

PH 1

(2014)

20 II

3

PGI to Pocket F SAS Nagar along Vidya

Path

PH 1

(2014)

11 II

4

Pocket F SAS Nagar to Chatbir PH 2

(2021)

20 I

5

Kharar to Bannur PH 2

(2021)

18 I

6

Zirakpur to Sector 1 Panchkula to Housing

Board Chowk

PH 2

(2021)

14 I

7

Mansa Devi Urban Complex to Sector 28

Panchkula Extension via sector 5 City Center

Panchkula

PH 2

(2021)

23 I

8

Zirakpur to Derabassi PH 2

(2021)

8 I

9

Sector 49 to Sector 87 City Center SAS

Nagar

PH 2

(2021)

9 II

10

Industrial Area Ph 2 Panchkula to Dakshin

Marg along Route No 2

PH 2

(2021)

4 II

TOTAL 145

12.5 COMMUTER RAIL SYSTEM (CRS)

A large number of people commute between Chandigarh Urban Complex and

nearby towns such as Pinjore, Kalka, Baddi, Ambala, Kharar and beyond. Most of

these commuters travel by road i.e by buses, para transit modes and their own

vehicles. Although Chandigarh is connected with Kalka, Ambala and Ludhiana by

regional rail system, there are no commuter rail services. All these railway lines are

with single track. Railway line to Baddi in Himachal Pradesh is not available right

now. Considering that the nearby towns are expected to grow very fast in coming

decades, their traffic interaction with Chandigarh Urban Complex is expected to

grow. Therefore it is important that these commuters are weaned away from the road

based system to rail by providing a frequent commuter rail system from Chandigarh

to Pinjore-Kalka, Ambala, Ludhiana and Baddi – Nalagarh. Rail to Baddi - Nalagarh

will also serve the freight traffic. Commuter Rail System proposals are given in

Table 12.3.

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Table 12.3 Commuter Rail Corridors

Corridors Proposal / Project

Length Km

Phasing of

Implementation

Doubling of Existing Tracks

1 Ambala-Kalka 70 2014

2 Chandigarh-Mohali-Ludhiana (also electrification) 90 2021

Total 160

New Dual Track for commuter & freight movement

3 Pinjore-Baddi-Nalagarh 35 2021

Grand Total 195

All the above mentioned corridors are proposed to be taken up by year 2021. The

Commuter Rail network proposal is shown in Figure 12.5

12.6 AUGMENTATION AND IMPROVEMENT IN CITY BUS SYSTEM

12.6.1 While the metro system and the high capacity BRT will be operational on selected

routes where substantial right of way is available, the major areas will in any case

continue to be served by local bus system which will also act as the most important

feeder system to the Metro and BRT. In addition to improving the fleet capacity,

rationalization of routes, improvement in traffic management at the junctions

including priority signaling for buses, provision of proper road side bus stops and

integration points with the Metro, and BRT will provide effective use of the bus

system. CTU shall continue to play a vital and leading role in public transport in

any scenario of the City’s development.

12.6.2 At present the CTU is operating approximately 417 buses, 209 buses run on

local/suburban routes, 208 buses run on Interstate routes covering Punjab, Haryana,

Himachal, U.P., Uttaranchal, Rajasthan, Delhi & J & K. CTU buses travel

approx.1.30 lakh kilometers per day and approx.1.5 lakh commuters commutes daily

in CTU Buses.

12.6.3 Augmentation of Schedule and Fleet

By the year 2015, despite the position that there may be Metro and BRT, still the

feeder bus services and bus services on the other less dense corridors will be run

through the city bus system only. It is expected that 12.55 Lakh trips per day by

2021 and 26.7 Lakh trips per day by 2041 on BRT and other bus system will be

performed in Chandigarh Urban Complex. For this volume of traffic at least 1250

buses will be required by year 2021 and 2570 buses will be required by year 2041.

However, this number may have to be increased substantially in case any of the

MRT components lag behind in implementation. It is further pointed out that just

increase in fleet is not enough, its quality will also have to be of much higher

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standard if we want to achieve the NUTP policy of changing the passenger

preference from personalized vehicles to public transport. Accordingly it is

suggested that all the new buses to be added to fleet, either as addition or

replacement should be low floor good quality air conditioned buses considering the

commuter comfort.

12.7 INTEGRATED INTERCITY AND INTRACITY BUS TERMINALS/ BUS

DEPOTS

12.7.1 Inter-City Bus Terminals

At present all the buses whether inter-city, inter-state or intra-city originate and

terminate at the Sector 17, Sector 43 ISBT Chandigarh, Sector 5 City Center

Panchkula, and Sector 62 Mohali. To meet the future demands three intercity bus

terminals are proposed at Mani Majra, Sector 31 Chandigarh near Tribune Chowk

and Sector 104 Mohali to cater to inter-state buses coming from different directions

to Chandigarh Urban Complex. It is also suggested that 4 intercity terminals to be

revived with all terminal facilities immediately and three new are to be positioned in

place by 2021 located at the following places as given in Table 12.4. Later Sector 17

ISBT may be converted into a city bus terminal.

Table 12.4 Existing and Proposed Intercity Bus Terminals

BUS TERMINAL

Existing

Sector 17 Chandigarh

Sector 43 Chandigarh

Sector 62 Mohali

Sector 5 Panchkula

Proposed (by 2021)

Sector 104 Mohali

Sector 31 Chandigarh

Mani Majra

12.7.2 Intra-City Bus Terminals

In addition to the above terminals BRT terminals are also proposed for Intracity

movement at the origin and destination of the BRT corridors and will also act as

inter modal interchanges between regional and local traffic.

12.7.3 All the Intercity and Intra-city bus terminals would be the center for tourist buses,

with adequate parking facilities and tourist bureaus / offices etc as well as other

tourist infrastructure for operation of private tour operators.

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12.7.4 Bus Depots

At present all the buses whether inter-city, inter-state or intra-city use depots at

industrial area Phase I workshop and Sector 25 CTU workshop. To meet the future

demands of buses five more Bus depots have been proposed at Police Housing

Complex, Pocket E Mohali in Phase I, Sector 48 Chandigarh, Sector 1A Panchkula

and Sector 104 Mohali, Accordingly it is suggested that at present existing 3 bus

depots will be improved with all depot facilities immediately and two new are to be

positioned in place by 2014 and three after 2021 located at the following places as

given in Table 12.5.

Table 12.5 Existing and Proposed Bus Depot

Bus Depots Implementation by Year

Existing

Industrial Area Ph 1 Chandigarh (CTU)

Industrial Area Ph 1 Chandigarh (Haryana Roadways)

West of Sector 25 (CTU Workshop)

Proposed

Police Housing Complex Chandigarh 2014

Pocket E Mohali 2014

Sector 48 Chandigarh 2021

Sector 1A Panchkula 2021

Sector 104 Mohali 2021

The above proposals have been indicated in Figure 12.6.

12.8 TRANSPORT INTEGRATION

12.8.1 Integrated Multi-modal Mass Transport System

A multi-modal mass transport network consisting of metro rail, BRT, commuter rail

system and normal city bus system for the Chandigarh Urban Complex and its

linkages to nearby towns has been proposed to be developed to meet expected

commuter’s travel needs. This integrated multi-modal mass transport system

network is shown in Figure 12.7. Integration of various modes of transport is vital

to evolution of a least-cost and viable transport system. Objective of an integrated

transport system is to offer maximum advantage from economic, traffic and

planning considerations. Various transport modes have been integrated in such a

way that each mode supplements the other. It is not possible to provide direct origin

to destination service and vice a versa for all commuters. The need to interchange

modes and or corridors is an essential feature of any public transport system. The

planning objective is to minimize the need to change and when change is essential to

make it as convenient as possible and with minimum time loss. Depending upon the

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forecast transport demand and other parameters along various corridors, an

appropriate transport system giving least-cost option has been proposed.

12.8.2 Feeder Services

Feeder services to the proposed network will also be important in order to provide

convenient and quick transfer of passengers from one mode of transport to other. As

all commuters will not be living within walking distance of the proposed network,

proper planning for feeder services will be necessary to ensure the forecast

passenger demand on the system. For catchment area of about 0.5-1 km from the

proposed network, commuter can easily access it by walk. People residing in next 1-

km can reach station by cycles, scooters, auto-rickshaws and mini-buses. Areas

outside the 2-km catchment area will require regular feeder bus services to important

terminals/stations. Feeder services can also be provided by para-transit modes.

12.8.3 Inter-Change Facilities

One of the most important elements of transport integration is the provision of inter-

change facilities. Required inter-changes will be between the proposed mass transit

systems such Metro, CRS, BRT and with other feeder services. Integration facilities

at stations would depend upon expected station load to ensure proper system

utilization. This will also include approach roads to stations, circulation facilities,

pedestrian ways and adequate parking areas for various modes that are likely to

come to important stations including feeder, bus/mini-bus routes. The provision will

have to be made for peak demand at each station. At either stations, proper road

based integration is to be ensured.

12.8.4 Figure 12.7 shows the interchange points in the mass transport network. There are

29 locations of interchange (17 major and 12 minor) between the various subsystems

of mass transport network.

12.8.5 Operational Integration

Integration at operational level will be required to synchronize the timings of mass

transit and feeder services. For efficient inter-change, walking/waiting time at these

stations will need to be minimized. Introduction of common ticketing and their

availability at convenient places will be necessary to ensure forecast patronage of

the system. An integrated passenger information system covering all modes through

publication of common route guides, time-table, information boards at terminals for

providing up-to-date information for the system users will also be important.

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12.9 ROAD INFRASTRUCTURE

12.9.1 Functional Hierarchy

One unique feature in the layout of Chandigarh is its roads, classified in accordance

with their functions. An integrated system of seven roads was designed to ensure

efficient traffic circulation. Corbusier referred to these as the 7’ Vs. The city’s vertical

roads run northeast/ southwest (The ‘Paths’) and the horizontal roads run

northwest/southeast (‘The Margs’). They intersect at right angles, forming a grid of

network for movement. This arrangement of road-use leads to a remarkable hierarchy of

movement, which also ensures that the residential areas segregated from the noise and

pollution of traffic. The functional hierarchies of roads in Chandigarh are explained

below

Type of Roads Functions/Names

V-1 Roads connecting Chandigarh with other cities like Ambala, Kharar and

Shimla. They have dual carriageway, good tree plantation and

distinctive central verge lighting. The Madhya Marg and Dakshin Marg

are two roads, which merge into V-1s leading the Kalka and Ambala,

respectively.

V-2 They are the major avenues of Chandigarh, with important institutional

and commercial functions running alongside. In Chandigarh they are

identifiable as ‘Marg’, Madhya Marg,Dakshin Marg, Jan Marg,

Himalaya Marg, Uttar Marg and Purv Marg are important examples.

V-3 They are the corridor- streets for fast moving vehicular traffic. A sector

is surrounded either by V-2 of V-3 roads.

V-4 Roads bisecting the Sector with shopping complex located along their

southern edge.

V-5 Roads meandering through the sector giving access to its inner lands.

V-6 Roads coming off of the V-5s and leading to the residential houses.

V-7 They are intended for pedestrian movement and run through the middle

of the sector in the green areas.

V-8 They are intended to run parallel with V-7s for the bi-cycles. Not

properly developed, as yet.

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Each sector is surrounded by V-2 or V3 roads, with no buildings opening on to them.

Access from the surrounding roads is available only at 4 controlled points which

roughly mark the middle of each side. Typically a sector is divided in four parts by a V-

4 road running from east to west and a V-5 road running from north to South. These

four parts are easily identifiable as A, B, C and D corresponding to North, East, South

and West sides.

12.9.2 The present road network consists of the sector roads and major highway corridors.

In addition quite a few proposals are being planned by Govt. agencies like

Engineering Department, NHAI, State PWD, HUDA, GMADA and PUDA along

with the private sector. It is necessary to integrate / superimpose all these proposals

in the light of projected travel demand for road traffic and confirm that they are in

conformity with each other and there is neither conflict nor duplication. Considering

the existing and future transport demand and proposed mass transport system, the

balanced demand should be catered by a well developed road system. The road

improvement proposals include road widening, New roads (bypasses and other

roads), grade separators (road flyovers/underpasses, ROBs, RUBs) etc. These

proposals are explained below.

These proposals have been indicated in Figure 12.8.

12.9.3 Major Road Proposals

12.9.3.1 Road Improvements

The entire traffic from the sectors, the region and even beyond converges on to the

V-2 and V-3 roads. Most of the V-2 and V-3 roads will suffer from congestion

because of increasing use of private modes (Cars and 2-wheeler) resulting in over

utilization of their limited capacity. In addition the limited carriageway, the

inefficiency of the junctions and their incapability to handle the volumes of traffic

will further reduce the capacity of the road systems. Accordingly it has found

necessary that quite a few roads listed in the Table 12.6 below will require

improvement through widening 4 – 6 lane carriageway in order to cater to projected

road traffic up to the year 2021. In addition at some of the critical junctions where

normal signaling cannot effectively manage the traffic volumes, grade separators

(Underpasses/flyovers) are proposed where the traffic demand far exceeds the

capacity and at grade expansion is not possible due to restriction of available

carriageway. Also at road crossings with railway lines, at some places Road Over

bridges & or Road under Bridges are proposed. The junctions requiring grade

separators (underpasses/flyover) have already been given in Table 11.2 in Chapter

11. List of ROB’s and RUBs are indicated in Table 12.7 below.

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Table 12.6 Road Improvements

Corridor

Improvement

Phasing

Existing lanes

Additional

Lanes Proposed

Proposed lane

(after widening)

Upgraded

Length in Km

Name of Road

Udyan Path PH 2

2 and 4 D / UD 2 4 0.5

Jan Marg PH 2 4 and 6 D 2 6 5.6

Sarovar Path PH 2 3 and 4 UD 1 4 1.4

Chandi Path PH 2 4to 6 D /UD 2 6 7

Vigyan Path PH 2 2 and 3 1 4 3

Udyog Path PH 2 3 to 4 D / UD 1 4 1.3

Total Length 18.8

Table 12.7 List of ROB/RUBs

S.no Rail Over Bridges / RUBs

1 Panchkula –Zirakpur Road (On Ambala Kalka Railway Line)

2 New Panchkula Road (Ambala – Kalka Railwayl Line)

3 Mansa Devi Complex (On Ambala Kalka Railway Line) construction in progress

12.9.3.2 Other New Roads / Missing Links

In addition to the above roads, a few small links are required to cater to the

important activity areas from the major existing network Accordingly the new roads

links within the study area, regional linkages, Expressway and other new links

proposed to be taken up are as listed in Table 12.8 below.

Table 12.8 New Roads / Missing Links

S.no Proposed New Links Length in Km

1 New link from Madhya Marg to Mani Majra 0.2

2 New link from Maulijagran road to Panchkula 0.2

3 Road up gradation of Molijagran 0.8

4 Anaz Mandi to Pocket F SAS Nagar 2

5 Pocket F SAS Nagar to Ballu Majra 3

6 Panchkula Sector 15 to Dakshin Marg 2.7

7 Junction Near Railway Station to New Link Road Panchkula 2

Total Length (Km) 10.9

12.9.4 Regional Road Network Proposals

In addition to the above roads, some major highways connecting the Chandigarh

Urban Complex needs upgradation and widening are identified which are required

to cater to the important activity areas from the major existing network Accordingly

the new regional linkages, and Expressway proposed to be taken up are as listed in

Table 12.9 below and shown in Figure 12.9.

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Table 12.9 Proposed Regional New Roads and Road Improvement

S.no Upgradation & Widenning Length in Km Phasing of

Implementation

1 NH-64 Banur-Zirakpur highway - 4 laning (dual C/W) of existing

2lane single C/W 2014

2 NH-64 Banur-Zirakpur highway - 4 laning (dual C/W) to 6 laning

17

2021

3 NH-21A Pinjore-Baddi-Nalagarh highway - 4 laning (dual C/W) of

existing 2lane single C/W 2014

4 NH-21A Pinjore-Baddi-Nalagarh highway - 4 laning (dual C/W) to

Six laning

35

2021

5 PGI -Khuda Lahora-Mullapur - GMADA Expressway (4 lane dual

carriageway extendable to 6 lane in 2021with ROW 150m) 12.5 2014

Total 64.5

Proposed By passes

1 GMADA Expressway- connecting Baddi-Kharar-Mohali-Bannur-

Derabassi-NH 73 (4 lane dual carriageway with ROW 150m) 76 2014

2 By pass from NH-73 (Near Barwala) - NH 22 (beyond Parwanu)-NH-

21 A (4 lane dual carriageway with ROW 150m) 46 2014

Total 122

Grand Total 186.5

12.10 PARKING FACILITIES

As discussed in Chapter 11 of this report five (5) automatic multilevel parking are

proposed in different sectors of Chandigarh. The proposed capacity for each

automatic multilevel parking is 1500 ECS. The total cost of five parking lots is Rs

375 Crore (225 Crore in Phase I and. 150 Crore in Phase II). Parking for about 4500

vehicles has been suggested in Phase I and given in Table 11.3 of Chapter 11.

Additional parking spaces for 3000 vehicles in Phase II are proposed at two more

locations as given in Table 12.10. The proposed parking facilities are shown in

Figure 12.10.

Table 12.10 Proposed Automatic Multilevel Parking

Parking Facilities Type Phasing

No. of

Units

Capacity per

parking lot

Total Capacity

(In ECS)

1 acre of Parking site in

Sector 43 for Multilevel

Parking

AMP PH 2 1 1500 1500

1 acre of Parking site in

IT Park for Multilevel

Parking

AMP PH 2 1 1500 1500

Total Capacity

(In ECS) 3000

In addition, since most of the inter city bus terminals are proposed to be adequately

served by public transport like Metro and BRT substantial park and ride facilities

should be provided from where the commuters can switch over from private to

public transport.

Similarly at all the terminal of Metro, BRT, CRS and their major stations should be

provided with adequate park and ride facilities.

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In the long run, when the mass transport system is city-wide and adequate, parking

demand will stabilize. Therefore, it is important that adequate and convenient mass

transport system as recommended by this report should be provided.

12.11 INTEGRATED FREIGHT COMPLEXES (IFC)

12.11.1The freight movement through the city particularly on some of the arterials is

already restricted in CBD area. At present all the good traffic concentrates at Sector

26 Transport Nagar. To decongest the existing Transport Nagar it is proposed to

provide three new IFCs at the periphery of the tricity complex, with all facilities of

wholesale markets, loading /unloading facilities, parking, workshops etc. Heavy

goods traffic entering the tricity complex would be stopped there itself and

light/small goods carrier vehicle will be used to transfer goods within the complex.

The provision of GMADA expressway is itself going to help diversion of through

freight traffic.

12.11.2 The three IFC’s proposed in the periphery of tricity as shown in Table 12.11 and

Figure 12.11

Table12.11 Proposed Location of Integrated Freight Complex

S.No Intergrated Freight Complex

Existing (Phase 1)

1 Sector 26 Chandigarh

Proposed (Phase 2)

2 Sector 102 Mohali

3 Along Dakhin Marg Near Raipur Khurd

4 Sector 1A Panchkula

In addition to acting as nodes for handling the good traffic they will also act as

center for wholesale trade. Quite a few wholesale markets to be shifted outside the

central area can be located as part of the IFC for efficient handling for bulk goods.

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CHAPTER – 13

COST ESTIMATES

13.1 UNIT RATES

13.1.1 The Traffic and Transportation Plan comprising proposals for public/mass transport

system, inter-city bus terminals, pedestrian facilities, parking facilities, road

infrastructure, integrated freight complexes, transport system management measures

etc has been prepared for the Chandigarh Urban Complex to cater to travel demand

up to the year 2041 at an acceptable level of service as explained in Chapter 9. In

order to know the financial implications of these proposals, block cost estimates

have been worked out in this chapter. Unit rates adopted for items at 2009 prices are

given in Table 13.1.

