MULTI MODAL INTERCHANGE HUB at Rourkela

Action Area Plan : TRANSPORTATION

A I M :
To promote the utility of the area under consideration for the purpose of functioning as a multimodal interchange hub for transit oriented development of the area.

MULTIMODAL INTERCHANGE HUB: A PROLOGUE . . .

SCOPE:
Development of transit facilities as per user rate, multiple mode linking and passenger comfort and affordability. Holistic approach to commercial bases and their delineation along avenues of relevantly related freight movement and logistics. Promotion of single landuse zones to facilitate correlativity between the various activities that are related to transport and traffic networking.

OBJECTIVES:
The major objectives of the study are: To strengthen the link between various modes of transport present in close proximity , thus achieving the ultimate goal of a multi-modal interchange that combines various modes and their associated functions in order to achieve a better degree of transport network. Encourage integrated development of traffic movement & networks, transportation facilities & their linkages and associated functions/ activities prompting landuse modifications to suit the context of the development.

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

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

Need:

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

SURVEYS & ANALYSIS

MULTIMODAL INTERCHANGE HUB: A PROLOGUE . . . PLANNING

PEDESTRIAN MGMT. VEHICULAR MGMT. SAFETY/ SECURITY COMM. / KIOSKS DRAINAGE STREET LIGHTING FREIGHT PARKING CAFETERIA TOILETS WAITING ROOM

The LANDUSE location: ANALYSIS The multiple modes of transport concentrated within USER PERCEPTION SURVEY the same area; CONNECTIVITY Strategic location ANALYSIS of the daily market in the vicinity. INTERSECTION VOLUME SURVEY The trip generation factor: FACILITIES ANALYSIS The high O-D data generated to and fro in this area due to location of varied typology including the huge base of hospitality sector and commercial sector; Also location of the major railway station for the city DESIGNING major source for translocation of passengers and goods major issue: traffic congestion and mismanagement. ACCESS FOR FOOTPATHS DISABLED The importance of Rourkela on the industrial and commercial scenario of India: Steel industry based development, major INTER. V/C RATIOS transshipment ofVOLUME goods and materials both in processed and unprocessed states requires railway services and railway stations in the vicinity helps curb STREETSCAPE transportation charges agglutinating to the production cost / market price. Also passengers consists majorly of entrepreneurs, business based STREET DESIGN companies and individuals. The Bus stand may act as a major source for easy movement of labor and can prompt affordable rates for travel for the workforce that travels long distances daily to and fro within or outside the urban M O D I F I C A T I O N S I N . . . agglomeration.

TRANSPORT

SOCIAL INFRA.

PHY. INFRA.

FACILITIES

LANDUSE

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

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

The act of changing between modes The place where one changes the modes A purpose built facility to improve interchange quality

Interchange Interchange Zone Interchange facility

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

MULTI MODAL INTERCHANGE : Literature

DECISION SPACES
Areas where passenger decisions take priority. Examples include decision points such as entrances, ticket offices or corridor junctions. At these locations there should be good sight lines/clear signing or transport information. There should be no nonessential physical infrastructure or visual distractions such as advertising/ retail or other land uses that would serve to distract or confuse passengers.

INTRODUCTION
OPPORTUNITY SPACES
Opportunity spaces include those areas of the interchange zone outside the core corridors of movement or decisions. They can accommodate cafs, retail entrances, retail display, seating or landscaping. Street furniture, advertising or other fixed or temporary infrastructure located in these zones must be managed so as not to protrude or interfere with the requirements of decision or movement spaces in adjacent areas.

MOVEMENT SPACES
Movement spaces connect decision spaces. Typically these include corridors and paths specially reserved for passenger movement and connections to/ from/ between transport modes or the surrounding area. These spaces should provide clear, unobstructed routes matched to desire lines. Street furniture, plantings, advertising, information displays, retail boards or any other fixed items should not protrude into these zones but may be located adjacent to them.

MULTI MODAL INTERCHANGE : Literature

INTRODUCTION
Example of an Multi modal Interchange

Four interchange themes which should be considered at transport hubs: Efficiency: moving sustainability Operations, around,

Usability: Accessibility, safety and preventing accidents, personal security, protection Understanding: Legibility, permeability, way-finding, information Quality: Perception, design, spaces, sense of place

MULTI MODAL INTERCHANGE : Literature

Access to Transit Station by Non-Motorized Transport

MULTI MODAL TRANSPORT SYSTEM, DELHI INFERENCES

1. Pedestrian access - Provisions for pedestrians and their safe movement are an essential access consideration. - Direct and safe approach for pedestrians Pedestrian access-ways that reduce distances to bus services on the adjacent higher order bus streets. Continuous and direct footpath networks that permeate neighborhoods. Safe, convenient and/or controlled road crossing points should be provided to stops with high passenger usage.

