Report - Comprehensive Mobility Plan For Dwarka Zone K-II

Comprehensive Mobility Plan for Dwarka (K-II) area - Delhi
FINAL REPORT
March-2024
1
Contents
CHAPTER 1. Introduction ............................................................................................................. 19
1.1. Project Context .................................................................................................................................... 19
1.2. Objectives of the Study .................................................................................................................... 19
1.3. Scope of the Study ............................................................................................................................. 20
1.4. Structure of the Report..................................................................................................................... 21
CHAPTER 2. Study area Profile .................................................................................................... 22
2.1. Profile of NCT of Delhi ...................................................................................................................... 22
Background .................................................................................................................................. 22
Transport System ....................................................................................................................... 23
Mass Transport System ........................................................................................................... 23
Travel Demand............................................................................................................................ 23
2.2. Profile of Dwarka................................................................................................................................. 24
Location ......................................................................................................................................... 24
Demographic Profile ................................................................................................................ 26
Economic Profile ........................................................................................................................ 26
Existing Land Use Pattern ....................................................................................................... 26
Proposed Land Use ................................................................................................................... 27
CHAPTER 3. Analysis of Existing Traffic and Travel Characteristics ......................................... 29
3.1. General.................................................................................................................................................... 29
3.2. Road Network Characteristics ........................................................................................................ 29
Road Hierarchy ........................................................................................................................... 29
Right of Way ................................................................................................................................ 30
Speed and Delay ........................................................................................................................ 30
3.3. Traffic Characteristics ........................................................................................................................ 32
Traffic Characteristics at Outer Cordon Point ................................................................. 32
Traffic Characteristics at Screen Line & Mid-Block ....................................................... 34
3.4. Travel Characteristics ......................................................................................................................... 36
Household Socio-Economic Characteristics .................................................................... 36
Travel Characteristics................................................................................................................ 37
3.5. Mass Rapid Transit (MRT) System Characteristics .................................................................. 40
Passenger Travel Demand Characteristics ....................................................................... 41
Metro User Characteristics (Main Haul Trips) ................................................................. 42
3.6. Public Transport System Characteristics .................................................................................... 42
City bus service supply Characteristics .............................................................................. 42
City bus service user Characteristics................................................................................... 46
Bus Routes and Fleet Size....................................................................................................... 48
Public Transport Accessibility Level (PTAL) ...................................................................... 49
3.7. Shared Mobility ................................................................................................................................... 51
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Shared Mobility Options in Dwarka.................................................................................... 51

Shared Mobility Pattern .......................................................................................................... 52
3.8. Intermediate Public Transport (IPT) System Characteristics ............................................... 54
User Characteristics................................................................................................................... 56
3.9. Parking Characteristics...................................................................................................................... 58
On-Street Parking ...................................................................................................................... 59
Off-Street Parking...................................................................................................................... 61
Parking Characteristics ............................................................................................................ 64
3.10. Pedestrian Characteristics ........................................................................................................... 65
Walkability .................................................................................................................................... 65
Pedestrian Count ....................................................................................................................... 72
3.11. Terminal Characteristics ............................................................................................................... 73
Introduction ................................................................................................................................. 73
Physical Characteristics:........................................................................................................... 73
Operational Characteristics: ................................................................................................... 73
Access Dispersal Characteristics of Palam Railway Station: ....................................... 74
Parking at Palam Railway Station ........................................................................................ 77
3.12. Establishment Characteristics .................................................................................................... 78
Classification of Commercial and PSP as per MPD 2021............................................ 79
Estimation of Employment and Visitors Rate by Establishment Wise ................... 81
Employment Density ................................................................................................................ 81
3.13. Fuel Usage Characteristics .......................................................................................................... 82
3.14. User Opinion survey ...................................................................................................................... 83
3.15. Issues................................................................................................................................................... 85
Issues with Road Network ...................................................................................................... 85
Issues with Public Transport .................................................................................................. 86
Issues with Shared Mobility ................................................................................................... 86
Issues with Parking .................................................................................................................... 87
Issues with Non-motorized Transport (NMT) ................................................................. 87
Issues with Walkability ............................................................................................................. 87
Issues with Terminals ............................................................................................................... 89
Issues at Intersections .............................................................................................................. 89
Issues with Multi – Modal Integration ............................................................................... 89
Other issues............................................................................................................................. 89
CHAPTER 4. Service Level Benchmarking ................................................................................... 90
4.1. Introduction .......................................................................................................................................... 90
4.2. Benchmarking Procedure ................................................................................................................ 90
4.3. Evaluation of Present Traffic Infrastructure for Dwarka ....................................................... 91
CHAPTER 5. Base Year Travel Demand Modelling ..................................................................... 93
5.1. Introduction .......................................................................................................................................... 93
5.2. Estimation of Base Year Travel Demand .................................................................................... 93
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Methodology of Population Estimation............................................................................ 95

Methodology of Employment Estimation ........................................................................ 97
5.3. Transport Network ............................................................................................................................. 99
5.4. Transit Network Coding ................................................................................................................. 101
5.5. Travel Demand Modelling Approach ........................................................................................ 102
5.6. Trip Generation .................................................................................................................................. 104
5.7. Trip Distribution ................................................................................................................................ 106
5.8. Modal Split .......................................................................................................................................... 108
5.9. Traffic Assignment ............................................................................................................................ 110
Private vehicles Trip Assignment – Base year ............................................................... 110
Public Transport Trip Assignment – Base year ............................................................. 111
CHAPTER 6. Alternate Development Strategies ....................................................................... 114
6.1. Planning Imperatives ....................................................................................................................... 114
6.2. Development constraints ............................................................................................................... 115
6.3. Population Distribution Strategy ................................................................................................ 117
Strategy 1: Master Plan Development Strategy (P1) .................................................. 117
Strategy 2: Transit Oriented Development Strategy (P2) ......................................... 119
6.4. Employment Distribution Strategy............................................................................................. 123
Strategy 1: Linear concentrated Nuclei Structure (E1) ............................................... 123
Strategy 2: Multi – nuclei structure (non-uniform) (E2) ............................................ 125
6.5. Transport Structure Strategies ..................................................................................................... 127
Strategy 1: Master Plan Road Network along with committed metro project
under considerations (N1) ...................................................................................................................... 127
Strategy 2: N-1 strategy along with new MRTS corridors and PT system at sub
city level (N2) ............................................................................................................................................... 128
6.6. Identification of Appropriate Scenarios of Urban Development .................................... 130
Scenario 1: Master Plan + Committed Developments (Combination of P1, E1 and
N1) 130
Scenario 2: Sustainable Urban transport Scenario (Combination of P2, E2 and N2
strategies) ..................................................................................................................................................... 131
CHAPTER 7. Horizon year Travel demand forecast - 2041 ...................................................... 133
7.1. Background ......................................................................................................................................... 133
7.2. External trips forecast ...................................................................................................................... 133
Delhi Planning zone forecast .............................................................................................. 133
7.2.2 Population forecast of land pooling zones.................................................................... 137
7.2.3 Other external zones population forecast...................................................................... 138
7.2.4 External trips growth rate ..................................................................................................... 138
7.3 Horizon Year Travel Demand Model ......................................................................................... 140
7.4 Scenario 1: BAU: Master Plan with Committed development projects scenario
(P1E1N1) ............................................................................................................................................................ 140
7.5 Scenario 2: SUTP – Sustainable urban transport scenario (P2E2N2) ............................. 141
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7.6 Scenario 3: SUTP – Sustainable urban transport scenario +TDM (P2E2N2) ............... 142
7.6.1 Sensitivity of Parking Charges ............................................................................................ 143
7.7 Selection of best Scenario ............................................................................................................. 144
7.7.1 Impacts of scenarios on Modal share .............................................................................. 144
CHAPTER 8. Vision and Goals .................................................................................................... 145
8.1. National Urban Transport Policy ................................................................................................. 145
8.2. Vision for Dwarka.............................................................................................................................. 146
8.3. Mission.................................................................................................................................................. 146
8.4. Goals ...................................................................................................................................................... 146
8.5. Strategies ............................................................................................................................................. 147
CHAPTER 9. Transport Improvement Policies & Strategies .................................................... 149
9.1. Master Plan Proposals..................................................................................................................... 149
9.2. Public Transport and Para Transit Improvement .................................................................. 149
Bus Transport ............................................................................................................................ 149
Para Transit ................................................................................................................................ 150
9.3. Priority for Non -motorised transport & Walkability .......................................................... 150
9.4. Integrating Land Use and Transport through Transit – Oriented Development (TOD)
150
TOD Concept ............................................................................................................................. 150
Delhi TOD Policy & Regulations ........................................................................................ 151
9.5. Parking Management ...................................................................................................................... 151
9.6. Travel Demand Management ...................................................................................................... 152
CHAPTER 10. Comprehensive Mobility Plan Proposal............................................................... 153
10.1. Regional Connectivity Enhancement .................................................................................... 153
Rail Connectivity....................................................................................................................... 153
Regional Road network connectivity ............................................................................... 154
10.2. Improvement in Active Transport Infrastructure .............................................................. 155
Immediate and Short – Term Improvements ................................................................ 155
Medium Term Improvements ............................................................................................. 173
10.3. Public Transport (Bus) Improvement .................................................................................... 176
Action Plan 1: During COVID-19 (Immediate improvement) .................................. 176
Action Plan 2: Improvement in Reliability & Rationalization of bus Routes (Post
COVID scenario) ......................................................................................................................................... 179
Medium- and Long-Term Improvements ...................................................................... 187
10.4. Intermediate Public Transport Improvement .................................................................... 193
Proposed E-Autos in Immediate and Short term improvements .......................... 193
Immediate and Short-Term Improvements ................................................................... 195
10.5. Road network Improvements .................................................................................................. 197
Short-Term Improvements................................................................................................... 197
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Feasibility of ZDP Roads........................................................................................................ 200

10.6. Proposed road network hierarchy ......................................................................................... 201
10.7. Intersection Improvement ........................................................................................................ 202
Intersection 1: Ashirvad Chowk .......................................................................................... 203
Intersection 2: Sector 10 ....................................................................................................... 208
Intersection 3: Road 201 & 224.......................................................................................... 213
Intersection 4: Apoorva chowk intersection .................................................................. 218
Intersection 5: Dwarka mor intersection ......................................................................... 223
10.8. Parking Infrastructure Improvement..................................................................................... 225
Immediate and Short-Term Improvements ................................................................... 225
Medium – and Long – Term Proposals ........................................................................... 233
10.9. Urban Freight Planning and Management Strategies.................................................... 237
Urban Freight ............................................................................................................................ 237
Freight Distribution Strategies within Dwarka .............................................................. 240
General Freight Management Strategies........................................................................ 242
10.10. Low Carbon Mobility................................................................................................................... 245
10.11. Shared Mobility ............................................................................................................................. 245
Challenges to Shared Mobility in India....................................................................... 246
Shared Mobility in the Post – Pandemic World....................................................... 246
Emerging shared mobility form - Demand Responsive Transit (Bus) Service
(DRTS) 248
Shared Mobility Hubs ........................................................................................................ 249
Micro Mobility ...................................................................................................................... 251
10.12. Electric Mobility ............................................................................................................................ 252
10.13. Travel Demand Management (TDM) .................................................................................... 254
TDM Strategies for Dwarka ............................................................................................. 254
10.14. Traffic Management and Control system............................................................................ 259
Traffic Management measures ...................................................................................... 259
Traffic Signals Proposals ................................................................................................... 262
Signal Synchronization Proposals ................................................................................. 263
Vehicle Actuated Signal Proposals ............................................................................... 264
10.15. Road Safety Policy ....................................................................................................................... 265
10.16. Integrated Transit Corridor Development .......................................................................... 266
SELECTION & PROFILE OF INTEGRATED TRANSIT CORRIDOR ......................... 266
Background ........................................................................................................................... 266
Selection of Transit Corridor ........................................................................................... 267
Integrated Transit corridor profile ................................................................................ 268
System selection .................................................................................................................. 275
Characteristics of Urban Mass Transit System ......................................................... 276
Geometric characteristics: ................................................................................................ 277
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Comparison of mass transit systems ........................................................................... 277

Selection of system based on technical feasibility ................................................. 280
Proposed Conceptual System Design ......................................................................... 281
System integration with other mass transit corridors ........................................... 288
Systems design alternatives ............................................................................................ 292
10.17. Multi Modal Transit Hub (MMTH) ......................................................................................... 295
CHAPTER 11. Costing and Implementation Plan ....................................................................... 297
11.1. Project Phasing.............................................................................................................................. 297
11.2. Project Prioritization.................................................................................................................... 297
11.3. Costing ............................................................................................................................................. 298
11.4. Funding Options for Urban Transport.................................................................................. 299
CHAPTER 12. Institutional Framework ........................................................................................ 310
12.1. Background .................................................................................................................................... 310
12.2. Existing Institutional Setup at Centre ................................................................................... 311
12.3. Existing Institutional Setup in Delhi ...................................................................................... 311
Transport Department ........................................................................................................... 311
Delhi Development Authority (DDA) ................................................................................ 313
UTTIPEC, DDA ........................................................................................................................... 315
Strengthening of other Organizations ............................................................................ 317
Education and Training ......................................................................................................... 318
12.4. Proposed Regulatory Measures.............................................................................................. 319
Changes for Transport Demand Management (TDM) measures .......................... 319
Traffic Safety Regulations ..................................................................................................... 319
Parking Policy ............................................................................................................................ 319
Road Safety Policy ................................................................................................................... 320
Annexures ................................................................................................................................. 321
ANNEXURE – 1: Walkability Improvement Measures along Metro Corridor ........................... 322
ANNEXURE – 2: Cycling Improvement Measures............................................................................... 328
ANNEXURE – 3: Public Bicycle Sharing Scheme (PBS) for Dwarka............................................... 333
ANNEXURE – 4: Parking Demand Management Strategies ........................................................... 334
ANNEXURE – 5: Parking Policy for Dwarka ........................................................................................... 340
ANNEXURE – 6: Parking Area Management Plan (PAMP) .............................................................. 356
ANNEXURE – 7: Road Safety Policy for Dwarka .................................................................................. 358
ANNEXURE – 8: Delhi Electric Vehicle Policy, 2020 ........................................................................... 367
ANNEXURE – 9: Shared Mobility Principles for Liveable Cities ..................................................... 377
ANNEXURE – 10: Planning for Shared Mobility Hub ........................................................................ 379
ANNEXURE – 11: Current and Proposed Regulatory Frameworks for Shared Mobility
Ecosystem in India.......................................................................................................................................... 398
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List of Tables
Table 2-1 Per capita trip rate (veh.) growth trends in Delhi ......................................................................................23
Table 2-2 Average Trip Length growth trends in Delhi (km) ....................................................................................24
Table 2-3 Motorised Trips growth trends in Delhi ........................................................................................................24
Table 2-4 Modal Split trends in Delhi ................................................................................................................................24
Table 2-5 Proposed Land Use for Dwarka as per ZDP (MPD-2021).......................................................................27
Table 3-1 Distribution of Primary Road Network Length ...........................................................................................29
Table 3-2 Speed and Delay Survey details .......................................................................................................................30
Table 3-3 Speeds on different hierarchy of roads (in kmph) ....................................................................................30
Table 3-4 Corridor speeds on the arterial roads ............................................................................................................30
Table 3-5 Corridor speeds of the sub arterial roads ....................................................................................................31
Table 3-6 LOS at Outer Cordon Locations ......................................................................................................................33
Table 3-7 Salient socio-economic characteristics of household .............................................................................36
Table 3-8: Per-Capita Trip Rate (PCTR) ..............................................................................................................................37
Table 3-9 Mode-wise average trip length (km) ............................................................................................................39
Table 3-10 Station-wise Metro Ridership in Dwarka ..................................................................................................41
Table 3-11 Trip Summary of Metro Users .......................................................................................................................42
Table 3-12 Summary for Access/Dispersal trip by Metro Users ..............................................................................42
Table 3-13: Distribution of bus routes as per alignment ............................................................................................44
Table 3-14: Distribution of bus routes as per Origin-Destination ..........................................................................44
Table 3-15: Overlapping of the bus routes ......................................................................................................................44
Table 3-16: Distribution of Public transport trips by urban development type ................................................46
Table 3-17: Mode and Urban development type wise average trip length ........................................................47
Table 3-18: Distribution of first and last mile trips by mode choice ......................................................................47
Table 3-19: Average trip length of first and last mile trips by mode and urban development type ........48
Table 3-20 Route wise fleet Details in Dwarka ..............................................................................................................48
Table 3-21 Bands of PTAL .......................................................................................................................................................50
Table 3-22 IPT Survey Locations .........................................................................................................................................55
Table 3-23 Trip Purpose Distribution of IPT Modes ....................................................................................................57
Table 3-24 Average Trip Length of Various IPT Modes .............................................................................................58
Table 3-25 Parking Locations Surveyed ...........................................................................................................................59
Table 3-26 Location wise On-Street Parking duration ................................................................................................60
Table 3-27 Parking Accumulation at On-street Parking locations (in ECS) .........................................................61
Table 3-28 Location wise Off-Street Parking Duration ...............................................................................................62
Table 3-29 Parking Accumulation at On-street Parking locations (in ECS) .........................................................63
Table 3-30 Parking duration at Millennium Park (in ECS) ..........................................................................................64
Table 3-31 Parking Accumulation at Millennium Park (in Veh.) ..............................................................................65
Table 3-32 Score Card for Walkability Audit ..................................................................................................................67
Table 3-33 : Pedestrian count at various locations (Per Day) ...................................................................................72
Table 3-34 : Pedestrian Count at various locations (Peak Hour) .............................................................................72
Table 3-35 Operational characteristics of Railway stations .......................................................................................74
Table 3-36 75th percentile of Trip Length .........................................................................................................................76
Table 3-37 Parking Characteristics at Palam Railway station ....................................................................................78
Table 3-38 Existing establishments by Classification of Commercial and PSP as per MPD 2021 ..............79
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Table 3-39 Existing Built-up Classification (Establishment type wise) ...................................................................79