Table 13.1 Unit Rates of Various Proposals

S.No. Proposals Unit Rate (Rs Crs)

1 Metro Elevated Section per Km 140

2 Metro Underground Section per Km 350

3 Bus Rapid Transit (BRT) Type 1 # per Km 15/20

4 Bus Rapid Transit (BRT) Type 2 # per Km 5

5 Commuter Rail System (Upgradation) per Km 10

6 Commuter Rail System (New Rail Link) per Km 20

7 Low Floor Buses Each 0.40

8 Bus Shelters Each 0.15

9 Bus Depot Each 6

10 Upgradation of Existing Bus Terminals Each 2

11 New Bus Terminal Each 45

12 Upgradation of Existing Bus Terminals Each 5

13 Integrated Freight Complex (IFCs) Each 45

14 Automatic Mechanical Parking Each 75

15 NMT/Cycle Tracks per Km 0.5

16 NMT/Cycle Underpasses Each 3

17 Improvement of footpaths per Km 0.2

18 Corridor Improvement per lane/Km 0.5

19 New Links per lane/Km 0.5

20

Grade Separation 4 Lane Dual Carriageway

/Junction Improvement Each 15/22

21 ROB/RUBs Each 20

# BRT Type 1 Full corridor to be redesigned

# BRT Type 2 Part corridor to be redesigned

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13.2 COST ESTIMATES OF PROPOSALS AND PHASING OF

IMPLEMENTATION

13.2.1 Considering the various proposed schemes and unit rates, cost estimates of these

schemes have been worked out at 2009 prices and are given for Proposed Mass

Transport Corridors, City Bus System, Road Infrastructure, Grade Separators,

Pedestrian Facilities, Parking Facilities, Integrated Freight Complexes and Transport

System Management Measures in Tables 13.2 to 13.14 respectively. The entire

transport development plan is not required to be implemented in one go.

Considering the existing problems, expected traffic demand levels and schemes

already under implementation/ active consideration of the Government, phasing of

implementation of various projects has been suggested in two phases Phase I (upto

2021) and Phase II (Upto 2021-2041). Cost estimates for each project to be

implemented in the two phases have also been given in the tables.

Table 13.2 Cost Estimates of Proposed Metro Corridors

Corridor Length Km Cost (Rs Crore)

Under ground Elevated Total Under ground Elevated Total (Rs Crore)

Unit Cost per

Km (Rs Crore) 350 140

Chandigarh

Phase -I

Madhya Marg

(Khuda.Lahora -

Housing Board

Manimajra-

I.T.Park

7 9.1 16.1 2450 1274 3724

Himalya Marg

(Sectt Sec 1 -

Sec17-Sec51 )

8.7 1.3 10 3045 182 3227

Sector 26 Along

Poorvi Marg via

Vikas Marg to

West of Sector

38 - Dadu Majra

14.6 14.6 0 2044 2044

TOTAL 5495 3500 8995

Panchkula (Haryana)

Phase-II

Housing Board

Chowk to Sector

21 Panchkula

5 5 0 700 700

Mohali (Punjab)

Phase-II

Sec 51 to Sec 62

Mohali CC-

Sec104 bus

terminal)

12 12 0 1680 1680

Total Length 15.7 42 57.7 2380 2380

TOTAL 11375

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Table 13.3 Cost Estimates of Proposed BRT Corridors

S.No Corridor Phasing

Chandigarh

(Length in

Km)

Punjab

(Length

in Km)

Haryana

(Length

in Km)

Total

Length

(Km)

Unit Cost/Km

Excluding

Buses

(Rs Crore)

Total Cost

(Rs Crore)

1

From Police

Housing

Complex Via

Dakshin Marg

to Zirakpur

PH I

12 6 18 20 360

2

Sukhna Lake to

Sector - 49

along Sukhna

Path via Sector

62 SAS Nagar

to Kharar

PH I

9 11 20 5 100

3

PGI to Pocket F

SAS Nagar

along Vidya

Path

PH I

8.5 2.5 11 5 55

4

Sector 49 to

Sector 87 City

Center SAS

Nagar PH II

9 9 5 45

5 Zirakpur to

Derabassi PH II 8 8 20 160

6

Pocket F SAS

Nagar to

Chatbir PH II

20 20 15 300

7 Kharar to

Bannur PH II 18 18 15 270

8

Zirakpur to

Sector 1

Panchkula to

Housing Board

Chowk PH II

3.5 10.5 14 15 210

9

Mansa Devi

Urban Complex

to Sector 28

Panchkula

Extension via

sector 5 City

Center

Panchkula PH II

23 23 15 345

10

Industrial Area

Ph 2 Panchkula

to Dakshin

Marg Along

route no 2 PH II

4 4 5 20

TOTAL 29.5 78 37.5 145 1865

Table 13.4 Cost Estimates of Improvement of Existing/Proposed Bus Depot

Bus Depots Phasing

Unit cost

(Rs Crore)

Total cost

(Rs Crore)

Industrial Area Ph 1 Chandigarh (CTU) Existing PH 1 2 2

Industrial Area Ph 1 Chandigarh (Haryana Roadways) Existing PH 1 2 2

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Bus Depots Phasing

Unit cost

(Rs Crore)

Total cost

(Rs Crore)

West of Sector 25 (CTU Workshop) Existing PH I 2 2

Police Housing Complex Chandigarh Proposed PH I 6 6

Pocket E Mohali Proposed PH I 6 6

Sector 48 Chandigarh Proposed PH II 6 6

Sector 1A Panchkula Proposed PH II 6 6

Sector 104 Mohali Proposed PH II 6 6

Total

(Rs Crore) 36

Table 13.5 Cost Estimates of Proposed Bus Shelters

Bus Shelters Phasing

No. of Units Unit cost

(Rs Crore)

Total cost (Rs

Crore)

Chandigarh PH I 536 0.15 80.4

Panchkula PH I 100 0.15 15

Mohali PH I 200 0.15 30

125.4

Table 13.6 Cost Estimates of Low Floor Air Conditioned Buses

Phasing

No. of Buses Unit cost

(Rs Crore)

Total cost (Rs

Crore)

Chandigarh PH I 1250 0.40 500

Chandigarh PH II 1320 0.40 528

1028

Table 13.7 Cost Estimates of Improvement of Existing/Proposed Inter State Bus Terminal

Bus Terminal Phasing Unit cost (Rs Crore) Total cost (Rs Crore)

Existing

Sector 17 Chandigarh PH I 5 5

Sector 43 Chandigarh PH I 5 5

Sector 62 Mohali PH I 5 5

Sector 5 Panchkula PH I 5 5

Proposed

Sector 104 Mohali PH II 45 45

Sector 31 Chandigarh PH II 45 45

Mani Majra PH II 45 45

Total (Rs Crore) 155

Table 13.8 Cost Estimates of Improvement of Existing/Proposed Integrated Freight Complexes

Integrated Freight Complex Phasing Unit cost (Rs Crore) Total cost (Rs Crore)

Existing

Sector 26 Chandigarh PH I 5 5

Proposed

Sector 102 Mohali PH II 45 45

Along Dakhin Marg Near Raipur

Khurd PH II 45 45

Sector 1A Panchkula PH II 45 45

Total (Rs Crore) 140

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Table 13.9 Cost Estimates of Proposed Automatic Multilevel Parking

Parking Facilities Type Phasing

No. of

Units Capacity

Unit cost

(Rs Crore)

Total cost

(Rs Crore)

2 plots of 1 acre each in Sector 17

Chandigarh for Multilevel Parking AMP

PH I 2 1500 0.05 150

1 acre of Parking site in Sector 34 for

Multilevel Parking AMP

PH I 1 1500 0.05 75

1 acre of Parking site in Sector 43 for

Multilevel Parking AMP

PH II 1 1500 0.05 75

1 acre of Parking site in IT Park for

Multilevel Parking AMP

PH II 1 1500 0.05 75

Total (Rs Crore) 375

Table 13.10 Cost Estimates of Proposed Non Motorised Traffic

Revival of V-7 cycle / pedestrian paths

with under passes across V-2 & V-3

Roads Phasing Unit cost (Rs Crore) No of Units Total cost (Rs Crore)

3 metre wide cycle / pedestrian paths (km) PH I 0.5 60 30

Under passes (In Nos.) PH I 3 30 90

Improvement of Footpath (Km) PH I 0.2 220 44

Total Cost (Rs crore) 164

Table 13.11 Cost Estimates of Road Improvements

Corridor

Improvement Phasing

Existing

lanes

Proposed

lanes

Addl.

Lanes

Upgraded

Length in Km

Unit Cost per

lane (Rs Crore)

Total Cost

(Rs Crore)

Name of Road

Udyan Path

PH II

2 and 4 D /

UD 4 2 0.5 0.5 0.5

Jan Marg

PH II

4 and 6 D 6 2 5.6 0.5 5.6

Sarovar Path PH II 3 and 4 UD 4 1 1.4 0.5 0.7

Chandi Path PH II 4to 6 D /UD 6 2 7 0.5 7

Uttar Marg PH II 4 UD 4

Vigyan Path PH II 2 and 3 4 1 3 0.5 1.5

Udyog Path PH II

3 to 4 D/

UD 4 1 1.3 0.5 0.65

18.8

Total Cost

(Rs Crore) 15.95

Table 13.12 Cost Estimates of Proposed Road Links

Proposed New Links

Length in

Km

Proposed

Lanes

Unit Cost per lane

(Rs Crore)

Total Cost

(Rs Crore)

New link from Madhya Marg to Mani Majra 0.2 4 0.5 0.4

New link from Maulijagran road to

Panchkula 0.2 3 0.5 0.3

Road up gradation of Molijagran 0.8 6 0.5 2.4

Anaz Mandi to Pocket F SAS Nagar 2 6 0.5 6

Pocket F SAS Nagar to Ballu Majra 3 6 0.5 9

Panchkula Sector 15 to Dakshin Marg 2.7 6 0.5 8.1

Junction Near Railway Station to New Link

Road Panchkula 2 4 0.5 4

Total 30.2

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Table 13.13 Cost Estimates of Intersection Improvements

S.no. Name of Intersection Junction Improvement Activities

Unit Cost

(Rs Crore)

Total Cost

(Rs Crore)

1 Near Chandigarh Housing

Board (Matka Chowk)

Underpass along Madhya Marg and Geometric

Improvement 22 22

2 K.C Cinema Chowk (Press

Chowk)

Underpass along Madhya Marg and Geometric

Improvement 22 22

3 Rotary of Madhya Marg and

Sukhna Path

Underpass along Madhya Marg and Geometric

Improvement 22 22

4 Transport Nagar Chowk

(Timber Market)

Underpass along Madhya Marg and Geometric

Improvement 22 22

5 Sector -17 ISBT Chandigarh Underpass along Udyog Path and Geometric

Improvement 22 22

6 Aroma Hotel Chowk Depressed Road across Sector Road, ban on right

turning movement and Geometric Improvement 7 7

7 Bhakra Colony Chowk Underpass along Dakshin Marg and Geometric

Improvement 22 22

8 Sector 34 –Sector 35 Rotary Underpass along Shanti Path and Geometric

Improvements 22 22

9 Rotary of Dakshin Marg and

Sukhna Path

Underpass along Dakshin Marg and Geometric

Improvement 22 22

10 Housing Board Chowk Underpass across Madhya Marg, ban on few

turning movements and Geometric Improvement 15 15

11 Chandigarh Railway Station

Intersection

Flyover along Madhya Marg and Geometric

Improvement 22 22

12 Rotary of Dakshin Marg and

Jan Marg (Kisan Bhawan)

Underpass along Dakshin Marg and Geometric

Improvement 22 22

13

Rotary of Dakshin Marg &

Poorvi Marg Near Sector –

31 (Tribune Chowk)

Underpass along Dakshin Marg and Geometric

Improvement 22 22

14 Cricket Stadium Rotary Underpass along Udyog Path and Geometric

Improvement 22 22

15 Rotary of Sarovar Path and

Madhya Marg

Right turn ban from Madhya Marg and Sarovar

Path 1 1

16 Rotary of Chandi Marg and

Madhya Marg

Right turn ban from Madhya Marg and Chandi

Marg 1 1

Total 288 288

Table 13.14 Cost Estimates of Proposed ROB/RUBs

S.No Rail Over Bridges / RUBs Phasing Unit Cost (Rs Crore) Total Cost (Rs Crore)

1

Panchkula -Zirakpur Road (On

Ambala Kalka Railway Line)

PH I 20 20

2

New Panchkula Road (Ambala -

Kalka Railwayl Line)

PH I 20 20

Total 40

13.3 COST ESTIMATES FOR PROPOSED REGIONAL PROJECTS

13.3.1 Summary of the cost estimates for various regional projects is given in Table 13.15.

This Plan is in addition to the above plan which has to be taken up by Ministry of

Railways for Commuter Rail and NHAI for Highways. Overall cost of the entire

plan is estimated as Rs 5615 Crore of which Rs 2300 Crore (Phase I - Rs 700 Crore

and Phase II - Rs 1600 Crore) is for Commuter Rail. Up gradation and widening of

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existing National Highway is about Rs 645 Crore (Phase I - Rs 385 Crore and Phase

II - Rs 260 Crore). For proposed new bypasses/new roads Rs 2670 Crore in Phase I.

Table 13.15 Cost Estimates of Proposed Regional Proposals

PROPOSAL / PROJECT

Length

Km

Unit Cost

(Rs. Crore/ Km)

Total Cost

(Rs. Crore.)

Phasing of

Implementation

COMMUTER RAIL

Electrification & Doubling of Existing Tracks

Ambala-Kalka 70 10 700 2014

Chandigarh-Mohali-Ludhiana 90 10 900 2021

New Dual Track for Commuter & Freight

Movement

Pinjore-Baddi-Nalagarh 35 20 700 2021

Total 195 2300

REGIONAL ROADS

Upgradation & Widening

NH-64 Banur-Zirakpur highway - 4 lanning (dual

C/W) of existing 2lane single C/W 5 85

2014

NH-64 Banur-Zirakpur highway - 4 lanning (dual

C/W) to 6 laning

17

85

2021

NH-21A Pinjore-Baddi-Nalagarh highway - 4

lanning (dual C/W) of existing 2lane single C/W 5 175

2014

NH-21A Pinjore-Baddi-Nalagarh highway - 4

lanning (dual C/W) to 6 laning

35

175

2021

PGI -Khuda Lahora-Mullapur - GMADA

Expressway (6 Lane) 12.5 10 125

2014

Total 65 645

Proposed Road By pass / New Roads

GMADA Expressway- connecting Baddi-Kharar-

Mohali-Bannur-Derabassi-NH 73 76 20 1520

2014

By pass from NH-73 (NearBarwala) - NH 22

(beyond Prawanoo)-NH-21 A 46 25 1150

2014

Total 122 2670

Grand Total

5615

13.4 SUMMARY OF COST ESTIMATES

13.4.1 Overall cost for various proposed projects in Chandigarh Urban Complex and

Regional Transport Projects is estimated as Rs 21253 Crore.

13.4.2 Summary of the cost estimates for various projects in Chandigarh Urban Complex is

given in Table 13.16. Overall cost of the entire plan is estimated as Rs 15638 Crore

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of which Rs 10926 Crore is proposed for upto year 2021. Cost of the projects

proposed in Phase II is Rs 4712 Crore.

Table 13.16 Summary of Cost Estimates for various T& T Plan Phase wise at 2009 Prices

for Chandigarh Urban Complex

S.no Sub-system Cost (Rs Crore)

PHASE I

1 METRO 8995

2 BRT 515

3 Bus Depot 18

4 Bus Shelters 125.4

5 Bus Terminal 20

6 Low Floor Buses 500

7 Integrated Freight Complex 5

8 Parking (AMP) 225

9

Revival of V-7 cycle / pedestrian paths with under passes

across V-2 & V-3 Roads and Improvement of citywide

footpaths 164

10

Intersection Geometric Improvements including grade

separation 288

11 ROB/RUB 40

12 New Road Links 30.2

Total Phase 1 (Cost Rs Crore) 10926

PHASE II (Sub-system) Cost (Rs Crore)

1 METRO 2380

2 BRT 1350

3 Bus Depot 18

4 Bus Terminal 135

5 Low Floor Buses 528

6 Integrated Freight Complex 135

7 Parking (AMP) 150

8 Corridor Improvement and Up gradation 15.95

Total Phase 2 (Cost Rs Crore) 4712

Total Cost for Phase 1 + Phase 2 (Rs Crore) 15638

13.4.3 Summary of the cost estimates for various projects state wise is given in Table

13.17. Overall cost of the entire plan is estimated as Rs 15638 Crore of which Rs

11452.75 Crore is to be borne by Chandigarh, Rs 2867 Crore by Punjab and Rs

1317.8 Crore by Haryana.

Table 13.17 Summary of Cost Estimates of for various Proposals at 2009 Prices State

wise – Chandigarh Urban Complex

Cost (Rs Crore)

S.No Proposals Chandigarh Punjab Haryana

1 Metro 8995 1680 700

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Cost (Rs Crore)

S.No Proposals Chandigarh Punjab Haryana

2 BRT 327.5 1015 522.5

3 Bus Depot 18 12 6

4 Bus Terminal 100 50 5

5 Bus Shelters 80.4 30 15

6 Low Floor Buses 1028

7 IFC 50 45 45

8 Parking 375

9 NMT/ footpath 164

10 Corridor Improvement 15.95

11 New Links 10.9 15 4.3

12 Junction Improvement 288

13 ROB/RUBs 20 20

Total (Rs Crore) 11453 2867 1318

Grand Total (Rs Crore) 15638

13.4.4 Summary of Regional Transport Projects

Overall cost of the entire plan is estimated as Rs 5615Crore of which Rs 2300 Crore

(Phase I - Rs 700 Crore and Phase II - Rs 1600 Crore) is for Commuter Rail. Up

gradation and widening of existing National Highway is about Rs 645 Crore (Phase

I - Rs 385 Crore and Phase II - Rs 260 Crore). For proposed new bypasses/new

roads Rs 2670 Crore in Phase I.

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CHAPTER 14

ECONOMIC AND FINANCIAL APPRAISAL FOR

CHANDIGARH METRO

14.1 INTRODUCTION

14.1.1 Rail based mass transit systems are characterised by heavy capital investments coupled

with long gestation periods leading to low financial rates of return although the economic

benefits to the society are immense. Such systems generate externalities which do not get

captured in monetary terms and, therefore, do not flow back to the system. This situation

leads to a relative independence between costs & benefits. The economic and social

considerations enable the government to invest funds in this sector. Decisions regarding

investment in this are not easy because not only are the initial investments prohibitive the

returns too are uncertain.

14.1.2 Considering above, an attempt has been made to carry out preliminary economic and

financial appraisal of the Phase I of Chandigarh Metro. This economic and financial

appraisal is given below. It may be mentioned that both economic and financial analyses

have been carried out at 2009 prices and impact of inflation on both costs and

benefits/revenues has not been taken.

14.2 ANNUAL CAPITAL COST FUND REQUIREMENT

14.2.1 The proposed three metro corridors for Phase I are entirely in Chandigarh as described in

Chapter 12 and are again listed in Table 14.1. Block cost estimates for Chandigarh Metro

Phase I have been considered covering civil, electrical, signaling and telecommunications

works, rolling stock, maintenance facilities etc at 2009 price level and given in Table

14.1.

Table 14.1 Cost Estimate of Chandigarh Metro (Phase I)

Corridor Length Km Cost Estimate (Rs Crore)

Under ground Elevated Total Under ground Elevated Total

Madhya Marg

(Khuda.Lahora -

Housing Board

Manimajra-I.T.Park

7 9.1 16.1 2450 1274 3724

Himalya Marg

(Sectt Sec 1 -

Sec17-Sec51 )

8.7 1.3 10 3045 182 3227

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Corridor Length Km Cost Estimate (Rs Crore)

Under ground Elevated Total Under ground Elevated Total

Sector 26 Along

Poorvi Marg via

Vikas Marg to

West of Sector 38 -

Dadu Majra

14.6 14.6 0 2044 2044

TOTAL 5495 3500 8995

14.2.2 The above project is proposed to completed in 4 years and the first year of operation is

taken as 2014-15. Expected year wise funds requirement during the 4 years is given in

Table 14.2.