2. Bicycle access Can increase the service area of transit stations. Bicycle parking facilities located to provide protection from weather, theft and conflicts with other modes. Parking areas i.e. active areas with high pedestrian activity, or under the observation of station attendants preferred. Well Lit and designated by signages.

Accessibility by Intermediate Para Transit (IPT)

Various modes of IPT such as auto, taxi, phatphat, etc are considered as feeder modes to bring passengers from various parts of the neighborhood to the multi modal transit station. IPT zone is desirable. IPT area must be covered and seating may be provided.

MULTI MODAL INTERCHANGE : Literature

Accessibility by Public Transport

MULTI MODAL TRANSPORT SYSTEM, DELHI INFERENCES

Bus stop design capacity for a station is based on the individual requirements for each station either as a single station, interchange station or integration point. The following designs may be used for various types of bus loading zones, depending on specific conditions:

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

MULTI MODAL INTERCHANGE : Literature

Accessibility by Private Modes

MULTI MODAL TRANSPORT SYSTEM, DELHI INFERENCES

Parking space for car, two wheelers at the station. Entry and exit points should be at mid block. Parking aisles should be lined perpendicular to the station entrance/exit are to minimize the no. of potential conflicts between pedestrians and automobiles. Collapsible posts or signs should be used to delineate drives and pedestrian. Major pedestrian walkways should be raised 0.15 mt above the parking pavement. Right angle parking should be used because it allows better circulation, more orderly parking, and in most cases has lower average area requirement per space.

Accessibility to Transit Station/Stops: Current Practices in Delhi

Cycle-for-Hire Scheme Encourage people to use bicycles for short distances at Delhi University Metro station and near by areas. The charge of a bicycle on rent is Rs 10/= for 4 hours. Pedestrian way to the BRT Corridor in Delhi: To provide safe and comfortable sidewalk to access public transport. Continuity of the sidewalks. Wide and well surfaced sidewalks and is disable friendly. Sidewalks are easily negotiable by women, children, senior citizens, as the height is close to 15 cm. Width of sidewalks varies from 1.5 mt (min) to 4.5 mt (max) along the corridor. Sidewalks are well lit. Crossings are easily accessible with kerbed ramps and there is a holding area for people to want at the side and at the pedestrian refuge islands. Pedestrian path on the BRT corridor has the least permanent and temporary obstructions on the sidewalks

MULTI MODAL INTERCHANGE : Literature

Attributes to enhance the accessibility to transit station:

MULTI MODAL TRANSIT ORIENTED DESIGN

People Place: Transit station area is a place for people/commuters. Hence, it must be well used, safe, comfortable, and attractive; and need to be distinctive and offer variety, choice and fun. Streetscape Design: M2OD should promote and enrich the qualities of existing urban places at neighborhood and street level. It is important to develop streetscape design elements for each of the transport corridor by incorporating various architectural elements. Urban Form: Transit station is considered as a part of urban design and sky line. It is blended with different building forms, colors, materials, textures, forms, etc. Such areas should be integrated physically and visually with its surroundings having better access by foot, bicycles, bus, cars, metro, etc. Amenities that are stimulating, enjoyable and convenient should be offered to a wide range of possible users. Transit in Landscape: These areas should provide balance between the natural and the manmade environment and utilize each locations intrinsic resource the climate, land form, landscape, and ecology to maximize the experience. Design must put such built environment in proper land scape environment. Design in Flexibility: New development near and around transit station take very little time. New development needs to be flexible enough to respond to future change in use, lifestyle, and demographics. Flexibility must be evident in the use of property, public spaces, and infrastructure. Integration of any new modes with the station area requires more space for loading, unloading, transfer, integration, parking, traffic management, etc.

MULTI MODAL INTERCHANGE : Literature

CONNECTIVITY: CITY LEVEL

RAILWAY STATION

BUS TERMINAL DAILY MARKET

CONNECTIVITY

NODE AND NETWORK

PHYSICAL ACCESSIBILITY

EXISTING SITUATION

ROURKELA RAILWAY STATION

ROURKELA RAILWAY STATION

BUS STAND

SCHEMATIC LAYOUT OF RAILWAY STATION

5- PLATFORMS 3- SIDINGS 11 TRACKS BROAD GAUGE 2 FOOT OVER BRIDGES.