Table 3-40 Estimated employment and visitor rate by establishment type wise .............................................81
Table 3-41 Is existing public transport system reliable in the city ..........................................................................83
Table 3-42 Is existing public transport system safe in the city ................................................................................83
Table 3-43 Is existing public transport system too expensive in the city ............................................................83
Table 3-44 Improvements Suggested by residents of the city ................................................................................85
Table 3-45 Issues reported by Ride Sourcing Users .....................................................................................................86
Table 3-46 Issues reported by Ride Sharing Users .......................................................................................................86
Table 4-1 Existing Level of Services for Transport Infrastructure at Dwarka ......................................................91
Table 5-1 Estimated Base Travel Demand ........................................................................................................................99
Table 5-2 : Links in Coded Network ....................................................................................................................................99
Table 5-3: Capacities adopted for Study Roads Network (PCU/Hour) at LOS F ............................................ 101
Table 5-4 Trip Distribution Model Validation .............................................................................................................. 108
Table 5-5 Mode-wise Input Parameters and Values ................................................................................................. 109
Table 5-6 Mode-wise Validation ....................................................................................................................................... 109
Table 5-7 Road Network Assignment Validation (Peak Hour – PCU) ................................................................. 113
Table 5-8 Road Network Assignment Location wise Validation (Peak Hour - PCU) .................................... 113
Table 6-1 Projected Population for Dwarka – 2041................................................................................................... 114
Table 6-2 Sub-City level areas and Sector numbers ................................................................................................. 118
Table 6-3 TOD Zone Demarcation.................................................................................................................................... 120
Table 6-4 Permissible Mix of Uses (distribution of FAR in TOD Scheme) ......................................................... 120
Table 6-5 Achieved FAR Levels in TOD Scenario ........................................................................................................ 123
Table 6-6: Estimated Employment from Committed Projects ............................................................................... 125
Table 7-1: Population and Area under various planning zones (1981 to 2011) ............................................. 134
Table 7-2: Planning zone wise holding capacity (In lakhs) ..................................................................................... 135
Table 7-3: Planning zone wise population forecast – HY2041 without land pooling .................................. 136
Table 7-4: Forecasted population of land pooling zones ....................................................................................... 137
Table 7-5: Adopted Planning zone wise population forecast with Land pooling scheme – HY2041 ... 138
Table 7-6: Population forecast of external zones other than NCT Delhi ......................................................... 138
Table 7-7: Adopted Growth rates for external trips with land pooling.............................................................. 139
Table 7-8: Horizon year daily trips forecasted under Master Plan scenario (Daily) ...................................... 139
Table 7-9: Horizon year trips forecasted under SUTP scenario (Daily) .............................................................. 139
Table 7-10: Comparison of Volume by Capacity ratio and PPHPD in major roads under various scenarios
........................................................................................................................................................................................................ 144
Table 7-11 Comparative Analysis of Modal Share for different scenarios (excl. NMT) ............................... 144
Table 7-12: Comparative Analysis of Key Performance Indicators ...................................................................... 144
Table 10-2 Guidelines for footpath width ..................................................................................................................... 162
Table 10-3: Proposed footpath/ widening .................................................................................................................... 162
Table 10-4: Proposed guidelines for Street light pole location ............................................................................ 165
Table 10-5 : Proposed controlled Pedestrian crossing facilities ........................................................................... 168
Table 10-6 Potential Trips for Bicycle Infrastructure ................................................................................................. 170
Table 10-7 Proposed Road Lengths with & without dedicated bicycle tracks ............................................... 170
Table 10-8 Length of roads for temporary bike lanes .............................................................................................. 172
Table 10-9 Phasing Details for Public Bike Sharing (PBS) ....................................................................................... 176
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Table 10-10 List of High & Low priority routes in the study area (During COVID-19) ................................ 178
Table 10-11 Prioritised bus routes ................................................................................................................................... 180
Table 10-12 Headway sensitivity analysis – Headway (Minutes) .......................................................................... 181
Table 10-13 Sensitivity analysis – Reliability (On time performance) ................................................................. 182
Table 10-14 Sensitivity analysis – Access time to bus stop .................................................................................... 183
Table 10-15 Rationalization of existing routes ............................................................................................................ 185
Table 10-16: Criteria for Choice of the Mode of Mass Rapid Transit System ................................................. 189
Table 10-17: Bus fleet Requirement for HY2031 & HY2041................................................................................... 191
Table 10-18: Fleet Requirement of E-Autos – Proposed IPT .................................................................................. 194
Table 10-19 Estimated Fleet Size Requirement at Metro Stations in Horizon Year (2026) ....................... 195
Table 10-20 Estimated Fleet Size of auto rickshaws at Metro Stations in Horizon Year (2041) .............. 196
Table 10-21 Parking Issues at Surveyed Parking Locations .................................................................................... 227
Table 10-22 Proposals for Ramphal Chowk Road ...................................................................................................... 229
Table 10-23 Considered parking locations for Area Parking Cluster .................................................................. 230
Table 10-24 Proposals for Area Parking Cluster for 4 Locations .......................................................................... 230
Table 10-25 Proposed locations and types of MLCPs .............................................................................................. 231
Table 10-26 Sector Level E-Rickshaw Connectivity from MLCPs .......................................................................... 232
Table 10-27 Estimated Sector-wise Residential Parking Demand for Dwarka ................................................ 233
Table 10-28 Estimated Sector-wise Commercial Parking Demand for Dwarka ............................................. 234
Table 10-29 Estimated Sector-wise PSP Parking Demand for Dwarka .............................................................. 235
Table 10-30 Impacts of Low carbon Intervention ...................................................................................................... 239
Table 10-31 Percentage of trips by employment type ............................................................................................. 255
Table 10-32 Public transport (bus) demand during normal day and COIVD-19 ........................................... 256
Table 10-33 Activity opening & closing timings in a normal day ........................................................................ 257
Table 10-34 proposed opening & closing timings of activities during COVID-19 ....................................... 257
Table 10-35 proposed business closure of activities during COVID-19 ............................................................ 258
Table 10-36: Traffic Management Measures ................................................................................................................ 260
Table 10-37: Summary of Major Intersections ............................................................................................................. 270
Table 10-38: Peak Hour Volume Count along the Corridor (BY-2020) .............................................................. 273
Table 10-39: Summary of major transport facilities .................................................................................................. 274
Table 10-40: Comparison of Mass transit system attributes .................................................................................. 278
Table 10-41: Types systems and their charaterstics .................................................................................................. 279
Table 10-42: Comparison between elevated and at grade systems ................................................................... 280
Table 10-43: Link Design elements .................................................................................................................................. 281
Table 10-44: Interchange at Dwarka Metro station to Proposed Station 1 ..................................................... 289
Table 10-45: Summary for economic analysis ............................................................................................................. 292
Table 10-46: Critical analysis of Underground passing and underground station with concourse ....... 295
Table 11-1 Criteria for Selection of Priority Measures .............................................................................................. 297
Table 11-2 Project Cost Based on Phasing (in Crores) ............................................................................................. 299
Table 11-3 Urban Transport Fund practice in Pimpri Chinchwad & Jaipur ...................................................... 302
Table 11-4 PPP Projects in India ........................................................................................................................................ 307
Table 12-1 Governing Body of the UTTIPEC ................................................................................................................. 316
Table 12-2 Executive Committee of the UTTIPEC ....................................................................................................... 317
Table 12-5 Suggested Capacity Building Programmes ............................................................................................ 318
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List of Figures
Figure 2-1 Land Use Plan of NCT of Delhi ........................................................................................................................22
Figure 2-2 Map showing the Location of Dwarka (Zone K-II of MPD-2021) ......................................................25
Figure 2-3 Map showing Layout of Dwarka (Zone K-II of MPD-2021) .................................................................25
Figure 2-4 Existing Land use Pattern of Dwarka K-II Area (2019) ...........................................................................26
Figure 2-5 Map showing Proposed Land Use Plan for Dwarka (Zone K-II under MPD - 2021)..................28
Figure 3-1 Existing Road Network hierarchy (Refer annexure 12A for larger map) ........................................29
Figure 3-2 Journey speed map of the Dwarka sub city during the peak hours (09:00 – 11:00 and 16:00 –
19:00) ...............................................................................................................................................................................................31
Figure 3-3 Traffic Flow Pattern (in PCUs) at Outer Cordon locations (24hours) (Refer annexure 12A for
larger map) ....................................................................................................................................................................................32
Figure 3-4 Level of Service at various Outer cordon survey locations ..................................................................33
Figure 3-5 Travel Movement Pattern..................................................................................................................................34
Figure 3-6 Average Daily Traffic at Screen Line & Mid-Block Location ................................................................35
Figure 3-7 Level of Service at Screen Line & Mid-Block .............................................................................................35
Figure 3-8 Distribution of households by Vehicle Ownership .................................................................................36
Figure 3-9 Distribution of trips by Mode of Travel (with Walk) ...............................................................................37
Figure 3-10 Distribution of trips by Mode of Travel (without Walk)......................................................................38
Figure 3-11 Distribution of trips by Purpose of Travel ................................................................................................38
Figure 3-12 Mode-wise TLFD ................................................................................................................................................39
Figure 3-13 Travel Desire Lines – Overall..........................................................................................................................39
Figure 3-14 Travel Desire Lines - Dwarka K-II .................................................................................................................40
Figure 3-15 Metro Stations in Dwarka Sub-City ............................................................................................................40
Figure 3-16 Types of Metro Trip Demands and their share ......................................................................................41
Figure 3-17 City bus routes operated by DTC and under Cluster scheme of DIMTS .....................................43
Figure 3-18 Overlapping of the Bus routes in Dwarka ................................................................................................45
Figure 3-19: Location of bus stops in Dwarka ................................................................................................................46
Figure 3-20 Public Transport Accessibility Levels (PTAL) for Public Bus Services .............................................51
Figure 3-21 Share of Trips by Shared Mobility options ..............................................................................................52
Figure 3-22 Purpose-wise Share of Trips by Shared Mobility ..................................................................................53
Figure 3-23 Purpose-wise ATL by Shared Mobility .......................................................................................................53
Figure 3-24 Purpose-wise ATT by Shared Mobility ......................................................................................................54
Figure 3-25 Purpose-wise ATC for Shared Mobility .....................................................................................................54
Figure 3-26 IPT Survey Locations ........................................................................................................................................55
Figure 3-27 Cost paid by IPT users (in terms of Percentage Shares) .....................................................................56
Figure 3-28 Trip Purpose Distribution of IPT Modes (in terms of Percentage Shares) ..................................56
Figure 3-29 Access distance of IPT users (in terms of Percentage Shares) .........................................................57
Figure 3-30 Waiting Time of IPT users (in terms of Percentage Shares) .............................................................57
Figure 3-31 Parking Locations Surveyed ...........................................................................................................................58
Figure 3-32 On-street Parking Duration – Cars ..............................................................................................................59
Figure 3-33 : On Street Parking Duration - Two-Wheeler .........................................................................................60
Figure 3-34 Parking Accumulation at On-street Parking Locations .......................................................................60
Figure 3-35 Parking Turnover at all On-street Parking locations ............................................................................61
Figure 3-36 : Off Street Parking Duration – Cars ...........................................................................................................62
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Figure 3-37 : Off Street Parking Duration – Two-Wheeler .........................................................................................62

Figure 3-38 Parking Accumulation at off street parking locations .........................................................................63
Figure 3-39 Parking Turnover at all Off-street Parking locations ...........................................................................63
Figure 3-40 Parking Index at Off-street Parking locations ........................................................................................64
Figure 3-41 Parking Duration at Millennium Park (in ECS) ........................................................................................64
Figure 3-42 Footpath Availability .........................................................................................................................................70
Figure 3-43 Walkability score details ..................................................................................................................................71
Figure 3-44 Link wise Walkability Score ............................................................................................................................71
Figure 3-45 Passenger flow at Palam Railway station .................................................................................................73
Figure 3-46 Access Mode Choice.........................................................................................................................................74
Figure 3-47 Dispersal Mode Choice ....................................................................................................................................74
Figure 3-48 Purpose wise access trips ...............................................................................................................................75
Figure 3-49 Purpose wise dispersal trips ..........................................................................................................................75
Figure 3-50 Mode wise access/dispersal trip length ....................................................................................................75
Figure 3-51 Mode wise access/dispersal trip time ........................................................................................................76
Figure 3-52 Mode wise access/dispersal trip cost ........................................................................................................76
Figure 3-53 Mode wise buffer radius .................................................................................................................................77
Figure 3-54 Vehicular composition .....................................................................................................................................77
Figure 3-55 Establishments in Dwarka sub city ..............................................................................................................80
Figure 3-56 Sector-Wise Employment Density...............................................................................................................82
Figure 3-57 Distribution of Cars as per fuel types ........................................................................................................83
Figure 3-58 Is it safe and convenient to walk on the streets of the road ............................................................84
Figure 3-59 Are you satisfied with the way you travel in the city ...........................................................................84
Figure 3-60 Lack of Maintenance ........................................................................................................................................88
Figure 3-61 Footpath too high, Obstruction due to hoarding .................................................................................88
Figure 3-62 Parking and vendor encroachment on footpath ...................................................................................88
Figure 3-63 Access to footpath blocked by On-street parking ...............................................................................88
Figure 5-1 Internal Traffic Analysis Zone system ...........................................................................................................94
Figure 5-2 Internal & External Traffic Analysis Zone system (Refer annexure for larger map) ...................94
Figure 5-3 : Methodological Flow chart of Population Estimation .........................................................................95
Figure 5-4 : Zonal Level Population Distribution ...........................................................................................................96
Figure 5-5 : Methodological Flow chart of Population Estimation .........................................................................97
Figure 5-6 : Zonal Level employment Distribution .......................................................................................................98
Figure 5-7 : Coded Road Network in the study area................................................................................................. 100
Figure 5-8 Coded Transit Network in the study area ................................................................................................ 101
Figure 5-9 Sequential Travel Demand Modelling Process ...................................................................................... 103
Figure 5-10 Trip Production Model.................................................................................................................................. 105
Figure 5-11 Trip Attraction Model .................................................................................................................................... 105
Figure 5-12 Trip Length Frequency Distribution (TLFD) .......................................................................................... 107
Figure 5-13 Trip Length Frequency Distribution (TLFD) in cumulative (%) ...................................................... 107
Figure 5-14 Base year Peak hour Private Transport Assignment – 2020 .......................................................... 111
Figure 5-15 Base year Peak hour Public Transport Assignment – 2020 ............................................................ 112
Figure 6-1: Colour Code Map RGI Airport ..................................................................................................................... 116
Figure 6-2: Development (Height) restriction in the study area ........................................................................... 117
12
Figure 6-3 Master Plan of Dwarka K_II Zonal Plan – 2021 ...................................................................................... 118
Figure 6-4 Sector level population distribution– HY 2041 Strategy P1 ............................................................. 119
Figure 6-5 TOD catchment area (HY 2041) ................................................................................................................... 122
Figure 6-6 Sector level Population Distribution (TOD - HY 2041) – Strategy P2 ........................................... 122
Figure 6-7 Linearly concentrated Nuclei Structure - HY 2041 (E1) ...................................................................... 124
Figure 6-8 Sector level Employment Distribution under E1 (HY-2041) ............................................................. 124
Figure 6-9 Multi - Nuclei Structure – non uniform - HY 2041 (E2) ...................................................................... 126
Figure 6-10 Sector level Employment Distribution (HY-2041) – Scenario E2 .................................................. 126
Figure 6-11 Master Plan Network and committed MRTS projects under N1 strategy ................................ 128
Figure 6-12 Proposed additional new links and widening of roads under N2 strategy ............................. 129
Figure 6-13 Proposed additional MRTS under N2 strategy ................................................................................... 129
Figure 6-14 Proposed Sub city level bus system (new) under N2 strategy ..................................................... 130
Figure 6-15 Master Plan Network and committed MRTS projects under N1 strategy ................................ 131
Figure 6-16 Proposed Road network hierarchy under scenario 2 ....................................................................... 131
Figure 6-17 Proposed transport network under scenario 2 ................................................................................... 132
Figure 6-18 Proposed Sub city level bus system (New) under scenario 2 ........................................................ 132
Figure 7-1 Planning zones in Delhi .................................................................................................................................. 134
Figure 7-2 DDA proposed Land Pooling zones in Delhi .......................................................................................... 137
Figure 7-3 Peak Hour PCU assignment of BAU Scenario (Peak Hour – HY2041) .......................................... 140
Figure 7-4 Peak Hour passenger assignment of BAU Scenario (Peak Hour – HY2041) .............................. 141
Figure 7-5 Peak Hour PCU assignment of SUTP Scenario (Peak Hour – HY2041) ........................................ 141
Figure 7-6 Peak Hour passenger assignment of SUTP Scenario (Peak Hour – HY2041) ............................ 142
Figure 7-7 Peak Hour PCU assignment of Scenario 3 (Peak Hour – HY2041)................................................. 142
Figure 7-8 Peak Hour passenger assignment Scenario -3 (Peak Hour – HY2041) ........................................ 143
Figure 7-9: Sensitivity of parking charges ..................................................................................................................... 143
Figure 9-1 TOD along Transit Stations............................................................................................................................ 151
Figure 10-1: Proposed Commuter rail service (Rewari to Delhi) .......................................................................... 153
Figure 10-2 : Proposed Regional Road Network connectivity .............................................................................. 154
Figure 10-3 Existing pedestrian network density map ............................................................................................. 156
Figure 10-4 Proposed Footpaths and Trails.................................................................................................................. 157
Figure 10-5 Improved pedestrian network density ................................................................................................... 158
Figure 10-6 Observed Typical Cross-section 60m ROW .......................................................................................... 159
Figure 10-7 Proposed Typical cross-section 60m ROW........................................................................................... 159
Figure 10-8 Observed typical road cross-section 45m ROW................................................................................. 160
Figure 10-9 Proposed typical cross-section of road 45m ROW ........................................................................... 160
Figure 10-10 Proposed typical cross-section 18m and 9m ROW ........................................................................ 161
Figure 10-11 Proposed Pedestrian Paths and Trails .................................................................................................. 161
Figure 10-12 Pedestrian Zone… Source: UTTIPEC ...................................................................................................... 162
Figure 10-13 Wide footpath in commercial areas with pedestrian lighting, and seating, Guangzhou,
China............................................................................................................................................................................................. 162
Figure 10-14 Improvements in Footpath Width ......................................................................................................... 163
Figure 10-15 Improvements in Footpath height ........................................................................................................ 163
Figure 10-16 Pedestrian Safety– Design, IIT Delhi ..................................................................................................... 164
Figure 10-17 Table top crossings ...................................................................................................................................... 164
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Figure 10-18 Pavement surface design for universal access .................................................................................. 164
Figure 10-19: Stretches for removal of obstructions................................................................................................. 165
Figure 10-20 Street light with pedestrian light in same pole ................................................................................ 166
Figure 10-21 Proposed Street Lighting .......................................................................................................................... 166
Figure 10-22 Proposed Landscaping ............................................................................................................................... 167
Figure 10-23 Active frontage and outdoor dining spaces, Portland USA ........................................................ 167
Figure 10-24 Proposed controlled crossings ............................................................................................................... 168
Figure 10-25 (i) Percentage Share of Bicycle Trips and (ii) Monthly Household Income (in INR) ........... 169
Figure 10-26 Share of trips with trip lengths less than 2 kms & 5Kms respectively in each zone. ........ 170
Figure 10-27 layout of roads with proposed cycle tracks ....................................................................................... 171
Figure 10-28 Bicycle lanes/ tracks proposal ................................................................................................................. 172
Figure 10-29 Proposed Bicycle Network on Existing Network in Dwarka ........................................................ 173
Figure 10-30 Phases of PBS Implementation and PBS Station Zones ................................................................ 175
Figure 10-31 Waiting for bus .............................................................................................................................................. 177
Figure 10-32 Close boarding’s ........................................................................................................................................... 177
Figure 10-33 Methodological framework for identifying high priority routes ............................................... 177
Figure 10-34 identified high priority routes during COVID-19 ............................................................................. 179
Figure 10-35 Prioritized bus routes for Reliability analysis ..................................................................................... 181
Figure 10-36 Bus mode share Vs. Headway (Minutes) ............................................................................................. 182
Figure 10-37 Bus mode share Vs. Reliability (On time performance)................................................................. 183
Figure 10-38 Bus mode share Vs. Access time to bus stop .................................................................................... 184
Figure 10-39 Route rationalization approach and methodology ........................................................................ 185
Figure 10-40 Existing & proposed PT zonal level accessibility ............................................................................. 187
Figure 10-41: Peak Hour PT trips assignment Scenario -3 (Peak Hour – HY2041)........................................ 188
Figure 10-42: Proposed and committed Mass Rapid Transit Network - 2041 ............................................... 190
Figure 10-43: Proposed Sub City Bus Service .............................................................................................................. 191
Figure 10-44: Proposed Intermediate Public Transport Systems (IPT) ............................................................... 194
Figure 10-45 i) Typical pattern ii) existing pattern iii) proposed pattern .......................................................... 197
Figure 10-46: Road Widening projects under consideration/ implementation ............................................. 198
Figure 10-47 Proposed Additional Roads ..................................................................................................................... 200
Figure 10-48: Feasibility of ZDP 2021 Proposed Network in Unauthorized Area .......................................... 201
Figure 10-49 Proposed Road network hierarchy ........................................................................................................ 202
Figure 10-50 Ashirvad Chowk intersection layout from Google earth .............................................................. 203
Figure 10-51 Turning movement flow at Ashirvad Chowk intersection ............................................................ 204
Figure 10-52 Existing Layout of Ashirvad intersection ............................................................................................. 204
Figure 10-53 Phase diagram of Ashirvad intersection.............................................................................................. 205
Figure 10-54 Proposed conceptual improvement at Ashirvad chowk ............................................................... 207
Figure 10-55 Revised Cycle time of Ashirvad intersection...................................................................................... 207
Figure 10-56 Sector 10 market intersection layout from Google earth ............................................................ 208
Figure 10-57 Turning movement flow at Sector 10 Market intersection .......................................................... 209
Figure 10-58 Existing Layout of sector 10 market intersection ............................................................................ 209
Figure 10-59 Phasing Diagram of Sector 10 intersection ....................................................................................... 210
Figure 10-60 Proposed improvements at Sector 10 Intersection ........................................................................ 212
Figure 10-61 Revised Cycle time of Sector 10 intersection .................................................................................... 212
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Figure 10-62 Road 201/ Road 224 intersection layout from Google earth ..................................................... 213
Figure 10-63 Turning movement flow at Road 201/ Road 224 intersection ................................................... 214
Figure 10-64 Existing Layout of Road 201/ Road 224 intersection ..................................................................... 214
Figure 10-65 Phasing Diagram of Road 201/ Road 224 intersection ................................................................. 215
Figure 10-66 Proposed improvements at Road 201/ Road 224 Intersection .................................................. 217
Figure 10-67 Revised Cycle time of Road 201/ Road 224 intersection ............................................................. 217
Figure 10-68 Apoorva Chowk intersection layout from Google earth ............................................................... 218
Figure 10-69 Turning movement flow at Apoorva Chowk intersection ............................................................ 219
Figure 10-70 existing layout of Apoorva Chowk intersection ............................................................................... 219
Figure 10-71 Phasing Diagram of Apoorva Chowk intersection .......................................................................... 220
Figure 10-72 Proposed improvements at Apoorva Chowk Intersection ........................................................... 222
Figure 10-73 Revised Cycle time of Apoorva Chowk intersection ....................................................................... 222
Figure 10-74 Dwarka Mor intersection layout from Google earth ...................................................................... 223
Figure 10-75 Proposed improvements at Dwarka mor Intersection .................................................................. 225
Figure 10-76 Stretch of Ramphal Chowk for Integrated Parking & Street Design at Ramphal Chowk Road
........................................................................................................................................................................................................ 228
Figure 10-77 Existing Situation at Ramphal Chowk Road (Sector 7) .................................................................. 228
Figure 10-78 Proposed Street layout for Ramphal Chowk Road ......................................................................... 229
Figure 10-79 Area Parking Management Proposal.................................................................................................... 231
Figure 10-80 Importance of criteria when choosing mobility mode (% of Respondents) ......................... 247
Figure 10-81 Perceived health safety of mobility modes (% of respondents) ................................................ 247
Figure 10-82 Proposed System architecture for DRT service ................................................................................ 249
Figure 10-83 Methodology for Staggering of Work Hours .................................................................................... 257
Figure 10-84 Approach for Staggering of Business closure ................................................................................... 258
Figure 10-85 Existing & Proposed locations of Traffic Signals ............................................................................. 262
Figure 10-86 Signal Synchronization on selected Corridors (Proposed) .......................................................... 263
Figure 10-87: Vehicle Actuated Signal Proposals ....................................................................................................... 265
Figure 10-88: proposed MRT Network under Scenario -3 (HY-2041) ................................................................ 266
Figure 10-89: Peak Hour passenger assignment Scenario -3 (Peak Hour – HY2041) .................................. 267
Figure 10-90: Selected transit route for integrated transit corridor.................................................................... 268
Figure 10-91: Right of Way (RoW) Distribution of selected transit corridor ................................................... 269
Figure 10-92: Intersection spacing in selected corridor........................................................................................... 269
Figure 10-93: Existing Land use in 1KM catchment area of the corridor .......................................................... 271
Figure 10-94: Existing Land use in 1KM catchment area of the corridor .......................................................... 271
Figure 10-95: Proposed land use development along the corridor .................................................................... 272
Figure 10-96: Traffic Volume Count Locations along the Corridor ..................................................................... 273
Figure 10-97: Locations of Proposed corridor integration with other Transit systems ............................... 274
Figure 10-98: Available MRT systems .............................................................................................................................. 275
Figure 10-99: Performance of Mass transit systems.................................................................................................. 277
Figure 10-100: Speed and Travel Time relationship of LRT & BRT system ..................................................... 280
Figure 10-101: Link Design .................................................................................................................................................. 281
Figure 10-102: Node design .............................................................................................................................................. 282
Figure 10-103: Proposed improvements at Intersection of 224/201 design (Node no 11) ...................... 283
Figure 10-104: Proposed improvements at Intersection of 5/4 (node 8) ......................................................... 284
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Figure 10-105: Proposed improvements at Dwarka More Intersection (node no 1) ................................... 285
Figure 10-106: Proposed Road cross section at Azad Hind Fauj Marg section at Azad Hind Fauj Marg
........................................................................................................................................................................................................ 285
Figure 10-107: Vertical Profile of Route 1 ..................................................................................................................... 286
Figure 10-108: Road cross section at Dwarka mor .................................................................................................... 286
Figure 10-109: Section G-G’ ................................................................................................................................................ 287
Figure 10-110: Proposed improvements at Dwarka More and Azad Hind Fauj Marg ................................ 288
Figure 10-111: Proposed road cross section at Dwarka more .............................................................................. 288
Figure 10-112: Proposed improvements at sector 12/13 (Node no 6) (Refer UTTIPEC submitted
drawings) .................................................................................................................................................................................... 290
Figure 10-113: Proposed road cross section Road between Sector 12 and 13 (Link 4-6) – without station
........................................................................................................................................................................................................ 291
Figure 10-114: Proposed road cross section Road between Sector 12 and 13 (Link 4-6) – with station
box................................................................................................................................................................................................. 291
Figure 10-115: Proposed improvements at Intersection sector 12/13 (Node 6) ........................................... 292
Figure 10-116: Proposed improvements at Intersection sector 12/13 (Node 6) ........................................... 293
Figure 10-117: Proposed improvements at node 4 (Intersection of sec 14 Rd and Azad hind fauj marg)
........................................................................................................................................................................................................ 294
Figure 10-118: Section C-C’................................................................................................................................................. 294
Figure 10-119: Section E-E’ ................................................................................................................................................ 294
Figure 10-120: Section G-G’ ................................................................................................................................................ 295
Figure 10-121: Proposed MMTH ....................................................................................................................................... 296
Figure 11-1 Collection of funds from Central, State and Local Governments ............................................ 301
Figure 11-2 Fund flow mechanism to and from UTF ............................................................................................ 301
Figure 12-1 Existing Organization Chart of Transport Department, Govt. of NCT........................................ 312
Figure 12-2 Existing Organization Chart of Delhi Development Authority ...................................................... 314
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List of Abbreviation
ATC Average Trip Cost