Table 14.2 Annual Fund Requirement During Construction

S. No Year Percentage Project Cost (Rs

Cr)

1 2010-11 10% 899.50

2 2011-12 25% 2248.75

3 2012-13 30% 2698.50

4 2013-14 35% 3148.25

Total 8995

14.2.2 The additional investment provided to take care of increased requirement of Rolling

Stock and related costs and the replacement costs have to be provided during the

operation of metro on account of replacement of equipment due to wear and tear.

14.3 OPERATION & MAINTENANCE COSTS

14.3.1 The Operation & Maintenance costs can be divided into two major parts:

i. Civil infrastructure

ii. System

14.3.2 Annual O &M cost for civil structure and system has been taken as 1% of total capital

cost of civil infrastructure and 4% of capital cost of system. The total O&M cost in

the year 2014-15 is expected to be Rs. 177.78 Crore at 2009 prices. The year-wise

O&M costs are as indicated in Table 14.3 below:

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Table 14.3 Operation and Maintenance Cost of Phase I of Chandigarh Metro

Figures in Rs. Crore

Year Annual O & M Cost

2014-15 177.78

2015-16 179.55

2016-17 181.35

2017-18 183.16

2018-19 184.99

2019-20 186.84

2020-21 188.71

2021-22 190.60

2022-23 192.50

2023-24 194.43

2024-25 196.37

2025-26 198.34

2026-27 200.32

2027-28 202.32

2028-29 204.35

2029-30 309.59

2030-31 312.68

2031-32 315.81

2032-33 318.97

2033-34 322.16

2034-35 325.38

2035-36 328.63

2036-37 331.92

2037-38 335.24

2038-39 338.59

2039-40 341.98

2040-41 345.40

2041-42 348.85

2042-43 352.34

2043-44 355.86

14.4 METRO RIDERSHIP

As indicated in Chapter 9, the Chandigarh Phase I Metro corridors are expected to carry

2.70 lakh passengers in 2014, 3.90 lakh passengers in 2021, 5.80 lakh passengers in 2031

and 7.90 lakh passengers in 2041.

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14.5 ECONOMIC APPRAISAL OF CHANDIGARH METRO PHASE I

14.5.1 General

14.5.1.1 The proposed metro system will have significant impact on the urban environment and

quality of life. The metro system is expected to impart benefits to the economy by way of

cost efficiency, reduction in vehicular pollution, safety of passengers, and reduction in

congestion on the existing road network. This necessitates that metro investments are

appraised taking into account these impacts. That is why only financial analysis alone is

not adequate appraisal method and economic analysis needs to be undertaken.

14.5.1.2 The implementation of rail-based Mass Rapid Transit System will result in reduction of

the number of buses and vehicles on the road and increase in the journey speed of road-

based vehicles. This is expected to generate substantial benefits to the economy as a

whole in terms of reduction in fuel consumption, vehicle operating costs, and passenger

time. In addition, there will be reduction in road accidents and atmospheric pollution.

Other benefits include reduction in noise, increase in mobility levels, improvement in

quality of life and general economic growth.

14.5.2 Approach and Methodology

Economic analysis for the metro system has been carried out within the framework of

“with” and “without” the project. The “without the project” situation assesses the cost to

the economy in case the projected volume of traffic continues to move with the prevailing

modes of transport. The “with the project” situation estimates the total costs that the

economy would have to bear for introducing the metro. The cost under the above two

situations has been evaluated in terms of market prices and then in economic terms,

deriving the latter from the former by converting market prices into appropriate shadow

prices. This has been done to iron out distortions due to externalities and anomalies

arising in real world pricing systems.

14.5.3 Cost and Benefit Analysis

14.5.3.1 The impact of the proposed project on the economy has been appraised keeping the

following constituents of cost and benefit streams:

Cost streams

a. Capital cost of infrastructure (civil engineering, track, power supply, signaling

and telecommunication etc.) and rolling stock fleet for the metro, including

additional capital cost and replacement costs.

b. Operating cost of the metro

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Benefit streams

The introduction of the metro will yield tangible and non-tangible savings due to

equivalent reduction in road traffic and certain socio-economic benefits. These include

savings in road construction and maintenance, vehicle operating costs, travel time and

other socio-economic benefits of travel time, better accessibility, better comfort and

quality of life, increase in mobility etc.

14.5.3.2 Quantification of some of the social benefits has not been attempted because universally

acceptable norms do not exist to facilitate such an exercise. However, it has been

considered appropriate to highlight the same, as given below:

• Reduced road stress

• Better accessibility to facilities in the influence area

• Economic stimulation in the micro region of the infrastructure

• Increased business opportunities

• Overall increased mobility

• Facilitating better planning and up-gradation of influence area

• Improving the image of the city

• Real estate price increase, thereby increasing overall wealth held by the

public.

14.5.3.3 Benefits taken into account

The benefits taken into account for this analysis include:

a. Savings in vehicle operating cost on account of shifting of traffic from road

vehicles (buses, cars, two wheelers, auto rickshaw etc) to the metro

b. Savings in vehicle operating costs of buses and other vehicles that would

continue to use the existing transport network even after the metro is

introduced due to decongestion effect

c. Savings in time of commuters using the metro over the existing transport

modes because of faster speeds of metro

d. Savings in time of those passengers continuing on existing modes, because of

reduced congestion on roads.

e. Savings on account of reduction of vehicular pollution with introduction of

metro

Savings in fuel consumption on account of less number of vehicles on road and

decongestion effect with introduction of Metro are included in vehicle operating costs.

Savings on account of reduction of road accidents have not been taken.

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14.5.3.4 Measuring the economic cost and benefits of a project involves adjusting the actual

expenditures on inputs where the prices paid do not properly reflect the real scarcity

value of the inputs. Such adjustments of market prices involve the determination of

“shadow prices”. In a developing economy like India, externalities exist in varying

degrees and the market is characterized by rigidities, market imperfections etc. leading

to distortions in the pricing system. Functioning of the economy is determined by the

joint effect of domestic demand and supply conditions and Government fiscal, trade

and tariff policies including non-economic institutional and allied factors e.g. in labour

and capital market. It is necessary, therefore, to eliminate the effect on prices of

elements like subsidies, taxes and duties which are actually transfer payments and other

distortions like foreign exchange rate and wage rate. This has been brought about by

applying appropriate shadow prices to market prices. The factors used for converting

project inputs and outputs to economic costs are as under:

Capital Cost 0.85

Replacement costs 0.85

O&M costs 0.80

Economic savings 1.00

14.5.3.5 Estimated Benefits

14.5.3.5.1 Vehicle operating costs (VOC) saved on account of shifting from road vehicles to the

metro

Introduction of the metro is expected to shift travel to mass transport system and

consequently there will be drastic reduction in use of private and public transport (bus

and para-transit modes). Due to reduction in use of these modes, there will be savings

to the economy on account of less vehicle operating costs. The Vehicle Operating Cost

savings on account of overall reduced road vehicles estimated for horizon years 2011,

2021, and 2031 are expected as under:

2014 2021 2041

Rs 344 crore Rs 523 crore Rs 772 crore

14.5.3.5.2 Vehicle operating costs (VOC) saved on account of decongestion effect

Consequent to the introduction of MTS, the decongestion effect of road vehicles will be

experienced in the influence zone of MRTS. This will increase average speed of road

vehicles (buses, cars, 2-wheelers etc.) and thus will be required to spend less time on

road for same distance covered, thus reducing the vehicle operating costs. The savings

in VOC due decongestion effect is estimated as follows.

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2014 2021 2041

Rs 184 crore Rs 257 crore Rs 484 crore

14.5.3.5.3 Value of passenger time saved

With the introduction of the metro , not only the passengers traveling by the metro but

also others traveling by buses and other vehicles will commute at faster speeds. The

time saving has been converted to equivalent monetary benefit to economy/society. The

savings on account of passenger time saved is estimated to be as under:

2014 2021 2041

Rs 288 crore Rs 405 crore Rs 756 crore

14.5.3.5.4 Benefits due to less pollution

There will be substantial benefits arising out of reduced air pollution, with the

introduction of the metro due to less road vehicles and decongestion effect. These

benefits in monetary terms are given as follows.

2014 2021 2041

Rs 132 crore Rs 195 crore Rs 354 crore

14.5.4 Economic Internal Rate of Return

14.5.4.1 The cost and benefit streams for 34-year period in terms of economic prices have been

worked out for the metro. The total cost worked out on the above basis is then

subtracted from the total benefits to estimate the net benefit of the project. This flow is

then subjected to the process of discounting to work out the economic internal rate of

return (EIRR) on the project, to examine the viability of the project in economic terms.

14.5.4.2 Cost and benefit streams are given in Table 14.4. The EIRR in economic terms works

out to 12.86 % for the metro project. It is accordingly seen that the proposed project is

economically viable.

14.5.5 Conclusion

14.5.5.1 The economic internal rate of return of 12.86 % for the Chandigarh Metro project is

above the cut-off criterion of 12% as prescribed by Planning Commission for

infrastructure projects, implying that the economic benefits accruing out of this project

are substantial and will yield high savings to the economy as a whole.

14.5.5.2 Based on the above criterion, the project may be taken for implementation.

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Table 14.4. Economic Internal Rate of Return for Chandigarh Metro Phase I (Rs Crore)

SN Year Capital Cost/

Additional cost/

Replacement cost

O&M

Cost

Total Out

Flow

VOC Saving of

vehicles due to

shifting to

metro

VOC saving due

to Decongestion

effect on balance

road traffic

Passeng

er time

savings

Savings

due to

Less

pollution

Total

savings

Net

Cash

flow

1 2010-2011 764.58 764.58 -764.6

2 2011-2012 1911.44 1911.44 -1911.4

3 2012-2013 2293.73 2293.73 0.00 -2293.7

4 2013-2014 2676.01 2676.01 0.00 -2676.0

5 2014-2015 142.22 142.22 344.33 184.01 287.94 132.05 948.33 806.1

6 2015-2016 143.64 143.64 365.52 193.04 302.31 139.63 1000.51 856.9

7 2016-2017 145.08 145.08 388.02 202.52 317.40 147.65 1055.59 910.5

8 2017-2018 146.53 146.53 411.90 212.46 333.25 156.12 1113.73 967.2

9 2018-2019 128 147.99 275.49 437.26 222.89 349.88 165.09 1175.12 899.6

10 2019-2020 149.47 149.47 464.17 233.83 367.35 174.56 1239.91 1090.4

11 2020-2021 150.97 150.97 492.74 245.31 385.69 184.58 1308.32 1157.4

12 2021-2022 152.48 152.48 523.07 257.35 404.94 195.18 1380.54 1228.1

13 2022-2023 154.00 154.00 542.67 265.53 419.04 202.22 1429.45 1275.4

14 2023-2024 128 155.54 283.04 563.00 273.96 433.62 209.51 1480.09 1197.0

15 2024-2025 157.10 157.10 584.10 282.66 448.72 217.06 1532.54 1375.4

16 2025-2026 158.67 158.67 605.98 291.64 464.34 224.89 1586.85 1428.2

17 2026-2027 160.26 160.26 628.69 300.90 480.50 233.00 1643.09 1482.8

18 2027-2028 161.86 161.86 652.24 310.46 497.23 241.40 1701.33 1539.5

19 2028-2029 383 163.48 290.98 676.68 320.32 514.54 250.10 1761.64 1470.7

20 2029-2030 247.67 247.67 702.03 330.49 532.45 259.12 1824.09 1576.4

21 2030-2031 250.15 250.15 728.34 340.99 550.99 268.46 1888.77 1638.6

22 2031-2032 252.65 252.65 755.62 351.82 570.17 278.14 1955.75 1703.1

23 2032-2033 255.17 255.17 757.26 363.20 586.49 284.92 1991.87 1736.7

24 2033-2034 128 257.73 385.23 758.90 374.96 603.27 291.87 2029.00 1643.8

25 2034-2035 260.30 260.30 760.55 387.09 620.53 298.99 2067.16 1806.9

26 2035-2036 262.91 262.91 762.20 399.62 638.29 306.28 2106.38 1843.5

27 2036-2037 265.54 265.54 763.85 412.55 656.56 313.75 2146.70 1881.2

28 2037-2038 268.19 268.19 765.50 425.90 675.34 321.40 2188.14 1920.0

29 2038-2039 638 270.87 398.37 767.16 439.68 694.67 329.23 2230.75 1832.4

30 2039-2040 273.58 273.58 768.82 453.91 714.55 337.26 2274.55 2001.0

31 2040-2041 276.32 276.32 770.49 468.60 735.00 345.49 2319.58 2043.3

32 2041-2042 279.08 279.08 772.16 483.77 756.03 353.91 2365.87 2086.8

33 2042-2043 281.87 281.87 773.83 499.42 777.66 362.54 2413.46 2131.6

34 2043-2044 284.69 284.69 775.51 515.59 799.92 371.38 2462.40 2177.7

EIRR = 12.86%

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14.6 FINANCIAL APPRAISAL

14.6.1 Farebox revenue

Considering the average passenger length of 7 km on metro in 2014, average fare of Rs

12 per passenger is assumed. Taking this fare, the fare box revenue of about Rs 110

crore is expected in 2014 which will increase to Rs 159 crore in 2021. As the financial

analysis has been done at the fixed prices at 2009 level, no increase in fare is assumed.

14.6.2 Other sources of revenues

Apart from development of limited commercial property on metro stations and depot it

is possible to raise resources through leasing of parking rights at stations, advertisement

on trains and tickets, advertisements within stations and parking lots, advertisements on

viaducts, columns and other metro structures, co-branding rights to corporates, film

shootings and special events on metro premises. These revenues from advertisement,

limited property development and other sources have been estimated at 50% of the fare

box revenues during operations.

14.6.3 Financial Internal Rate of Return (FIRR)

14.6.3.1 The Financial Analysis has been done with the farebox revenues at Rs 12 per passenger

and costs (capital/additional/replacement/O&M) for period from 2010 to 2044. This

analysis shows that the project is not viable if capital cost is also to be funded from

farebox revenue alone. Further financial analysis has been done to work out average

fare per passenger in order to make the project financially viable from farebox revenue

alone. Thus four scenarios of financial analysis are as follows.

1. Full recovery of capital and O&M cost through farebox revenue only at fare of

Rs 12 per passenger

2. Full recovery of capital and O&M cost through farebox revenue only at fare

level which will make the project to break even (0% return)

3. Full recovery of capital and O&M cost through farebox revenue only at fare

level which will make the project to give a FIRR of 13%

4. Full recovery of capital and O&M cost through farebox revenue only at fare

level which will make the project to give a FIRR of 25%

The results of financial analysis are given in Table 14.5.

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Table 14.5 Financial Analysis of Chandigarh Metro Phase I with Capital Cost and O&M Cost

Sr.

No Scenario

FIRR

(%)

Average Fare

per Passenger

(Rs) Remarks

1.

Full recovery of capital and

O&M cost through farebox

revenue only NEGATIVE Rs 12

The project

financially

unviable

2. Full recovery of capital and

O&M cost through farebox

revenue only at fare level which

will make the project to break

even

0 %

(break

even)

Rs. 35/- Fares high to be

acceptable

3. Full recovery of capital and

O&M cost through farebox

revenue only at fare level

which will make the project to

give a FIRR of 13% on the

project

13% Rs.120/- Fares too high

to be acceptable

4 Full recovery of capital and

O&M cost through farebox

revenue only at fare level which

will make the project to give a

FIRR of 25% on the project

25% Rs. 280/- Fares too high

to be acceptable

14.6.3.2 The above financial analysis shows that the project is financially unviable with fare box

revenue alone at average fare of Rs 12 per passenger in order to recover capital and

O&M costs. The average fare per passenger will have to be Rs 35 per passenger in

order to break even for full recovery of capital and O&M costs. The fare is high to be

affordable to people. This will also not interest private BOT operator as the return is

0%. In order to get return of 13%, the fare will have to be Rs 120 per passenger which

is very high. This will also not interest private BOT operator as the return of 13% will

cover only debt repayments. The fourth scenario shows that in order to give return of

25% to the BOT operator, the fare will have to be Rs 280 per passenger which is very

exorbitant.

14.6.3.3 This analysis shows that it seems impossible to involve private sector or go in for PPP

model for funding the entire project i.e. provision of Civil Works, Electrical &

Signaling systems, Rolling Stock and operating the system with fare box as the only

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source of revenue. In fact it has also been observed that even if we try to get the project

taken up on PPP basis with assured annuity payments to the private partner, the amount

of annuity payment after providing for atleast 25% returns will be of the order of Rs

3000 crore for atleast 30 years i.e an overall payment of Rs. 90000 crore.

14.6.3.4 Thus the entire capital costs will have to be borne by government. Only O & M of the

system can be given to private operator. Further analysis has been done with only O&

M cost and additional/replacement costs to borne by private operator with fare box

revenues and advertisement/limited property development revenues going to the

operator. This analysis has been done for two scenarios- the first with fare box revenue

alone going to operator and the second – with fare box revenue and

advertisement/limited property development revenues (estimated at 50% of farebox

revenues) going to operator. The results are shown in Table 14.6.

Table 14.6 Financial Analysis of Chandigarh Metro Phase I with O&M and Additional/Replacement

Costs to be borne by Private Operator

S. No Scenario FIRR(%)

Average Fare per

Passenger (Rs) Remarks

1.

Recovery of O&M and

additional/replacement costs through

farebox revenue only 25% Rs 18.38

Fare is high and

unaffordable

2.

Recovery of O&M and

additional/replacement costs through

farebox revenue and advertisement/limited

property development revenues

25% Rs. 12.27 Fare acceptable

14.6.3.5 Rail based systems are heavily capital intensive with long gestation periods. They are

generally not financially viable on the basis of farebox revenue alone. They are

viewed more as investments with a view to increasing the economic benefits to the

society at large rather than yielding high financial rates of return. Very few systems

all over the world are able to cover their operating costs and therefore grants and

subsidies for operations as well as additional investments are the order of the day.

Since costs of operation are more or less fixed in nature, any increase in passenger

volumes would improve the viability of the system. There are other issues peculiar to

this nature of travel. The setting up of such systems generates externalities, which

normally do not get monetised and flow back to the system to sustain its

development. In other words, the economic benefits flowing to the society and other

benefits generated by the setting up of these systems do not get translated to monetary

benefits for the system itself. Very few countries have been able to channelise these

as sources of revenue back to the system. Since the governing objective of setting up

these systems is social the fares are set at levels which are publicly and politically

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acceptable thus setting in the vicious cycle of deficits leading to a fallback on

subsidies/government support.

14.6.3.6 It is obvious from the above financial analysis that capital cost of the project will have

to be borne by government. Private operator can be involved only in O & M of the

system.

14.6.4 Financing Plan to Meet Capital Cost of Metro

14.6.4.1 A Special Purpose Vehicle (SPV) may be formed with the participation of Chandigarh

Administration and Ministry of Urban Development, Government as joint venture

partners with 50:50 equity. Later State Governments of Punjab and Haryana may also

join this SPV when the metro system is extended to Mohali and Panchkula. This SPV

will own the metro system and will be responsible for implementation of the system.

Capital cost of Rs 8995 may be funded with debt equity ratio of 3:1. This SPV would

arrange for funds through equity to be contributed by all partners.

14.6.4.2 The SPV would have the powers to raise debt funds from any of the national/

international F.I’s, Banks and/or raise long term bonds to meet debt requirements.

Annual debt repayment is assumed to be done for 15 years after moratorium of 4

years of construction period. Scenarios for rate of interest for the debt are assumed as

3% pa (through international agencies) and 10% pa (national financial institutions).