RICKSHAWS

BOOKING OFFICE

CONCOURSE

CYCLE PARKING

NO. OF USERS PER DAY NO. OF PASSENGER TRAINS CAR PARKING 2-WHEELER PARKING NO. OF GOODS TRAINS MONTHLY TICKET SALE (OFF PEAK) MONTHLY TICKET SALE (PEAK)

6000 52 38 2 LAKHS 2.45 LAKHS

THE EXISTING SITUATION

ROURKELA RAILWAY STATION

FACILITY WAITING HALL (1ST CLASS) WAITING HALL (2ND CLASS) PAY AND USE TOILET LOCATION 1ST FLOOR PLATFORM 1 AT BOTH ENDS OF STATION

TRAIN INDICATION BOARD

FACILITATION CENTRE STD BOOTH WATER COOLERS TOUCH SCREEN RESERVATION AND REFUND COUNTERS

CONCOURSE AND PLATFORM

FACING CONCOURSE AND PLATFORM 1 CONCOURSE AND PLATFORM 1 PLATFORM 4 & 5 CONCOURSE AREA BOOKING OFFICE CONCOURSE 1ST FLOOR 1ST FLOOR GROUND FLOOR ON FRONT SIDE OF STATION ON FRONT SIDE OF STATION 1ST FLOOR PLATFORM 1 ALL PLATFORMS

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

ATM DORMITORY RETIRING ROOMS CLOAK ROOM POLICE STATION POST OFFICE CAFETERIA BOOKSTALL SNACKS SHOPS(6-7)

THE EXISTING SITUATION

FACILITY WAITING HALL ABSENT

CONDITION

PAY AND USE TOILET

SIGNAGES FACILITATION CENTRE STD BOOTH DRINKING WATER RESERVATION AND REFUND COUNTERS ATM CLOAK ROOM POLICE STATION/ POST

PRESENT

Poorly maintained. Requirement of additional toilets for increase in demand

Required Located in a corner. Difficult to locate Unhygienic Unhygienic Required Unsafe Environment

ROURKELA BUS STAND

ROURKELA RAILWAY STATION

ABSENT PRESENT PRESENT PRESENT PRESENT ABSENT PRESENT ABSENT

BUS STAND

CAFETERIA
BOOKSTALL COMMERCIAL ZONE

PRESENT
PRESENT PRESENT

Sufficient
Meant for Hardware (Auto Spare parts etc)

NO. OF USERS PER DAY NO. OF DAILY BUSES TIMINGS (Departure) (Arrival)

2000 300 7 PM TO 10 PM 6 AM TO 10 AM

THE EXISTING SITUATION

railway station
1000 no of vehicles 800

PARKING

600
400 200 0 BICYCLE railway station 43 2W 877 CARS 62 GOODS VEHICLES 3

Parking lot Railway station Bus stand (pvt)

Peak timing 7:30-9 am 6:30pm-8pm 6-8pm

Possibility rejection 2w- no 4w- yes no

of

no of vehicles

Unauthorized parking at railway station: Bicycles: 13 Two wheelers: 60 Cars: 11 (parked in wrong location despite space being available in authorized parking) Rickshaw parking: Space given for 35 rickshaws Around 20 rickshaws were observed Auto rickshaw parking: Space for 30 autos 18 autos observed

Bus stand
35 30 25 20 15 10 5 0 BICYCLE Bus stand 18 2W 30 CARS 14

GOODS VEHICLES 0

THE EXISTING SITUATION

ON-STREET PARKING

Unauthorized on street parking Auto rickshaw stand

THE EXISTING SITUATION

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

NO. OF AUTOS PRESENT DAILY TRIPS FACILITY Toilet Facility Drinking Water facility Shelter for Auto Drivers Cleanliness

80 ~ 20 ISSUES Absent Absent Absent Garbage Disposed along the stretch

PARA TRANSIT STAND

ROURKELA RAILWAY STATION

BUS STAND PARA-TRANSIT

Routes taken by Autos from the Railway Station: Station Road to Sectors Station Road to Panposh Station Road to Bandamunda Station Road to Fertilizer colony Station Road to Civil township Station Road to Vedvyas Station Road to Kaswal Rajganjpur Station Road to Kwarmunda Station Road to Birmitrapur
Data obtained from Primary Survey

Under - Construction Para-transit Stand

THE EXISTING SITUATION

LENGTH OF ROAD WIDTH OF THE ROAD

400 m Effective width 4.5 m to 7.5 m

ROAD STRETCH

THE EXISTING SITUATION

NODE AND NETWORK

PHYSICAL ACCESSIBILITY

LANDUSE ANALYSIS

EXISTING SITUATION

EXISTING SITUATION

LANDUSE

Mixed use Authorized parking vacant land (railways)