ATL Average Trip Length
ATT Average Trip Time
BAU Business As Usual
BRT Bus Rapid Transit
BY Base Year
CAGR Compound Aggregate Growth Rate
CRPF Central Reserve Police Force
DDA Delhi Development Authority
DIMTS Delhi Integrate Multi Modal Transit System
DMRC Delhi Metro Rail Corporation
DRT Demand Responsive Transit
DTC Delhi Transport Corporation
ECC, Yashobhoomi (Exhibition cum Convention Centre)
ECS Equivalent Car Space
EPK Earning per Kilometre
FAR Floor Area Ratio
GSDP Gross State Domestic Product
HH Household
HY Horizon Year
IFC Integrated Freight Complex
IGI Indira Gandhi International
IPT Intermediate Public Transit
LOS Level of Service
LRT Light Rail Transit
MLCP Multi-Level Car Parking
MMTH Multi Modal Transit Hub
MPD Masterplan Delhi
MRTS Mass Rapid Transit System
NCTD National Capital Territory Delhi
NMT Non-Motorized Transport
OC Outer Cordon
PAMP Parking Area Management Plan
PBS Public Bike Sharing
PCTR Per Capita Trip Rate
PCU Passenger Car Unit
PPHPD Passenger Peak Hour Peak Direction
PPP Public Private Partnership
PSP Public and Semi Public
PT Public Transport
PTAL Public Transport Accessibility Levels
ROW Right Of Way
SDMC South Delhi Municipal Corporation
SL Screen line
SPA School of Planning and Architecture
17
SUTP Sustainable Urban Transport Planning

TDM Travel Demand Management
TLFD Trip Length Frequency Distribution
TOD Transit Oriented Development
UER Urban Expressway Road
UTF Urban Transit Fund
ZDP Zonal Development Plan
NCR National Capital Region
POI Point of Interest
SAP Service Access Point
WT Waiting Time
AWT Average Waiting Time
SWT Scheduled Waiting Time
TAT Total Access Time
EDF Equivalent Door Frequency
BRT Bus Rapid Transit
LCV Light Commercial Vehicle
TAZ Traffic Analysis Zone
SLB Service Level Benchmark
CMP Comprehensive Mobility Plan
CDP Comprehensive Development Plan
VKT Vehicle Kilometer Travelled
PKT Passenger Kilometer Travelled
NUTP National Urban Transport Policy
ULB Urban Level Benchmark
NPR Northern Peripheral Road
FOB Foot Over Bridge
BQS Bus Queue Shelter
EV Electric Vehicle
UMTA Unified Metropolitan Transport Authority
PWD Public Works Department
ORR Outer Ring Road
DND Delhi Noida Delhi
NHAI National Highway Authority of India
CBD Central Business District
NBC National Building Code
EWS Economical Weaker Section
MCD Municipal Corporation Delhi
GMC Gurugram Municipal Corporation
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CHAPTER 1.INTRODUCTION
1.1. Project Context

The Planning Zone K-II includes the Dwarka Sub-city and the area in between Bijwasan road
and the National Capital Territory (NCT) of Delhi boundary and is bounded in east by Delhi
Rewari railway line, on the south by National Capital Territory of Delhi boundary in the west
by Najafgarh drain and in the north by Najafgarh road & Pankha road. Dwarka Sub-City, which
is most of the area of zone K-II, was mainly planned as residential area to accommodate the
extra population that was being attracted towards Delhi. However, the city is presently
grappling with urban transport problems. The intra-Dwarka transport system lacks in a reliable
and efficient city based public transport system while the city’s connectivity with Delhi and
Gurugram needs further improvement to relieve congestion within Dwarka. While the Delhi
Metro system presently carries an estimated 1.13 lakhs Dwarka bound passengers daily,
however due to absence of requisite city-based bus transport system there is a huge
dependence on personalised modes for travel purpose both within and outside Dwarka which
leads to congestion on the city’s network. Keeping in view the anticipated future increase in
population in Dwarka coupled with major development projects such as ECC, Bharat Vandana
Park, land pooling areas area etc. which are likely to come in near future it is imperative that a
rationale assessment of transport demand and its impact on city’s transport network is carried
out and requisite transport improvement strategies for the Dwarka city formulated.
Considering the above cited background, the Delhi Development Authority (DDA) intends to
improve the mobility level of the city by developing appropriate transport infrastructure
facilities. DDA has invited the Transport Planning Department of School of Planning &
Architecture (SPA), New Delhi to conduct a study for the preparation of Comprehensive
Mobility Plan for Dwarka (K-II) Zone.
1.2. Objectives of the Study

The main aim of the study is to evolve a long-term transport strategy for Dwarka city which
takes into account the desirable accessibility and mobility pattern of people and which provide,
safe, secure, efficient, reliable, seamless connectivity that supports and enhances economic,
social and environmental sustainability. In this context the broad study objectives identified
are –
i. To prepare the overall transport improvement strategies for Dwarka (Zone K-II of MPD-
2021)
ii. To understand and integrate the on-going and earlier studies conducted in the study
area
iii. To propose a comprehensive solution addressing to the need of motorized (Public and
private transport) and pedestrian/NMT/ Mass Rapid Transit Nodes traffic.
19
iv. To propose a comprehensive solution for safe movement of motorized and

pedestrian/NMT traffic
1.3. Scope of the Study

To meet the above-mentioned objectives following scope of work has been identified for the
study:
• To study the existing road network, traffic, and transport infrastructure facilities
• To develop base year and horizon year travel demand model
• To study the impact of committed future development proposals on transport network
• To test alternate transport and development option as scenarios
• To prepare comprehensive transport improvement strategies
• To prepare traffic management plan for existing conditions on selected critical
locations
• To prepare detailed proposals for “on street” and “off street” parking on the identified
corridors
• To prepare phasing plan for the identified transport improvement proposals
• To work out the feasibility for construction of geometric improvement plans for five
important intersections
• To prepare Integrated Transit Corridor Development Plan for one corridor
In addition to the above the following aspects shall also be studied:
•To study proposed land pooling areas and proposed UER II having its impact on the
traffic scene
• To study the local area parking plan for residential, commercial and institutional
developments in Dwarka
• To study feasibility of medium capacity transit systems such as BRT within Dwarka for
intra city mobility needs and with rest of the city
• To study intermediate para transit system (IPT) in the study area
• To study internal and external connectivity of Dwarka sub city
• To study the integration of the transport network at neighbourhood level and
developing facilities to reduce intra- city vehicular trips
To accomplish the above scope of work the following tasks have been identified –
• Task 1: Defining the Scope of the Transport Plan
• Task 2: Data Collection and Analysis of the Existing Urban Transport Environment
• Task 3: Short term Improvement Plans
• Task 4: Medium Term Improvement Plans
• Task 5: Development of Transport Plan
• Task 6: Preparation of Implementation Program
• Task 7: Detailed Conceptual Design of the Proposals
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1.4. Structure of the Report

The structure of this report on immediate and Short-term improvement Plan is as under:
Chapter 1 Introduction
Chapter 2 Study Area Profile
Chapter 3 Analysis of Existing Traffic and Travel Characteristics
Chapter 4 Service Level Benchmarking
Chapter 5 Base Year Travel Demand Modelling
Chapter 6 Alternate Development Strategies
Chapter 7 Horizon Year Travel Demand Forecast
Chapter 8 Vision and Goals
Chapter 9 Transport Improvement Policies & Strategies
Chapter 10 Comprehensive Mobility Plan Proposals
Chapter 11 Costing and Implementation Plan
Chapter 12 Institutional Framework
21
CHAPTER 2.STUDY AREA PROFILE

2.1. Profile of NCT of Delhi
Background
Delhi is in northern India between the latitudes of 28°-24’-17” and 28°-53’-00” North and
longitudes of 76°-50’-24” and 77°-20’-37” East. It has an area 1,483 sq. kms with a maximum
length of 51.90 kms and greatest width of 48.48 kms. It shares borders with the states of Uttar
Pradesh, Rajasthan, and Haryana. Delhi has experienced a significantly high growth of
population since independence. The population of Delhi was 17.44 lakh in 1951, which has
grown by more than seven times to 167.5 lakh in 2011. It is observed that the population has
been growing at the rate of approximately 4% per annum since 1961. The city has been
showing the trend of increasing urbanization and 93% of population was urbanized as per the
2001 census. Delhi is rapidly emerging as a world-class metropolis. With a 13% average
compounded growth rate, it has one of the fastest growing economies in the country, among
cities with million plus population. As with all metros, Delhi’s economy is driven by the services
sector, which accounts for 79% of its GSDP and provides employment to 58% of the labour
force.
Figure 2-1 Land Use Plan of NCT of Delhi
22
Transport System
Road Network System
The existing transport network in Delhi is “Ring and radial’ in nature. The transportation
network in Delhi is predominantly road based with 1284 km of road per 100 Sq.km. The total
road length (km. lane) which was 14,316 km in 1981 which increased to 28,508 km in 2001 and
31,373 km in 2009, respectively.
Trends in Motorisation
Delhi had a registered vehicle population of 7.45 million in 2011 having increased from 5.21
million in 1981 at a CAGR of 1.20%. Two-wheelers (63%) followed by passenger cars (32%)
have major share in the fleet.
Mass Transport System
Urban Bus Transport System
For years, the Delhi Transport Corporation (DTC) operated its bus services with 5,500 buses in
use, in a city where the requirements have surpassed a 10,000-strong bus fleet. The existing
network of 650 routes was re-modelled into 17 clusters. Under the Delhi Integrated Multi
Modal Transit System (DIMTS), each cluster will be served by the DTC and the private stage
carriage in a 40:60 ratio. Around 1725 buses are operating under the Cluster bus system and
6578 under DTC. About 218 km per bus per day is vehicle utilization of cluster buses while it
is about 190 km in case of DTC buses
Delhi Metro Rail System
Delhi Metro today has a current operational network covering 347.6 kms approx. in Delhi and
the National Capital Region (Gurgaon and Noida) with 252 operational stations. The Delhi
Metro is being built in phases. The average daily ridership on Delhi metro has increased from
40,000 in 2002 to 47.20 lakhs in 2018-19.
Travel Demand
Per Capita Trip Rate (PCTR)
The per capita trip rate (excluding walk trips) in the city has increased from 0.72 in 1981 to 0.87
in 2001. Per capita trip rate is increasing at the CAGR 1.8% per annum. It is estimated that per
capita trip rate may reach to 1.2 by 2021 in Delhi. Table 2-1 shows PCTR growth trend in Delhi.
Table 2-1 Per capita trip rate (veh.) growth trends in Delhi
Purpose 1969 1981 1986 2001 2007 2021(Estimated)
Work 0.29 0.31 0.65 - -
Education 0.08 0.22 0.29 - -
Others 0.12 0.19 0.14 - -
All 0.49 0.72 1.08 0.87 0.70 1.2
23
Source: RITES 1994; RITES, Planning for Mass Transit System for Delhi 1989; Transport Demand Forecast Study and
Development of an Integrated Road cum Multi-Modal Public Transport Network for NCT of Delhi – RITES. 2010.
Average trip length (ATL)
In Delhi observed average trip lengths of bus and car in the city in were 10.7 km and 11.3 km
respectively. Table 2-2 shows the ATL for motorized vehicles for 1969, 1994 and 2007.
Table 2-2 Average Trip Length growth trends in Delhi (km)

Year Overall Motorised Mode
1969 - 5.4
1994 4.88 7.87
2007 - 10.2
Source: Report of the Working Group on Urban Transport. Ministry of Urban Affairs and Employment, Government
of India, New Delhi, February 1996; Wilburg Smith report 2008; RITES 1994.
Motorized Trips
An estimated 15.1 million motorised trips were performed in the city by 2007 of which the
share of public transport was 54.7% while two wheelers and cars accounted for 25.5 % and
15.5 % share, respectively. The intra-city motorized person trips are expected to increase from
15.1 million in 2007 to 17.4 million in 2021. Table 2-3 shows motorised trips trend in Delhi.
Table 2-3 Motorised Trips growth trends in Delhi

Year 1994 2001 2007 2021
Motorised trips 7.57 10.8 15.1 17.4
Source: RITES 1994; RITES, Planning for Mass Transit System for Delhi 1989.
Modal Shares of trips
In 2001 about 33% trips were estimated to be walk trips. Among the vehicular trips, the
maximum (60%) trips were being performed by buses while the personalized modes of
transport were carrying about 27% of vehicular trips in the study area. The modal split in favour
of public transport has increased from 41 % in 1969 to 52.5% in 2007 (Table 2-4).
Table 2-4 Modal Split trends in Delhi

Year 1969 1981 1986 1994 2001 2007
Public transport 41 62 62 62 60.5 52.5
Private 59 38 38 38 39.5 47.5
Source: Wilbur Smith report 2008; RITES 1994; RITES, Planning for Mass Transit System for Delhi 1989; Transport
Demand Forecast Study and Development of an Integrated Road cum Multi-Modal Public Transport Network for
NCT of Delhi – RITES.
2.2. Profile of Dwarka
Location
Dwarka was planned as a residential township in South – West Delhi in the National Capital
Territory of Delhi (India) largely to accommodate the extra population that was being attracted
towards Delhi. It is near to Indira Gandhi International (IGI) Airport (about 10 kms) and serves
24
as the administrative headquarters of South – West Delhi. It is in relatively proximity from

Gurugram in Haryana, which is a major hub for large corporations in the country (Figure 2-2).
Figure 2-2 Map showing the Location of Dwarka (Zone K-II of MPD-2021)
The planning zone K-II of the Master Plan of Delhi (MPD) – 2021, with an area of 5924 hectares
includes the Dwarka Sub-city and has been approved by the Central Government, on 8th
March 2010. Institutions involved in planning and development of Dwarka are South Delhi
Municipal Corporation (SDMC) & Delhi Development Authority (DDA).
Figure 2-3 Map showing Layout of Dwarka (Zone K-II of MPD-2021)
Dwarka comprises of two quite different types of urban settlements. Being a planned area,
Dwarka Sub-City shows a highly organized spatial structure as it has been developed on the
concept of sectoral development with skeleton of grid-iron structure. It shows high level of
adherence to planned urbanisation. Wide roads, sectoral development, ample urban
amenities, lush green landscape are some of Sub-City’s characteristics. However, some sectors
25
outside the Sub-City are urban villages which are unplanned, extremely dense and lack in basic
minimum requirements for services and open spaces.
Demographic Profile
The holding capacity of K-II zone has been proposed for a population of 13 lakh by the year
2021. This increase in population from 11 lakh to 13 lakhs by the year 2021 shall be
accommodated in the built-up area of Zone K-II as per MPD-2021.
The total area of Dwarka is 5924 Ha (59.24 Sq. Km.) out of which, 4235 Ha (42.35 sq. Km.)
comprises of Dwarka Sub-City and rest are the Urban Villages. As per year 2019, Dwarka has
an estimated population of about 8.6 lakhs out of which, 5.6 Lakhs is in the Sub-City. The gross
population density of Dwarka is 146 persons per Hectare.
Economic Profile
The workforce participation ratio is estimated to be 36.3% in Dwarka. As per Shakti Foundation
report (2015) about 56% of the population falls in the age group of 17 – 44 years.
Existing Land Use Pattern
A rapid land use survey carried out in the study area together with secondary information
reveals that out of a total area of 4417 ha nearly 746 ha is undeveloped while 3670 ha is
developed land. In terms of built up area out of total built-up area about 82% is estimated to
be under residential use with FAR utilization of 137 compared to permissible FAR of 200. .
Figure 2-4 shows the existing land use pattern of Dwarka.
Figure 2-4 Existing Land use Pattern of Dwarka K-II Area (2019)
26
Proposed Land Use
According to Zonal development Plan for zone K-II earlier, the proposed land use of Dwarka
was worked out for an area of 5648 Ha within the framework of MPD – 2001. However, there
is an increase in area of this zone to 5924 Ha by adding the land in between Bijwasan road
and the NCTD boundary. Table 2-2 shows the proposed land use for Dwarka as per Zonal
Development Plan. The distribution of land use is shown in Figure 2-4.
Table 2-5 Proposed Land Use for Dwarka as per ZDP (MPD-2021)
S. No. Land Use Area (in Ha) Share

1. Residential 2956.65 49.91%
a) Built-up (Redevelopment) 1933.33 (32.64%) *

b) Planned Areas 1023.32 (17.27%)
2. Commercial 342.82 5.78%
a) Commercial (including IFC) 299.77

b) Service Center 43.05
3. Government Use 99.97 1.69%
4. Public & Semi-Public Use 363.00 6.13%
5. Utilities 154.66 2.61%
6. Recreational 979.30 16.53%
7. Transport 763.60 12.89%
8. Green Belt 264.00 4.46%
TOTAL 5924.00 100.00%
*The land use of built-up area as shown in Map below is only indicative, which is to be redeveloped as per policy
27
Figure 2-5 Map showing Proposed Land Use Plan for Dwarka (Zone K-II under MPD - 2021)
28
CHAPTER 3.ANALYSIS OF EXISTING TRAFFIC AND TRAVEL

CHARACTERISTICS
3.1. General
A comprehensive appreciation of the study area has been carried out to understand the
growth and development pattern, traffic and travel characteristics, road network system and
inventory in the study area. The salient features of the study area are discussed as below.
3.2. Road Network Characteristics
Road Hierarchy
The inventory characteristics of 227 km of road network in the study area consisting of Arterial,
Sub-Arterial, Collector and Local Streets is shown in Table 3-1.
Table 3-1 Distribution of Primary Road Network Length

Share of Primary
S. No. Road Hierarchy Length (km)
Network
1 Expressway 9.1 4.0%
2 Arterial 41.3 18.2%
3 Sub-Arterial 35.1 15.5%
4 Collector 50.8 22.4%
5 Local 90.8 40.0%
Total Primary Road Network 227.0 100.00%
It is observed that Dwarka’s arterial road account for 18.2% share, sub-arterial roads 15.1% of
road network share while collector streets share 22.4% of the total primary network,
respectively. Figure 3-1 show the road network functional hierarchy.
Figure 3-1 Existing Road Network hierarchy (Refer annexure 12A for larger map)
29
Right of Way
In terms of right of way, it seen that about 41% of roads are less than 15m wide while only
22% of roads have ROW 60M and above 60m.
Speed and Delay
Speed and delay surveys which are an integral part of any transportation related studies were
carried out on 156 km of road network. Table 3-2 shows salient characteristics of the speed
and delay observed in the study area during peak hours
Table 3-2 Speed and Delay Survey details
Parameters Average values

Weighted average Journey Speed (km/hr) 19
Weighted average Running Speed (km/hr) 20
Delay Time (s) 32
Journey Time (s) 71
The speeds according to the hierarchy of the roads are shown in Table 3-3. It is observed that
arterial roads have marginally lesser speeds (29 kmph) than sub arterial (31 kmph) owing to
network constraints and grid iron street network form.
Table 3-3 Speeds on different hierarchy of roads (in kmph)
Hierarchy of Road Minimum Maximum Average value

Arterial 9 72 29
Sub Arterial 14 64 31
Collector 22 46 26
The average speed on arterial road going from Dwarka Mod to Dwarka Flyover is 16 kmph
throughout the corridor. Similarly, the average speeds on sub arterial road going from sector
17 to Sector 9 road and Nala road to Radha Saomi road are 10kmph and 18kmph respectively
(Table 3-4)
Table 3-4 Corridor speeds on the arterial roads
From Towards Hierarchy Distance (Km) Time (Mins) Avg. Speed

Dwarka More Dwarka Flyover Arterial 6.5 25 16
Sector 17 Sector 9 Arterial 5.2 16 20
Nala Road Radha - Saomi Arterial
5.7 21 18
Road
The average speed on sub arterial roads going from Kakrola road sector 16 to Najfgarh
Kapashera is 25 kmph throughout the corridor. Similarly the average speed on sub arterial
road going from Azad Hind Fauj to Sector 9 road and Sector 9 to UER II road are 16kmph and
18kmph respectively (Table 3-5).
30
Table 3-5 Corridor speeds of the sub arterial roads
Distance Time
From Towards Hierarchy Avg. Speed
(Km) (Mins)
Kakrola road sec 16 Najfgarh Kapashera Sub arterial 11.1 27 25
Azad hind Fauj Sector 9 road Sub arterial 4.7 18 16
Sector 9 UER II Sub arterial 3.5 12 18
The distribution of road length by speeds is depicted in Figure 3-2.
Figure 3-2 Journey speed map of the Dwarka sub city during the peak hours (09:00 – 11:00 and 16:00 –
19:00)
The North and the Eastern part of the Dwarka have the low-speed corridor while the Western
and the Northern Corridors can achieve much more speeds as compared to the other two
directions and thus can be said as the High-speed corridors.
Also based on isochrones with intervals of 3 mins each and with sector 6 – 10 market as the
origin point, it was found that much higher speed can be attained in the western and the
31
southern corridors while as compared to the northern and the eastern corridors. The causes
of the delays were also investigated and it was found that the major reason of delay was
inefficient signal timing at intersections. The traffic was not able to clear many junctions while
the cycle time at the sector 1 and sector 2 junction was as high as 210 seconds and at most of
the places it was 120 seconds. Apart from the signal timings some other reasons for the delays
were prevalence of encroachment, stray animals, etc.
3.3. Traffic Characteristics