14.6.4.3 As the metro project benefits the city of Chandigarh, it is important that substantial

part of the project cost is funded through local sources. The proposed metro system

passes along Himalaya Marg and Vikas Marg where abutting land for commercial

purposes is lying vacant and is still to be sold. The proposed system will greatly

benefit the businesses which will be developed after some time on these roads.

Therefore it is important that this benefit passes to the metro system. In this context it

is proposed that the vacant that unsold commercial land along Himalaya Marg and

Vikas Marg (about 230 acres) may be handed over to the SPV for revenue generation

through auction. Of this 50% will be available for commercial sale. In the past this

commercial land has been auctioned at the rate of Rs 3 lakh per sq yard. Same auction

price is assumed for this unused land. This is conservative estimate for generating

revenue through auction of unused land. Actual realization may be more. Thus this

unused commercial land may be auctioned in stages every year in 15 years to meet

the annual debt repayment requirement. In case if the finances for equity of

Chandigarh Administration cannot be arranged through budgetary resources, this can

also be met through auction of additional commercial land. The requirement of

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commercial land for various scenarios of availability of debt and financing plan are

given in Table 14.7.

Table 14.7 Financing of Capital Cost and Requirement of Commercial Land

ROI (%)

Debt

At

Compl

etion

(Rs cr)

Equity At

Completion

(Rs cr)

Completion

Cost (Rs cr)

Annual

Debt

Payment

for 15

years after

constructio

n (Rs cr)

Annual

auction of

comm. land

required to

service debt

(acre)

Total sale

of comm.

land

required

to service

debt

(acre)

Additiona

l auction

of com.

Land to

meet

equity of

CA

(50%)

Total

auction of

com. land

required to

meet

equity also

(acre)

3%

6968.8

8 2322.96 9291.84 583.76 4.02 60.31 8.00 68.30

10%

7488.3

4 2496.11 9984.45 984.52 6.78 101.71 8.60 110.30

14.6.4.4 The above table indicates that in case the equity is provided through budgetary sources

to the SPV, and it is able to obtain loan at 3% pa through international funding, the

loan can be repaid over a period of 15 years through an annual sale of around 4 ha of

commercial land. However if the cost of funds increases to 10 % pa, the land required

to be auctioned will be around 6.78 ha per year. In this case the total land required to

be auctioned will be approx. 102 ha in 15 years. It is seen that in worst case scenario,

the total land requirement is 110 acres (saleable land out of total 220 acres) in 15

years which is available now on Himalaya Marg and Vikas Marg. This even includes

equity requirement of CA. Thus the available unused commercial land on Himalaya

Marg and Vikas Marg can easily meet debt requirements of the project.

14.6.4.5 In order supplement the resource base for generating funds for debt servicing /

repayments, “dedicated levies” on Registration of Motor Vehicles, Sale of Petrol &

Diesel, and Sale of Liquor can also be thought of. The revenue generated through

these measures is estimated as about Rs 100 crores per year as shown in Table 14.8.

Table 14.8 Estimated Revenue through Dedicated Levies

Dedicated Levy on Quantity/

Year

Unit rate

suggested/Vehicle or litre

or bottle (Rs)

Expected Returns

(Annual) (Rs. Crore)

Regn. of new cars (Nos.) 15000 20000 30

Regn of new 2-Wheelers (Nos.) 20000 5000 10

Sale of Petrol (Kilo Liters) 66000 2 13.2

Sale of diesel (KiloLiters) 108000 1 10

Sale of Liquor (IMFL) Kilo bottles 34000 10 34

TOTAL 97

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14.6.5 Financing Plan to Meet O & M Cost/Addl/Replacement Cost of Metro

The O & M of the metro system may be given to a private operator. The private operator

will also have to meet the additional cost of rolling stock to cater to increase in traffic and

replacement costs in addition to meet O & M Costs for 30 years. As indicated in Table

14.6, only farebox revenue cannot meet private operator’s costs. The operator will also

have to be given the right to generate revenue through advertisement in trains/stations and

limited property development at stations. These revenue streams will cover operator’s

costs and provide adequate return. In financial bids for selection of operator, the selection

criteria can be the annuity amount which the bidder can ask for to meet all the costs with

adequate return or the bidder can give annuity to the SPV. Alternatively, the SPV may

also keep the right to collect revenues through advertisements and ask the bidder to quote

the annuity amount to be paid to the selected operator. In case, the annuity amount has to

be paid to the selected operator, the SPV can meet this amount through the revenue

collected through dedicated levies as mentioned in Table 14.8.

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CHAPTER – 15

INSTITUTIONAL STRENGTHENING

15.1 AGENCIES INVOLVED IN CHANDIGARH URBAN COMPLEX.

15.1.1 The Chandigarh Urban Complex is spread over the three states of the Chandigarh

Administration (U.T. Govt.), Punjab State Govt. and the Haryana Govt. Each of these

Govt. has different depts. & authorities for implementation of different components of the

transportation related proposals. For example with Chandigarh Administration there are:

1. Transport Department / Chandigarh Transport Undertaking

2. Engineering Deptt.

3. Architecture & Town Planning Deptt.

4. Chandigarh Housing Board.

5. Chandigarh Municipal Corporation.

15.1.2 Similar is the situation in the adjoining states of Punjab & Haryana where also there are a

number of similar agencies whose intervention in the development and implementation of

the transportation schemes will be necessary.

15.2 REGIONAL AND URBAN TRANSPORT DEVELOPMENT BOARD

15.2.1 Though the Study covers the transportation problems in the CHANDIGARH URBAN

COMPLEX comprising Chadigarh- S.A.S. Nagar (Mohali) -Panchkula, the impact of the

traffic from the neighboring towns has also to be taken into consideration. The extended

study region consists of the towns of Zirakpur, Kharar, Dera-Bassi in Punjab; Alipur-Kot

Behla complex, Kalka-Pinjore Complex in Haryana and Prawanoo & Baddi in Himachal

Pradesh. These towns lie in outer belt and the substantial traffic which emanates from or

bound for these passes through the Chandigarh Urban Complex using NH 21, 21-A and

22. The traffic to and from these areas have been accounted for through the outer cordon

surveys. Planning and development for these townships is being carried out

independently by the respective authorities e.i. GMADA, T & C Plg. Haryana & HUDA

and T & C Plg. H.P & BBNDA. Based on the data made available for the for these

individual towns & complexes by the respective and the survey conducted on the traffic

passing through the outer cordon as determined by traffic counts at cordon points, quite a

few proposals for the Regional Networks have also been proposed in this study. These

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proposals need to be considered very seriously for implementation by the respective State

govts., NHAI and railways in the long term perspective.

15.2.2 Since these Regional Proposals as listed in Chapter 12 (Table 12.3 & Table 12.9)

transcend the state boundaries as well as fall within the jurisdiction various Central &

State Govt. departments, for their future planning, development and execution an inter

state agency is necessary. Also, since even the proposal/projects identified for the

Chandigarh Urban Complex are spread over the 3 adjoining states, their respective

implementing agencies will have to work in close coordination with each other. In fact

observing such problems, while formulating the National Transport policy it was

observed that:

‘The current structure of governance for the transport sector is not equipped to

deal with the problems of urban transport. These structures were put in place well before

the problems of urban transport began to surface in India and hence do not provide for

the right coordination mechanisms to deal with urban transport. The central government

will, therefore, recommend the setting up of Unified Metropolitan Transport Authorities

(UMTA’s) in all million cities to facilitate more co-ordinated planning and

implementation of urban transport programmes & projects and integrated management

of urban transport systems. Such Metropolitan Transport Authorities would need

statutory backing in order to be meaningful’.

15.2.3 The study region which had a population of 1.36 million in 2001 & estimated to have

exceeded 2 million in 2009 and is slated to grow upto around 6 million by 2041 (ref.

Table 8.2). Thus an agency in the form of a Regional & Urban Transport Development

Board (RUTDB) on the lines of the UMTA / NCR Planning Board under Govt. of India

with all the respective state Govts. and concerned central govt. agencies like Railways

and NHAI as its members. This Board could coordinate the planning and implementation

of the all the Transport proposals within the Region as well as the Urban Complex and

resolve any inter-state transport problems. While for actual implementation of the

projects, the concerned agencies / SPV’s as may be set up, will be responsible, the Board

will assign and assist in development of the Transport Projects and coordinate with

national / international funding agencies for these projects.

15.2.4 The Board-Constitution and Functions

The Board could be headed by the Administrator Chandigarh and have the following

members:

• Chief Secretaries of the States of Punjab, Haryana and Himachal Pradesh,

• Secretary, Ministry of Urban Development, Govt. of India

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RITES Ltd. Page 3 of 7

• Chairman NHAI

• General Manager Northern Railways

• Advisor to Administrator Chandigarh Administration.

• C.E.O. of the Board.

The Functions of the Board shall be as follows:

(1) To coordinate all land transport matters in the Region / Study Area as well as the

Chandigarh Urban Complex

(2) To prepare detailed Master Plan for Transport Infrastructure based on the

Comprehensive Traffic and Transport Study for Region / Study Area as well as

the Chandigarh Urban Complex

(3) To oversee implementation of all transportation projects

(4) To appraise and recommend transportation and infrastructure projects for bilateral

/ bilateral Central assistance.

(5) To function as empowered Committee for all Urban Transportation Projects

(6) To initiate action for a regulatory frame work for all land transport systems in

Region / Study Area as well as the Chandigarh Urban Complex

(7) To initiate steps, where feasible for common ticketing system.

(8) Take any other decision for the integrated urban transport and land use planning and

implementation of the projects.

(9) Any other functions entrusted from time to time.

15.3 CHANDIGARH URBAN COMPLEX MASS RAPID TRANSIT CORPORATION

15.3.1 The institutional arrangements for any project flow out of the basic decisions with regard

to its implementation, operation and management needs. The most prudent arrangement

for implementing the proposed mass transport projects for the Chandigarh, Urban

Complex is suggested as under:

• That a Metro covering a route length of 40.7 km. within Chandigarh (along 3

corridors) extendable to SAS Nagar in Punjab and Panchkula in Haryana be taken up

in the first Phase to be implemented by 2014.

• The financially optimal & prudent arrangement seems to be to set up an SPV, to be

called Chandigarh Urban Complex Mass Rapid Transit Corporation (CUMTC) for

implementation of this project. The CUMTC will work under overall guidance of the

Regional & Urban Transport Development Board.

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RITES Ltd. Page 4 of 7

• CUMTC will be a Joint Venture company with 50:50 equity participation from

Chandigarh Administration and MOUD, GOI. Later on when the system extends in

Mohali and Panchkula. the State Govt. of Punjab and Haryana may also join this SPV

by equity participation.

• CUMTC would arrange for funds through equity to be contributed by all partners.

• CUMTC would have the powers to raise debt funds from any of the national /

international F.I.’s, Banks and / or raise long term bonds.

• Since the funds are proposed to be retained through property development, i.e. sale of

Commercial plots in Chandigarh, the property/ plots earmarked for this purpose may

be transferred to the CUMTC by the Chandigarh Administration.

15.3.2 Functions of the Operator Company

• On implementation of Phase I of the metro project its operation and maintenance

(O&M), a PPP based company may can be formed and designated as the “Operator

Company.” The selection of the Operator Company should be undertaken through

regular bidding for which the technical and financial criteria will be laid down by the

Regional & Urban Transport Development Board. The final selection of the Operator

Company will be undertaken by the Regional & Urban Transport Development

Board. This “Operator Company” will be responsible for the Operation and

Maintenance of the system as well as the replacement and augmentation of the rolling

stock to maintain the desired level of services as may be directed by CUMTC. The

Operator Company will also be responsible for operation , maintenance and

management of the parking arrangements appurtenant to the MRT station and also

running of feeder transport systems as my be directed by CUMTC.

• The complete Metro network along with the system and Rolling stock will be handed

over by CUMTC to the “Operator Company” initially for a concession period of 30

years. After the completion of the concession period of operation, the Operator

Company will hand over the complete System in “Good Running Condition” to

CUMTC. Thereafter either the same company can be allowed to continue on the basis

of a fresh Contract or a new company can be invited to bid and enter in to a contract

on the basis of the bid.

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RITES Ltd. Page 5 of 7

• The revenue stream shall consist of user charges from passengers and from

advertisements and will be collected by the Operator Company.

• This revenue stream should generally meet the O & M and replacement cost and

CUMTC can provide viability gap funding on Annuity basis if there is a shortfall

or draw back any excess amount which may form part of the financial bid of the

Operator Company.

15.3.3 Since the project is actually going to be implemented by this SPV this authority should

work on the pattern of the DMRC. The composition of the corporation and the act under

which it will function will be decided the Governments/RUTDB.

15.3.4 Role and activities of the CUMTC

Broadly speaking its activities can be divided into four phases of the project. These are:

Phase I - Pre implementation Stage:

• Preparation of the DPR for the project and obtaining all the necessary technical

clearances including Environmental Clearance.

• Arranging finances for the project- Equity from the stake holders and debts from

F.I’s / raising bonds.

• Identification of Commercial Properties for development / auction in order to

service the Debt. / Bonds and getting it transferred to the CUMTC from

Chandigarh Administration.

• Identification of any land as may be required for the project, getting it transferred

through the Chandigarh Administration.

• Preparing pre-qualification and tender documents for inviting bids from

companies for project execution.

• Completing the Bidding processes and award of contract with the approval of the

Board.

• Appointment of the proof consultant for the project implementation.

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RITES Ltd. Page 6 of 7

Phase II – Execution Stage

• Immediately after the award of contract, the contractor will submit the detailed

designs for the project, its execution Schedule and all other necessary documents

for examination and approval of the CUMTC.

• Transfer of right of way, space for depots and major stations etc. to the Contractor

• Monitoring the construction activities and their adherence to approved designs

and the time schedule approved in the DPR.

• Getting the systems, rolling stock and allied equipment duly checked and certified

by the consultants

• All pre-operation testing and certification of the entire system to conform to the

safety norms and technical specifications.

• Making arrangements for annuity payments through returns from property

development and other revenue sources

• Getting the statute analogous to Delhi Metro Railway (Operation & Maintenance)

Act , 2002 enacted well before the operation starts

Phase III- Operation and Maintenance of the System

• At least Six month before the anticipated date of completion of the project

completion / execution, CUMTC will finalize the Pre-Qualification terms as well

as the bid terms for inviting prospective bidders to apply for the operation &

Management of the MRTS. The Operator Company must be placed in position

well before the commissioning of the system.

• Once the system is commissioned after due certification its operations and

formally taken over by CUMTC, it will be handed over to the Operator Company.

• During the operation by the Operator Company the CUMTC will oversee :

• Safety of the passengers

• Punctuality of Operations

• Fixation of fares and their revision

• Proper maintenance of the systems

• Provision of adequate capacity as per passenger demand

• Replacement of systems, rolling stock and other equipments at appropriate

time

• Co-ordination & inter-face with other public transport modes

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RITES Ltd. Page 7 of 7

• Ensuring regular disbursement of annuity as per Concession Agreement

• That finally when the concession period comes to an end and the assets are to

be passed on to the CUMTC they are in perfect running conditions as defined

in the concession agreement.

During this period CUMTC will also undertake the commercial development sale the

properties allocated to it by the Administration

The CUMTC will be responsible for all repayments Debts /Bonds for which it may use

the above fund & if necessary seek additional funds from Chandigarh Administration,

who may provide the same either through dedicated levis or/and budgetary source as and

when necessary.

15.4 TRAFFIC ENGINEERING CELLS (TEC)

Engineering Department of the Chandigarh Administration deals with road construction

and maintenance. Traffic Police looks after traffic management in the city. There are

numerous issues of proper road geometrics, traffic circulation, junction design, traffic

signals, road signs/markings, street furniture etc which are not properly attended to by

these agencies due to lack of traffic engineering expertise. Traffic planning is a continuous

affair. It is therefore important that Traffic Engineering Cells are established in these

organizations with qualified and adequate staff such as traffic engineers. This will ensure

that the traffic schemes are properly implemented with better results and fine tuned later, if

necessary. This will go a long way to improve traffic flow in Chandigarh. Similar TECs

should also be set up for Mohali and Panchkula in the concerned agencies i.e HUDA,

PUDA, GMADA, Public Works Department, and Traffic Police etc.

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Annexure 3.1

PREPARATION OF COMPREHENSIVE MOBILITY PLAN FOR CHANDIGARH URBAN COMPLEX

SURVEY BY RITES LTD. FOR CHANDIGARH ADMINISTRATION (CA)

ROAD NETWORK INVENTORY

Day : Name of Surveyor :

Date : Name of Supervisor :

NODE NODE

NUMBER WIDTH (m) LIGHTING

ROAD SURFACE

ADJOINING LAND USE

SERVICE ROAD FOOT PATH

NAME OF THE ROAD

FROM TO FROM TO

SECTION LENGTH

(km)

ROW CW MEDIAN LEFT RIGHT LEFT RIGHT

TYPE LOCA-TION

TYPE QUALITY LEFT RIGHT

EXISTING TSM

MEASURES

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20

NOTE: LIST TO BE EXPANDED AS PER SITE CONDITIONS

TYPE OF LIGHTING: 1. FILAMENT 2. FLOURESCENT 3. SODIUM LOCATION OF LIGHTING: 1. ON MEDIAN 2. ONE SIDE ONLY 3. BOTH SIDES TYPE OF ROAD SURFACE: 1. WBM 2. BITUMEN 3. CEMENT CONCRETE QUALITY OF ROAD SURFACE: 1. GOOD 2. FAIR 3. POOR

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Annexure 3.2

PREPARATION OF COMPREHENSIVE MOBILITY PLAN FOR CHANDIGARH URBAN COMPLEX

SURVEY BY RITES LTD. FOR CHANDIGARH ADMINISTRATION (CA)

SPEED AND DELAY SURVEY

Day : Name of Surveyor : Date : Name of Supervisor :

NAME OF THE ROAD

SECTION

NODE NAME NODE NUMBER

SECTION LENGTH (km)

JOURNEY TIME

FROM TO FROM TO START Reading

END Reading

TOTAL START TIME

END TIME

TOTAL

TOTAL STOPPED DELAY (sec)

REMARKS

1 2 3 4 5 6 7 8 9 10 11 12 21

NOTE : 2-WH.: TWO WHEELER 3-WH.: THREE WHEELER

REMARKS COLUMN SHOULD BE FILLED FOR ANY ABNORMALITY OBSERVED IN TRAFFIC CHARACTERISTICS LIKE TEMPORARY DIVERSIONS / ACCIDENTS / TRAFFIC JAM OR CHANGE IN WEATHER LIKE RAIN / STORM, ETC.