767 3350 17465

LANDUSE
Mixed use
1% 10% 26% 29% 6% 9% 1% 11% 2% 3% 1% Authorized parking vacant land (railways) vacant land (Govt) Public-semi public area hospitality zone Railway station/bus station commercial Informal Commercial

vacant land (Govt)

Public-semi public area hospitality zone Railway station/bus station commercial Informal Commercial Residential Informal residential

2681
5069 2267 45702 14879 1000 9986 41582
1%

Residential Informal residential Open Ground

Open Ground

15700

EXISTING
Presence of discordant activities such as schools and gurudwaras along the stretch Informal market along the stretch Hospitality + Residential (Mixed Zones) present along the road leading to Panposh road Existing economic activities caters to auto service/ spare parts etc which is incompatible with the proposed idea

ISSUES
Might lead to chaos due to irrelevance in terms of activities Unorganised traffic movement and creation of bottlenecks Diametrically opposite to the proposed multi modal interchange concept Might lead to chaos due to irrelevance in terms of activities

THE EXISTING SITUATION

FACILITY ANALYSIS

EXISTING SITUATION

Frequency of using the station

45.0 40.0 35.0 30.0 25.0 20.0 15.0 10.0 5.0 0.0 < than once /month once a/month 38.9

FACILITY ANALYSIS : User Profile

Mode used to reach station
45.0 40.0 % of respondents 35.0 30.0 25.0 20.0 15.0 10.0 5.0 0.0 auto Series1 38.9 bus 22.2 car 27.8 two wheeler 5.6 walk 5.6

% of respondents

Series1

5.6

2 times/mont h 16.7

1-2 times/ week 11.1

5-6 times/week 27.8

Trip purpose
50.0 45.0 40.0 35.0 30.0 25.0 20.0 15.0 10.0 5.0 0.0
Series1

work 38.9

education 5.6

shopping 11.1

other 44.4

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

% of respondents

USER PERCEPTION SURVEY

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

120.0 100.0 100.0 80.0 60.0 55.6 44.4 33.3 90.0 66.7 80.0 70.0

FACILITY ANALYSIS :Accessibility

83.3

61.1 55.6 44.4 38.9

40.0
20.0 0.0 0.0 Buses conjested? willing to use feeder services yes % no%

60.0
50.0 40.0

Do you think bus /auto stops are too far?

30.0 20.0 10.0 0.0 parking enough? Direct entrance from road More no. of entrances to to platform station yes % no% 16.7

120.0 100.0 100.0 80.0 60.0 40.0 20.0 0.0 Do you prefer surface walkways over subway? Are the walkways safe?` Do you want escalator? Do you want ramp? travelator necessary? 55.6 44.4 27.8 11.1 72.2 50.0 50.0 88.9

0.0

Observations: All respondents willing to opt for feeder services Almost 2/3rd of the respondents feel that bus/auto stops are too far from the station . An overwhelming majority in favor of provision of ramps and escalators at the station. Safety of walkways a major concern. Requirements: Feeder services Accessible interchange facilities Ramps/escalators for easy barrier free access Well lit secure walkways

yes %

no%

USER PERCEPTION SURVEY

100.0 90.0 80.0 70.0 60.0 50.0 40.0 30.0 27.8 72.2 77.8 77.8

88.9

FACILITY ANALYSIS : Facilities

Recreational facilities desired
120 100 % of respondents

22.2

22.2 11.1

20.0
10.0 0.0 Integrated ticket system ticket vending machines? yes % internet booking? no%

80 60 40

do you have a monthly pass?

20
0 tv 100 magazine stands 50 audio 44.4

90.0 80.0 70.0 60.0 50.0 40.0 30.0 20.0 10.0 0.0

77.8

83.3 61.1 50.0 38.9 22.2 16.7 50.0

Series1

Observations: High demand for ticket vending machines. Maximum people are using internet booking options. Air conditioned waiting areas desired Dorm facilities not required More seating required for the general public Requirements: Ticket vending machines Internet kiosks for bookings More seating Recreational facilities: TV in the waiting areas Magazine stands required.

waiting areas be air Do you use dorm conditioned? facilities? yes %

Are seating areas enough? no%

Do you want covered platform for entire length?