Traffic Characteristics at Outer Cordon Point
The traffic analysis revealed in all 8,03,751 vehicles enter in and out of Dwarka daily. In terms
of direction split a total traffic volume of 4,01,271 PCUs are entering Dwarka while 4,11,498
PCUs leave Dwarka at the outer cordon locations every day. Among the outer cordon (OC)
locations, maximum traffic in a day was recorded on Palam Dabri Marg (Near Shree Santosh
Mata Mandir) (OC-6) with 159190.4 PCUs (20%) while lowest volume was encountered at UER
II (OC-3) with 20686.5 PCUs (3%). The directional distributions of traffic volume at outer cordon
locations are show in Figure 3-3.
Figure 3-3 Traffic Flow Pattern (in PCUs) at Outer Cordon locations (24hours)
32
The Level of Service (LOS) at all the 11 locations was assessed to determine the existing
situation of traffic and the available infrastructure. Peak hour LOS is assessed for all the location
and is presented in Table 3-6.
Table 3-6 LOS at Outer Cordon Locations
Peak Hour
S. No Location Peak Time LOS (T)
Volume (PCU)
OC-1 Near Bharat Petrol Pump Depot 19:00 - 20:00 7966.4 F
OC-2 Near Royal Farm 09:00 - 10:00 3005.15 E
OC-3 Near Najafgarh Drain 18:15 - 19:15 1581.95 D
OC-4 Near District Park (Sector 19B) 18:15 - 19:15 2760.65 D
OC-5 Dwarka Flyover 08:45 - 09:45 9826.7 F
OC-6 Near Shree Santoshi Mata Mandir 09:30 - 10:30 10316.65 F
OC-7 Near Naren Hospital (Patel Garden) 10:00 - 11:00 6744.05 E
OC-8 Near CRPF Staff Quarter 06:45 - 07:45 1644.5 C
OC-9 Near Milap Nagar 10:15 - 11:15 6282.35 F
OC-10 Near Delhi Jal Board (Hari Vihar) 08:00 - 09:00 2124.85 F
OC-11 Near Pashupatinath Temple 09:15 - 10:15 4577.25 E
The Level of Service (LOS) at all the 11 locations is shown in Figure 3-4.
Figure 3-4 Level of Service at various Outer cordon survey locations
33
Travel Movement Pattern at Outer cordon points
From the survey data analysis, it is observed that, almost 37% of travel movement at outer
cordon is external to external which shows the need of additional/ alternative links at the entry
and exit points for Dwarka (K-II) zone. The External to internal and Internal to External traffic
share is 36% and 27% respectively (Figure 3-5).
Figure 3-5 Travel Movement Pattern
Traffic Characteristics at Screen Line & Mid-Block
On an average day about 4,24,441 vehicles pass through the screen line and mid-block
locations, Near Deen Dayal Upadhyaya College (MB-11) accounting for 16.3% followed by
Near Gurudwara Mahavir Enclave (MB-7) (13.5%), Near Christian Cemetery (Sector 24) (SL-1)
(11.8%) and Near Dwarka Fire Station (Pocket 4) (SL-3) (11.3%) respectively. The peak hour
share at all screen line location varies from 7% to 9%. Figure 3-6 shows the average daily traffic
volume at screen line and mid-block locations
34
Figure 3-6 Average Daily Traffic at Screen Line & Mid-Block Location
The Level of Service (LOS) for all the 11 locations were analysed to know the existing situation
of the traffic flow with respect to the present carrying capacity of the road infrastructure.
Figure 3-7 below shows the LOS at various screen line locations.
Figure 3-7 Level of Service at Screen Line & Mid-Block
35
3.4. Travel Characteristics

An appreciation of the demographic, socio-economic and travel characteristics of the people
of an area is important to understand the travel needs of the people, their propensity to travel,
preferences for travel modes etc. Such an understanding helps in rational policy formulation,
decision making and in identification of relevant transport system to serve the area.
Household Socio-Economic Characteristics
As part of this effort extensive surveys of about 7300 households (about 2% of total
households) were carried out to determine the socio-economic and travel characteristics, such
as household size, income, vehicle ownership, purpose wise trips, per capita trip rates, modal
split and mode wise average trip length (ATL).
The salient socio-economic characteristics of households in study area are as shown in the
below Table 3-7.
Table 3-7 Salient socio-economic characteristics of household
Characteristics Sub City Urban Village Overall

Household Size 3.13 3.35 3.24
Average of HH Income 37360 30583 34577
Avg. Transport Expenditure 2471 2374 2433
% share in the HH Income 6.81% 8.12% 7.32%
Vehicle Ownership
In terms of vehicular ownership, overall, about 72% of households own two-wheeler while
14.5% owns car reflecting upon poor public transport forcing higher dependence on
personalised modes of transport. (Figure 3-8)
80.00 73.00 71.17

70.00
60.00
Percentage Share
50.00
40.00
30.00
20.00 14.42 14.92 12.60

7.50
10.00 5.08
1.31
0.00
Scooter/Motor Auto Car/ Van Cycle
Rest of K-II
Cycle
Mode Owned Sub City
Figure 3-8 Distribution of households by Vehicle Ownership
36
Travel Characteristics
The per capita trip rate (PCTR) assessed from the household surveys shows that the PCTR
including walk trips is 1.64 while it is 1.26 without walk trips in Dwarka Sub-City. PCTR in Rest
of Zone K-II including walk trips is 1.39 while it is 1.06 without walk trips as shown in Table 3-8
below.
Table 3-8: Per-Capita Trip Rate (PCTR)
Per-Capita Trip Rate (PCTR)
Area
Incl. Walk Excl. Walk Motorised
Dwarka Sub-City 1.64 1.26 1.15
Urban Village 1.15 0.85 0.79
Rest of Zone K-II 1.39 1.06 0.97
In terms of modal share, it is observed that nearly 29.67% trips are made by two-wheeler
followed by walk trip share of 29% and 9.65% share of four wheeler respectively in Dwarka
Sub-City whereas 35% trips are made by two-wheeler followed by walk trip share of 33% and
8.96% share of four wheeler respectively in Rest of Zone K-II ( Figure 3-9)
40.00%
35.12%
35.00% 33.12%
29.67% 29.06%
Percentage Share
30.00%
25.00%
20.00%
9.65%
15.00%
8.95% 8.96% 8.01% 7.60%
10.00% 7.07% 5.71% 5.48%
5.00% 1.58%
1.00% 1.87%
0.36% 1.66% 2.35%
1.83% 0.73%
0.18%
0.04%
0.00%
Sub City
Mode Rest of K-II
Figure 3-9 Distribution of trips by Mode of Travel (with Walk)
Amongst vehicular trips (excluding walk) two wheelers account for 42% share followed by cars
(14%), auto rickshaws (13%) and minibuses (11%) share respectively in Dwarka Sub City
whereas in Rest of K-II, two wheelers account for 53% share followed by cars (13%), auto
rickshaws (11%) and minibuses (8%) share respectively ( Figure 3-10)
37
60.00% 52.51%
50.00%
41.82%
Percentage Share 40.00%
30.00%
13.40% 12.62%
20.00% 11.29%
13.61% 10.72%
10.57%
8.19% 2.73% 8.53% 2.37%
10.00% 1.09% 2.34% 2.64%
3.31%
0.25% 0.07% 0.54% 1.41%
0.00%
Mode
Sub-City Rest of K-II
Figure 3-10 Distribution of trips by Mode of Travel (without Walk)
In terms of purpose of travel, it is observed that work trips [work and business] account for
46.2% share followed by 25.73% share of education related travel and 22.64% of trips for
shopping respectively in Dwarka ( Figure 3-11)
1% Trip Purpose
1%
1% 1%
2% Work
Business
Education
22% 35%
Shopping
Health/ Hospital/Clinic
Social
Religious
26% 11% Tourism
Other purposes
Figure 3-11 Distribution of trips by Purpose of Travel
In terms of trip length analysis, the average trip length overall at the city level is 7.26 km in
Dwarka Sub City whereas in Rest of K-II it is 6.02 km while it varies across for different modes
as shown in Table 3-9. The modal trip lengths in Dwarka Sub-City in case of public modes vary
between 5.55 km for minibuses to 10.6 km for standard buses while for personalised modes
the average trip length vary from 10.01 km in case of two wheelers to 10.86 km in case of cars,
respectively. In Rest of K-II area the modal trip lengths in case of public modes vary between
38
6.41 km for minibuses to 8.62 km for standard buses while for personalised modes the average
trip length varies from 8.29 km in case of two wheelers to 9.86 km in case of cars respectively
( Figure 3-12).
Table 3-9 Mode-wise average trip length (km)
S. No. Mode Average trip length (km)

Sub-City Rest of K-II
1 Scooter/ Motorcycle 10.01 8.29
2 Car/ Van 10.86 9.86
3 Minibus 5.55 6.41
4 Standard Bus 10.6 8.62
Overall 7.26 6.02
Overall (without walk) 9.48 8
20.0 17.5
18.0
16.0 14.1
ATL (in Km.)
14.0 11.9
11.1 11.2
12.0 9.4
10.0 8.8 9.2
7.6
8.0 6.5 5.9 Sub-City
4.6 4.9 4.8 5.6
6.0 4.0 4.4
3.1
4.0 1.4 2.7 2.5 Rest of K-II
2.0 1.1
0.0
Mode
Figure 3-12 Mode-wise TLFD
Figure 3-13 and Figure 3-14 shows the overall travel desire pattern and within Dwarka
respectively.
Figure 3-13 Travel Desire Lines – Overall (Refer annexure 12B for larger map)
39
Figure 3-14 Travel Desire Lines - Dwarka K-II (Refer annexure 12C for larger map)
3.5. Mass Rapid Transit (MRT) System Characteristics

Blue line metro (DMRC) runs in Dwarka Sub-city from Dwarka Mor to Dwarka Sector-21 having
10 metro stations. Three metro lines serving Dwarka are:
1. Blue line (Noida/ Vaishali to Dwarka Sec 21)

2. Airport Express line (Sec 21 to New Delhi)
3. Magenta Line (Jankapuri west to Botanical Garden)
Figure 3-15 Metro Stations in Dwarka Sub-City
40
Passenger Travel Demand Characteristics
The total ridership within Dwarka estimated is 45,477 passengers/day out of which intra city
demand is 9159 passenger/day (20.14%) while intercity demand is 36318 passengers/day
(79.86%) respectively ( Figure 3-16).
Figure 3-16 Types of Metro Trip Demands and their share
The estimated monthly and daily ridership at the surveyed blue line metro stations is shown
in the Table 3-10 . It can be seen that maximum daily ridership takes place at Dwarka Mor with
37,161 passengers.
Table 3-10 Station-wise Metro Ridership in Dwarka
Station Monthly Ridership Daily Ridership

Dwarka Mor 1,151,993 37,161
Dwarka 286,837 9,253
Dwarka Sector – 14 182,010 5,871
Dwarka Sector -13 107,172 3,457
Dwarka Sector -12 167,235 5,395
Dwarka Sector -11 124,120 4,004
Dwarka Sector -10 244,713 7,894
Dwarka Sector – 9 235,347 7,592
Dwarka Sector – 8 122,944 3,966
Dwarka Sector – 21 226,233 7,298
41
Metro User Characteristics (Main Haul Trips)
Overall, 64% of the trips are on daily basis are made by metro users for work purpose. The
details of other analysis parameters are listed in Table 3-11
Table 3-11 Trip Summary of Metro Users
S. No. Parameters for Trip Value for Metro Users

1. Average Trip Length (in km) 20 km
2. Average Travel Time (in mins) 39 Minutes
3. Average Trip Cost (in Rs.) Rs. 35
4. Main Trip Purpose Work & Education
Metro User Characteristics (Access/Dispersal Trips)
As per Metro user survey, 55% of the trips are on daily basis mainly for work purpose. The
most preferred modes of Access & Dispersal are Walk (35%) and E-Rickshaw (28%). Average
Trip length of E-Rickshaw is 2.8 km and Auto-rickshaw is 3.9 km, which are 2 main IPT modes
at the metro stations. Most of the IPT modes at available within a radius of 200m (Sector-11)
to 5 km (Sector-8). Table 3-12 shows the summary access/dispersal trip characteristics
Table 3-12 Summary for Access/Dispersal trip by Metro Users
S. No. Parameters Value for Access/ Dispersal Trip

1. Average Trip Length 3.8 km
2. Average Travel Time 17 Minutes
3. Average Trip Cost Rs. 15
4. Average Waiting time 4 Minutes
5. Main Trip Purpose Work
3.6. Public Transport System Characteristics

City bus service supply Characteristics
Presently, the city bus service in Dwarka is operated under Delhi Transport Corporation (DTC),
Cluster scheme of the Delhi Integrated Multi Modal System (DIMTS) and by some private local
operators like Shuttle bus services.
City bus routes passing through Dwarka
There are 79 bus routes operated by DTC and Cluster scheme of DIMTS, which are plying
through the roads of Dwarka. Map shown in Figure 3-17 City bus routes operated by DTC and
under Cluster scheme of DIMTS shows the routes alignment and the roads through which the
buses are passing.
42
Figure 3-17 City bus routes operated by DTC and under Cluster scheme of DIMTS
Some of the bus routes passing through Dwarka are 718 which connects Kapashera border to
Uttamnagar terminal, 803 which connects Madhu vihar to Shivaji stadium terminal, RL79 which
connects New Delhi railway station to Dwarka etc. Most of the buses running over these 79
routes are operated by the 2-depot located in Dwarka itself. One depot is located in Dwarka
sector 2, which is operated by DTC and the other depot is located in Dwarka sector 20, which
is operated by DIMTS.
Bus Network Density
Bus network density, the indicator of extent of bus service supply has been measured for the
Dwarka. It is calculated as the ratio of primary road network length with bus service on it to
the total primary road network length.
Primary Road Network with PT Routes

Bus Network Density =
Total Primary Road Network Length
43
Dwarka comprises of 181 kilometers of primary road network. 64 kilometer of network out of
the total primary road network has the bus service running over it. So, bus network density
has been estimated as 35%.
Distribution of routes as per alignment and Origin-Destination
Table 3-13 shows the distribution of routes as per their alignment. It has been classified into
routes passing through Dwarka boundary, Sub-city, Urban village and Sub-city & urban village
both.
Table 3-13: Distribution of bus routes as per alignment
DTC Bus Routes No. of Routes

Study area boundary 38 (48%)
Within Dwarka Sub-city 11 (14%)
Within K-2 Unplanned area 9 (11%)
Within K-2 Unplanned area + Within Dwarka Sub-city 21 (27%)
Total 79
Above table shows that almost half of the bus routes passing through Dwarka are passing
along the boundary of the Dwarka. These are the routes which are less beneficial to the
population of the Dwarka at large. Table 3-14 shows the distribution of the routes as per the
Origin-Destination of the route.
Table 3-14: Distribution of bus routes as per Origin-Destination
DTC Bus Routes No. of Routes

Originated / Destined within Dwarka 48
Through Routes 31
Total 79
Overlapping of the bus routes
Overlapping of the bus routes is very crucial as it reduces the service coverage that would have
been covered if the routes were aligned properly. From the supply point of view, overlapping
is always avoided as the parallel routes are not more beneficial. Table 3-15 shows the
distribution of primary road links as per the number of bus routes passing along the respective
link.
Table 3-15: Overlapping of the bus routes
No. of Routes Length of links in Km. Length of links in %
0 117 64.70%
1 19.6 10.83%
2-5 21.7 12.00%
6 - 10 9.6 5.32%
11 - 20 8.9 4.91%
> 20 4 2.24%
Grand Total 180.8 100.00%
44
Most overlapping of bus routes is observed along the study area boundary (North of Study
area) which connects Najafgarh, Kirti nagar and New Delhi area. Nearly 65% of the primary
road network does not have any bus route. Figure 3-18 shows the section of road network
which has more overlapping bus routes.
Figure 3-18 Overlapping of the Bus routes in Dwarka
Bus stops in the Dwarka
Bus stops are the points of access of the bus service. Bus stop spacing or bus stop density
within the area defines the accessibility to the bus service within respective area. Spatial
location of the stops and spacing between the adjacent stops are some of the important
parameters which impact the decision to choose the bus to commute. There are total 72 bus
stop in Dwarka. Figure 3-19 shows the spatial distribution of bus stops in Dwarka.
45
Figure 3-19: Location of bus stops in Dwarka
City bus service user Characteristics
Public Transport demand is estimated as 1.93 lakhs daily trips (12.5%). Out of these 1.39 lakhs
trips are done by the standard bus and the minibus. The distribution of public transport trips
by mode and urban development type shows that the use of bus is more in urban village area
as compared to the sub-city area. Table 3-16 shows the distribution of public transport trips.
Table 3-16: Distribution of Public transport trips by urban development type
Sub-city Urban village Overall

No. of No. of
Mode No. of trips % of % of
% of trips trips trips
(Lakhs) trips trips
(Lakhs) (Lakhs)
Public
1.36 15% 0.56 9% 1.93 12.50%
Transport
67% of 85% of 72.30%
Bus Transport 0.92 0.48 1.34
15% 9% of 12.5%
46
The higher share of passenger trips in urban village could be attributed to the low-income
levels of people residing in urban village area who are captive to buses besides the high fares
of metro service.
Main haul trip length
The average main haul trip length by the public transport in Dwarka has been observed to be
9.66 km. Table 3-17 shows the average trip length (of main haul trips) by various public
transport modes and the urban development type.
Table 3-17: Mode and Urban development type wise average trip length
ATL (Main Haul) – Km.

Mode Overall Urban Village Sub City
Minibus 5.81 6.41 5.55
Standard Bus 14.76 12.32 15.11
Rail 10.17 8.62 10.6
Overall PT 9.66 7.94 10.3
It is observed that Metro being high speed and more comfortable mode, is used for longer
trip lengths. People residing in sub-city are commuting higher trip lengths as compared to
that of people residing in urban villages.
First and Last mile mode share
Ease in first and last mile trips plays one of the major roles in choosing public transport for
trips. Walking has been observed to be the most preferred mode for first and last mile trips.
Table 3-18 shows the distribution of first and last mile trips by mode choice.
Table 3-18: Distribution of first and last mile trips by mode choice
Mode Sub City Urban Village Overall

Auto Rickshaw 3233 (2%) 423 (1%) 3656 (2%)
Car / Van 375 (0%) - 375 (0%)
Cycle 712 (0%) - 712 (0%)
Cycle Rickshaw 249 (0%) - 249 (0%)
Scooter/ Motor Cycle 1887 (1%) 438 (1%) 2324 (1%)
Shared Auto 998 (1%) - 998 (0%)
Taxi / Jeep 181 (0%) 48 (0%) 229 (0%)
Walk 165539 (96%) 38738 (98%) 204277 (96%)
Total 173172 (100%) 39646 (100%) 212819 (100%)
It is seen that in 96% of the first and last mile trips, walking mode has been used by the
residents of Dwarka. Share of walking mode has been observed to be more in urban village
part than that of sub-city.
47
First and Last mile trip length
First and last mile trip length is one of the major factor in deciding use of public transport.
Closer the final origin or destination from the public transport stops, there will be more
chances of using the public transport. Table 3-19 shows the average trip lengths of first and
last mile trips by mode and urban development type.
Table 3-19: Average trip length of first and last mile trips by mode and urban development type
Average trip length (Km.)