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Annexure 4.1

Location Number Name of Enumerator

Approach Name Name of Supervisor

Direction From To Duration

Day Date

Car/Jeep/Va

n

Scooter/

MotorcycleAuto Minibus Bus LCV 2-3 Axle MAV Tractor Tractor Trailer Cycle

Cycle

RickshawRemarks

Others

Passenger Vehicle Goods Vehicle Agricultural Vehicle

Others

PREPARATION OF COMPREHENSIVE MOBILITY PLAN FOR CHANDIGARH URBAN COMPLEX

STUDY BY RITES LTD. FOR CHANDIGARH ADMINISTRATION (CA)

CLASSIFIED TRAFFIC VOLUME COUNT AT OUTER CORDONS/MID-BLOCK / SCREENLINE LOCATIONS

Time Period

Motorised vehicle

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Annexure 4.1

PREPARATION OF COMPREHENSIVE MOBILITY PLAN FOR CHANDIGARH URBAN COMPLEX

SURVEY BY RITES LTD. FOR CHANDIGARH ADMINISTRATION (CA)

ORIGIN-DESTINATION SURVEY FOR GOODS VEHICLE

Location Number : Day : Name of Surveyor :

Name of the Road : Date : Name of Supervisor :

Direction : Number of Hours :

Screen Line / Outer Cordon :

TRIP STOPPAGE IN THE CITY TIME OF

SURVEY

TYPE OF

VEHICLE

ORIGIN DESTINATION

LENGTH TIME

COMMODITY TONNAGE FREQUENCY

LOCATION TIME PURPOSE

REMARKS

1 2 3 4 5 6 7 8 9 10 11 12 13

NOTE : LIST TO BE EXPANDED AS PER SITE CONDITIONS

COMMODITY : 1. BUILDING MATERIALS 2. VEGETABLES 3. FRUITS 4. PULSES 5. MILK 6. CHEMICALS

FREQUENCY : 1. DAILY 2. WEEKLY 3. MONTHLY

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Annexure 4.1

PREPARATION OF COMPREHENSIVE MOBILITY PLAN FOR CHANDIGARH URBAN COMPLEX

SURVEY BY RITES LTD. FOR CHANDIGARH ADMINISTRATION (CA)

ORIGIN-DESTINATION OF PASSENGERS VEHICLES

Location Number : Day : Name of Surveyor :

Name of the Road : Date : Name of Supervisor :

Direction : Number of Hours : 08 / 16 / 24

Outer Cordon :

TRIP TIME OF SURVEY

TYPE OF VEHICLE

ORIGIN (Specify Location)

DESTINA-TION (Specify Location)

LENGTH TIME

PURP- OSE

FREQ- UENCY

OCCUPA- NCY OF THE

VEHICLE REMARKS

1 2 3 5 6 7 8 9 10 11

(*) - FOR THROUGH TRIPS AT OUTER CORDON SURVEY TRIP PURPOSE : 1. WORK 2.BUSINESS 3. EDUCATION 4. SOCIAL 5.OTHERS (please specify) 6. RETURN HOME FREUENCY : 1. DAILY 2. WEEKLY 3. Bi- WEEKLY 4.MONTHLY

Page 213: Comprehensive Mobility Plan for Chandigarh Urban Complex

A n n e x u r e 4 . 1 0MORNING PEAK Sector - 12

0900 - 1000 Madhya Marg

Vehicles 5181

PCU 4535

1223

1192

354

153

Jan Marg 373 686 Jan Marg

1564 273 503

Sector - 53 179 Sector - 01

918

1146 180 418

60

672

612 78

1361

1664

TRAFFIC FLOWS ACROSS NEAR CHANDIGARH HOUSING BOARD

Madhya Marg

Housing Board Chowk

Sector - 12

EVENING PEAK Madhya Marg

1845-1945

Vehicles 4651

PCU 4202

1386

1097

342

123

Jan Marg 284 632 Jan Marg

946 189 406

Sector - 53 308 Sector - 01

473

1198 318 734

108

794

538 95

1427

1213

Madhya Marg

Housing Board Chowk

NEAR CHANDIGARH HOUSING BOARD

TRAFFIC FLOWS ACROSS

Page 214: Comprehensive Mobility Plan for Chandigarh Urban Complex

A n n e x u r e 4 . 1 0MORNING PEAK Sector - 14

0915 - 1015 Udyog Path

Vehicles 7954

PCU 7285

1120

1775

379

352

Jan Marg 197 1044 Jan Marg

2236 1102 1990

Sector - 53 178 Sector - 01

937

1858 583 1097

337

746

897 536

2178

2317

TRAFFIC FLOWS ACROSS CRICKET STADIUM (ROTARY)

Udyog Path

Sector - 28

Sector - 14

EVENING PEAK Udyog Path

1730 - 1830

Vehicles 7930

PCU 6833

1680

. 1855

376

410

Jan Marg 174 1069 Jan Marg

1361 497 1221

Sector - 53 566 Sector - 01

690

1806 865 1800

369

940

565 314

1819

2128

Udyog Path

Sector - 28

CRICKET STADIUM (ROTARY)

TRAFFIC FLOWS ACROSS

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A n n e x u r e 4 . 1 0MORNING PEAK Sector - 38

0930 - 1030 Dakshin Marg

Vehicles 6833

PCU 5867 3252

1635

1618

193

330

Jan Marg 201 1095 Jan Marg

1250 635 1376

Sector - 53 2176 299 2580 Sector - 01

415

926 484 1205

422

1135

250 411

1795

1931

3726

TRAFFIC FLOWS ACROSS ROTARY OF KISHAN BHAWAN

3726

Dakshin Marg

Zirak Pur

Sector - 38

EVENING PEAK Dakshin Marg

1745 - 1845

Vehicles 9693

PCU 7830

2278

. 1885

365

207

Jan Marg 208 1313 Jan Marg

1206 741 1451

Sector - 53 429 Sector - 01

257

2006 1239 2194

526

1641

402 503

2546

2095

Dakshin Marg

Zirak Pur

ROTARY OF KISHAN BHAWAN

TRAFFIC FLOWS ACROSS

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A n n e x u r e 4 . 1 0Location Code: INT 04

MORNING PEAK Phase - V

0930 - 1030 Mohali

Vehicles 6805

PCU 5488

1165

1158

168

291

Himalaya Marg 150 700 Himalaya Marg

953 716 1720

Sohana 346 Sector - 04

87

1025 693 1831

792

669

165 713

1546

1579

TRAFFIC FLOWS ACROSS PHASE-7 CHOWK (MOHALI)

Mohali

Phase - XI

Phase - V

EVENING PEAK Mohali

1800 - 1900

Vehicles 9033

PCU 7120

1620

. 1503

252

390

Himalaya Marg 330 861 Himalaya Marg

1505 902 2162

Sohana 456 Sector - 04

274

1105 734 2289

1100

835

119 870

1823

2234

Mohali

Phase - XI

PHASE-7 CHOWK (MOHALI)

TRAFFIC FLOWS ACROSS

Page 217: Comprehensive Mobility Plan for Chandigarh Urban Complex

A n n e x u r e 4 . 1 0Location Code: INT 05

MORNING PEAK Sector - 39

0915 - 1015 Vikas Marg

Vehicles 10452

PCU 7894

1657

1947

83

521

Himalaya Marg 196 1343 Himalaya Marg

2355 1568 2345

Sohana 502 Sector - 04

591

1687 986 1759

271

959

618 256

1833

2205

TRAFFIC FLOWS ACROSS SECTOR -43 CHANDIGARH I.S.B.T.

Vikas Marg

Ram Darbar Colony

Sector - 39

EVENING PEAK Vikas Marg

1730 - 1830

Vehicles 9812

PCU 7547

1806

. 1814

159

558

Himalaya Marg 88 1098 Himalaya Marg

1387 870 1723

Sohana 693 Sector - 04

430

2168 1417 2434

324

1025

593 295

1913

1851

Vikas Marg

Ram Darbar Colony

SECTOR -43 CHANDIGARH I.S.B.T.

TRAFFIC FLOWS ACROSS

Page 218: Comprehensive Mobility Plan for Chandigarh Urban Complex

A n n e x u r e 4 . 1 0Location Code: INT 06

MORNING PEAK Sector - 38

0915 - 1015 Dakshin Marg

Vehicles 8543

PCU 6978

1741

1733

390

692

Himalaya Marg 248 651 Himalaya Marg

1571 717 1959

Sector - 52 453 Sector - 04

606

1355 599 1717

666

1041

366 550

1957

1923

TRAFFIC FLOWS ACROSS BHAKRA COLONY CHOWK

Dakshin Marg

Zirak Pur

Sector - 38

EVENING PEAK Dakshin Marg

1745 - 1845

Vehicles 9921

PCU 8035

1859

. 2092

531

550

Himalaya Marg 270 1011 Himalaya Marg

1671 712 1805

Sector - 52 558 Sector - 04

690

1956 748 2020

714

1031

677 544

2252

2415

Dakshin Marg

Zirak Pur

BHAKRA COLONY CHOWK

TRAFFIC FLOWS ACROSS

Page 219: Comprehensive Mobility Plan for Chandigarh Urban Complex

A n n e x u r e 4 . 1 0Location Code: INT 07

MORNING PEAK Sector - 22

0945 - 1045

Vehicles 8220

PCU 7002

1792

1564

483

481

Himalaya Marg 797 600 Himalaya Marg

2379 1269 2088

Sector - 52 263 Sector - 04

313

1909 1080 1644

302

732

346 339

1416

1214

TRAFFIC FLOWS ACROSS AROMA HOTEL CHOWK

0

Sector - 21

Sector - 22

EVENING PEAK 0

1745 - 1845

Vehicles 9462

PCU 8017

1946

. 1717

656

338

Himalaya Marg 635 723 Himalaya Marg

2310 1197 1807

Sector - 52 407 Sector - 04

478

2731 1461 2202

334

904

614 272

1790

1534

0

Sector - 21

AROMA HOTEL CHOWK

TRAFFIC FLOWS ACROSS

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A n n e x u r e 4 . 1 0Location Code: INT 08

MORNING PEAK Sector - 14

1030 - 1130 Udyog Path

Vehicles 8244

PCU 7116

1466

2057

850

398

Himalaya Marg 457 809 Himalaya Marg

1955 1267 2140

Sector - 52 405 Sector - 04

231

2144 916 1648

328

604

378 475

1457

1367

TRAFFIC FLOWS ACROSS SEC -17 ISBT CHANDIGARH

Udyog Path

Sector - 28

Sector - 14

EVENING PEAK Udyog Path

1730 - 1830

Vehicles 11725

PCU 9540

2329

. 3047

723

1113

Himalaya Marg 602 1211 . Himalaya Marg

1831 837 2523

Sector - 52 657 Sector - 04

392

2216 1115 2641

870

1070

379 573

2022

2472

Udyog Path

Sector - 28

SEC -17 ISBT CHANDIGARH

TRAFFIC FLOWS ACROSS

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A n n e x u r e 4 . 1 0Location Code: INT 09

MORNING PEAK Sector-12

0915 - 1015 Madhya Marg

Vehicles 11209

PCU 8802

4072

2405

387

300

Himalaya Marg 692 1719 Himalaya Marg

1180 334 1257

Sector - 52 740 Sector - 04

154

940 393 1793

660

2640

161 624

3424

2533

TRAFFIC FLOWS ACROSS K.C. CINEMA CHOWK

Madhya Marg

Housing Board

Sector-12

EVENING PEAK Madhya Marg

1800 - 1900

Vehicles 10075

PCU 8474

2484

. 3343

690

430

Himalaya Marg 481 2223 Himalaya Marg

1231 443 1387

Sector - 52 203 Sector - 04

308

1377 460 1358

696

1800

228 515

2543

3226

Madhya Marg

Housing Board

K.C. CINEMA CHOWK

TRAFFIC FLOWS ACROSS

Page 222: Comprehensive Mobility Plan for Chandigarh Urban Complex

A n n e x u r e 4 . 1 0Location Code: INT 10

MORNING PEAK Sector-12

0900 - 1000 Madhya Marg

Vehicles 8426

PCU 7002

3065

1756

321

118

Sukhna Path 631 1318 Sukhna Path

1634 465 780

Sector -50 237 Sector -06

539

1189 446 795

112

2198

423 198

2818

1968

TRAFFIC FLOWS ACROSS ROTARY OF MADHYA MARG

Madhya Marg

Housing Board

Sector-12

EVENING PEAK Madhya Marg

1745 - 1845

Vehicles 8264

PCU 6824

1705

. 2800

571

251

Sukhna Path 354 1978 Sukhna Path

1264 322 715

Sector -50 234 Sector -06

588

1638 445 878

200

1118

623 142

1882

2766

Madhya Marg

Housing Board

ROTARY OF MADHYA MARG

TRAFFIC FLOWS ACROSS

Page 223: Comprehensive Mobility Plan for Chandigarh Urban Complex

A n n e x u r e 4 . 1 0Location Code: INT 11

MORNING PEAK Sector -14

0900 - 1000 Udyog Path

Vehicles 6576

PCU 5324

2023

1016

200

259

Sukhna Path 581 558 Sukhna Path

1494 623 1146

Sector -50 353 Sector -06

290

1146 702 1215

161

1090

245 264

1599

1009

TRAFFIC FLOWS ACROSS ROTARY OF UDYOG PATH & SUKHNA PATH

Udyog Path

Sector -28

Sector -14

EVENING PEAK Udyog Path

1730 - 1830

Vehicles 6439

PCU 5525

1301

. 1948

692

338

Sukhna Path 263 918 Sukhna Path

1424 900 1357

Sector -50 314 Sector -06

261

1433 610 1179

255

725

132 119

975

1434

Udyog Path

Sector -28

ROTARY OF UDYOG PATH & SUKHNA PATH

TRAFFIC FLOWS ACROSS

Page 224: Comprehensive Mobility Plan for Chandigarh Urban Complex

A n n e x u r e 4 . 1 0Location Code: INT 12

MORNING PEAK Sector -38

0915 - 1015 Dakshin Marg

Vehicles 10421

PCU 8600

2864

2656

323

527

Sukhna Path 424 1806 Sukhna Path

1812 1049 1840

Sector -50 742 Sector -06

340

1470 906 1928

281

1699

242 265

2205

2427

TRAFFIC FLOWS ACROSS DAKSHIN MARG & SUKHNA PATH (ROTARY)

Dakshin Marg

Zirakpur

Sector -38

EVENING PEAK Dakshin Marg

1730 - 1830

Vehicles 11645

PCU 9929

3091

. 2939

649

555

Sukhna Path 507 1735 Sukhna Path

1808 937 2011

Sector -50 905 Sector -06

364

2193 1063 2504

536

1679

482 519

2679

2635

Dakshin Marg

Zirakpur

DAKSHIN MARG & SUKHNA PATH (ROTARY)

TRAFFIC FLOWS ACROSS

Page 225: Comprehensive Mobility Plan for Chandigarh Urban Complex

A n n e x u r e 4 . 1 0Location Code: INT 13

MORNING PEAK Sector -39

0845 - 0945 Vikas Marg

Vehicles 6300

PCU 5212

1345

1795

271

778

Chandi Path 105 746 Chandi Path

1386 1046 1918

Sector -48,49 526 Sector -26

236

931 478 1041

37

714

183 95

992

1019

TRAFFIC FLOWS ACROSS SIRHIND CHOWK NR. - 51

Vikas Marg

Sector -47,48

Sector -39

EVENING PEAK Vikas Marg

1800 - 1900

Vehicles 5166

PCU 4649

1642

. 1322

305

362

Chandi Path 132 655 Chandi Path

891 562 1044

Sector -48,49 632 Sector -26

198

1097 651 1297

14

879

141 121

1140

866

Vikas Marg

Sector -47,48

SIRHIND CHOWK NR. - 51

TRAFFIC FLOWS ACROSS

Page 226: Comprehensive Mobility Plan for Chandigarh Urban Complex

A n n e x u r e 4 . 1 0Location Code: INT 14

MORNING PEAK Sector -39

0830 - 0930 Vikas Marg

Vehicles 7879

PCU 5984

2012

2006

408

335

Sukhna Path 463 1263 Sukhna Path

1028 399 1105

Sector -50 393 Sector -06

166

1151 612 1292

287

1157

131 372

1659

1716

TRAFFIC FLOWS ACROSS SUKHNA PATH SECTOR -49,50

Vikas Marg

Sector -47,48

Sector -39

EVENING PEAK Vikas Marg

1800 - 1900

Vehicles 8563

PCU 7484

2291

. 2717

709

375

Sukhna Path 520 1634 Sukhna Path

1254 579 1361

Sector -50 331 Sector -06

156

1794 842 1422

250

1440

244 408

2092

2039

Vikas Marg

Sector -47,48

SUKHNA PATH SECTOR -49,50

TRAFFIC FLOWS ACROSS

Page 227: Comprehensive Mobility Plan for Chandigarh Urban Complex

A n n e x u r e 4 . 1 0Location Code: INT 15

MORNING PEAK Sector -38

Shanti Path

Vehicles 4663

PCU 3608

579

559

45

215

Poorvi Marg 244 299 Poorvi Marg

1654 1191 1479

Sector -47,48 161 Tribune Chowk

220

964 811 1040

68

174

109 74

356

587

TRAFFIC FLOWS ACROSS ROTARY NEAR SEC -47 (PURV MARG)

Shanti Path

Ram Darbar Colony

Sector -38

EVENING PEAK Shanti Path

1730 - 1830

Vehicles 4912

PCU 4455

674

. 542

37

91

Poorvi Marg 53 415 Poorvi Marg

1463 1229 1407

Sector -47,48 211 Tribune Chowk

182

1624 1389 1754

155

410

198 88

696

751

Shanti Path

Ram Darbar Colony

ROTARY NEAR SEC -47 (PURV MARG)

TRAFFIC FLOWS ACROSS

Page 228: Comprehensive Mobility Plan for Chandigarh Urban Complex

A n n e x u r e 4 . 1 0Location Code: INT 16

MORNING PEAK Sector -38

0915 - 1015 Dakshin Marg

Vehicles 12771

PCU 10997

3231

2642

529

716

Poorvi Marg 739 1398 Poorvi Marg

2626 1169 2587

Sector -48 722 Sant Nirankari Bhawan

718

2513 1280 2553

551

1770

705 703

3177

2667

TRAFFIC FLOWS ACROSS TRIBUNE CHOWK

Dakshin Marg

Zirakpur

Sector -38

EVENING PEAK Dakshin Marg

1730 - 1830

Vehicles 13251

PCU 12361

2582

. 3218

810

612

Poorvi Marg 493 1797 Poorvi Marg

3222 1270 2833

Sector -48 700 Sant Nirankari Bhawan

1460

3046 1467 2811

644

1389

770 951

3110

3900

Dakshin Marg

Zirakpur

TRIBUNE CHOWK

TRAFFIC FLOWS ACROSS

Page 229: Comprehensive Mobility Plan for Chandigarh Urban Complex

A n n e x u r e 4 . 1 0Location Code: INT 17

MORNING PEAK Sector -12

0900 - 1000 Madhya Marg

Vehicles 13163

PCU 11442

3559

3092

471

689

Poorvi Marg 307 1932 Poorvi Marg

2215 494 1594

Tribune Chowk 454 Sant Nirankari Bhawan

1414

2728 473 1143

216

2798

1785 411

4993

3562

TRAFFIC FLOWS ACROSS TIMBER MARKET (MADHYA MARG)

Madhya Marg

Housing Board

Sector -12

EVENING PEAK Madhya Marg

1830 - 1930

Vehicles 14111

PCU 14769

3616

. 4691

1170

652

Poorvi Marg 869 2870 Poorvi Marg

3426 707 1690

Tribune Chowk 483 Sant Nirankari Bhawan

1850

4356 1331 2202

388

2264

1856 331

4451

5108

Madhya Marg

Housing Board

TIMBER MARKET (MADHYA MARG)

TRAFFIC FLOWS ACROSS

Page 230: Comprehensive Mobility Plan for Chandigarh Urban Complex

A n n e x u r e 4 . 1 0Location Code: INT 18

MORNING PEAK Sector -12

0915 - 1015 Madhya Marg

Vehicles 13908

PCU 11650

5086

3788

250

188

233 3350 0

961 164 1004

Railway Station 302 Pipaliwala Town

565

1484 288 752

163

4552

946 652

6150

4078

TRAFFIC FLOWS ACROSS CHANDIGARH RAILWAY STATION

Madhya Marg

Housing Board

Sector -12

EVENING PEAK Madhya Marg

1830 - 1930

Vehicles 12543

PCU 11600

4111

. 4673

253 312

0 345 4362 0

1421 279 831

Railway Station 338 Pipaliwala Town

797

773 307 1119

474

3429

466 241

4135

5632

Madhya Marg

Housing Board

CHANDIGARH RAILWAY STATION

TRAFFIC FLOWS ACROSS

Page 231: Comprehensive Mobility Plan for Chandigarh Urban Complex

A n n e x u r e 4 . 1 0Location Code: INT 19

MORNING PEAK Chandigarh

0830 - 0930 Madhya Marg

Vehicles 12341

PCU 10473

4838

2778

1895

77

2633 806 0

3806 666 966

Sec-18 157 Mani Majra

507

3129 848 1234

229

2048

386 223

2656

1542

TRAFFIC FLOWS ACROSS HOUSING BOARD

Madhya Marg

Pinjor

Chandigarh

EVENING PEAK Madhya Marg

1745 - 1845

Vehicles 14516

PCU 12680

4230

. 4700

3618

91

0 1538 992 0

2818 799 1283

Sec-18 277 Mani Majra

481

5247 997 1722

449

2415

633 393

3441

1921

Madhya Marg

Pinjor

HOUSING BOARD

TRAFFIC FLOWS ACROSS

Page 232: Comprehensive Mobility Plan for Chandigarh Urban Complex

A n n e x u r e 4 . 1 0Location Code: INT 20

MORNING PEAK Sector -07

0845 - 0945

Vehicles 5857

PCU 4885

1426

1155

213

241

361 701 0

1227 555 1355

Sector -15 209 Sector -01

311

911 367 758

182

856

332 559

1747

1194

TRAFFIC FLOWS ACROSS SECTOR-05 ISBT (Panchkula)