USER PERCEPTION SURVEY

Requirement of more shops

yes % 22% no% 120.0 100.0 100.0 80.0 78% 60.0 40.0 20.0 0.0

FACILITY ANALYSIS : Facilities

88.9

88.9

94.4

44.4

38.9

44.4 33.3

Willingness to pay for extra facilities

yes % no% Type of shop that you want

44% 56%

Requirements: snacks/juice bar fruits/veg shops books/magazine shops medicine shops

USER PERCEPTION SURVEY

9 8 7 6 5 4 3 3.7 3 5.4 7.6

8.5

FACILITY ANALYSIS :Time

Observations

5.16
4.5 4.5 Average Maximum Desired 1.5

Average present waiting time at the auto stop was found to be 3.7minutes which is more than the desired ( 3 minutes) Average present waiting time at the bus stop was found to be 5.16 minutes which is more than the desired ( 4.5 minutes) Average present ticketing time at railway station was found to be 4.5minutes which is more than the desired (1.5minutes)

2
1 0 Waiting time at autostop Waiting time at bus stop

Ticketing time

20 18 16 14 12 10 10 8 6 4 2 0 Average time spent walking Average waiting time at platform 2.5 5 8.5 8.5 Average Maximum Desired 17.5

Average time spent walking was found to be 8.5minutes which is more than the desired (2.5minutes) and which is equal to the maximum . Average waiting time at platform was found to be 4.5minutes which is more than the desired (5minutes) and even more than the maximum which is 10 minutes.

USER PERCEPTION SURVEY

IMPORTANCE SATISFACTION ANALYSIS

Bus Stop
4.5 4 3.5 3 2.5 2 1.5 1 0.5 0 bus stop performance frequency of bus service feeder service importance satisfaction 6

Interchange
5
4 3 2 1 0 importance satisfaction

Paratransit
3.5 3 2.5 2 1.5 1 0.5 0 paratransit stop performance frequency of auto service safety of stand distance from building importance satisfaction

USER PERCEPTION SURVEY

IMPORTANCE SATISFACTION ANALYSIS

Railway Station
6 5 4 3 2 importance 1 0 satisfaction

USER PERCEPTION SURVEY

100%

90%
80% 70% 60% 50% 40% 30% 20% 10% 0% Students LIG MIG HIG No Yes

100% 90% 80% 70% 60% 50% 40% 30% 20% 10% 0%

APPROPRIATENESS

No Yes

Primary

Class XII

Graduate

100% 90% 80% 70% 60% 50% 40% 30% 20% 10% 0%

Willingness to pay for extra services v/s income group

No
Yes

100% 90% 80% 70% 60% 50% 40% 30% 20% 10% 0%

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

No Yes

Students

LIG

MIG

HIG

Willingness to have more shopping area v/s income levels

<18 yrs 18-40 yrs 40-60 Willingness to use ramps v/s age group

60<

USER PERCEPTION SURVEY

Facilities at para transit stop importance paratransit stop performance frequency of auto service safety of stand 1 2 1 2 satisfaction 3 2 3
IMPORTANCE

ANALYSIS

IMPORTANCE SATISFACTION ANALYSIS

SATISFACTIO N 5 4 3 2 1

distance from building

Facilities at bus stop

1 2

importance

satisfaction
3

bus stop performance

frequency of bus service feeder service Miscellaneous

1
1 2

4
4

3 4

Observations
importance satisfaction 4 4 5 3 3 4 4 1 1 1 2 1 1 1

parking areas pedestrian pathways disable access level changes Surveillance Toilet facilities Cleanliness Organised areas in the interchange weather protection in interchange areas Safety

The most critical aspects which are to be taken care of - Feeder service - Parking areas - Pedestrian pathways - Disable access - Toilet facilities - Cleanliness - Weather protection Second most critical aspects -Safety of para transit stop -frequency of bus service - level changes in the railway station -Safety

1
2 2

5
4 3

USER PERCEPTION SURVEY

Facilities at railway station importance building entrances accessible location of entrances walking distance to ticket counter queuing time Queuing space No. of ticket counters Location of ticket counters Real time information Information system placement Walking distance (from ticket counter to platform) Alignment of platform and the entrance location Goods loading/unloading area on platform Safety or surveillance of platform Waiting area in platform 2 2 2 2 2 2 2 1 2 2 2 2 2 1 2 satisfaction ANALYSIS 2 2 2 3 3 3 2 3 3 3 3 5 3 3 4

IMPORTANCE SATISFACTION ANALYSIS

Observations The most critical aspects which are to be taken care of -Goods loading and unloading area -Total railway station performance Second most critical aspects -Queuing time - Queuing space No. of ticket counters Real time information Information system Waiting area in plat form Third most critical aspects - Building entrances - location of entrances - walking distance to ticket counter - Location of ticket counters

Railway station performance

USER PERCEPTION SURVEY

TRAFFIC ANALYSIS

EXISTING SITUATION

Traffic Volume Count

TRAFFIC ANALYSIS

LINK NAME

PEDESTRIANS

PCU

V/C

PAVEMEN T

ENCROACHMENT OF PAVEMENT

ENCROACHMEN T OF ROAD

ON STREET PARKING

PROMINENT MODE ALONG THE LINK Two-Wheeler Non Specific

Railway Station to Panposh Road, via Hotel Aastha Railway Station to Madhusudhan Marg