Access Modes
Sub City Urban Village Overall
Auto Rickshaw 3.0 2.8 3.0
Car / Van 8.5 8.5
Cycle 3.9 3.9
Cycle Rickshaw 2.0 2.0
Scooter/ Motor Cycle 2.5 3.6 2.7
Shared Auto 3.3 3.3
Taxi / Jeep 1.2 1.5 1.3
Walk 1.0 0.9 1.0
Overall 1.1 0.9 1.1
The average access trip length by walk is 1 Km. Weighted average first and last mile trip length
with the weightage of mode share is calculated to be the same i.e. 1 km. It shows the users are
willing to travel about 1 km. of distance by walk to access the public transport.
Bus Routes and Fleet Size

There are currently 35 bus routes operating within Dwarka with 264 buses. (Table 3-20) there
are 2 operators plying their services within Dwarka – DTC & DIMTS. Three major corridors on
which most bus routes operate are -
1. From Dwarka Mor to Road No. 201

2. From Road no 224 to UER-ii via Sector 9 road
3. Along Najafgarh - Kapashera Road
Table 3-20 Route wise fleet Details in Dwarka
Route No. Origin Destination No of Buses

715 Dwarka Sector 2 Mangal puri 7
717 Shahbad Mohammdpur Badarpur Border 17
718 Kapashera Border Uttam Nagar 17
721 Mangal Puri ISBT (K.Gate) 26
724 (Ext) Dwarka sector 4 Nehru Place terminal 2
727 Dwarka More Metro station J.L.N Stadium 11
728 Najafgrah N.D. Rly Stn 1
740A MangalPuri Anand Vihar ISBT 1
740B Anand Vihar ISBT BIinda pur DDA Flats 2
741 Mangal Puri Jyonti village 2
761 Mangal Puri Azadpuri 26
48
Route No. Origin Destination No of Buses

764 Najafgrah Nehru Place 30
765 Bakar Wala JJ Huaz khas 1
770A Madhu Vihar Delhi Sectt. 6
770B Dwarka Court Patiala House 1
778 Madhu Vihar Inder Lok Metro Stn 22
778A Dwarka Sec 10 Terminal Karam Pura Terminal 1
781 Dwarka Sector 16c N D Rly Stn 10
794 Mangal puri Nizamuddin Rly. Stn 10
794A Dwarka Sec 10 Terminal Nizamuddin Rly Stn 3
801 Kapashera Border Inderlok Metro Stn 1
803 Madhu Vihar Shivaji Stadium 6
813 ISBT Nityanand Marg Mangal Puri 3
947 Sawda J J Cluster IGI Airport 2
947A Sawda JJ Cluster Bhati Mines 1
RL-75 Dwarka Sec 14 N D Rly stn 5
RL-77 N D Rly Stn Mangal puri 15
RL-77A Dwarka Sec 18B N D Rly Stn 4
RL-77EXT Dwarka Sec 19 N D Rly Stn 4
RL-77B Madhu Vihar N D Rly Stn 9
RL – 79 Dwarka Sec 23 N D Rly Stn 7
WDM (+) Madhu Vihar Madhu Vihar 1
NCR Uttam Nagar Gurugram 10
Total Buses 264
Public Transport Accessibility Level (PTAL)
PTAL is a detailed and accurate measure of the accessibility of a specific point to the public
transport network, taking into account walk access time and service availability. It measures
the accessibility level for a specific point (origin) considering the accessibility index (AI) for all
available modes of transport from that point. The methodology is briefly described below,
broken down into key steps for calculation.
• Step 1: Define points of interest (POI) and service access points (SAP) – POI is defined
as a point for which the accessibility level is to be measured with reference to an SAP,
which is a public transport stop (such as bus stop, metro station, etc.).
• Step 2: Calculate walk access time from POI to SAP – The actual road network distance
from POI to SAP is measured and, assuming a walk speed of 4.8 km/h, walk time (WT) is
calculated. The maximum walk time considered is 15 minutes. Any SAPs beyond these
distances are not taken into account to calculate PTAL for that particular POI.
• Step 3: Identify valid routes at each SAP and calculate average waiting time (AWT) –
The valid routes are bus and metro routes for the peak hour and the frequency of services
on all these routes during this hour is used in the calculation of AWT.
AWT is the defined as the period from when a passenger arrives at an SAP to the arrival of
the desired service. In the calculation, the hourly frequency (f) is halved because the
49
scheduled waiting time (SWT) is estimated as half the headway. For example, a 10-minute
service frequency (6 buses per hour) would give an SWT of 5 minutes. In addition, to make
the calculations more realistic, a “reliability factor” (K) is added to the SWT depending on
the transport mode, which is assumed to be 2 minutes for buses and 0.75 minutes for rail
services.
60
𝐴𝑊𝑇 = 0.5 +𝐾
𝑓
• Step 4: Calculate minimum total access time (TAT) for each valid route at each SAP –
This is done as shown in Equation below by adding times obtained in steps 2 and 3.
𝑇𝐴𝑇 = 𝑊𝑇 + 𝐴𝑊𝑇
• Step 5: Convert TAT into equivalent doorstep frequency (EDF) – This is obtained as 30
divided by TAT as shown in equation below –
30
𝐸𝐷𝐹 =
𝑇𝐴𝑇
The principle is to treat access time as a notional average waiting time as though the route
was available at the doorstep of the selected POI.
• Step 6: Obtain the accessibility index (AI) for each POI – In this step, the most dominant
route, i.e., the route with the highest frequency, is assigned the weighting factor of 1.0; for
all other routes, a weighting factor of 0.5 is assigned. Thus, for a transport mode (m), the
AIm is calculated as shown –
𝐴𝐼𝑚 = 𝐸𝐷𝐹𝑚𝑎𝑥 + 0.5 ∑ 𝐸𝐷𝐹
𝐴𝑙𝑙 𝑜𝑡ℎ𝑒𝑟 𝑚𝑜𝑑𝑒𝑠
Then, the accessibility index for a POI (AIPOI) is calculated, as shown in Equation below –
𝐴𝐼𝑃𝑂𝐼 = ∑ 𝐴𝐼𝑚
𝑚
• Step 7: Map PTAL – The AIs obtained for each POI are allocated to eight bands of PTAL,
as shown in Figure (where Range of Index means AI of the POI) -
Table 3-21 Bands of PTAL
PTAL Range of Index Map Colour Description
1a (low) 0.01 – 2.50 Very Poor
1b 2.51 – 5.00 Very Poor
2 5.01 – 10.00 Poor
3 10.01 – 15.00 Moderate
4 15.01 – 20.00 Good
5 20.01 – 25.00 Very Good
6a 25.01 – 40.00 Excellent
6b (high) 40.01 + Excellent
Source: Transport for London (2010), Table 3, Page 6
A POI with a value of 0 indicates no access to the public transport network within the
parameters given and is not coloured on the map.
Public Bus Service
The zone-wise PTAL for Public Bus services in Dwarka is shown in Figure.
50
Figure 3-20 Public Transport Accessibility Levels (PTAL) for Public Bus Services
3.7. Shared Mobility

Shared mobility is an innovative transportation strategy that enables users to gain short‐term
access to transportation modes on an “as-needed” basis. India is one of the biggest markets
for domestic car sales and hence keeps attracting global brands every year. However, with the
rising awareness of the ill-effects of traffic congestion and vehicle-led pollution, we see a faster
adoption of shared mobility services by many cities across the country. These services include
car sharing, carpooling, electric vehicles sharing, bike sharing and many more. The results of a
study conducted by SPA shows the mobility pattern of users of shared mobility in the further
sections.
Shared Mobility Options in Dwarka
As a part of NCT of Delhi, Dwarka too has seen a rise in the demand for Shared Mobility
services. Some of these are –
51
• Car Sharing Platforms – In these kinds of services, users gain the benefits of private
vehicle use without the costs and responsibilities of ownership. Example – Zoom Car,
Mylescar, VolerCars, Revv, etc.
• Bicycle Sharing - It is the systems which allow users to access bicycles on an as-needed
basis from a network of stations, which are typically concentrated in urban areas.
o Public Bike Sharing: Examples - Available at BRT, Metro Station, BOUNCE, etc.
o Closed Campus Bike Sharing: Examples - Available at College, amusement Park
& national Parks
• Ride Splitting – It facilitates share rides between drivers and passengers with similar
origin-destination pairings. Example – Car pooling, Bla-Bla car, etc.
• Alternative Transit Services - Transportation options (which are target special
populations) have existed in parallel to established public transit networks. Example - vans,
paratransit, and shuttles
o Shuttles - connect passengers to public transit stations or to employment centres.
o Micro-Transit – Alternative transit service which can incorporate flexible routing,
flexible scheduling, or both
• On-Demand Ride Services
o Ride Sourcing - Ride sourcing use smartphone apps to connect community drivers
with passengers. Examples – Ola micro, Ola mini and Ola prime, Uber Go, Uber
Premier
o Ride Sharing - Involves sharing a ride sourcing ride with someone else taking a
similar route. Ola and Uber match riders with similar origins and destinations
together, and they split the ride and the cost. Examples – Ola Share and Uber Pool
Shared Mobility Pattern
Preferred Mode Share
As shown in Figure, Ride Sharing and Ride Sourcing platform together carry about 64% of trips
made by shared mobility modes.
Bicycle
Sharing, 5% Car Pool, 11%
Scooter Taxi, 3%
Sharing, 6%
Shuttle, 7%
Car Sharing,
4%
Ride Sourcing,
32%
Ride Sharing,
32%
Figure 3-21 Share of Trips by Shared Mobility options
52
Trip Purpose
As shown in Figure, work related trips constitute 46% of trips made by shared mobility modes
and thus, it can be inferred that these shared mobility options are mostly being used by choice
users who want the comfort of a car and either don’t want to or cannot own a car yet.
Pick Up & Drop

Off, 9%
Shopping, 8%
Medical, 2%
Work, 46%
Social/ Leisure,
20%
Education, 15%
Figure 3-22 Purpose-wise Share of Trips by Shared Mobility
Average Trip Length (ATL)
Despite proximity with Airport, the ATL for Pick-up and Drop-off purpose (21 kms.) is higher
as other mobility centres like Railway stations and Bus Stands are relatively far from Dwarka. It
is followed by Work related trips (15.5 Kms.). It can be observed that most of these work-
related trips are destined outside Dwarka (Figure).
Work 15.5
Education 7
Social/ Leisure 8
Medical 5
Shopping 8
Pick Up & Drop Off 21
0 5 10 15 20 25
Average Trip Length (in Kms.)
Figure 3-23 Purpose-wise ATL by Shared Mobility
Average Trip Time (ATT)
Like ATL, the ATT for Pick Up / Drop Off and Work-related trips is higher compared to other
purposes (Figure) because majority of them are destined outside Dwarka.
53
Work 50
Education 20
Social/ Leisure 30
Medical 18
Shopping 30
0 10 20 30 40 50 60 70 80
Average Trip Time (in Mins.)
Figure 3-24 Purpose-wise ATT by Shared Mobility
Average Trip Cost (ATC)
As expected, considering higher ATL and ATT, the cost for Pick Up / Drop Off and Work-related
trips is higher compared to other purposes (Figure). However, the cost of work-related trip is
not as significantly higher as compared to Pick Up / Drop Off. This is because a large number
of work-related trips are made by ride sharing while the majority of trips for Pick Up / Drop
Off are made by Ride Sourcing.
Work 200
Education 50
Social/ Leisure 150
Medical 100
Shopping 115
0 100 200 300 400 500 600

Average Trip Cost (in INR)
Figure 3-25 Purpose-wise ATC for Shared Mobility
3.8. Intermediate Public Transport (IPT) System Characteristics

Intermediate Public Transport in Dwarka is a vital last mile connectivity providing system. It
includes E-Rickshaws, Auto Rickshaws, Shared Autos, Smart E, Cycle Rickshaws, Grameen
Sewas. It helps in people accessing and dispersing the main transport mode and helps them
do short trips within their locality. In Dwarka this system plays a major role as the Public
transport network is not available in all areas and metro plies along the central sectors.
Intermediate Public Transport (IPT) survey was conducted at 18 locations across the city at all
the existing routes of IPT service. The total IPT route length is estimated to be 117 K.M. Figure
3-26 and Table 3-22 show the IPT survey locations.
54
Figure 3-26 IPT Survey Locations
Table 3-22 IPT Survey Locations
S. No. Location
1 Dwarka Sector-14 Metro Station
4 Sector 11 Market
5 Sector 5 Market
7 Sector 6 Market
8 PNB Dwarka Sector-10 Metro Station
55
S. No. Location
9 Ramphal Chowk
13 Palam Metro Station
14 Dashrathpuri Metro Station
15 Dabri Mor- Janakpuri South Metro Station
16 Uttam Nagar East Metro Station
17 Nawada Metro Station
18 Dwarka Mor Metro Station
User Characteristics
The average cost paid by the IPT users is observed that 45.9% of IPT users pay upto Rs. 10
followed by Rs. 10-25 (32.2%) as shown in Figure 3-27
2.7% 0.6% 0.4% 0.2%

Upto 10
10-25
18.0%
25-50
45.9%
50-100
100-150
32.2%
150-250
>250
Figure 3-27 Cost paid by IPT users (in terms of Percentage Shares)
IPT mode is mostly used for work and business (69.9%) followed by home (15%), recreational
(10.1%) and education (4.1%) purposes respectively. Table 3-23 and Figure 3-28 shows the
distribution of trip purpose.
4.1%
EDUCATION
15.0% HOME
0.7%
MEDICAL
10.1%
RECREATIONAL
69.9% 0.2%
SOCIAL
WORK
Figure 3-28 Trip Purpose Distribution of IPT Modes (in terms of Percentage Shares)
56
Table 3-23 Trip Purpose Distribution of IPT Modes
Trip Purpose Percentage Share

Education 4.1%
Home 15%
Medical 0.7%
Recreational 10.1%
Social 0.2%
Work 69.9%
Total 100%
The access distance for the IPT mode from the home or workplace varies up to 500 m. The
maximum users of IPT mode (64.6%) reside within the radius of 50-200 m ( Figure 3-29).
0.6%
11.9%
22.9% UPTO 50
50-100
100-200
31.5%
200-500
33.1% 500-1000
Figure 3-29 Access distance of IPT users (in terms of Percentage Shares)
The waiting time for IPT mode is 2-5 minutes (46.6%) followed by less than 2 minutes (34.3%)
and 5-10 minutes (15.9%) respectively (Figure 3-30).
3.0% 0.2%
15.9% <2
34.3%
2-5
5-10
10-20
20-30
46.6%
Figure 3-30 Waiting Time of IPT users (in terms of Percentage Shares)
57
IPT Mode wise Average Trip Length (ATL)
The Average Trip Length of various IPT modes is shown in the Table 3-24. The auto rickshaws
and shared autos average trip length were relatively higher with compare to other IPT modes.
Table 3-24 Average Trip Length of Various IPT Modes
E-Rickshaw Cycle Rickshaw Auto Rickshaw Shared auto Smart E

ATL (in KM’s) 1.56 1.25 4.30 3.85 2.40
3.9. Parking Characteristics

Parking characteristics within Dwarka area have been analysed for four on-street and four off-
street locations in the area having commercial and public and semi-public land use
characteristics, which are the major attraction points of vehicle in the city (Figure 3-31 and
Table 3-25).
Figure 3-31 Parking Locations Surveyed
58
Table 3-25 Parking Locations Surveyed
S. No. Location Landmark

1 P1 (On Street) Ramphal Chowk Road, Sector 7 (in front of TIME building)
2 P2 (On Street) Sector 9 (near RD Rajpal Public School)
3 P3 (On Street) Sector 19 (in front of Vardhman Mall)
4 P4 (On Street) Sector 12 (near Agarwal Sweets)
5 P1 (Off Street) Sector 6 (Mall Road)
6 P2 (Off Street) Sector 5 (Central Road)
7 P3 (Off Street) Sector 11 (near Akash Institute)
8 P4 (Off Street) Sector 12 (Pocket 7 Road)
On-Street Parking
Parking surveys were carried out at four on street locations for 16 hours. Surveys were carried
out at four off street parking lots, namely, Ramphal Chowk Road, Sector 7 (in front of TIME
building; P1), Sector-9 (near RD Rajpal Public School; P2), Sector-19 (in front of Vardhman Mall;
P3) and Sector-12 (near Agarwal Sweets; P4). At all the locations parking for two-wheelers,
car, auto rickshaw, Mini LCV, taxi and tempo (goods 3-wheeler) were observed prominently.
Parking duration
The duration for which a mode has been observed to be parked across all locations have been
summarized in below table. It can be observed that on street parking is done mainly for short
term, i.e., less than 2 hours. Parking durations across all locations as shown in Figure 3-32 and
Figure 3-33 respectively.
Parking Duration - Car
Sector 19 (in front of

76% 14% 11%
Vardhman Mall)
Sector 9 (near RD Rajpal

78% 3% 19%
Public School)
Ramphal Chowk Road,

Sector 7 (in front of TIME 86% 10% 4%
building)
0% 20% 40% 60% 80% 100%

Short Term (Upto 2 Hrs) Medium Term (2 to 4 Hrs) Long Term (Morethan 4 Hrs)
Figure 3-32 On-street Parking Duration – Cars
59
Parking Duration - Two wheeler

Sector 19 (in front of
72% 12% 15%
Vardhman Mall)
Sector 9 (near RD Rajpal

74% 4% 22%
Public School)
Ramphal Chowk Road, Sector

92% 7% 2%
7 (in front of TIME building)
0% 20% 40% 60% 80% 100%

Figure 3-33 : On Street Parking Duration - Two-Wheeler
Table 3-26 Location wise On-Street Parking duration
Ramphal Chowk Sector 19 (in

Sector 9 (near
Road, Sector 7 (in front of
Mode Landmarks RD Rajpal
front of TIME Vardhman
Public School)
building) Mall)
Short Term (Upto 2 Hrs) 86% 78% 76%
Medium Term (2 to 4 Hrs) 10% 3% 14%
Car
Long Term (More than 4 Hrs) 4% 19% 11%
Parking Veh. (in ECS) 644 73 325
Short Term (Upto 2 Hrs) 92% 74% 72%
Two-
Medium Term (2 to 4 Hrs) 7% 4% 12%
Wheel
Long Term (More than 4 Hrs) 2% 22% 15%
er
Parking Veh. (in ECS) 101.5 12.5 84.5
Parking Accumulation
Two wheelers and Car parking facilities are observed at all locations. Peak parking
accumulation for 2-wheeler and car were observed at evening peak hour at all locations.
Parking accumulation across all on street locations are presented in below Figure 3-34 & Table
3-27 respectively.
Parking Accumulation at On-street Parking Locations
Sector 19 (in front of Vardhman Mall)
Sector 9 (near RD Rajpal Public School)
Ramphal Chowk Road, Sector 7 (in front of

TIME building)
0 100 200 300 400 500 600 700

Two Wheeler Car Parked Veh. (in PCU) in Peak Accumulation
Figure 3-34 Parking Accumulation at On-street Parking Locations
60
Table 3-27 Parking Accumulation at On-street Parking locations (in ECS)
Landmark Car Two Wheeler

Ramphal Chowk Road, Sector 7 (in front of TIME building) 644 101.5
Sector 9 (near RD Rajpal Public School) 73 12.5
Sector 19 (in front of Vardhman Mall) 325 84.5
Parking Turnover
Two wheelers and Car parking facilities are observed at all locations. Parking turnover for 2-
wheeler and car were analysed at all locations. From the analysis it observed that the parking
turnover is higher in Ramphal chowk road as 90% vehicles parked for short duration. Parking
turnover across all on street locations are presented in Figure 3-35.
Parking Turnover at On-Street
3.38
Sector 19 (in front of Vardhman Mall)
3.25
0.5
Sector 9 (near RD Rajpal Public School)
0.73
Ramphal Chowk Road, Sector 7 (in front of 4.06

TIME building) 6.44
0 2 4 6 8
Two Wheeler Car Parking Turnover
Figure 3-35 Parking Turnover at all On-street Parking locations
Off-Street Parking
Surveys were carried out at four off street parking lots, namely, Sector-6 (Mall Road; P1),
Sector-5 (Central Road; P2), Sector-11 (near Akash Institute; P3) and Sector-12 (Pocket 7 Road;
P4). At all the locations parking for two-wheelers, car, auto rickshaw, Mini LCV, taxi and tempo
(goods 3-wheeler) were observed prominently.
Parking duration
The duration for which a mode has been observed to be parked across all locations have been
summarized in Table 3-28. It can be observed that off street parking is done mainly for short
term, i.e., less than 2 hours. Parking durations across all locations have been presented in
Figure 3-36 and Figure 3-37 respectively.
61
Parking Duration of Cars at Off Street Parking
Sector 12 (Pocket 7 Road) 81% 11% 9%
Sector 11 (near Akash

67% 15% 18%
Institute)
Sector 5 (Central Road) 70% 14% 17%
Sector 6 (Mall Road) 82% 14% 4%
0% 20% 40% 60% 80% 100%

% of Parked Veh. (in ECS)
Figure 3-36 : Off Street Parking Duration – Cars
Parking Duration of Two-wheeler at Off Street Parking

Sector 12 (Pocket 7 Road)
Sector 11 (near Akash

Institute)
Sector 5 (Central Road)
Sector 6 (Mall Road)
0% 20% 40% 60% 80% 100%

% of Parked Veh. (in ECS)
Figure 3-37 : Off Street Parking Duration – Two-Wheeler
Table 3-28 Location wise Off-Street Parking Duration
Sector
Sector 6 Sector 11 Sector 12
5
Mode Landmarks (Mall (near Akash (Pocket 7
(Central
Road) Institute) Road)
Road)
Short Term (Upto 2 Hrs) 82% 70% 67% 81%
Medium Term (2 to 4 Hrs) 14% 14% 15% 11%
Car
Long Term (Morethan 4 Hrs) 4% 17% 18% 9%
Parking Veh. (in ECS) 383 339 221 263
Short Term (Upto 2 Hrs) 74% 63% 67% 66%
Two Medium Term (2 to 4 Hrs) 19% 15% 18% 16%
Wheeler Long Term (Morethan 4 Hrs) 7% 22% 15% 18%
Parking Veh. (in ECS) 181.25 170.00 99.50 58.75
Two wheelers and Car parking facilities are observed at all locations. Peak parking
accumulation for 2 wheeler and car were observed at evening peak hour at all locations.
62
Parking accumulation across all on street locations are presented in Figure 3-38 & Table 3-29
respectively.
Parking Accumulation at Off Street Parking Locations
Sector 11 (near Akash Institute)
0 100 200 300 400 500

Two Wheeler Car Parked Veh. (in PCU) in Peak Accumulation
Figure 3-38 Parking Accumulation at off street parking locations
Table 3-29 Parking Accumulation at On-street Parking locations (in ECS)
Landmark Car Two Wheeler

Sector 6 (Mall Road) 383 181.2
Sector 5 (Central Road) 339 170
Sector 11 (near Akash Institute) 221 398
Sector 12 (Pocket 7 Road) 263 58.7
Parking Turnover
Two wheelers and Car parking facilities are observed at all locations. Parking turnover for 2
wheeler and car were analysed at all locations. From the analysis it observed that the parking
turnover is higher in Sector 5 & 6 as 80% vehicles parked for short duration. Parking turnover
across all on street locations are presented in Figure 3-39.
Parking Turn Over at Off-Street
0 2 4 6 8
Two Wheeler Car
Parking Turnover
Figure 3-39 Parking Turnover at all Off-street Parking locations
63
Parking Index
Parking index is also called occupancy or efficiency. It is defined as the ratio of number of bays
occupied in time duration to the total space available. It gives an aggregate measure of how
effectively the parking space is utilized. Paring index is observed higher at Sector 5 and sector
6 off-street parking locations. Parking index at the identified parking locations area as shown
in the Figure 3-40
Pakring Index at Off-street locations

0 0.5 1 1.5 2
Two Wheeler Car Parking Index
Figure 3-40 Parking Index at Off-street Parking locations
Parking Characteristics
Parking Duration
It can be observed that off street parking at Millennium Park is done mainly for short term, i.e.,
less than 2 hours. Significant car parking was observed with 41 ECS with average parking
duration of 1 hour 58 minutes followed by two-wheeler with 33 ECS with average parking
duration of 1 hour 52 minutes ( Figure 3-41 and Table 3-30)
Parking Duration at Millennium Park
Two wheler 78% 22%
Car 71% 29% 0%
0% 20% 40% 60% 80% 100%
Figure 3-41 Parking Duration at Millennium Park (in ECS)
Table 3-30 Parking duration at Millennium Park (in ECS)
Parking Duration Car Two Wheeler