0

Sector -04

Sector -07

EVENING PEAK 0

1745 - 1845

Vehicles 5492

PCU 4594

1065

. 1404

233

195

0 203 976 0

959 352 848

Sector -15 204 Sector -01

405

946 386 944

355

659

328 302

1288

1736

0

Sector -04

SECTOR-05 ISBT (Panchkula)

TRAFFIC FLOWS ACROSS

Page 233: Comprehensive Mobility Plan for Chandigarh Urban Complex

Annexure 4.11

PREPARATION OF COMPREHENSIVE MOBILITY PLAN FOR CHANDIGARH URBAN COMPLEX

SURVEY BY RITES LTD. FOR CHANDIGARH ADMINISTRATION (CA)

PEDESTRIAN SURVEYS

Name of Location : Type of Survey : Along/Across Day : Name of Surveyor : Date : Name of Supervisor :

TIME ALONG ACROSS 1 2 3

0800-0815

0815-0830

0830-0845

0845-0900

1900-1915

1915-1930

1930-1945

1945-2000

Page 234: Comprehensive Mobility Plan for Chandigarh Urban Complex

Annexure 4.2

Location Number Name of Enumerator

Approach Name Name of Supervisor

Direction From To Duration

Day Date

Car/Jeep/Va

n

Scooter/

MotorcycleAuto Minibus Bus LCV 2-3 Axle MAV Tractor Tractor Trailer Cycle

Cycle

RickshawRemarks

Others

Passenger Vehicle Goods Vehicle Agricultural Vehicle

Others

PREPARATION OF COMPREHENSIVE MOBILITY PLAN FOR CHANDIGARH URBAN COMPLEX

STUDY BY RITES LTD. FOR CHANDIGARH ADMINISTRATION (CA)

CLASSIFIED TRAFFIC VOLUME COUNT AT OUTER CORDONS/MID-BLOCK / SCREENLINE LOCATIONS

Time Period

Motorised vehicle

Page 235: Comprehensive Mobility Plan for Chandigarh Urban Complex

Annexure 4.3

Location Number: Name of Surveyor:

Approach Name: Name of Supervisor:

Direction From To Duration:

Day:

Date:

Car/Jeep/Va

n

Scooter/

MotorcycleAuto Minibus Bus LCV 2-3 Axle MAV Tractor Tractor Trailer Cycle

Cycle

Rickshaw

1 2 3 4 5 6 7 8 9 10 11 12 15 16 17 18

Time PeriodOthers

PREPARATION OF COMPREHENSIVE MOBILITY PLAN FOR CHANDIGARH URBAN COMPLEX

STUDY BY RITES LTD. FOR CHANDIGARH ADMINISTRATION (CA)

Remarks

CLASSIFIED TURNING MOVEMENT TRAFFIC COUNT AT INTERSECTION

Passenger Vehicle Goods Vehicle Agricultural Vehicle

Others

Motorised vehicle

Page 236: Comprehensive Mobility Plan for Chandigarh Urban Complex

Comprehensive Mobility Plan for Chandigarh Urban Complex Annexure 4.4 DRAFT FINAL REPORT – July 2009 Chapter 4 – Traffic Characteristics

RITES LTD Page 1 of 2

Composition of Total Traffic at 01_NH-21 (Dera Bassi Toll Plaza)

M_Bus

1%Bus

5%

Tempo

2%

Truck

5% LCV

5%

2-Wh

30%

Tractor-trailer

1%

Cycle

4%

Rick

1%

Car/Jeep/Van

46%

Composition of Total Traffic at 02_NH-64 PATIAYALA RD. (Near Banoor Chowk)

Other (S)

1%

Car/Jeep/Van

32%

Rick

1%

Tractor

1%

MAV

1%Cycle

3%

Tractor-trailer

2%

2-Wh

30%

LCV

10%Truck

9%

Tempo

4%

Bus

5%

M_Bus

1%

Composition of Total Traffic at 03_Sarhind Road

Other (S)

1%

Car/Jeep/Van

48%

Tractor

1%

MAV

1%

Cycle

6%

Tractor-trailer

1%

2-Wh

32%

LCV

3%

Truck

3%Tempo

3%

Bus

1%

Composition of Total Traffic at 04_NH-21 (Outside Kharar)

Car/Jeep/Van

43%

Rick

1%

MAV

1%

Cycle

7%

Tractor-trailer

1%

2-Wh

26%

LCV

7%Truck

6%

Tempo

3%

Bus

5%

Composition of Total Traffic at 05_KHUDA LOHARA MULLAN PUR ROAD

Other (S)

1%

Car/Jeep/Van

31%

Cycle

13%

Tractor-trailer

1%

2-Wh

43%

LCV

3%Truck

2%

Tempo

5%

Bus

1%

Composition of Total Traffic at 06_NH-21 (Outside Baddi)

Other (S)

1%

Car/Jeep/Van

29%

Tractor

1%MAV

1%Cycle

2%

Tractor-trailer

3%

2-Wh

26%

LCV

13%

Truck

16%

School Bus

1%

Tempo

1%

Bus

4%

M_Bus

2%

Composition of Total Traffic at 07_NH-22 Parvanoo Toll Tax

Car/Jeep/Van

43%2-Wh

32%

LCV

12%

Truck

9%

School Bus

1%

Bus

2%

M_Bus

1%

Composition of Total Traffic at 08_Morni Road

Bus

2%

School Bus

8%

Truck

4%

LCV

4%

2-Wh

41%

Tractor-trailer

1%

Cycle

6%

Car/Jeep/Van

34%

Page 237: Comprehensive Mobility Plan for Chandigarh Urban Complex

Comprehensive Mobility Plan for Chandigarh Urban Complex Annexure 4.4 DRAFT FINAL REPORT – July 2009 Chapter 4 – Traffic Characteristics

RITES LTD Page 2 of 2

Composition of Total Traffic at 09_NH-73

Other (S)

1%

Car/Jeep/Van

29%

MAV

2%

2-Wh

21%

LCV

19%Truck

22%

Tempo

2%

Bus

3%

M_Bus

1%

Composition of Total Traffic at 01_NH-22 (SURAJ PUR)

Car/Jeep/Van

36%

MAV

2%

2-Wh

22%

LCV

15%Truck

17%

Tempo

4%

Bus

3%

M_Bus

1%

Composition of Total Traffic at 02_NH-21 (Near Silver City)

Bus

5%

Tempo

4%

School Bus

0%Truck

4%

LCV

3%

2-Wh

31%

Tractor-trailer

1%

Cycle

6%

Car/Jeep/Van

44%

Other (S)

2%

Composition of Total Traffic at 03_NH-21 (BOLANGI PUR)

Other (S)

1%

Car/Jeep/Van

32%

Rick

1%

Cycle

11%

2-Wh

35%

LCV

4%

Truck

3%

Tempo

9%

Bus

4%

Composition of Total Traffic at 04_NH-21A Between Pinjore and Baddi

Car/Jeep/Van

32%

Tractor

1%MAV

4%

Cycle

3%

Tractor-trailer

1%

2-Wh

27%

LCV

13%Truck

15%

Tempo

1%

Bus

2%

M_Bus

1%

Page 238: Comprehensive Mobility Plan for Chandigarh Urban Complex

Comprehensive

Mobility P

lan for Chandigarh Urban Complex

Annexure 4

.5

DRAFT FINAL REPORT – July 2009

Chapter 4

– Traffic C

haracteristics

RITES LTD

Page 1 of 2

Hourly variation of Traffic

at 01_NH-21 (Dera Bassi Toll Plaza)

0

500

1000

1500

2000

2500

3000

3500

0800-0900

0900-1000

1000-1100

1100-1200

1200-1300

1300-1400

1400-1500

1500-1600

1600-1700

1700-1800

1800-1900

1900-2000

2000-2100

2100-2200

2200-2300

2300-2400

2400-0100

0100-0200

0200-0300

0300-0400

0400-0500

0500-0600

0600-0700

0700-0800

Nos.

PCU's

Hourly variation of Traffic

at 02_NH-64 PATIAYALA RD. (N

ear Banoor C

howk)

0

500

1000

1500

2000

2500

0800-0900

0915-1015

1030-1130

1145-1245

1300-1400

1415-1515

1530-1630

1645-1745

1800-1900

1915-2015

2030-2130

2145-2245

2300-2400

0015-0115

0130-0230

0245-0345

0400-0500

0515-0615

0630-0730

Nos.

PCU's

Hourly variation of Traffic

at 03_Sarhind Road

0

100

200

300

400

500

600

0800-0900

0900-1000

1000-1100

1100-1200

1200-1300

1300-1400

1400-1500

1500-1600

1600-1700

1700-1800

1800-1900

1900-2000

2000-2100

2100-2200

2200-2300

2300-2400

2400-0100

0100-0200

0200-0300

0300-0400

0400-0500

0500-0600

0600-0700

0700-0800

Nos.

PCU's

Hourly variation of Traffic

at 04_NH-21 (Outside Kharar)

0

500

1000

1500

2000

2500

3000

3500

0800-0900

0915-1015

1030-1130

1145-1245

1300-1400

1415-1515

1530-1630

1645-1745

1800-1900

1915-2015

2030-2130

2145-2245

2300-2400

0015-0115

0130-0230

0245-0345

0400-0500

0515-0615

0630-0730

Nos.

PCU's

Hourly variation of Traffic

at 0

5_KHUDA LOHARA MULLAN PUR ROAD

0

200

400

600

800

1000

1200

1400

1600

1800

2000

0800-0900

0915-1015

1030-1130

1145-1245

1300-1400

1415-1515

1530-1630

1645-1745

1800-1900

1915-2015

2030-2130

2145-2245

2300-2400

0015-0115

0130-0230

0245-0345

0400-0500

0515-0615

0630-0730

Nos.

PCU's

Hourly variation of Traffic

at 06_NH-21 (Outside Baddi)

0

500

1000

1500

2000

2500

0800-0900

0915-1015

1030-1130

1145-1245

1300-1400

1415-1515

1530-1630

1645-1745

1800-1900

1915-2015

2030-2130

2145-2245

2300-2400

0015-0115

0130-0230

0245-0345

0400-0500

0515-0615

0630-0730

Nos.

PCU's

Hourly variation of Traffic

at 07_NH-22 Parvanoo Toll T

ax

0

200

400

600

800

1000

1200

1400

1600

0800-0900

0915-1015

1030-1130

1145-1245

1300-1400

1415-1515

1530-1630

1645-1745

1800-1900

1915-2015

2030-2130

2145-2245

2300-2400

0015-0115

0130-0230

0245-0345

0400-0500

0515-0615

0630-0730

Nos.

PCU's

Hourly variation of Traffic

at 08_Morni Road

0

20

40

60

80

100

120

140

0800-0900

0900-1000

1000-1100

1100-1200

1200-1300

1300-1400

1400-1500

1500-1600

1600-1700

1700-1800

1800-1900

1900-2000

2000-2100

2100-2200

2200-2300

2300-2400

2400-0100

0100-0200

0200-0300

0300-0400

0400-0500

0500-0600

0600-0700

0700-0800

Nos.

PCU's

Page 239: Comprehensive Mobility Plan for Chandigarh Urban Complex

Comprehensive

Mobility P

lan for Chandigarh Urban Complex

Annexure 4

.5

DRAFT FINAL REPORT – July 2009

Chapter 4

– Traffic C

haracteristics

RITES LTD

Page 2 of 2

Hourly variation of Traffic

at 09_NH-73

0

200

400

600

800

1000

1200

1400

1600

0800-0900

0915-1015

1030-1130

1145-1245

1300-1400

1415-1515

1530-1630

1645-1745

1800-1900

1915-2015

2030-2130

2145-2245

2300-2400

0015-0115

0130-0230

0245-0345

0400-0500

0515-0615

0630-0730

Nos.

PCU's

Hourly variation of Traffic

at 04_NH-21A Between Pinjore and Baddi

0

500

1000

1500

2000

2500

3000

3500

0800-0900

0915-1015

1030-1130

1145-1245

1300-1400

1415-1515

1530-1630

1645-1745

1800-1900

1915-2015

2030-2130

2145-2245

2300-2400

0015-0115

0130-0230

0245-0345

0400-0500

0515-0615

0630-0730

Nos.

PCU's

Hourly variation of Traffic

at NH-22 (SURAJ PUR)

0

500

1000

1500

2000

2500

3000

0800-0900

0915-1015

1030-1130

1145-1245

1300-1400

1415-1515

1530-1630

1645-1745

1800-1900

1915-2015

2030-2130

2145-2245

2300-2400

0015-0115

0130-0230

0245-0345

0400-0500

0515-0615

0630-0730

Nos.

PCU's

Hourly variation of Traffic

at 02_NH-21 (Near Silver C

ity)

0

500

1000

1500

2000

2500

3000

3500

0800-0900

0915-1015

1030-1130

1145-1245

1300-1400

1415-1515

1530-1630

1645-1745

1800-1900

1915-2015

2030-2130

2145-2245

2300-2400

0015-0115

0130-0230

0245-0345

0400-0500

0515-0615

0630-0730

Nos.

PCU's

Hourly variation of Traffic

at 03_NH-21 (BOLANGI PUR)

0

500

1000

1500

2000

2500

3000

3500

4000

4500

0800-0900

0915-1015

1030-1130

1145-1245

1300-1400

1415-1515

1530-1630

1645-1745

1800-1900

1915-2015

2030-2130

2145-2245

2300-2400

0015-0115

0130-0230

0245-0345

0400-0500

0515-0615

0630-0730

Nos.

PCU's

Page 240: Comprehensive Mobility Plan for Chandigarh Urban Complex

Comprehensive Mobility Plan for Chandigarh Urban Complex Annexure 4.6 DRAFT FINAL REPORT – July 2009 Chapter 4 – Traffic Characteristics

RITES LTD Page 1 of 2

Composition of Total Traffic at 01_Vidya Path between Sec-14&15

Car/Jeep/Van

32%

Rick

4%

Cycle

13%

2-Wh

43%

LCV

1%

Tempo

7%

Composition of Total Traffic at 02_Sarover Path between Sec-18&19

Car/Jeep/Van

26%

Rick

5%Cycle

12%

2-Wh

46%

LCV

2%

Tempo

8%

Bus

1%

Composition of Total Traffic at 03_Sec-27&28

Car/Jeep/Van

36%

Rick

2%

Cycle

8%

2-Wh

45%

LCV

4%

Tempo

3%

Bus

2%

Composition of Total Traffic at 04_Vidyapath between Sec-37&38

Other (S)

1%

Car/Jeep/Van

34%

Rick

3%

Cycle

12%

2-Wh

43%

LCV

1%

Tempo

5%

Bus

1%

Composition of Total Traffic at 05_Udyan Path between sec-36&37 at Mid Block

Other (S)

1%

Car/Jeep/Van

34%

Rick

3%

Cycle

12%

2-Wh

46%

LCV

1%

Tempo

2%

Bus

1%

Composition of Total Traffic at 06_SEC-33,34

Car/Jeep/Van

26%

Rick

4%

Cycle

11%

2-Wh

49%

LCV

2%

Tempo

7%

Bus

1%

Composition of Total Traffic at 07_Sec -32,33

Car/Jeep/Van

24%

Rick

5%

Cycle

14%

2-Wh

49%

LCV

2%

Tempo

6%

Composition of Total Traffic at 08_SEC -31,32

Car/Jeep/Van

36%

Rick

2%

Cycle

7%

2-Wh

46%

LCV

5%

Tempo

2%

Bus

2%

Page 241: Comprehensive Mobility Plan for Chandigarh Urban Complex

Comprehensive Mobility Plan for Chandigarh Urban Complex Annexure 4.6 DRAFT FINAL REPORT – July 2009 Chapter 4 – Traffic Characteristics

RITES LTD Page 2 of 2

Composition of Total Traffic at 09_Sec-51,52

Bus

2%Tempo

3%

Truck

1%

LCV

2%

2-Wh

39%

Cycle

4%

Rick

1%

Car/Jeep/Van

48%

Composition of Total Traffic at 10_Himalya Path Sec -77 & 78 Mohali

Bus

2%

Tempo

3%

Truck

2%LCV

1%

2-Wh

39%

Cycle

4%

Car/Jeep/Van

49%

Composition of Total Traffic at 11_Sec-10 and Sec-15 (Panchkula)

Bus

1%

Tempo

3%

LCV

1%

2-Wh

43%

Cycle

12% Rick

1%

Car/Jeep

38%

Other (S)

1%

Composition of Total Traffic at 12_Sec-5 & Sec-6 (Nr. General Hospital)

Car/Jeep

48%

Rick

2%

Cycle

12%

2-Wh

32%

LCV

2%Tempo

3%

Bus

1%

Composition of Total Traffic at 13_Between Sec 11 & 15

Other (S)

1%

Car/Jeep/Van

24%

Rick

3%

Cycle

11%

2-Wh

51%

LCV

1%

Tempo

8%

Bus

1%

Composition of Total Traffic at 14_Sec-1 Shimla Road (Panchkula)

Car/Jeep

29%

Rick

2%

MAV

3% Cycle

9%

2-Wh

26%

LCV

10%Truck

12%

Tempo

7%

Bus

2%

Composition of Total Traffic at 15_NH - 21 Dakshin Marg Check Post

Car/Jeep/Van

40%

Rick

1%

Cycle

6%

2-Wh

40%

LCV

4%

Truck

2%

Tempo

3%

Bus

3%

M_Bus

1%

Page 242: Comprehensive Mobility Plan for Chandigarh Urban Complex

Comprehensive M

obility Plan for Chandigarh Urban Complex

A

nnexure 4

.7

DRAFT FINAL REPORT – July 2009 C

hapter 4

– Traffic C

haracteristics

RITES LTD

Page 1 of 2

Ho

urly

varia

tion

of T

raffic

at 0

1_V

idya P

ath

be

twe

en

Se

c-1

4&

15 M

ID B

LO

CK

0

1000

2000

3000

4000

5000

6000

6.00-7.00

6.45-7.45

7.30-8.30

8.15-9.15

9.00-10.00

9.45-10.45

10.30-11.30

11.15-12.15

12:00-13:00

12:45-13:45

13:30-14:30

14:15-15:15

15:00-16:00

15:45-16:45

16:30-17:30

17:15-18:15

18:00-19:00

18:45-19:45

19:30-20:30

20:15-21:15

21:00-22:00

Nos.

PCU's

Ho

urly

varia

tion

of T

raffic

at 0

2_S

aro

ve

r Path

be

twe

en

Se

c-1

8&

19 M

ID B

LO

CK

0

1000

2000

3000

4000

5000

6000

6.00-7.00

6.45-7.45

7.30-8.30

8.15-9.15

9.00-10.00

9.45-10.45

10.30-11.30

11.15-12.15

12:00-13:00

12:45-13:45

13:30-14:30

14:15-15:15

15:00-16:00

15:45-16:45

16:30-17:30

17:15-18:15

18:00-19:00

18:45-19:45

19:30-20:30

20:15-21:15

21:00-22:00

Nos.