108 456

6.3% 26.6%

130.8 450.6

0.12 0.41

Absent Absent

NA NA

Very Less Informal Sector near the ParaTransit Stand Nil Informal shops situated along the stretch at certain locations

Very Less Present along the Commercial Stretch Nil Truck Parking in front of Fakir Mohan market. Otherwise negligible Nil

Towards the Railway Station Towards the Bus Stand

586 438

34.1% 25.5%

156.6 180

0.14 0.16

Absent Absent

NA NA

Non Specific Pedestrians Cyclists

Along Alternative Entrance/ Exit

126

7.5%

51.6

Absent

NA

Very Less

Pedestrians Two Wheelers

TOTAL

1714

918

Traffic Volume Count

TRAFFIC ANALYSIS

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

Mode Availability and Usage of Mode

-Pedestrians constitute most of the traffic, and no provisions are made for their circulation. - Two wheelers ranks the highest in modal choice followed by four wheelers and auto rickshaw.
23% 11%

4%

5% Cycle

Cycle rickshaw
2 Wheelers 57% Auto Rickshaw Car/jeep Lcv

Parameters Responsive to street congestion

Probable Solutions for Implementation Dedicated Corridors for Pedestrian and Motorized Modes of transport Road Widening of roads at strategic locations Strategic Relocation of Encroachments Pedestrianisation of corridors to the possible extent Reduction of unnecessary travel movements Explore scope of Para-Transit/ Feeder Service

Responsive to travel costs Responsive to Availability of Public transport

Responsive to the growth of the Surroundings OBSERVATIONS

Incorporation of ancillary activities along the stretch

Mapping Pedestrian Routes & Demand

TRAFFIC ANALYSIS

RAILWAY STATION

438 Pedestrians

586 Pedestrians

456 Pedestrians

BUS STAND

PARA-TRANSIT

CONFLICT POINTS MAX. DEMAND

INFRASTRUCTURE ANALYSIS

EXISTING SITUATION

ELECTRIC LINES CROSSING OVER THE ROAD

NO STREET LIGHTING ON THE ROAD

NO PEDESTRAIN ON THE ROAD

NO PEDESTRAIN PATHWAY ON THE ROAD

NO PEDSTRAIN PATHWAY ON THE ROAD ROAD LINKING THE RAILWAY STATION AND BUS STAND

STREET LIGHT ON THE 1 SIDE OF ROAD ONLY

ROAD IN FRONT OF RAILWAY STATION

ROAD IN FRONT OF BUS STAND NO PEDESTRAIN AREA

OPEN DRAINS IN SOME AREA

EXISTING STREET LIGHTING , ELECTRICTY DISTRIBUTION LINES

CCTV LOCATIONS TRANSFORMER FLOOD LIGHTS

Improper street lighting

STREET LIGHT ELECTRIC LINE

NO Segregation of pedestrian and vehiclular movement

Crossing of the electric lanes over the road

STREET LIGHT WIRE

No Defined pedestrain path

NO Flood lights at the MADHUSUDAN chowk

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

EXISTING DRAINAGE AND SOLIDWATSE SITUATION

Major problems of drainage and solid waste

This area is highly polluted due to the presence of vendor Drains are not well maintained as in some area are these are open . No proper waste disposal area / collection area..

OPEN ROADSIDE DUMPING CLOSED DRAINS OPEN DRAINS OPENING TO DRAINS

Existing section through the road in front of the railway station

Existing section through road in front of BUS STAND

PROPOSALS FOR THE ELECTRIC LANES AND STREET LIGHTING

TRANSFORMER FLOOD LIGHTS STREET LIGHT UNDERGROUND ELECTRIC LINE STREET LIGHT WIRE

Proposals
Underground electric lane Flood lighting at junctions. UNDERGROUND ELECTRIC LANES PITS Solar panel street lighting . Lighting also provided along the pedestrian movement .