Short Term (Upto 2 Hrs.) 71% 78%
Medium Term (2 to 4 Hrs.) 29% 22%
64
Parking Duration Car Two Wheeler

Long Term (More than 4 Hrs.) 0% 1%
Parking Veh. (in ECS) 41.00 32.25
Peak parking accumulation for 2 wheeler and car was observed in evening peak hour. Parking
accumulation is presented in Table 3-31.
Table 3-31 Parking Accumulation at Millennium Park (in Veh.)
Mode Car Two-Wheeler

Parking Demand 20 70
3.10. Pedestrian Characteristics

Walkability
Walking is the most fundamental way for human beings, not only to move, but to interact with
their surroundings. It is also one of the most common ways to access public transport.
Walkability is important for encouraging mode shifts from motorized to non-motorized
vehicles for short trips, for promoting walking as a healthy leisure activity and improving
quality of life and for providing mobility for the poorest residents.
There are many ways to assess walkability. The most common feature occurring across
different methods is the availability and quality of pedestrian infrastructure. However, other
factors such as safety and security, aesthetics, characteristics of the built environment are also
used increasingly to assess walkability since they are found to contribute significantly towards
people walking more. Places undesirable of walking include separated land use, dead end
streets and poorly designed arrangement of developments.
Thus, walkability is not just about the availability of physical infrastructure but also how safe,
convenient, comfortable, accessible and healthy the overall pedestrian environment is.
According to Brad Shaw, Walkability can be defined as: a foot-friendly, easy to use and built
environment-friendly with levelled sidewalks, safe intersections, narrow streets, proper
disposing facilities, proper lighting and a total absence of obstructions.
Methodology Adopted for Walkability Index
Street cross-section inventory and supplementary walkability audit were conducted to assess
the overall walkability environment in the sectors. The streets selected included all primary
networks and a sample of secondary networks across all sectors in Dwarka. The methodology
adopted to calculate the walkability index in case of Dwarka is derived from the above-
mentioned understanding of walkability and has taken under consideration the indicators
under three broad categories:
65
I. Footpath Adequacy,
II. Footpath Quality, and
III. Comfort, Aesthetics and Security.
Further these indicators were broken down into sub-indicators. For instance, footpath
adequacy is measured on the average score on the basis of presence (or absence) of footpath,
footpath width and kerb height on either side. Footpath quality is calculated on the average
score of pavement material, condition and maintenance, continuity, obstruction on footpath
(vendors, parking, trees in pedestrian path, private garden, street furniture, litter) and on-street
parking obstructing access to footpath. Comfort, aesthetics and security is calculated on the
average score of presence of amenities (such as benches, dustbins, drinking water, public
toilets and bus shelters), cleanliness, lighting, landscaping, and activity and liveliness along the
streets. The scoring for the first indicator, that is, Footpath Adequacy is based on how close to
norms the existing condition is. The scoring of each the next two indicators range between 1-
5, where 1 represents worst condition and 5 represents highly suitable for walking. Detailed
score cards were prepared for each of the rating for all indicators. Walkability score is
calculated for each link on the network assessed and for each sector individually for
comparison. The three broad categories of indicators along with the sub-indicators are
explained as below:
1. Footpath Cross-Section
i. Footpath Width- Width of 2.5m along commercial land uses and 1.8m along
other land uses. (Reference- IRC-99 and Street Design Guidelines, UTTIPEC)
ii. Kerb Height- Height not exceeding 150mm. (Reference- IRC-99 and Street
Design Guidelines by UTTIPEC)
2. Footpath Quality
i. Pavement material – Texture and regularity of pavement material.
ii. Condition and Maintenance– Maintained and intact footpath condition.
iii. Footpath Continuity –% of the road network having footpath.
iv. Obstructions – % of footpath length with obstructions/blockage in the form of
hawkers, parking on the footpath, shop extensions, construction material, trees,
litter, etc.
v. On street parking blocking access to footpath –% of footpath length with
blocked access due to on-street parking.
3. Walking Environment
i. Amenities – Presence and condition of amenities like benches, drinking water,
dustbins, public toilets and bus shelters.
ii. Cleanliness – % of footpath length ruined by litter.
iii. Lighting – Average of two sub-parameters-
i. Street light gaps
ii. Presence of pedestrian lights
iv. Landscaping – Average of two sub-parameters-
66
i. Tree gap
ii. Landscape quality.
v. Activity and Liveliness –Presence of ‘eyes-on-street’, active frontage, etc
The scoring principle for each type is discussed in the following section and the detailed score
card for the walkability audit is given in Table 3-32.
Table 3-32 Score Card for Walkability Audit

FACTOR/SCORE 1 2 3 4 5
I. FOOTPATH ADEQUACY
No Footpath Footpath Footpath less Footpath as Footpath
<1.8m & than norms per norms wider
1. Footpath Width missing/ (<1.8 m) (=1.8 m) than
discontinued norms
(>1.8 m)
More than Between Between As per norms As per
500mm or 500mm and 300mm and (150mm) norms
2. Kerb Height No Footpath 300mm 150mm along
with
ramps
II. QUALITY OF FOOTPATH
No Pavement Material Material Material
pavement materials not used does used enables used is
walk friendly. not cause walking. Is excellent
Uneven, too difficulty in even, flat, along
3. Pavement material slippery, too walking. has enough with
rough, texture for tactile
reflects light grip, etc. paver and
straining eyes. disabilitie
s friendly
No Bad condition Irregular Maintained Maintain
4. Condition and pavement of pavement. maintenance regularly, but ed
maintenance of does not regularly,
pavement reflect and
reflects
No footpath Discontinuous Footpath Continuous Continuo
footpath. somewhat footpath us
Covers less discontinuou covering 50- footpath
5. Continuous than 40% of s. Covers 80% of the covering
footpath the stretch only 40 -50% stretch 80% (or
of the stretch above) of
the
stretch
Obstructions Obstructions Obstructions Obstructions No
present on present on 60 present on present on obstructi
6. Obstructions on
over 80% of - 80% of 40 - 60% of up to 40% of ons on
footpath
footpath footpath footpath footpath footpath.
stretch stretch stretch stretch
67
7. On No Vehicles Vehicles Vehicles Vehicles No on
street access to blocking blocking 60- blocking 40- blocking up street
parking footpath over 80% of 80% of street 60% of street to 40% of parking.
obstructi from street street
ng carriage
way
III. COMFORT, AESTHETICS AND SECURITY
No benches benches benches benches benches
present present with present at present at present
i. irregular irregular regular at regular
Benches spacing & not intervals but intervals, not intervals,
accessible accessible accessible accessibl
e
No public Public toilets present, but present, and present,
toilets not usable. not visible visible and
ii. Public /accessible /accessible accessibl
Toilets e & well
maintaine
d
iii. No drinking Not usable. Not Easily Easily
8. Drinking water Dirty, broken, visible/access accessible accessibl
Amenitie water provision out of order, ible and visible. e, & well-
s provision etc maintaine
s d
No shelter at Shelter not Not enough Adequate Good
iv. bus stop maintained for more stop but not quality&
Shelter at well. Broken, than 10 maintained maintaine
bus stops
dirty, etc. people. well. d
No dustbins Present at Present at Present at Dustbins
irregular irregular regular present
intervals and intervals, but intervals and at regular
v. not with visible/access intervals,
Dustbins visible/accessi overflowing ible to visible,
ble litter people but accessibl
not cleaned e and
regularly clean.
Not clean. Not very litter present clean, Very
Bad odour. clean, visible on 40-60% pedestrain clean, no
Visible litter. litter on 60 - of street friendly, litter litter, bad
Not 80% of stretch present only odour.
9. Cleanliness of the
pedestrian stretch street on upto 40%
overall area
friendly. On of street
over 80% of stretch.
street
stretch
68
No Vegetation Landscaping Landscaping Landscapi
vegetation. present but visibly well ng
i. no present but maintained encourag
Conditio landscaping not well ing
10. n maintained pedestria
Landscapi
ns to
ng
walk
No More than Between As per norm Less than
ii. Tree
trees/vegeta 20m 20m to 12m norms
density
tion
No street present but working but present but Pedestria
lights not working/ light on not at n street
i.
present. broken footpath pedestrian light
Conditio
blocked by level present;
11. n
tree canopy footpath
Lighting
well-lit.
ii. Street No Above 30m Between As per norm Less than
Light streetlights 30m and norms
(gap) 25m
Desolated or Presence of Presence of Scattered Presence
deserted very few activities, presence of of road
stretch. No vendors/activi vendors and road facing facing
presence of ties. pedestrian balconies/ fronts
vendors or on street. store fronts/ building
activities. building accesses
12. Activity and
accesses on all along
Liveliness
the stretch. the
stretch.
and
pedestria
n on
street.
The methodology assigns equal weight to each of the sub-indicators; as such it can be
expressed as:
Walkability Index = Average of scores of Indicators 1-12

The minimum score, thus a link or a sector can achieve is 1 and maximum of 5. The scores
obtained from above sub-indicators give a combined score between 1-5 where, 1 – Not fit at
all (Worst), 2 – Poor Condition, 3 = Average, 4 = Suitable for Walking, 5 = Highly Walkable.
Analysis
This section discusses the findings of the walkability audit for each link on the network and a
consolidated analysis for each sector.
69
Footpath Adequacy
For footpath adequacy, the footpath width and kerb height were surveyed on both, left and
right sides. These aspects were surveyed by conducting a detailed road network inventory
survey. It helped identify footpath availability as shown in Figure 3-42. Adequate footpaths
have been identified via the above-mentioned methodology and shown in below Figure. Major
areas that have adequate footpath include the sectors 4, 5, 6, 12, 18 and 19 whereas sectors
15, 16, 20, 25 and 29 are completely devoid of it.
Figure 3-42 Footpath Availability
Walkability Index – Overall Dwarka
Based upon the methodology explained previously the overall walkability index for the study
area was calculated (Figure 3-43). The average index for the overall study area came out to be
2.7 on a scale of 5 thus reflecting an overall below average condition. The maximum index
obtained sector wise was 3.6 in sector 4 and minimum index obtained was 1.4 in sector 16D
which is probably on account of lack of development in the sector. The walkability index for
70
the village was 2.5, and the planned undeveloped sectors scored 2.4 while the planned
developed sectors scored 3. As can be seen from below figure, which indicates scores for each
sub-indicator, the aspects largely contributing to poor walkability scores are ‘amenities’,
‘cleanliness’, ‘lighting’, ‘condition’, ‘activity/liveliness’.
Figure 3-43 Walkability score details
Figure 3-44 shows a link-wise walkability index for Dwarka.
=1
1-2
2-3
3-4
4-5
Figure 3-44 Link wise Walkability Score
71
Pedestrian Count
Pedestrian movements are recorded at ten locations, along and across the road stretch. The
number of pedestrians walking across and along a stretch of road has been recorded at ten
critical locations. It has been observed that there is a prominent pedestrian moment at Dwarka
more (Dwarka more metro station), Azad Hindu Fauji marg, at Dwarka sector 9 metro station
and near Vishal Mega mart on Ramphal chowk road. However, at all locations, volume of
pedestrians walking along and across the stretches warrants the need for foot over bridges.
Location wise pedestrian count been shown in the below Table 3-33 and Table 3-34.
Table 3-33 : Pedestrian count at various locations (Per Day)

Loc no Type Pedestrian Location Along Across
Point 1 4Arm Near Vishal Mega Mart Ramphal Chowk Road 4729 10528
Point 2 4Arm At Dwarka Sector 10 Market Junction 3639 5365
Point 3 4Arm At Ashirwad Chowk 4916 9292
Point 4 Mid-Block AT OPG World School 2867 6453
Point 5 4Arm At Dwarka Metro Station 9 Junction 14712 31215
Point 6 4Arm At Dwarka Sector 1 juntion 4762 8924
Point 7 3Arm At Nala Road junction with Road 224 4748 10001
Point 8 3Arm Near Merit Shine (Azad Hind Fauji Marg) 10683 15342
Point 9 Mid-Block Near Sachdeva Global School 3918 9805
Point 10 3Arm At Dwarka More 70923 43033
Table 3-34 : Pedestrian Count at various locations (Peak Hour)

% Peak % Peak
Loc no Type Pedestrian Location Along Across
Share Share
Near Vishal Mega Mart
Point 1 4Arm 583 12.3% 864 8.2%
Ramphal Chowk Road
At Dwarka Sector 10
Point 2 4Arm 308 8.5% 394 7.3%
Market Junction
Point 3 4Arm At Ashirwad Chowk 481 9.8% 824 8.9%
Point 4 Mid-Block AT OPG World School 378 13.2% 918 14.2%
At Dwarka Metro Station 9
Point 5 4Arm 1161 7.9% 2533 8.1%
Junction
Point 6 4Arm At Dwarka Sector 1 juntion 409 8.6% 889 10.0%
At Nala Road junction with
Point 7 3Arm 476 10.0% 933 9.3%
Road 224
Near Merit Shine (Azad
Point 8 3Arm 896 8.4% 1201 7.8%
Hind Fauji Marg)
Near Sachdeva Global
Point 9 Mid-Block 323 8.2% 756 7.7%
School
Point 10 3Arm At Dwarka More 4490 6.3% 3111 7.2%
72
3.11. Terminal Characteristics

Introduction
The Rail Passenger Surveys were conducted to ascertain travel characteristics of rail-way
passengers. The survey was carried out by counting the number of passengers entering and
exiting the railway station 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 2 railway stations within the Study Area for a period of 4 hours. The O-D
information included the trip purpose, travel time, travel cost etc.
Physical Characteristics:
Palam railway station is a small railway station in Palam which is a residential and commercial
neighbourhood of the South West Delhi. The station is part of Delhi Sub-urban Railway.It has
two entries – both from Sadh Nagar Railway road. The station has broad-gauge line. 22daily
commuter train from Old Delhi to Rewari and 11 long route train halts at Palam.
Shahabad Mohammadpur railway station is situated in Shahabad Mohammadpur village. The
village is in the hinterland of Indira Gandhi International Airport and is surrounded on three
sides by the airport and on one side by northern railway. Shahabad Mohammadpur's nearest
metro station is Dwarka Sector 8 metro station. The village has a bus terminal. The distance of
the metro station from village is approximately 1 km. 22 daily commuter train from Old Delhi
to Rewari and No long route train halts at Shahabad station.
Operational Characteristics:
It is observed from the survey data of rail terminal survey that Palam Railway station have a
total footfall per day of 9504 passengers whereas Shahabad station have very less footfall of
858 passengers . Peak Hour footfall at Palam is found to be 1068 passengers from 12:00 –
13:00 and at Shahabad to be 858 passengers from 11:00 – 12:00. Average boarding and
alighting of passenger per train at Palam is 130 passengers and 158 passengers respectively
whereas Shahabad have 27 passengers and 12 passengers respectively. (
Figure 3-45). Table 3-35 shows the operational characteristics of railway stations.
73
800
617
600 587 601
463
400 467 357
376 324
200
0
10:00-11:00 11:00-12:00 12:00-13:00 13:00-14:00
IN OUT
Figure 3-45 Passenger
flow at Palam Railway station
Table 3-35 Operational characteristics of Railway stations
Palam Station Shahabad Station

No. of Sample 120 33
No. of Trains Stopping (Daily Commuter) 22 22
No. of Trains Stopping (Long Route) 11
No. of Tracks 4 2
Halt Time (Min) 2
Avg. Boarding Pas/Train 130 27
Avg. Alighting Pas/Train 158 12
Total Footfall Per Day 9504 858
Peak Hour Footfall 12:00-13:00(1068) 11:00-12:00(63)
Avg. Waiting Time Of Passenger 20 MINUTES 25 MINUTES
Access Dispersal Characteristics of Palam Railway Station:
The mode wise distribution of passenger trips for access/dispersal trips to and from the railway
station is shown in Figure 3-46 which indicates that walk contributes to about 27% share in
access mode choice whereas 29% in dispersal mode choice respectively. Bus contributes to
about 40% share in dispersal because of the presence of bus stop nearby ( Figure 3-47).
1% Walk
5% E-Rickshaw
2% 7%
27% Auto Rickshaw
Shared auto
Cycle Rickshaw
25%
Standard bus
23% Mini bus
6% 2W
1% 3%
4W
Figure 3-46 Access Mode Choice
74
4%
6% Walk
4% E-Rickshaw
29%
7% Auto Rickshaw
Shared auto
Standard bus
Mini bus
11% Metro
33%
2%4% 2W
4W
Figure 3-47 Dispersal Mode Choice
It is observed that work and business trips accounts for 37% and 20% share of Access trips
while 40% and 19% for Dispersal trips respectively. The purpose wise distribution of trips is
presented in Figure 3-48 and Figure 3-49 respectively. It may be noted that about 17% of
access trips account for return home trips while about 15% trips are for social purpose.
1%
4%3%3% Work
Business
15% 37% Return Home
Social
Education
17%
Shopping
20% Health
Religious
Figure 3-48 Purpose wise access trips
4% 8%
Work
10% 40% Business
Return Home
10% Social
Education
9%
Shopping
19% Health/ Hospital/Clinic
Figure 3-49 Purpose wise dispersal trips
Average trip length of Standard bus and shared auto for dispersal is 10 km whereas it is 9.4km
and 5.6km for access and dispersal trip respectively ( Figure 3-50). The average trip time for
75
access and dispersal trips is estimated to be respectively. Walk time is 10 min for access and
13 min for dispersal trips respectively. ( Figure 3-51).
12.0 10 109.4
10.0 7.6
6.5 7 6.5
8.0 5.6 5.4 5.6 5.5 6
6.0 3.5 4
3 3
4.0 1.20.9 1.5 2 2 1.5
2.0
0.0
Metro
Cycle Rickshaw
Standard Bus
Auto Rickshaw
Walk
Mini Bus
E-Rickshaw
4W
2W
Cycle
Shared auto
DISPERSAL(AVG TRIP LENGTH) ACCESS(AVG TRIP LENGTH)
Figure 3-50 Mode wise access/dispersal trip length
35 30 28
30
25 17
20 13 15 13 15 15 15 13
15 10 12 10 12 10 10 12 10 10 10
10 5 5
5
0
Auto Rickshaw
Walk
Mini Bus
Metro
E-Rickshaw
Shared auto
Cycle Rickshaw
Standard Bus
4W
Cycle
2W
DISPERSAL(AVG TRIP TIME) ACCESS(AVG TRIP TIME)
Figure 3-51 Mode wise access/dispersal trip time
The average trip cost observed is 15 Rs for access trips and 14 Rs for dispersal trips respectively
( Figure 3-52)
35 30
30
25 19 18 20 20
20 15 15 15
15 10 10 10 10 10 10 10 10
10 6 8
5
0
Metro
Auto Rickshaw
4W
2W
E-Rickshaw
Mini Bus
Shared auto
Cycle Rickshaw
Standard Bus
DISPERSAL(AVG TRIP COST) ACCESS(AVG TRIP COST)
Figure 3-52 Mode wise access/dispersal trip cost
76
Table 3-36 75th percentile of Trip Length
Modes 75% TRIP LENGTH (KM)

Walk 1
Standard Bus 10.75
E Rickshaw 6
Auto Rickshaw 3.75
Shared Auto 9
Scooter/ Motor Cycle 14.75
Mini Bus 6.5
About 57.8% of the passengers take upto 15 minutes to access the station where as 68% of
passengers take 15 minutes for dispersal. About 75% trip length shows that walk trips have
trip length of 1km which is accessed by the residents of Palam ( Table 3-36). Figure 3-53 below
shows the 75th percentile trip length by modes.
Figure 3-53 Mode wise buffer radius
Parking at Palam Railway Station
The parking surveys were conducted for 4 hours at the entrance of Palam Railway Station.
The data collected through the survey was analyzed to derive following parameters reflecting
the parking characteristics:
• Parking Demand and Supply Characteristics
• Parking Accumulation
• Parking Duration
77
• Parking Index
• Parking Turnover
4W
30%
2W
4W
2W
70%
Figure 3-54 Vehicular composition
Table 3-37 Parking Characteristics at Palam Railway station
Characteristic 2W 4W Total
Peak hour (time) 12:00-13:00 13:00-14:00
Peak accumulation (vehicles) 421 218 639
Peak accumulation (ECS) 105.25 218 323.25
Parking volume (vehicle) 303 169 472
Parking volume (ECS) 75.75 169 244.75
Parking load ( ECS hrs) 1052 2170 3222
Parking demand (for 4 hours in ECS hrs) 421 872 1293
Area (meters square) 1600
Number of bays available 64
Parking turnover 3.82
Parking index 1.05
. The total daily parking demand at the surveyed parking locations was observed to be about
1293 ECS hrs. Four Wheelers account for 30 % of the parking modes ( Figure 3-54). Parking
Accumulation is the number of vehicles parked at a particular location at a particular time
which is found to be 323.25 ECS. Parking Index which is the ratio of peak hour parking
accumulation to parking supply of spaces which is found to be 1.05 ( Table 3-37) indicating a
need of additional parking space. Parking turnover is high indicating short term parking
duration and extremely high parking demand as compared to the supply.
3.12. Establishment Characteristics

Establishment, in planning, refers to all built land uses which form the trip attraction ends, i.e.,
built use other than the residential land use. These usually comprise of three main uses-
commercial, public semi-pubic and industrial land uses in any city. However, in Dwarka there
are no industries (apart from one small-scale glass industry which has negligible attraction).
78
Leaving only two land uses in establishment category (in Dwarka 12.4% of land use comes
under establishment where Commercial is 4.4% and PSP is 8% of total land use) .
According to MPD-21, the classification of establishments is based on the character of the

activity, (as mentioned in their report) namely in Commercial there are three categories namely
retail shops, hotels and restaurants and warehouses; in PSP, three categories namely offices
(govt. and private), educational institutions (schools, colleges, coaching institutes) and health
institutions (hospitals, diagnostic centres, clinics) respectively
Dwarka is predominantly residential (61% built up i.e. 1600 Ha) with majority of its population
working in the service sector, i.e. government and private offices, etc. A comprehensive study
of the establishments in Dwarka was undertaken to understand the trip attraction rates in the
various TAZs and to come up with a trip attraction equation which will help in predicting future
travel patterns. The main purpose of this survey was to assess the travel demand generated
due to various land uses with respect to their employees and visitors. Using land use map, trips
attracted on each zone are identified based on different land uses from the sample collected.
These trips are then used to find out the attraction rates zone wise and then applied to the
total built-up areas in order to find out the total trips attracted zone wise.
Classification of Commercial and PSP as per MPD 2021
The classification categories adopted in the study is based on the of commercial and PSP
classification as per MPD 2021. Table 3-38 shows the existing establishment units by various
activities.
Table 3-38 Existing establishments by Classification of Commercial and PSP as per MPD 2021
Land Use Est. types Total existing units