PCU's

Ho

urly

varia

tion

of T

raffic

at 0

3_S

ec-2

7&

28 M

id B

lock

0

500

1000

1500

2000

2500

3000

6.00-7.00

6.45-7.45

7.30-8.30

8.15-9.15

9.00-10.00

9.45-10.45

10.30-11.30

11.15-12.15

12:00-13:00

12:45-13:45

13:30-14:30

14:15-15:15

15:00-16:00

15:45-16:45

16:30-17:30

17:15-18:15

18:00-19:00

18:45-19:45

19:30-20:30

20:15-21:15

21:00-22:00

Nos.

PCU's

Ho

urly

va

riatio

n o

f Tra

ffic a

t 04_

Vid

ya

path

be

twe

en

Se

c-3

7&

38 M

id B

lock

0

1000

2000

3000

4000

5000

6000

6.00-7.00

6.45-7.45

7.30-8.30

8.15-9.15

9.00-10.00

9.45-10.45

10.30-11.30

11.15-12.15

12:00-13:00

12:45-13:45

13:30-14:30

14:15-15:15

15:00-16:00

15:45-16:45

16:30-17:30

17:15-18:15

18:00-19:00

18:45-19:45

19:30-20:30

20:15-21:15

21:00-22:00

Nos.

PCU's

Ho

urly

va

riatio

n o

f Tra

ffic a

t 05_U

dyan

Pa

th b

etw

ee

n s

ec-3

6&

37 M

id B

lock

0

500

1000

1500

2000

2500

3000

3500

4000

4500

5000

6.00-7.00

6.45-7.45

7.30-8.30

8.15-9.15

9.00-10.00

9.45-10.45

10.30-11.30

11.15-12.15

12:00-13:00

12:45-13:45

13:30-14:30

14:15-15:15

15:00-16:00

15:45-16:45

16:30-17:30

17:15-18:15

18:00-19:00

18:45-19:45

19:30-20:30

20:15-21:15

21:00-22:00

Nos.

PCU's

Ho

urly

varia

tion

of T

raffic

at 0

6_S

EC

-33,3

4 M

id B

lock

0

1000

2000

3000

4000

5000

6000

6.00-7.00

6.45-7.45

7.30-8.30

8.15-9.15

9.00-10.00

9.45-10.45

10.30-11.30

11.15-12.15

12:00-13:00

12:45-13:45

13:30-14:30

14:15-15:15

15:00-16:00

15:45-16:45

16:30-17:30

17:15-18:15

18:00-19:00

18:45-19:45

19:30-20:30

20:15-21:15

21:00-22:00

Nos.

PCU's

Ho

urly

varia

tion

of T

raffic

at 0

7_S

ec-3

2, 3

3 M

id B

lock

0

1000

2000

3000

4000

5000

6000

6.00-7.00

6.45-7.45

7.30-8.30

8.15-9.15

9.00-10.00

9.45-10.45

10.30-11.30

11.15-12.15

12:00-13:00

12:45-13:45

13:30-14:30

14:15-15:15

15:00-16:00

15:45-16:45

16:30-17:30

17:15-18:15

18:00-19:00

18:45-19:45

19:30-20:30

20:15-21:15

21:00-22:00

Nos.

PCU's

Ho

urly

varia

tion

of T

raffic

at 0

8_S

EC

-31,3

2 M

id B

lock

0

500

1000

1500

2000

2500

3000

3500

4000

4500

6.00-7.00

6.45-7.45

7.30-8.30

8.15-9.15

9.00-10.00

9.45-10.45

10.30-11.30

11.15-12.15

12:00-13:00

12:45-13:45

13:30-14:30

14:15-15:15

15:00-16:00

15:45-16:45

16:30-17:30

17:15-18:15

18:00-19:00

18:45-19:45

19:30-20:30

20:15-21:15

21:00-22:00

Nos.

PCU's

Page 243: Comprehensive Mobility Plan for Chandigarh Urban Complex

Comprehensive M

obility Plan for Chandigarh Urban Complex

A

nnexure 4

.7

DRAFT FINAL REPORT – July 2009 C

hapter 4

– Traffic C

haracteristics

RITES LTD

Page 2 of 2

Ho

urly

varia

tion

of T

raffic

at 0

9_S

EC

-51,5

2 M

id B

lock

0

1000

2000

3000

4000

5000

6000

7000

6.00-7.00

6.45-7.45

7.30-8.30

8.15-9.15

9.00-10.00

9.45-10.45

10.30-11.30

11.15-12.15

12:00-13:00

12:45-13:45

13:30-14:30

14:15-15:15

15:00-16:00

15:45-16:45

16:30-17:30

17:15-18:15

18:00-19:00

18:45-19:45

19:30-20:30

20:15-21:15

21:00-22:00

Nos.

PCU's

Ho

urly

varia

tion

of T

raffic

at 1

0_H

IMA

LY

A P

AT

H S

EC

_77 &

78 M

id B

loc

k

0

500

1000

1500

2000

2500

3000

3500

4000

4500

6.00-7.00

6.45-7.45

7.30-8.30

8.15-9.15

9.00-10.00

9.45-10.45

10.30-11.30

11.15-12.15

12:00-13:00

12:45-13:45

13:30-14:30

14:15-15:15

15:00-16:00

15:45-16:45

16:30-17:30

17:15-18:15

18:00-19:00

18:45-19:45

19:30-20:30

20:15-21:15

21:00-22:00

Nos.

PCU's

Ho

urly

varia

tion

of T

raffic

at 1

1_S

ec-1

0 a

nd

Se

c-1

5 (P

KL

) Mid

Blo

ck

0

1000

2000

3000

4000

5000

6000

6.00-7.00

6.45-7.45

7.30-8.30

8.15-9.15

9.00-10.00

9.45-10.45

10.30-11.30

11.15-12.15

12:00-13:00

12:45-13:45

13:30-14:30

14:15-15:15

15:00-16:00

15:45-16:45

16:30-17:30

17:15-18:15

18:00-19:00

18:45-19:45

19:30-20:30

20:15-21:15

21:00-22:00

Nos.

PCU's

Ho

urly

varia

tion

of T

raffic

at 1

2_S

ec-5

& S

ec-6

(Nr. G

ern

el H

os

pita

l) Mid

Blo

ck

0

500

1000

1500

2000

2500

3000

6.00-7.00

6.45-7.45

7.30-8.30

8.15-9.15

9.00-10.00

9.45-10.45

10.30-11.30

11.15-12.15

12:00-13:00

12:45-13:45

13:30-14:30

14:15-15:15

15:00-16:00

15:45-16:45

16:30-17:30

17:15-18:15

18:00-19:00

18:45-19:45

19:30-20:30

20:15-21:15

21:00-22:00

Nos.

PCU's

Ho

urly

varia

tion

of T

raffic

at 1

3_B

etw

ee

n S

EC

-11 &

15 M

id B

lock

0

1000

2000

3000

4000

5000

6000

6.00-7.00

6.45-7.45

7.30-8.30

8.15-9.15

9.00-10.00

9.45-10.45

10.30-11.30

11.15-12.15

12:00-13:00

12:45-13:45

13:30-14:30

14:15-15:15

15:00-16:00

15:45-16:45

16:30-17:30

17:15-18:15

18:00-19:00

18:45-19:45

19:30-20:30

20:15-21:15

21:00-22:00

Nos.

PCU's

Ho

urly

varia

tion

of T

raffic

at 1

4_S

EC

-1 S

HIM

LA

RD

. Mid

Blo

ck

0

1000

2000

3000

4000

5000

6000

6.00-7.00

6.45-7.45

7.30-8.30

8.15-9.15

9.00-10.00

9.45-10.45

10.30-11.30

11.15-12.15

12:00-13:00

12:45-13:45

13:30-14:30

14:15-15:15

15:00-16:00

15:45-16:45

16:30-17:30

17:15-18:15

18:00-19:00

18:45-19:45

19:30-20:30

20:15-21:15

21:00-22:00

Nos.

PCU's

Ho

urly

varia

tion

of T

raffic

at 1

5_N

H-2

1 D

AK

SH

IN M

AR

G C

HEC

K P

OS

T M

id B

lock

0

1000

2000

3000

4000

5000

6000

6.00-7.00

6.45-7.45

7.30-8.30

8.15-9.15

9.00-10.00

9.45-10.45

10.30-11.30

11.15-12.15

12:00-13:00

12:45-13:45

13:30-14:30

14:15-15:15

15:00-16:00

15:45-16:45

16:30-17:30

17:15-18:15

18:00-19:00

18:45-19:45

19:30-20:30

20:15-21:15

21:00-22:00

Nos.

PCU's

Page 244: Comprehensive Mobility Plan for Chandigarh Urban Complex

Comprehensive Mobility Plan for Chandigarh Urban Complex Annexure 4.8 DRAFT FINAL REPORT – July 2009 Chapter 4 – Traffic Characteristics

RITES LTD Page 1 of 3

01_N EA R C H A N D IGA R H H OUSIN G B OA R D

2-Whee le r

28.9%

Car , J e ep & Va n

43.6%

Truck

0.1%

LCV

0.6%

Mini Bus

0.3%

Bus

1.5%

S chool Bus

0.1%

Tempo

8.2%

Aut o

0.1%

Tra c t or

0.1% Othe rs (F)

0.1%

Ricksha w

4.0%

Cyc le

11.9%

Others (S )

0.5%

02_C R IC KET STA D IUM

Ot hers (S )

0.2%

2-Whee le r

40.2%

Car , J ee p & Va n

27.4%

Truc k

0.1%

LCV

0.8%

Mini Bus

0.3%

Bus

2.2%

S c hool Bus

0.2%

Tempo

9.1%

Aut o

0.1%

Ot hers (F)

0.1%

Rickshaw

5.5%

Cycle

13.7%

03_R OTA R Y OF KISA N B H A WA N

Cycle

10.4% Ric ksha w

4.4%

Aut o

0.2%

Te mpo

7.8%

S chool Bus

0.2%

Bus

1.4%

Mini Bus

0.1%

LCV

1.2%

Truc k

0.1%

Ca r, J e ep & Van

34.3%

2-Whee le r

39.5%

Ot he rs (S )

0.2%

04_P H A SE-7 C H OWK (M OH A LI)

Ot he rs (S )

0.4%

2-Whee le r

39.3%

Car , J e ep & Va n

35.6%

Truck

0.4%

LCV

1.0%

Mini Bus

0.3%Bus

0.6%

S chool Bus

0.3%

Tempo

7.4%

Aut o

0.1%

MAV

0.1% Trac t or

0.1%

Ot hers (F)

0.1%

Ric kshaw

1.6%

Cyc le

12.6%

05_SEC -43 C HAN D IGAR H I.S.B .T .

Cycle

14.1%

Rickshaw

5.0%

Auto

0.2%

Tempo

4.2%

School Bus

0.1%

Bus

0.5%

Mini Bus

0.1%

LCV

0.5%

Car , Jeep & Van

32.9%2-Wheeler

41.8%

Other s (S)

0.3%

06_B H A KR A C OLON Y C H OWK

Cycle

22.2%

Ric kshaw

4.6%

Aut o

0.2%

Tempo

7.5%

S chool Bus

0.1%

Bus

2.0%

Mini Bus

0.2%

LCV

0.4%

Car , J e ep & Va n

28.2%2-Whe e le r

34.0%

Ot he rs (S )

0.6%

07_A R OM A H OTEL C H OWK

Ot he rs (S )

0.9%

2-Whee le r

40.3%

Ca r , J ee p & Va n

25.8%

LCV

0.4%

Mini Bus

0.1%Bus

1.8%

S c hool Bus

0.2%

Tempo

8.0%

Aut o

0.2%

Ric kshaw

7.8%

Cyc le

14.4%

08_SEC TOR -17 ISB T (C H A N D IGA R H )

Cycle

13.1%

Ricksha w

4.5%

Auto

0.2%

Te mpo

10.0%

S c hool Bus

0.1%Bus

1.9%

Mini Bus

0.2%

LCV

0.4%

Truck

0.1%

Ca r, J ee p & Van

28.3%

2-Whee le r

40.5%

Ot hers (S )

0.6%

Page 245: Comprehensive Mobility Plan for Chandigarh Urban Complex

Comprehensive Mobility Plan for Chandigarh Urban Complex Annexure 4.8 DRAFT FINAL REPORT – July 2009 Chapter 4 – Traffic Characteristics

RITES LTD Page 2 of 3

09_K. C . C IN EM A C H OWK

Ot hers (S )

0.9%

2-Whee le r

32.7%Ca r , J ee p & Va n

34.6%

Truc k

0.1%

LCV

1.0%

Mini Bus

0.2%Bus

0.6%

S c hool Bus

0.1%

Te mpo

7.1%

Aut o

0.1%

Ot hers (F)

0.3%

Ricksha w

3.5%

Cycle

18.7%

10_R OT A RY OF M A D HYA M A R G

Other s (S)

0.9%

2-Wheeler

39.3%

Car , J eep & Van

27.9%

Tr uck

0.1% LCV

1.1%

Mini Bus

0.2%Bus

1.1%

School Bus

0.3%

Tempo

10.7%

Auto

0.2%

Rickshaw

3.8%

Cycle

14.2%

11_R OT A RY OF UDYOG P A TH & SUKH N A

P A TH

Cycle

15.5%Ricksha w

7.0%

Ot hers (F)

0.2%

Aut o

0.2%

Te mpo

5.4%

S c hool Bus

0.3%

Bus

1.0%

Mini Bus

0.3%

LCV

1.9%

Truck

0.2%

Ca r , J ee p & Va n

30.3%

2-Whee le r

37.0%

Ot he rs (S )

0.4%

12_D A KSH IN M A R G & SUKH N A P A TH

(R OTA RY)

Cycle

12.3% Ric kshaw

4.4%Aut o

0.2%

Te mpo

6.9%

S chool Bus

0.3%Bus

1.2%

Mini Bus

0.2% LCV

1.6%

Truc k

0.2%

Car , J ee p & Va n

34.6%

2-Whe e le r

37.6%

Others (S )

0.5%

13_SIR H IN D C H OWK N EA R SEC TOR -51

Cyc le

12.9%

Ricksha w

2.8%

Ot he rs (F)

0.3%

MAV

0.1%

Aut o

0.1%

Te mpo

3.3%

S c hool Bus

0.4%

Bus

2.1%

Mini Bus

0.2%

LCV

2.1%

Truck

2.5%

Ca r, J ee p & Van

36.7%

2-Whee le r

34.6%

Others (S )

1.5%

14_SUKH N A P A TH N EA R SEC TOR -49 ,50

Ot he rs (S )

1.5%

2-Whee le r

39.1%Car , J e ep & Va n

32.3%

Truc k

1.3%

LCV

2.2%Mini Bus

0.1%Bus

1.7%

S chool Bus

0.2%

Tempo

4.5%

Aut o

0.1%

MAV

0.1%

Others (F)

0.1%

Rickshaw

2.3%

Cyc le

14.3%

15_R OTA RY N EA R SEC TOR -47 (P OORVI

M A R G)

Cyc le

16.4%Ric kshaw

3.6%

Othe rs (F)

0.7%

Auto

0.2%

Tempo

2.3%

S chool Bus

0.2%Bus

1.2%

Mini Bus

0.3%LCV

3.3%

Truc k

2.0%

Car , J e ep & Va n

26.7%

2-Whee le r

40.9%

Others (S )

1.4%

16_D A KSH IN M A R G (TR IB UN E C H OWK)

Cyc le

12.2%

Ric kshaw

3.0%

MAV

0.2%

Aut o

0.2%

Te mpo

3.6%

S c hool Bus

0.2%Bus

2.0%

Mini Bus

0.3%

LCV

6.8%

Truck

2.6%

Ca r, J e e p & Van

31.1%

2-Whe e le r

36.4%

Others (S )

0.8%

Page 246: Comprehensive Mobility Plan for Chandigarh Urban Complex

Comprehensive Mobility Plan for Chandigarh Urban Complex Annexure 4.8 DRAFT FINAL REPORT – July 2009 Chapter 4 – Traffic Characteristics

RITES LTD Page 3 of 3

17_M A D HYA M A R G N EA R T IM B ER M A R KET

Cyc le

15.0% Rickshaw

4.7%

Ot he rs (F)

0.5%

Auto

0.2%

Tempo

6.0%

S c hool Bus

0.1%

Bus

1.1%

Mini Bus

0.2%

LCV

4.0%

Truck

2.7%

Ca r, J e ep & Van

32.0%2-Whee le r

29.6%

Ot he rs (S )

3.4%

18_C H A N D IGA R H R A ILWA Y STA T ION

Cycle

13.06%Ric kshaw

2.03%

Ot he rs (F)

1.9%

Tra c t or

0.07%

Tempo

4.57%

Bus

1.16%

Mini Bus

0.20%

LCV

2.68%

Truck

2.10%

Car , J e ep & Van

34.68%

2-Whee le r

34.99%

Ot he rs (S )

1.70%

19_H OUSIN G B OA R D

2-Whee le r

35.3%

Ca r , J ee p & Va n

42.4%

Truck

1.1%LCV

2.4%

Mini Bus

0.3%Bus

1.1%

S c hool Bus

0.3%

Tempo

3.1%Aut o

0.1%

Others (F)

0.6%

Rickshaw

3.4%

Cycle

9.1%

20_SEC TOR -4 ISB T (P A N C H KULA )

Cyc le

15.3%

Ric ksha w

4.5%

Aut o

0.1%

Te mpo

3.4%

S chool Bus

0.6%Bus

1.9%

Mini Bus

0.5%LCV

1.0%

Truck

0.3%

Ca r, J e ep & Van

37.2%

2-Whee le r

34.1%

Ot hers (S )

0.5%

Page 247: Comprehensive Mobility Plan for Chandigarh Urban Complex

Comprehensive

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Annexure 4

.9

DRAFT FINAL REPORT – July 2009 C

hapter 4

– Traffic C

haracteristics

RITES LTD

Page 1 of 3

01_N

EAR

CH

AN

DIG

AR

H H

OU

SIN

G B

OAR

D

0

200

400

600

800

1000

1200

1400

1600

0600 - 0615

0645 - 0700

0730 - 0745

0815 - 0830

0900 - 0915

0945 - 1000

1030 - 1045

1115 - 1130

1200 - 1215

1245 - 1300

1330 - 1345

1415 - 1430

1500 - 1515

1545 - 1600

1630 - 1645

1715 - 1730

1800 - 1815

1845 - 1900

1930 - 1945

2015 - 2030

2100 - 2115

2145 - 2200

TIM

E (H

OU

RS)

NUMBER OF VEHICLES

Vehicles

PCUs

02_C

RIC

KET S

TAD

IUM

0

500

1000

1500

2000

2500

0600 - 0615

0645 - 0700

0730 - 0745

0815 - 0830

0900 - 0915

0945 - 1000

1030 - 1045

1115 - 1130

1200 - 1215

1245 - 1300

1330 - 1345

1415 - 1430

1500 - 1515

1545 - 1600

1630 - 1645

1715 - 1730

1800 - 1815

1845 - 1900

1930 - 1945

2015 - 2030

2100 - 2115

2145 - 2200

TIM

E (H

OU

RS

)

NUMBER OF VEHICLES

Vehicles

PCUs

03_R

OTAR

Y O

F K

ISH

AN

BH

AW

AN

0

500

1000

1500

2000

2500

3000

0600 - 0615

0645 - 0700

0730 - 0745

0815 - 0830

0900 - 0915

0945 - 1000

1030 - 1045

1115 - 1130

1200 - 1215

1245 - 1300

1330 - 1345

1415 - 1430

1500 - 1515

1545 - 1600

1630 - 1645

1715 - 1730

1800 - 1815

1845 - 1900

1930 - 1945

2015 - 2030

2100 - 2115

2145 - 2200

TIM

E (H

OU

RS)

NUMBER OF VEHICLES

Vehicles

PCUs

04_P

HA

SE-&

CHO

WK

(MO

HA

LI)

0

500

1000

1500

2000

2500

0600 - 0615

0645 - 0700

0730 - 0745

0815 - 0830

0900 - 0915

0945 - 1000

1030 - 1045

1115 - 1130

1200 - 1215

1245 - 1300

1330 - 1345

1415 - 1430

1500 - 1515

1545 - 1600

1630 - 1645

1715 - 1730

1800 - 1815

1845 - 1900

1930 - 1945

2015 - 2030

2100 - 2115

2145 - 2200

TIM

E (H

OU

RS)

NUMBER OF VEHICLES

Vehicles

PCUs

05_SEC

-43 C

HAN

DIG

AR

H I.S

.B.T

.