SOLAR PANEL STREET LIGHTING

Solar street lights are independent of the utility grid. Hence, the operation costs are minimized. Solar street lights require much less maintenance compared to conventional street lights. Since external wires are eliminated, risk of accidents is minimized. This is a non polluting source of electricity Separate parts of solar system can be easily carried to the remote areas

PROPOSALS FOR THE ELECTRIC LANES AND STREET LIGHTING

Regular Street Light

Uses standard size/connection 90 W high pressure sodium 5500 Lumens (3850 effective) 30-50 Lumen / Watt Photo-sensor or wire control No Back Up Power Source

DX3 Solar Street Light

Uses standard size/connection 30W Ultra High Efficient Array 3400 Lumens 120+ Lumen / Watt Photo-sensor, wire or solar panel Internal Battery, fully integrated into Street Light Head (Approx. 3 nights autonomous operation/battery reserve) Integrated solar array Solar powered Works during power outages No trenching No wire in ground No wire in pole Simple install Safe to install (12V) Does not attract insect

No solar array Requires electricity Works only when grid is energized Cable requires expensive trenching Additional wiring in the ground Wire in the pole Significant resources to install Special crews for safe installation & commission Attracts insects

Municipal waste

B. Recyclables A. Organic
Food waste vegetables waste Garden trimmings dry leaves
Paper Plastics/polyethenes Rubber, leather Glass & ceramics Textile/cottons Earthen wares Metal Coconut shells

C. Inert Dirt Sand Dust soil

63.00

For B i o degradable wastes

For Re-cyclable wastes

Solid waste management

Calculations
The stretch will be mostly used by the floating population which depends on the transits Bins for Commercial Establishments/Shops : It is assumed that one bin will serve 25 shops. Organic waste will be collected daily & recyclable waste will be collected once in a week. Providing 100L capacity fibre glass bins for bio degradable waste and 500L capacity bins for recyclable wastes. Waste density for bio degradable waste = 300 kg/cubic metre Waste density for bio degradable waste = 150 kg/cubic metre Total no. of people using the stretch from railway station to bus stand, per day= around 4500 Total waste generated per day= 4500X.05kg=225 kg waste generated by the shops=0.5X80=40kg Total waste generated = 265 kg

Total no. of people using the stretch from railway station to Madhusudan chowk per day= around 5000 waste generated per day per pedestrians= 5000X.05kg=250 kg waste generated by the shops=0.5X84=42kg Total waste generated = 292 kg assuming that 1/4th of the total waste is organic Amount of organic waste = 70 kg Amount of recyclable waste= 222 kg Bio degradable waste N=70/(300X0.1X1X1)=3 Recyclable waste N=190/(150X.5X1X1.6)=2 N=W/(DXSXF1XCF)Where N = Number of collection bins W = Total quantity of waste generated per day in Kg D = Density of waste in Kg/m

assuming that 1/4th of the total waste is organic Amount of organic waste =70 kg Amount of recyclable waste= 195kg
Bio degradable waste N=70/(300X0.1X1X1)=3 Recyclable waste N=195/(150X.5X1X1.6)=2

S= Size of bins in m3 F1= Average filling rate of bin. (Generally 80 %) CF = Collection Frequency

Solid waste management: Calculations

At railway station
Total no. of people using railway station per day = 6000 Waste generated per person = 100g Total waste generated= 600kg assuming that 1/4th of the total waste is organic Amount of organic waste = 150 kg Amount of recyclable waste= 450 kg
Bio degradable wastes N=70/(300X0.1X1X1)=5 Recyclable wastes N=190/(150X.5X1X1.6)=4

At Bus stand
Total no. of people using railway station per day = 1000 Waste generated per person = 100g Total waste generated= 100kg assuming that 1/4th of the total waste is organic Amount of organic waste = 25 kg Amount of recyclable waste= 75 kg
Bio degradable wastes N=25/(300X0.1X1X1)=1 Recyclable wastes N=75/(150X.5X1X1.6)=1

Bins for Institutions It is assumed that two trash bin will be placed in each institution. Both Organic waste & recyclable waste will be collected daily. Bins for Hotel and Restaurant 2000 litres capacity will be placed at each hotels and restaurant for collection of bulk generation of organic waste.

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

Solid waste management: calculations

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

Two types of bins will be placed together

500L capacity fibe glass black colourbins for recyclable waste

Solid waste management: positions of bins

URBAN DESIGN

EXISTING SITUATION

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

View corridor

View corridor

Statue in the madhusudhan chowk

URBAN DESIGN

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

VISUAL POLLUTION

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

URBAN DESIGN

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

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

URBAN DESIGN

STREETSCAPE

Observations: Screenings: Screening provides a visual buffer between pedestrian and vehicular spaces and separation of public areas from parking and circulation areas, as well as grade Areas required landscape changes. There are no such screenings present. in road divider Landscape : trees and plants are less. Area lacking street lighting utility: no trash receptacles, people drop plastic waste on road side. Areas that can be treated with Street lighting is not adequate in road connecting railway vegetation station to bus stand. Requirement: There should be screenings between public parking area and the street. The road divider can be treated with some small plants. Trash receptacles are required. There should be adequate street lighting