C1 (Retail/ Non-hier. / hier. Shopping Centre) 5,008
C2 Warehouse 150
Restaurant
C3 960
Hotel
C1A Bakery/ Grocery 2,850
Salon/ Chemist/ Electronics/Furniture/
C1B Stationary/ Garments/ Transport 2,150
Accessories
C1C Mall 8
Clinic 80
PSP1
Hospital
PSP2 School/ College/Coaching Centre 115
PSP3 Govt. Pvt.. office/Bank 750
I Industry 2
TOTAL 7,063
(Primary Land use Establishment Survey, November 2019)
Table 3-39 Existing Built-up Classification (Establishment type wise)
79
Sr. No Land use Sub-Classification Floor Area (in Ha) Floor Area (in Ha)
C1 (Local & Convenient Shopping
61
Centre)
1 Commercial 167
C2 (Warehouse) 9
C3 (Hotels & Restaurant) 98
PS1 (Hospitals) 9
Public-
2 PS2 (Schools & Colleges) 120 155
Semi-Public
PS3 (Socio-cultural facilities) 27
Figure 3-55 shows the establishments in Dwarka sub city
80
Figure 3-55 Establishments in Dwarka sub city (Refer annexure 12D for larger map)
81
Estimation of Employment and Visitors Rate by Establishment Wise
Table 3-40 shows the estimated employment generation rates for various land uses which in
the study area.
Table 3-40 Estimated employment and visitor rate by establishment type wise
Total
Est. Built-up Employees/100 sq. Visitors/100 sq. Employee:
Establishment
Type Area (sq. m (overall) m Visitors
m)
Commercial Land use (As per Master Plan)
(Retail/ Non-hier. /
C1 hier. Shopping 246637 12 90 1:09
Centre)
C2 Warehouse 248637 3 4 1:02
C3 Restaurant 167756 5 35 1:07
Total Hotel 663030 7 43 1:07
Further Bifurcation of C1 Land use
C1 A Bakery/ Grocery 83942 13 105 1:08
Salon/ Chemist/
Electronics/Furniture/
C1 B Stationary/ 144775 8 52 1:06
Garments/ Transport
Accessories
C1 C Mall 17920 15 240 1:16
Public-Semi-Public Land use (As per Master Plan)
1:17(per
PS1 Clinic 60586 5 50
bed)
School/
PS2 College/Coaching 732792 2 15 1:08
Centre
Govt. Pvt..
PS3 98957 2 38 1:20
office/Bank
Employment Density
Adopting the estimated employment generation rates and the estimates of establishments
across different sectors in Dwarka Fig 3-76 shows the sector wise employment density.
82
Figure 3-56 Sector-Wise Employment Density
(Primary Establishment and Reconnaissance Survey, Nov 2019)
3.13. Fuel Usage Characteristics

As the emission factors for Petrol, Diesel and CNG vehicles is different, distribution of vehicles
as per fuel and mode type is estimated. As the two-wheeler are all petrol based and Auto
rickshaws are CNG based, fuel type wise distribution is only in Car mode. Figure shows the
distribution of cars as per fuel type.
83
Figure 3-57 Distribution of Cars as per fuel types
3.14. User Opinion survey

Is existing public transport system reliable in the city?
During the household survey, users were asked to respond on existing transport infrastructure
within the study area. 71% of users stated that the metro system is reliable and 56% and 52.6%
of users stated that the existing bus system and IPT shared is reliable.
Table 3-41 Is existing public transport system reliable in the city
is it reliable Bus Metro IPT

Good 56.4% 71.5% 52.6%
Moderate 35.4% 25.0% 41.0%
Poor 8.3% 3.5% 6.4%
Is it safe in existing Public Transport System in the city?
Only 52.8% of users stated that the existing metro system is safe but only 37.2% and 32.7%
user’s stated that they don’t feel safe in bus and IPT system respectively.
Table 3-42 Is existing public transport system safe in the city
Is it Safe Bus MRTS IPT

Good 37.2% 52.8% 32.7%
Moderate 46.2% 44.4% 53.9%
Poor 16.6% 2.7% 13.4%
Is existing Public Transport System in the city?
54.8% of users stated that the existing metro system fares are expensive and approximately
40% stated that bus and IPT system are expensive.
Table 3-43 Is existing public transport system too expensive in the city
Is it too Expensive Bus MRTS IPT

Yes 40.6% 54.8% 46.3%
Moderate 29.1% 28.1% 28.7%
No 29.8% 16.7% 24.6%
84
Is it safe and Convenient to walk on the streets of City?
During the household survey, users were asked to respond on existing walking conditions and
infrastructure within the study area. 75% of users stated that they feel safe and convenient to
walking on the streets in the city.
is it safe and Convenient to walk in

the City?
24.3%
75.7%
Yes
No
Figure 3-58 Is it safe and convenient to walk on the streets of the road
Are you satisfied with the way you travel in the City?
During the household survey, users were asked to respond on the existing transport
infrastructure within the study area. 88% of users stated that they feel safe and convenient to
walking on the streets in the city.
Are you satisfied with the way you

travel in the City?
12.0%
88.0%
Yes
No
Figure 3-59 Are you satisfied with the way you travel in the city
Improvements Suggested by residents of the city
During the household survey, users were asked to respond on the existing transport
infrastructure with in the study area. 37.3% of residents stated that enhance city bus system
and 25.8% residents also stated that to reduce the traffic jam on the roads. The suggestions
of residents are recorded and shown in the below table.
85
Table 3-44 Improvements Suggested by residents of the city
Improvement Suggested % Response

Enhance Bus system 37.3%
Reduce Traffic Jam 25.8%
Improvement Footpaths 8.0%
Enhance Transport Facilities 6.2%
City Level Bus System 6.0%
Clean & Safe Roads 4.0%
More Street lights 2.9%
Rationalization of Bus routes 2.8%
Reduce metro Fare 1.1%
Provision of Parking lots 0.9%
Access to PT System 0.6%
Enhance IPT service 0.6%
More Traffic Signals 0.5%
No Suggestion 0.5%
3.15. Issues
Based on the detailed analysis of various aspects of urban mobility described in earlier sections
following outstanding issues have been identified at the sub city level:
Issues with Road Network
• The entry network to the study area is quite congested

owing to its proximity to parts of Delhi as well as Gurugram.
There is a need to explore alternate routes and network
which could segregate the through and local traffic
effectively.
• There is an absence of functional hierarchy in the road

network with the share of major roads in the overall road
length being less than desired length which is one of the main causes of traffic congestion.
• The pedestrian facilities are either absent or ill maintained along majority of the roads
forcing pedestrians to walk on the carriageway. Further the design of footpaths particularly
in terms of high kerb height makes pedestrians extremely vulnerable
• The intermixing of local and through traffic affecting the smooth flow of traffic.
• The preponderance of permanent or temporary encroachments on the footpaths as well

as carriageway is resulting in loss of capacity for traffic movement as well as and pedestrian
flow.
• Some of the intersections are poorly designed which coupled with inadequate machinery
for traffic management & control hampers the smooth flow of traffic while negotiating the
intersections thereby leading to delays and safety issues
• The street furniture elements such as guard rails, streetlights, signals etc. remains a lot to
be desired
86
Issues with Public Transport
• There is a gross absence of requisite city bus fleet service

coverage in the study area resulting in inequities in the
delivery of its services provided by DTC. Further the existing
public transport infrastructure in terms of bus stops,
depots, terminals/stands etc. too needs improvement.
• As far as intermediate public transport (IPT) is concerned

the present operations are all based on market intervention
and there is little understanding of their role, potential and
constraints for their planned and rationale development.
Issues with Shared Mobility
• Ride Sourcing Users: Users reported issues related to higher Cost of Service, higher
Waiting Time, Limited Accessibility and Lower Safety.
Table 3-45 Issues reported by Ride Sourcing Users
Issue Category Current Character Share of Surveyed Users

Cost of Service Low 58%
Waiting Time High 33%
Accessibility Limited 64%
Safety Low 35%
• Ride Sharing Users: Users reported issues related to Cost of Service, Waiting Time, Travel
Time.
Table 3-46 Issues reported by Ride Sharing Users
Issue Category Current Character Share of Surveyed Users

Cost of Service Low 68%
Waiting Time High 63%
Travel Time High 86%
• Non-Users: 39% of Non-User says shared mobility is costly, 24 % have concerns related to
high waiting time and 15% face the issue of non-availability of service. There are also major
concerns related to Women Safety.
• Service Operators:
o Additional distance needs to travel in Ola Pool & Uber Pool
o Cancellation of rides at Last moment
o Absence of Pickup and drop off points at Commercial Area
o Fluctuation in bonus in completion of operational target trips
o Cashless payments
o Parking
• Other:
87
o Drivers Knowledge about the Road and using GPS enables applications
o Waiting Time Shown in App is not accurate
o Pickup Point Issues
o Dead Mileage is high in Uber pool & Ola Share
o Payment Issues
o Surge Price
o Cancellation fee & Cancellation of trips from both operator and Passenger side
o Parking Near Commercial & Institutional Area
Issues with Parking
• The parking accumulation is high in major activity areas

such as employment and shopping areas resulting in spill
over of parking on the carriageway.
• There is also an absence of adequate number of off-street
parking facilities as a result parker are forced to park on
the carriageway leading to reduction in road capacity and
affecting movement of traffic
• There is a need to evolve appropriate parking policy which could discourage long term
parking and encourage short term parking in the activity areas of intense parking demand
Issues with Non-motorized Transport (NMT)
• There is an absence of good pedestrian infrastructure,

both along and across, the road. Walkability index is poor
in the study area forcing pedestrians to walk on the
carriageway which can endanger their lives
• Presently there is an absence of cycling facilities in the
study area, which is convenient, safe and appealing to the
users.
Issues with Walkability
Although most sectors in Dwarka have dedicated footpath, they are not suitable for walking.
Major issues include –
• Footpath height is too high in a lot of areas thus discouraging pedestrians from using the
footpath.
• The footpaths are not designed for universal accessibility and ramps and tactile pavers are
missing across all sectors.
• Lack of maintenance of the footpath has resulted in broken footpath surfaces, broken drain
covers and unclean footpaths in many areas.
• Footpaths are also encroached by hawkers and vendors or with obstructions such as
transformers and trees.
88
• Parking encroachment on footpaths is observed in high intensity commercial areas or near

schools.
• On-street parking is more of a problem in K-II village area as compared to Dwarka sub-
city.
• Although there are streetlights, the sectors are lacking in terms of adequate lighting for
pedestrian paths, as observed in a majority of sectors.
• The sectors also have limited pedestrian crossing facility, making the pedestrian extremely
vulnerable. The zebra crossings at many intersections are not clearly marked and/or not
present on both sides of the street. The medians at the zebra crossing are not open to
facilitate pedestrian crossing.
Figure 3-60 Lack of Maintenance Figure 3-61 Footpath too high, Obstruction due
to hoarding
Figure 3-62 Parking and vendor encroachment on Figure 3-63 Access to footpath blocked by On-
footpath street parking
89
Issues with Terminals
• In terms of passenger terminals, both for rail stations, the

bounding network of the terminals are constrained with
encroachment coupled with inadequate facilities within
the terminal complex and absence of integration.
• In case of freight terminal there is total neglect of urban

freight movement with no adequate freight terminal
facilities in the study area.
Issues at Intersections
• Lack of protected refuse cycle track

• Lack of segregation of local & main traffic
• Skew angles at the intersections
• Need to Re- design the channelizing island for proper geometrics
• Lack of continuous pedestrian crossing
• Approach road widths at junctions are varying
• Problem in sight distance
Issues with Multi – Modal Integration
Metro stations and Railway station area in Dwarka sub city are hubs of pedestrian activities
and ideally need to be integrated with other modes of transport for offering seamless transfers.
But most of them do not have proper provisions like pick and drop zones, Bus Stops, IPT Stops,
etc. Additionally, they severely lack in NMT infrastructure. This results in spill over of pedestrian
activities on carriage way which leads to jamming condition.
Other issues
In addition to the above there would be likely impacts of proposed new developments such
as ECC, Bharat Vandana Park etc. which would attract lot of traffic and potential problems on
the network if not adequately planned for in advance. At the urban village level some of the
prominent issues confronting it are the absence of proper roads with footpath facilities. In
addition, the area has poor public transport connectivity including an absence of last mile
connectivity.
90
CHAPTER 4.SERVICE LEVEL BENCHMARKING
4.1. Introduction
Benchmarking is now well recognized as an important mechanism for introducing
accountability in service delivery. It involves measuring and monitoring of service provider
performance on a systematic and continuous basis. Regular monitoring can help to identify
performance gaps and introduce improvements through the sharing of information and best
practices, ultimately resulting in better services to people.
Recognizing its importance, the Ministry of Urban Development (MoUD), Government of India
has launched the Service Level Benchmarking (SLB) initiative covering various sectors in urban
development, such as urban transport, pedestrian facilities, etc. The parameters and technical
terms are defined and standardized so that any professional across the country can
comprehend and utilize them.
4.2. Benchmarking Procedure

MoHUA (erstwhile MoUD) has designed Service Level Benchmarks for the following sectors –
• Public transport facilities

• Pedestrian infrastructure facilities
• Non-Motorized Transport (NMT)facilities
• Level of usage of Intelligent Transport System (ITS) facilities
• Travel speed (Motorized and Mass Transit) along major corridors
• Availability of parking spaces
• Road safety
• Pollution levels
• Integrated land use transport system
• Financial sustainability of public transport
The parameters to be tested in each of these sectors have been identified individually and a
system of scoring is defined. The total score for each parameter is to be computed by simply
adding scores for each individual aspect. The Level of Service (LoS) is assessed on the basis of
the total score. The implication of the LoS is also elaborated and areas of improvement are
suggested.
The primary surveys that need to be conducted to gather the requisite information have also
been indicated for each of the above sectors.
Typically, four levels of service have been specified, with 1 being the highest and 4 being lowest
to measure each identified performance benchmark. Therefore, the goal is to attain the service
level 1. The performance evaluation is to be done by Urban Local Bodies/ Development
Authority/ Parastatal Agency.
91
4.3. Evaluation of Present Traffic Infrastructure for Dwarka

The service levels of current traffic infrastructure available at Dwarks have been evaluated. The
facilities are evaluated on a scale of 4, wherein 1 represents the best and 4 the lowest. Based
on the availability of the data, service level benchmarking has been evaluated for the following
sectors:
• Public transport facilities

• Pedestrian infrastructure facilities
• Non-Motorized Transport (NMT)facilities
• Level of usage of Intelligent Transport System (ITS) facilities
• Travel speed (Motorized and Mass Transit) along major corridors
• Availability of parking spaces
• Road Safety
The outcome of the above-mentioned sectors is shown in Table
Table 4-1 Existing Level of Services for Transport Infrastructure at Dwarka
Present
S. No. Benchmark Levels of Service as per SLB, MoUD Level of
Service
1. Presence of Organized Public Transport System in Urban Area 2
2. Availability of Public Transport 3

Availability of Public 3. Service Coverage of Public Transport in the city 3
1
Transport 4. Average waiting time for Public Transport users 3
5. Level of Comfort in Public Transport 3
6. % of Fleet as per Urban Bus Specifications 1
Overall 2
Availability of 1) % of City Covered by Footpaths 1
2
Pedestrian Facilities Overall 1
1. % network covered 4
2. Encroachment on NMV roads by Vehicle Parking (%) 4
3 NMT Facilities
3. NMT Parking facilities at Interchanges (%) 4
Overall 4
1. Availability of Traffic Surveillance 4
2. Passenger Information System (PIS) 4
Level of Usage of ITS 3. Global Positioning System / GPRS 4
4
Facilities 4. Signal Synchronization 4
5. Integrated Ticketing System 4
Overall 4
1. Travel speed of Personal vehicles along key corridors 3
Travel Speed Along
5 2. Travel speed of Public Transport along key corridors 3
Major Corridor
Overall 3
6 1. Availability of paid public parking spaces 4
92
Present
S. No. Benchmark Levels of Service as per SLB, MoUD Level of
Service
Availability of Parking 2. Ratio of Maximum and Minimum Parking Fee in the City 3
Spaces Overall 4
Table below shows the overall comments on existing level of service for transport
infrastructure at Dwarka.
S.
Benchmark Present LoS Comments
No.
The Sub city has public transport system which may need
Availability considerable improvements in terms of supply of buses and
1 of Public 2 coverage as many parts of the city are not served by it. A Sub
Transport city level bus system would be required to cater sub city level
travel demand.
The city has pedestrian facilities but they are not in walkable
Availability conditions and which may need considerable improvements.
2 of Pedestrian 1 The pedestrian facilities at intersections, Kerb height etc.,
Facilities needs improvements as many parts of the city are not served
by it.
NMT Lack of adequate NMT facilities.
3 4
Facilities
Level of Lack of adequate ITS facilities.
4 Usage of ITS 4
Facilities
Significant approach delays and average travel speed of 1/3
Travel Speed
of free flow speed or lower. Such operations are caused by
5 Along Major 3
some combination or adverse progression, extensive queuing
Corridor
at critical intersections and inappropriate signal timing.
Paid parking spaces provided in the sub city need to be
Availability
improved upon and to cater to the demand. The sub city level
6 of Parking 3
authorities need to initiate considerable improvements
Spaces
measures.
93
CHAPTER 5.BASE YEAR TRAVEL DEMAND MODELLING
5.1. Introduction
This section describes the travel demand model including its calibration. For the development
of the base year (2020) travel demand model the household socio economic characteristics,
transport systems supply and available land use parameters have been considered. The
conventional Urban Transport Planning System (UTPS) process has been adopted to simulate
the travel behaviour pattern of residents in the study area. These macro simulation models has
been calibrated and validated in the base year before using them for estimation of travel
demand and testing the alternative scenarios for the horizon year. This process includes
synthesizing the present day travel movement patterns using a model and adjusting it till they
represent the observed conditions.
The basic inputs used (at Zonal levels) to build the models include;
• Zonal Population
• Zonal Employment
• Road network characteristics
• Speed & Delays characteristics
• Travel pattern (Internal & External)
• Traffic Volume Counts
5.2. Estimation of Base Year Travel Demand
The base year travel pattern in the form of Origin-Destination matrices has been assessed
based on the Household Survey and road side OD surveys conducted at the outer cordon
locations. The trips in the study area are performed by various modes including walk and
bicycle. For modelling purpose, all the passenger modes of movement have been suitably
grouped as follows:
Private Vehicle Trips - Two Wheeler, Car & SUV, Taxi/Cabs, Van, Passenger Pickup
Public Vehicle Trips - Shared Auto, Bus & Mini Bus, Metro
Active Transport Trips - Cycle Rickshaw, Cycle and Walk
Other Trips- E-Rickshaw
For the better understanding of travel pattern, the study area has been divided into a zoning
system of 184 traffic zones and is designated as Traffic Analysis Zones (TAZ), with total of 48
Internal traffic zones where each sector in Dwarka Sub city has been considered as a traffic
zone and urban village has been divided into 13 parts based on heterogeneity in land use and
major road network. Whereas, 99 traffic zones are the areas within Delhi, 34 traffic zones within
94
Gurugram and 3 traffic zones beyond Delhi are considered as External Zones. The internal
traffic zone map is provided in the Figure 5-1 and External zones in Figure 5-2.
Figure 5-1 Internal Traffic Analysis Zone system
Figure 5-2 Internal & External Traffic Analysis Zone system (Refer annexure12E for larger map)
95
As explained earlier in this section, zonal level population and employment data is required to
develop the base year travel demand model. Due to lack of availability of zonal level
population and employment data from secondary sources an attempt has been made to
estimate the population and employment in the study area based on various field studies
carried out in the study.
Methodology of Population Estimation
For the estimation of population at zonal level available land use parameters and demographic
data from household travel survey data have been adopted. As part of field studies land use
survey has been carried out at plot (building) level and details such as type of residential area,
number of floors in each plot (building) and their occupancy levels (number floors occupied)
data have been recorded. Based on the survey findings of household survey the average
household size and average flat built up area has been estimated. Accordingly, the study area
population in the base year is estimated to be 11.13 lakhs comprising of 5.60 lakhs in Sub- city
and 5.53 lakhs in urban village respectively. The Figure 5-3shows the methodological flow
chart adopted for estimation of population in the study area.
Figure 5-3 : Methodological Flow chart of Population Estimation
Figure 5-4 shows the spatial distribution of population at zone level
96
Figure 5-4 : Zonal Level Population Distribution
Zone 20 – Proposed Bharat Vandana Park

Zone 25 – Proposed International Convention Center (ICC)
Zone 30 – Reserved Green Belt
Zone 29 & Zone 16D is yet to develop
97
Methodology of Employment Estimation
For the estimation of employment at zonal level the available land use parameters and
employment generation rates from establishment survey has been adopted. Apart from these
an additional survey has been carried out to find out the number of establishments by
typology observed in the study area and the details are mentioned in the earlier sections. As
part of field studies land use survey has been carried out at plot (building) level details such
as establishment type, number of floors in each plot (building) and their occupancy levels
(number floors occupied) data has been recorded. Based on survey findings of establishment
surveys the average floor area of the establishment by typology and employment generation
rate per 100Sq.mt built up area has been estimated. The study area employment in the base
year is estimated as 1.87 lakhs which comprise of 1.25 lakhs in Sub city and 0.61 lakhs in urban
village respectively. The Figure 5-5 shows the methodological flow chart adopted for
estimation of employment in the study area.
Figure 5-5 : Methodological Flow chart of Population Estimation
*Further classification of establishments is discussed in the earlier section.
98
Figure 5-6 shows the spatial distribution of employment at zonal level.
Figure 5-6 : Zonal Level employment Distribution
From the surveys it is estimated that the resident population to employment ratio is 16.4%
which is very low. The zone wise population and employment figures are shown in Annexure
-1.
The estimated mode-wise base year travel is presented in the Table 5-1. The total number
passenger trips performed in the study area in a day are 15.53 lakhs (including walk trips).
99
The household travel survey reveals that the majority of the trips (about 37%) in the study area
are made by two-wheelers followed by 12% share by cars. Public transport trips contribute to
a low 12.8% share (including bus and metro) while 6.5% share is accounted by NMTs
respectively. The distributions of trips made in the study area by various modes are presented
in Table 5-1 :-
Table 5-1 Estimated Base Travel Demand
Mode Overall % share Within study area % share