0

500

1000

1500

2000

2500

3000

0600 - 0615

0645 - 0700

0730 - 0745

0815 - 0830

0900 - 0915

0945 - 1000

1030 - 1045

1115 - 1130

1200 - 1215

1245 - 1300

1330 - 1345

1415 - 1430

1500 - 1515

1545 - 1600

1630 - 1645

1715 - 1730

1800 - 1815

1845 - 1900

1930 - 1945

2015 - 2030

2100 - 2115

2145 - 2200

TIM

E (H

OU

RS)

NUMBER OF VECHILES

Vehicles

PCUs

06_B

HAK

RA C

OLO

NY C

HO

WK

0

500

1000

1500

2000

2500

3000

0600 - 0615

0645 - 0700

0730 - 0745

0815 - 0830

0900 - 0915

0945 - 1000

1030 - 1045

1115 - 1130

1200 - 1215

1245 - 1300

1330 - 1345

1415 - 1430

1500 - 1515

1545 - 1600

1630 - 1645

1715 - 1730

1800 - 1815

1845 - 1900

1930 - 1945

2015 - 2030

2100 - 2115

2145 - 2200

TIM

E (H

OU

RS)

NUMBER OF VECHILES

Vehicles

PCUs

07_AR

OM

A H

OTE

L C

HO

WK

0

500

1000

1500

2000

2500

3000

0600 - 0615

0645 - 0700

0730 - 0745

0815 - 0830

0900 - 0915

0945 - 1000

1030 - 1045

1115 - 1130

1200 - 1215

1245 - 1300

1330 - 1345

1415 - 1430

1500 - 1515

1545 - 1600

1630 - 1645

1715 - 1730

1800 - 1815

1845 - 1900

1930 - 1945

2015 - 2030

2100 - 2115

2145 - 2200

TIM

E (H

OU

RS)

NUMBER OF VECHILES

Vehicles

PCUs

08_SEC

-17 I.S

.B.T

. CH

AN

DIG

AR

H

0

500

1000

1500

2000

2500

3000

3500

4000

0600 - 0615

0645 - 0700

0730 - 0745

0815 - 0830

0900 - 0915

0945 - 1000

1030 - 1045

1115 - 1130

1200 - 1215

1245 - 1300

1330 - 1345

1415 - 1430

1500 - 1515

1545 - 1600

1630 - 1645

1715 - 1730

1800 - 1815

1845 - 1900

1930 - 1945

2015 - 2030

2100 - 2115

2145 - 2200

TIM

E (H

OU

RS

)

NUMBER OF VECHILES

Vehicles

PCUs

Page 248: Comprehensive Mobility Plan for Chandigarh Urban Complex

Comprehensive

Mobility P

lan for Chandigarh Urban Complex

Annexure 4

.9

DRAFT FINAL REPORT – July 2009 C

hapter 4

– Traffic C

haracteristics

RITES LTD

Page 2 of 3

09_K

. C. C

INEM

A C

HO

WK

0

500

1000

1500

2000

2500

3000

3500

0600 - 0615

0645 - 0700

0730 - 0745

0815 - 0830

0900 - 0915

0945 - 1000

1030 - 1045

1115 - 1130

1200 - 1215

1245 - 1300

1330 - 1345

1415 - 1430

1500 - 1515

1545 - 1600

1630 - 1645

1715 - 1730

1800 - 1815

1845 - 1900

1930 - 1945

2015 - 2030

2100 - 2115

2145 - 2200

TIM

E (H

OU

RS)

NUMBER OF VECHILES

Vehicles

PCUs

10_R

OTAR

Y O

F M

AD

HYA M

AR

G

0

500

1000

1500

2000

2500

3000

0600 - 0615

0645 - 0700

0730 - 0745

0815 - 0830

0900 - 0915

0945 - 1000

1030 - 1045

1115 - 1130

1200 - 1215

1245 - 1300

1330 - 1345

1415 - 1430

1500 - 1515

1545 - 1600

1630 - 1645

1715 - 1730

1800 - 1815

1845 - 1900

1930 - 1945

2015 - 2030

2100 - 2115

2145 - 2200

TIM

E (H

OU

RS)

NUMBER OF VECHILES

Vehicles

PCUs

11_R

OTAR

Y O

F U

DYO

G P

ATH

& S

UK

HN

A P

ATH

0

200

400

600

800

1000

1200

1400

1600

1800

2000

0600 - 0615

0645 - 0700

0730 - 0745

0815 - 0830

0900 - 0915

0945 - 1000

1030 - 1045

1115 - 1130

1200 - 1215

1245 - 1300

1330 - 1345

1415 - 1430

1500 - 1515

1545 - 1600

1630 - 1645

1715 - 1730

1800 - 1815

1845 - 1900

1930 - 1945

2015 - 2030

2100 - 2115

2145 - 2200

TIM

E (H

OU

RS)

NUMBER OF VECHILES

Vehicles

PCUs

12_D

AK

SH

IN M

AR

G &

SU

KH

NA P

ATH

(RO

TAR

Y)

0

500

1000

1500

2000

2500

3000

3500

0600 - 0615

0645 - 0700

0730 - 0745

0815 - 0830

0900 - 0915

0945 - 1000

1030 - 1045

1115 - 1130

1200 - 1215

1245 - 1300

1330 - 1345

1415 - 1430

1500 - 1515

1545 - 1600

1630 - 1645

1715 - 1730

1800 - 1815

1845 - 1900

1930 - 1945

2015 - 2030

2100 - 2115

2145 - 2200

TIM

E (H

OU

RS

)

NUMBER OF VECHILES

Vehicles

PCUs

13_SIR

HIN

D C

HO

WK

NR

. SEC

-51

0

200

400

600

800

1000

1200

1400

1600

1800

0600 - 0615

0645 - 0700

0730 - 0745

0815 - 0830

0900 - 0915

0945 - 1000

1030 - 1045

1115 - 1130

1200 - 1215

1245 - 1300

1330 - 1345

1415 - 1430

1500 - 1515

1545 - 1600

1630 - 1645

1715 - 1730

1800 - 1815

1845 - 1900

1930 - 1945

2015 - 2030

2100 - 2115

2145 - 2200

TIM

E (H

OU

RS)

NUMBER OF VECHILES

Vehicles

PCUs

14_SU

KH

NA P

ATH

NR

. SEC

-49,5

0

0

500

1000

1500

2000

2500

0600 - 0615

0645 - 0700

0730 - 0745

0815 - 0830

0900 - 0915

0945 - 1000

1030 - 1045

1115 - 1130

1200 - 1215

1245 - 1300

1330 - 1345

1415 - 1430

1500 - 1515

1545 - 1600

1630 - 1645

1715 - 1730

1800 - 1815

1845 - 1900

1930 - 1945

2015 - 2030

2100 - 2115

2145 - 2200

TIM

E (H

OU

RS)

NUMBER OF VECHILES

Vehicles

PCUs

15_R

OTAR

Y N

R. S

EC

-47 (P

OO

RVI M

AR

G)

0

200

400

600

800

1000

1200

1400

0600 - 0615

0645 - 0700

0730 - 0745

0815 - 0830

0900 - 0915

0945 - 1000

1030 - 1045

1115 - 1130

1200 - 1215

1245 - 1300

1330 - 1345

1415 - 1430

1500 - 1515

1545 - 1600

1630 - 1645

1715 - 1730

1800 - 1815

1845 - 1900

1930 - 1945

2015 - 2030

2100 - 2115

2145 - 2200

TIM

E (H

OU

RS)

NUMBER OF VECHILES

Vehicles

PCUs

16_D

AK

SH

IN M

AR

G (T

RIB

UN

E C

HO

WK

)

0

500

1000

1500

2000

2500

3000

3500

4000

0600 - 0615

0645 - 0700

0730 - 0745

0815 - 0830

0900 - 0915

0945 - 1000

1030 - 1045

1115 - 1130

1200 - 1215

1245 - 1300

1330 - 1345

1415 - 1430

1500 - 1515

1545 - 1600

1630 - 1645

1715 - 1730

1800 - 1815

1845 - 1900

1930 - 1945

2015 - 2030

2100 - 2115

2145 - 2200

TIM

E (H

OU

RS)

NUMBER OF VECHILES

Vehicles

PCUs

Page 249: Comprehensive Mobility Plan for Chandigarh Urban Complex

Comprehensive

Mobility P

lan for Chandigarh Urban Complex

Annexure 4

.9

DRAFT FINAL REPORT – July 2009 C

hapter 4

– Traffic C

haracteristics

RITES LTD

Page 3 of 3

17_M

AD

HYA M

AR

G N

R. T

IMB

ER

MK

T.

0

500

1000

1500

2000

2500

3000

3500

4000

4500

0600 - 0615

0645 - 0700

0730 - 0745

0815 - 0830

0900 - 0915

0945 - 1000

1030 - 1045

1115 - 1130

1200 - 1215

1245 - 1300

1330 - 1345

1415 - 1430

1500 - 1515

1545 - 1600

1630 - 1645

1715 - 1730

1800 - 1815

1845 - 1900

1930 - 1945

2015 - 2030

2100 - 2115

2145 - 2200

TIM

E (H

OU

RS)

NUMBER OF VECHILES

Vehicles

PCUs

18_C

HAN

DIG

AR

H R

AIL

WAY S

TATIO

N

0

500

1000

1500

2000

2500

3000

3500

4000

4500

0600 - 0615

0645 - 0700

0730 - 0745

0815 - 0830

0900 - 0915

0945 - 1000

1030 - 1045

1115 - 1130

1200 - 1215

1245 - 1300

1330 - 1345

1415 - 1430

1500 - 1515

1545 - 1600

1630 - 1645

1715 - 1730

1800 - 1815

1845 - 1900

1930 - 1945

2015 - 2030

2100 - 2115

2145 - 2200

TIM

E (H

OU

RS)

NUMBER OF VECHILES

Vehicles

PCUs

19_H

OU

SIN

G B

OAR

D

0

500

1000

1500

2000

2500

3000

3500

4000

0600 - 0615

0645 - 0700

0730 - 0745

0815 - 0830

0900 - 0915

0945 - 1000

1030 - 1045

1115 - 1130

1200 - 1215

1245 - 1300

1330 - 1345

1415 - 1430

1500 - 1515

1545 - 1600

1630 - 1645

1715 - 1730

1800 - 1815

1845 - 1900

1930 - 1945

2015 - 2030

2100 - 2115

2145 - 2200

TIM

E (H

OU

RS)

NUMBER OF VECHILES

Vehicles

PCUs

20_SEC

-4 I.S

.B.T

. (PK

L)

0

200

400

600

800

1000

1200

1400

1600

1800

0600 - 0615

0645 - 0700

0730 - 0745

0815 - 0830

0900 - 0915

0945 - 1000

1030 - 1045

1115 - 1130

1200 - 1215

1245 - 1300

1330 - 1345

1415 - 1430

1500 - 1515

1545 - 1600

1630 - 1645

1715 - 1730

1800 - 1815

1845 - 1900

1930 - 1945

2015 - 2030

2100 - 2115

2145 - 2200

TIM

E (H

OU

RS)

NMBER OF VECHILES

Vehicles

PCUs

Page 250: Comprehensive Mobility Plan for Chandigarh Urban Complex

Annexure 5.1

PREPARATION OF COMPREHENSIVE MOBILITY PLAN FOR CHANDIGARH URBAN COMPLEX

SURVEY BY RITES LTD. FOR CHANDIGARH ADMINISTRATION (CA)

PARKING (PATROL) LOCATION NUMBER: DAY: NAME OF SURVEYOR: NAME OF THE ROAD: DATE : NAME OF SUPERVISOR: DIRECTION : NUMBER OF HOURS : ON-STREET/OFF-STREET : 1 TIME 8:00-8:30

8:30-9:00

9:00-9:30

9:30-10:00

2 TYPE OF VEHICLE PARKED

3 REGISTRATION OF THE VEHICLE

S. No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35

4 NUMBER OF VEHICLES *

5 REMARKS

NOTE : * VEHICLES WITHOUT ANY REGISTRATION NUMBERS LIKE CYCLE, CYCLE RICKSHAW, ETC.

Page 251: Comprehensive Mobility Plan for Chandigarh Urban Complex

Annexure 6.1

PREPARATION OF COMPREHENSIVE MOBILITY PLAN FOR CHANDIGARH URBAN COMPLEX

SURVEY BY RITES LTD. FOR CHANDIGARH ADMINISTRATION (CA)

Passenger Boarding / Alighting Survey at Bus/Rail/Airport Terminals

Name of Terminal :…………………………….. Day/Date……………………………..

Gate . No…………………………………………… Name of Enumerator………………

Time Passenger In Passenger Out

Page 252: Comprehensive Mobility Plan for Chandigarh Urban Complex

Annexure 6.1A

DAY: DATE:FORM NO:Name of Enumerator: Name of Supervisor:

Mode Travel Time Travel Cost

Commuter/Occasio

nal Traveler

Trip

PurposeOrigin of Station

Initial

origin

PASSENGER TERMINAL SURVEY (RAIL TERMINALS Origin-Destination Survey for Boarding Passengers)by RITES Ltd. (A Govt. of India Enterprise) for CHANDIGARH ADMINISTRATION

COMPREHENSIVE MOBILITY PLAN FOR CHANDIGARH URBAN COMPLEX

Time DestinationDetails of reaching Station from initial origin

Page 253: Comprehensive Mobility Plan for Chandigarh Urban Complex

Annexure 6.1B

DAY : DATE :FORM NO :Name of Enumerator : Name of Supervisor :

Mode Travel Time Travel CostDetails of reaching Bus Stop from initial originOrigin of

Bus Stop

Initial

OriginTime Destination

Commuter/Occas

ional Traveler

PASSENGER TERMINAL SURVEY (BUS TERMINALS Origin-Destination Survey for Boarding Passengers)by RITES Ltd. (A Govt. of India Enterprise) for CHANDIGARH ADMINISTRATION

COMPREHENSIVE MOBILITY PLAN FOR CHANDIGARH URBAN COMPLEX

Trip

Purpose

Page 254: Comprehensive Mobility Plan for Chandigarh Urban Complex

Annexure 6.1C

DAY: DATE:

FORM NO:Name of Enumerator: Name of Supervisor:

Mode Travel Time Travel Cost

Commuter/Occasion

al Traveler

Trip

PurposeOrigin of AirportInitial origin

PASSENGER TERMINAL SURVEY (AIRPORT TERMINALS Origin-Destination Survey for Boarding Passengers)by RITES Ltd. (A Govt. of India Enterprise) for CHANDIGARH ADMINISTRATION

COMPREHENSIVE MOBILITY PLAN FOR CHANDIGARH URBAN COMPLEX

Time DestinationDetails of reaching final Destination from Airport

Page 255: Comprehensive Mobility Plan for Chandigarh Urban Complex

COMPREHENSIVE MOBILITY PLAN FOR CHANDIGARH URBAN COMPLEX Annexure 7.1

TRAFFIC ZONE SECTOR/WARD No. DAY :

FORM NO : DATE :

Name of Enumerator : Name of Supervisour :

1. NAME OF HOUSEHOLD HEAD :

2. ADDRESS OF HOUSEHOLD :

3. TELEPHONE NO.:

4. NUMBER OF FAMILY MEMBER (INCLUDING OLD PARENTS & CHILD)

5 CAR

S.N. Sex Age Education Occupation

Monthly

Income (in

Rs.)

Monthly

Exp. on

Transport

(in Rs.)

Own

Vehicle

Yes/No

Type

1

2

3

4

5

6

7

8

9

10

11

1 Would you like to shift to good public transport? YES NO

IF YES2 Will you shift to proposed system if time saved in relation to bus travel / own mode is

(1) < 5 minutes (2) 5-10 minutes (3) 10-15 minutes (4) 15-20 minutes (5) 20-30 minutes (6) > 30 minutes

3 How much extra fare are you Willing to pay (in relation to existing Bus Fare) (1) Same Fare, (2) 1.25 Times,

4 Will you shift if origin-destination accessible to proposed system (1) Both origin and destination(2) only one of origin or Destination (3) None of origin and destination

5 What is the maximum acceptable walking distance from home to proposed system station? : __________(m)

6 What is the maximum acceptable walking distance from proposed system station to office? : __________(m)

7 Would you accept if you have to change the route or mode. (1) Once (2) Twice

8 Will you shift to public transport if the operating cost of private transport will be increased bya) 25% b) 50% c) 75% d) 100% e) Will Never Shift

9 Will you shift to public transport if the parking fee paid by you will be increased bya) 50% b) 100% c) 150% d) 200% e) Will Never Shift

Member Name

SECTION A : HOUSEHOLD INFORMATION

Vehicle Type

Number

CYCLE OTHERS

Name of Work

Place/Institution/O

rganisation/

School/College

Occupation: (1) Govt. Service, (2) Pvt.Service, (3) Business, (4) Student, (5) Housewife, (6) Retired,

(3) 1.5 Times (4) 2 Times (5) 2.5 Times

Education: (1)Below 10th, (2)10th to 12th, (3) Graduate, (4) Post Graduate, (5) Illiterate, (6) Child, (7) Professional

STATED PREFERENCE

(7) Unemployed, (8) Others

CODING INSTRUCTIONS

HOUSEHOLD INTERVIEW SURVEY

SECTION B : INDIVIDUAL FAMILY MEMBERS INFORMATION

2-WHEELERS

by RITES Ltd. (A Govt. of India Enterprise) for Chandigarh Administration COMPREHENSIVE MOBILITY PLAN FOR CHANDIGARH URBAN COMPLEX

RITES LTDPage 1 of 2

Page 256: Comprehensive Mobility Plan for Chandigarh Urban Complex

COMPREHENSIVE MOBILITY PLAN FOR CHANDIGARH URBAN COMPLEX Annexure 7.1

Trip Purpose: (1) Govt. Service, (2) Pvt.Service, (3)Business (4)Education, (5)Shopping, (6)Social/Others (7) Return Govt (8) Return Private (9)Return Business (10) Return Education (11) Return Shopping

(12)Return Social/Others

Mode of Travel : (1) Car, (2)Two Wheeler, (3) Auto, (4) Shared Auto, (5) Bus, (6) Cycle, (7) Cycle Rickshaw, (8) Train, (9) Walk

Waiting Time

(in Min.)Mode

Distance

(in Km.)

Mem. No. Trip No.Mode

Distance

(in Km.)

Travel Time

(inMins)

Link 2 : Main Trip

Travel Cost

(in Rs.)

SECTION C: INDIVIDUAL MEMBER TRIP INFORMATION (TRIP PERFORMED ON PREVIOUS DAY )

Travel Time

(inMins)

Travel Cost

(in Rs.)

Waiting Time

(in Min.)

Travel Cost

(in Rs.)

Link 1: Start to Boarding Point Link 3 : Alighting Point to Final Destination

Distance

(in Km.)

Travel Time

(inMins)

Waiting Time

(in Min.)

Start TimeOrigin Destination

Trip

PurposeMode

RITES LTD.

Page 2 of 2