URBAN DESIGN

PROPOSALS

Issue identification & broad proposals

LANDUSE
Proposed Truck parking = 862 sq m on the land available near informal sector. The area can accommodate 15 trucks. Area for 1 truck = 50 sqm . Therefore for 15 trucks = 750 sqm Expansion of existing parking near commercial area = 2681 sqm No. of cars parked = 50 , No. of Two wheelers = 400, No of autos = 15 Proposal = 500 two wheelers, 60 cars and 20 autos Area = (500* 2.5) + (60 * 15) + (20 *8) = 2310 sq m Accquired railway land = 4700 sq m Relocation of informal shops = 1000 sq m Formal Commercial = 430 sq m Plaza = 2200 sq m Feeder Paking = 850 sq m Toilets = 220 sq m Effective road width of bus stand strech is 4.5 m Encroached area = 1.5m Encroachments removed and converted to pedestrian pathway

PROPOSALS

PROPOSALS

LANDUSE

COMPARISON OF EXISTING AND PROPOSED LANDUSE

50000 45000 40000 35000 30000

25000
20000 15000 10000 5000 0

Existing Proposed

PROPOSALS

TRAFFIC MANAGEMENT PLAN

The vehicular movement along the stretch of the road is guided by the main principle to decongest the intersection in front of the railway station and put the alternate entrance to maximum use. The introduction of a feeder service is looked upon as a viable option to make the link between the railway station and the bus stand more accessible. The link being almost 400 m long, cannot be accessed easily by pedestrians. The entry and exit for the feeder service is separated from the main entrance and exit

Traffic Management Plan Indicating The Movement Of Vehicular Traffic

PROPOSALS

TRAFFIC MANAGEMENT PLAN

The pedestrian movement which was otherwise chaotic at the intersection is improved by provision of pavements along one side of stretch 1 and along both the sides of stretch 2. The pavement along stretch 1 is integrated with facilities such as eateries, fruit and vegetable vendors, groceries, etc and a plaza which doubles as a recreational zone.

Traffic Management Plan Indicating The Movement Of Pedestrian Traffic

PROPOSALS

PARKING MANAGEMENT (Inside Railway Station)

As observed with the help of the survey data, most of the respondents use the station almost once in every month and 28 % of the total users surveyed use the station on a daily basis, the reasons for the regular trips being work and other personal (including family engagements). Almost 40% respondents use auto rickshaw to reach the station indicating importance of this particular mode. A large portion of the respondents feel that the bus stand and auto stands are too far to travel by foot. The safety along the walkways to the same mentioned facilities is a major concern here. Hence as observed, the major concerns to be looked upon here are: Parking spaces for cars and auto rickshaws, and The unorganized Drop off/Drop in system for passengers who are coming/leaving to/from the station. Inconvenient accessibility to public modes of travel.
Views of the Existing Parking and Circulation at the Railway Station The above illustrates the haphazard parking of the auto rickshaws, taxis and private vehicles. Also there is no specific pathway demarcated for Pedestrians especially with luggage. The station can be accessed by two entry/exit gates which serve as a major reason for this unorganized vehicular and pedestrian circulation. Absence of Facilitation centres and Information kiosks lead to probable misguidance in terms of direction and choice of facility to be availed by the people while coming out of the Rourkela railway station. Since the maximum portion of the vehicular inlet/outlet happen at the main entrance of the railway station, this contrasting distribution leads to more chances of accidents in that zone.

PROPOSALS

PARKING MANAGEMENT (Inside Railway Station)

As observed, the major concerns to be facilitated here are Parking spaces for cars and auto rickshaws, and
An organized Drop off bay for passengers who are coming to the station. The additional development strategies and proposals will include the following: Auto Rickshaw Pre paid Stand Tourist information Facilitation Centre Taxis prepaid counter Bus interchange facilitation Centre Feeder pickup/drop point and feeder user shaded seating

42X5.5 sq m

1.

42X5.5 sq m Area Green

60X3.5 sq m 25X3.5 sq 25X3.5 sq m m Facilitatio nCentre 2m wide drop off bay 85X5.5 sq m

6.

2.

3. 85X4 sq m 4. 85X4 sq m 5.
ENTRY EXIT

85X5.5 sq 85X2 sq m m

Feeder Parkin g for 30 feeder s

7.

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

PROPOSALS

1 . 2 . 3 . 4 . 5 . 6 . 7 .

Parking for 24 four wheelers 10 m wide road

Parking for 56 four wheelers 10 m wide road Parking for 170 two wheelers 5 m wide road Parking for 170 two wheelers 5 m wide road Parking for 170 two wheelers 5 m wide road Parking for 50 autos and 80 cycles 7 m wide road Feeder Parking for 30-35 feeders and prepaid taxi booth