Car/ Van 183096 11.8% 93140 10.4%
Two Wheeler 566083 36.5% 283549 31.6%
Auto Rickshaw 131153 8.4% 82745 9.2%
Bus + Metro 199276 12.8% 93630 10.4%
NMT 100592 6.5% 70354 7.8%
Walk 372448 24.0% 274511 30.6%
Total 1552648 100.0% 897929 100.0%
5.3. Transport Network

The road network in Dwarka (K-II) area was comprehensively surveyed as part of road network
inventory survey for obtaining link lengths, carriageway width, details of median, shoulder,
footpath, on-street parking, etc. During the speed and delay survey, speed characteristics
along the identified street network of Dwarka (K-II) area have been assessed.
The road network is coded in terms of a series of interconnected links with each having specific
characteristics. Each link is coded in terms of start point and end point (nodes). The coded
road network of the study area comprises information on road type, connections, capacities,
and speeds. The network building process converts this data into a computerized format and
performs certain error checks to ensure the reliability of the network.
All the primary roads in the study area are included in the model as well as significant number
of minor roads that are used to provide local access to zones. The major roads covered under
base year network included UER-II, Road 201, Nala Road, Dabri-Gurugram road, Azad Hindu
Fauji Marg, Central road, Pankha road besides all primary road network
The zone centroids have been connected to the nearest road node (dummy links). The network
has been coded so that it is compatible to the zoning system adopted. In the highway network,
primary road network included all major roads in the study area. Figure 5-7 show the network
in the study area. Table 5-2 shows different types of links in the study area.
Table 5-2 : Links in Coded Network
Link Type No. of Lanes Type of Carriageway

1 Two Lane Undivided
2 Three Lane Undivided
3 Four Lane Undivided
4 Four Lane Divided
5 Six Lane Divided
100
Link Type No. of Lanes Type of Carriageway

6 Eight Lane Divided
Other Links
7 Metro network
8 Connection from road to commuter
9 Zone centroid to road (walk)
10 Zone centroid to Metro
11 Rail network
12 Road to Rail connection
13 Zone Centroid to Rail
14 Bus network
15 Road to bus connection
16 Zone Centroid to bus
Figure 5-7 : Coded Road Network in the study area
101
The capacities for each link has been taken from the capacity norms specified by Indian Road
Congress (IRC: 106 -1990-Guidelines for Capacity of roads in urban areas) describe the capacity
of various link types identified in the study area in Table 5-3.
Table 5-3: Capacities adopted for Study Roads Network (PCU/Hour) at LOS F
Lane Configuration Arterial Sub arterial Collector

2 lane (One way) 1714 1357 1000
2 lane (Two way) 1071 857 643
3 lane (One way) 2571 2071 1571
4 lane undivided (two way) 2143 1714 1286
4 lane divided (two way) 2571 2071 -
6 lane undivided (Two way) 3429 2714 -
6 lane divided (Two way) 3857 3071 -
8 lane divided (Two way) 5143 - -
10 lane divided (Two way) 6429
Source: IRC 106-1990
5.4. Transit Network Coding

After completing road network coding, transit coding was carried out. The transit coding
included coding of route characteristics of buses and metro in terms of stop nodes, fares, time
table and system characteristics such as capacity, speed, crush load capacity etc.
The objective of separate public transport coding was to represent the service level provided
by each alternative public transport system. The Figure 5-8 shows the coded transit network.
Figure 5-8 Coded Transit Network in the study area
102
5.5. Travel Demand Modelling Approach

The classic four-stage demand model has been adopted for the present study. This model is
the conventional method of Urban Transport Planning System (UTPS), where-in the
distribution of land use in terms of population and employment allocation is done
exogenously. This modelling approach is popularly known as sequential travel demand
modelling which has four stages namely.
Trip generation, the number of trips generated at a zone
Trip Distribution, the choice of trip destination (travel desire)
Modal Split, the choice of mode for making the trip, and
Traffic Assignment, the choice of travel route on the transport network
In this approach, quantifiable relationships are being established between travel pattern,
population, and opportunity (employment) distribution system and socio-economic
characteristics of the population in the study area. The models have been calibrated at each
stage to exhibit the observed trip making behaviour in the study area and the associated socio-
economic characteristics. The calibrated model is then adopted for assessing the future travel
demand for the given or estimated distribution of population, opportunities (employment)
and socio-economic characteristics in the study area.
UTPS has been widely used in the past and contemporary transportation planning studies
across the globe. The accuracy in calibrating this model has tremendously increased since the
past, by using the latest computing tools and complex modelling software. PTV VISUM - an
advance transport planning software has been used to simulate the conventional four-stage
transport planning system.
The analysis of information obtained from the roadside interview surveys, household interview
surveys, traffic counts and travel demand data together with socio-economic data aggregated
at the zonal level forms the database to develop various components of travel demand model.
Figure below shows the model flow chart that is being developed for the present study.
The Figure 5-9 shows the sequential travel demand modelling process adopted for this study.
103
Figure 5-9 Sequential Travel Demand Modelling Process
104
5.6. Trip Generation

Trip generation is the first stage of the travel demand modelling process. Two types of trip
generation analysis normally are carried out which are referred to as Trip Production and Trip
Attraction. The developed technique utilizes the observed relationships between travel
characteristics and urban environment.
Trip Generation is performed using Linear Regression Analysis technique to develop prediction
equation for zonal trip ends. Typically, the functional form of single linear regression models
is:
𝒀𝒊 = 𝑴 ∗ 𝑿𝒊 + 𝑪
Given a simple one variable model:
Where:
• yi = dependent variable value for observation i

• xi = independent variable value for observation i
• C = constant term
• M = coefficient of independent variable (Slope)
For the purpose of this study the following variables have been considered to forecast the trip
production –
• Population
• Employment
The term trip production is used for trips generated by traffic zones and is associated with
trips generated at residential end. The trip production usually depends on explanatory
variables like family size and composition, household income etc. In the present study,
population has been considered for developing regression models for estimating future trip
productions.
The estimated zonal population has been finalized as the independent variable to assess the
number of trips produced in the study area.
The trip production model is given below:
Trip Production (City Level) = 0.5064 x (Population of city) (R2 = 0.82)
P Value <0.05 and t- value is 12.6
The above equation is statistically significant as observed from p and t values. Figure 5-10 shows
the trip production model.
105
Trip Production (Internal Motorized)

60000
50000
Trips Production 40000 y = 0.5064x

R² = 0.82
30000
20000
10000
0
0 20000 40000 60000 80000 100000 120000
Population
Figure 5-10 Trip Production Model
The trip attraction is used for trips attracted by traffic zones. Many people travel to the non-
residential areas such offices, malls, retail markets, other markets, Schools, universities, offices,
factories and other industrial areas for work and other purposes. Such attraction trips are
quantified using the Trip Attraction model using similar linear regression approach as used for
trip production. In case of present study, zonal employment estimates has been extracted from
the establishment survey data and existing land use.
60000 Trip Attraction (Internal - Motorized)

50000
40000
Trip Attraction
30000
20000
y = 2.0586x + 3992.3
10000 R² = 0.77
0
0 5000 10000 15000 20000 25000
Employment
Figure 5-11 Trip Attraction Model
Out of the variables summarized above, the calibrated equation for trip attraction with its R2
is presented below:
Trip Attraction = 2.06 x (Employment) + 3992 (R2 = 0.77)
P-value for constant and intercept < 0.05
t- value for constant is 3.36 and for intercept is 9.68
106
The above equation is statistically significant as observed from p and t values
Both the models are observed to be statistically acceptable for adoption for the horizon year.
5.7. Trip Distribution

Trip distribution is the second stage of Travel Demand Modelling process. The purpose of Trip
Distribution is to develop a procedure that synthesizes the trip linkages between traffic zones.
In other words, Trip Distribution is used for simulating the travel pattern, by distributing the
production & attraction end of trips, into different traffic zones, based on some deterrence
function. Several methods for synthesizing horizon year trip distribution matrices have been
developed and used in Transport Planning studies. The majority of urban transport planning
studies performed during the past 20 years has used Gravity Model.
The Gravity Model is a heuristically derived expression for synthesizing trip interchanges. The
basic premises of Gravity Model is that the trip magnitude between two zones i and j is directly
proportional to the number of trips produced in zone i.e., number of trips attracted to zone j,
and inversely proportional to some function of the spatial separation of the two zones. Under
the Gravity model, doubly constrained model has been used to calibrate with the friction
factors.
1
𝑡𝑖𝑗 𝛼 𝑝𝑖 𝑎𝑖 [ ]
𝑓(𝑑𝑖𝑗 )
The equation can be rewritten as
𝑇𝑖𝑗 = 𝐴𝑖 𝐵𝑗 𝑃𝑖 𝐴𝑗 𝐹(𝐶𝑖𝑗 )
Where
𝑇𝑖𝑗 = Trips between zone i to zone j

𝑃𝑖 = Production from zone j
𝐴𝑖 = Attraction to zone j
𝐴𝑖 &𝐵𝑗 = Row/column balancing factor
𝐹(𝐶𝑖𝑗 ) = Cost Deterrence from zone i to zone j
𝐹(𝐶𝑖𝑗 ) = 𝑎 ∗ 𝑈 𝑏 ∗ 𝑒 (𝑐∗𝑈)
Where
𝐹(𝐶)𝑖𝑗 = Travel time / distance / generalised cost from zone i to zone j

𝑎, 𝑏, 𝑐 = Parameter to be calibrated.
Calibration of Gravity Model in the present study is carried out through VISUM software which
requires some basic inputs in terms of:
• Observed OD matrix by mode
107
• Network Parameters, speed and capacity by link, restrictions on entry of

commercial vehicles, heavy vehicles etc.
• Zone-zone distance matrix is considered as friction factor
The main criteria for calibration checks are:
• Shape and position of observed and simulated trip length frequency distribution
should be relatively close to one another
• The difference between the average trip lengths should be within 3%
The Figure 5-12 and Figure 5-13 shows the comparison of observed Trip Length Frequency
Distribution (TLFD) form household survey and modelled Trip Length Frequency Distribution
(TLFD).
25.00% TLFD
22.50%
20.00%
17.50%
% of Trips
15.00%
12.50%
10.00%
7.50%
Observed
5.00%
2.50% Modelled
0.00%
0 2 4 6 8 10 12 14 16 18
Distance
Figure 5-12 Trip Length Frequency Distribution (TLFD)
TLFD
100.00%
80.00%
% of Trips
60.00%
40.00% Observed
Modelled
20.00%
0.00%
0 2 4 6 8 10 12 14 16 18
Distance
Figure 5-13 Trip Length Frequency Distribution (TLFD) in cumulative (%)
108
The observed Average Trip Length (ATL) and the Modelled Average Trip Length (ATL) variation
should be +/- 3% and the model result for the study area is -1.63% which means the model is
validated and it is showing the results within the acceptable error range. Table 5-4 shows the
comparison of observed and modelled TLFD.
Table 5-4 Trip Distribution Model Validation

Validation
Observed ATL (in km) 5.38
Modelled ATL (in km) 5.32
% Variation -1.10%
Parameters (a, b, c)
Alpha 0.090
Beta 1.262
Gamma -0.616
The calibrated gravity model is proposed for use in distributing the horizon year travel demand
for various network development scenarios.
5.8. Modal Split

Modal Split sub-modal of travel demand modelling is used to split the total travel demand in
two or more mode categories for estimating the modal shares. The modal split analysis can be
carried out at two stages:
• Pre-distribution stage
• Post-distribution stage
Post distribution stage has been adopted for this study. The single-step mode choice breaks
down the total demand (total demand matrix) into the individual transport modes based on
mode-specific impedance skims (for journey time, costs, etc.)
The generalized cost component, which affects the mode choice decision, include –
• In-vehicle travel time

• Travel time outside the line vehicle usually called excess travel time
• Out-of-pocket cost including vehicle operating cost, parking charges, transit fares
• Reliability, comfort and convenience of the transport modes
The Multi Nominal logit based form of modal split model is developed as under:
𝑈𝑚 = 𝛽0 + 𝛽1 𝑋1+ 𝛽2 𝑋2 +……………+ 𝛽𝑛 𝑋𝑛
Where,
𝛽0 = 𝐶𝑜𝑛𝑠𝑡𝑎𝑛𝑡, 𝛽𝑛 = 𝐶𝑜𝑒𝑓𝑓𝑖𝑐𝑒𝑛𝑡 𝑜𝑓 𝑖𝑛𝑑𝑒𝑝𝑒𝑛𝑑𝑒𝑛𝑡 𝑣𝑎𝑟𝑖𝑎𝑏𝑙𝑒
𝑋𝑛 = 𝐼𝑛𝑑𝑒𝑝𝑒𝑛𝑑𝑒𝑛𝑡 𝑣𝑎𝑟𝑖𝑎𝑏𝑙𝑒(𝑆𝑢𝑐ℎ 𝑎𝑠 𝑇𝑟𝑎𝑣𝑒𝑙 𝑡𝑖𝑚𝑒, 𝑇𝑟𝑎𝑣𝑒𝑙 𝑐𝑜𝑠𝑡 𝑎𝑛𝑑 𝑒𝑡𝑐. )
109
𝑒 (𝑈𝐶𝑎𝑟 )
= P(Car)
∑𝑚 𝑒 (𝑈𝑚 )
Where,
𝑈𝑚 means utility of all modes

𝑈𝐶𝑎𝑟 means utility of car
𝑃(Car) means probability of trip by car
Mode wise utility equations are as shown below:
• Car = 0.483+Travel Time * -0.128+Travel Cost * -0.191

• Two wheeler = -1.134+Travel Time * -0.086+Travel Cost * -0.109
• Auto Rickshaw = -1.371+Travel Time * -0.118+Travel Cost * -0.095
• Public Transport = -1.426+Travel Time * -0.279+Travel Cost * -0.239
Table 5-5 shows mode wise input parameters and values for various modes
Table 5-5 Mode-wise Input Parameters and Values
Mode VOT/ Hr VOC/ km* Fare/ VOT

Car 90 9.0
TW 76 4.0
Auto 48 5.0
Public Transport 51 1.20
Source: RITES, 2008 study, * updated the values for 2017
Where
• VOT = Value of Time

• VOC = Vehicle Operating Cost
Based on the above method, base year mode split share by various modes has been calibrated.
Table 5-6 shows the variation between the observed mode wise percentage share of trips and
modelled mode wise percentage share of trips as derived from the model. It is observed that
the variations by modes are within the acceptable error range.
Table 5-6 Mode-wise Validation
Mode Observed % Obs. Model % Model % Error

Car 92903 16.8% 95774 17.2% -2.3%
Two Wheeler 276209 49.9% 274588 49.3% 1.3%
Auto 90229 16.3% 94206 16.9% -3.6%
PT (Bus + Metro) 93723 16.9% 92305 16.6% 2.2%
Grand Total 553064 100.0% 556873 100.0% -0.7%
110
5.9. Traffic Assignment

Traffic Assignment is the fourth and the final stage of Four Stage Urban Transport Planning
Process. The purpose of the traffic assignment is to develop a technique that simulates the
way in which the trips between each origin and destination pair distribute over the links of
their respective networks. The assignment model for the study has been structured into private
vehicle assignment followed by public transit assignment on the coded public transit lines.
Private vehicles Trip Assignment – Base year
There are four traffic assignment techniques used in urban transport planning. These are –
1. All or Nothing Assignment
2. Capacity Restrained Assignment
3. Multipath Traffic Assignment
4. User Equilibrium Assignment
For this Study User Equilibrium assignment method is considered. The equilibrium assignment
distributes traffic demand according to Wardrop’s first principle wherein every road user
selects his route in such a way that the travel time on all alternate routes is the same, and that
switching to a different route would increase personal travel time. It is assumed that users are
capable of correctly choosing their shortest routes, without accounting for the network level
benefits. Therefore, this study assumes that actual traffic on the network is quite close to the
User Equilibrium approach, as would be the case if most of the users are familiar with the road
network and traffic conditions in the study area. Every driver is thus expected to minimize
his/her travel time between an origin and destination pair by choosing the shortest route in
terms of time.
The route search considers the impedance which results from the initial traffic volume on the
network. Equilibrium assignment procedures updates travel times iteratively based upon the
link performance functions. A link performance function is a mathematical description of the
travel time and link volume. BPR (Bureau of Public Roads) function was used in the study as it
is the most commonly used link performance function. The BPR function used for Trip
Assignment is as shown below.
𝑉 𝛽
𝑇0 = 𝑇𝐶 ∗ (1 + (∝∗ ( )
𝐶𝛾
Where;
𝑇0 = Congested Travel Time
𝑇𝑐 = Free flow Travel Time
V = Volume (PCU/Hr)
C = Capacity (PCU/Hr)
𝛼, 𝛽, 𝛾 = Calibrated Parameters
111
Conversion of passenger trip matrix into peak hour vehicular trip matrix has been done by
using the average occupancy for each passenger mode and the peak hour traffic as a
percentage of totals.
The User equilibrium Assignment technique using PTV VISUM software has been adopted for
the present study. The assignment is based on the generalised cost of travel between two
zones. The Figure 5-14 below shows the peak hour private trip assignment for base year
(2020).
Figure 5-14 Base year Peak hour Private Transport Assignment – 2020
Public Transport Trip Assignment – Base year
Public transport passenger matrix was assigned on to the public transport network using time
table based assignment technique. Peak hour was taken as 8.0 percent of total trips. There are
two important steps in public transport assignment, viz., Route identification and evaluation
and loading trips on to these paths.
1. Route identification and evaluation: During this process, the Public Transport model
finds “reasonable” or “attractive” multiple routes between zones, considering: number
of transfers, and in vehicle costs, boarding and transfer penalty, wait time and fares.
These paths were further used for loading based on probability of shift estimated by
model.
2. Loading: during loading, the Public Transport model loads demand, in the form of trips
between zone pairs.
112
The Public Transport assignment was based on generalized time. The components of
generalized time are In-Vehicle Travel Time (IVTT), Waiting Time (WT), Transfer Time (TR) and
Fare in time units. Model also included boarding penalties. Accordingly, the generalized time
(GT), is worked out as follows:
𝐹𝐴𝑅𝐸
𝐺𝑇 = 𝐼𝑉𝑇𝑇 + (𝑊𝑇𝐹𝐴𝐶 × 𝑊𝑇) + 𝐴𝑐𝑒𝑠𝑠 & 𝐸𝑔𝑟𝑒𝑠𝑠 𝑡𝑖𝑚𝑒 + 𝑊𝑎𝑙𝑘 𝑡𝑖𝑚𝑒 + (𝑇𝑅𝐹𝐴𝐶 × 𝑇𝑅) +
𝑉𝑂𝑇
Where,
• GT = Generalized time in minutes

• WTFAC = Wait time factor worked out as a ratio between value of Wait Time
and value of IVTT
• TRFAC = Transfer time factor worked out as a ratio between value of TR and
value of IVTT
• VOT = Value of travel time, in rupees per hour
• FARE = Fare paid for journey between origin and destination
Figure 5-15 Base year Peak hour Public Transport Assignment – 2020
The model is termed as calibrated and validated model once the traffic loadings on the
network are matching with the observed traffic at the selected check points termed as screen
lines on the road network.
113
The validation has been done using the GEH statistics. The GEH statistic gets its name from
Geoffrey E. Havers, who invented it in the 1970s while working as a transport planner in
London, England. It is used to represent goodness-of-fit of a model. It takes into account both
the absolute difference and the percentage difference between the modelled and the
observed flows. Although its mathematical form is similar to a chi-squared test, is not a true
statistical test. Rather, it is an empirical formula that has proven useful for a variety of traffic
analysis purposes. The formula for the "GEH Statistic" is –
2(𝑀 − 𝐶)2
𝐺𝐸𝐻 = √
𝑀+𝐶
Where, M is the hourly traffic volume from the traffic model (or new count) and C is the real-
world hourly traffic count (or the old count). GEH of less than 5.0 is considered a good match
between the modelled and observed. The results of traffic assignment validation are presented
in the Table 5-7.
Table 5-7 Road Network Assignment Validation (Peak Hour – PCU)

Location Observed volume Model GEH
OC 56831 57322 2.1
SL & MB 32496 31723 4.3
Table 5-8 Road Network Assignment Location wise Validation (Peak Hour - PCU)
LOC Observed volume Modelled GEH
OC 1 7966 8312 3.8
OC 2 3005 3182 3.2
OC 3 1582 1457 3.2
OC 4 2761 2561 3.9
OC 5 9827 9863 0.4
OC 6 10317 10613 2.9
OC 7 6744 7056 3.8
OC 8 1645 1499 3.7
OC 9 6282 6016 3.4
OC 10 2125 2216 1.9
OC 11 4577 4548 0.4
1 4049 3961 1.4
2 3571 3285 4.9
3 3831 3604 3.7
4 2526 1608 20.2
5 2833 2237 11.8
6 914 972 1.9
7 4122 4258 2.1
8 2044 1924 2.7
9 1577 1681 2.6
10 2031 2153 2.7
11 4998 6040 14.0
114
CHAPTER 6.ALTERNATE DEVELOPMENT STRATEGIES
Dwarka K-II Zone is growing at a fast rate and its population has reached to its holding capacity
of 2021. The holding capacity of Dwarka sub city as per Master Plan 2021 is 13.0 Lakhs. Several
imperatives have been identified which needs to be incorporated while devising a
comprehensive strategy package to guide the development.
6.1. Planning Imperatives
Planning Period
The planning period is taken as 20 years. The horizon year for all estimates and planning
programme will be 2041.
Population Size
The Dwarka study area estimated population by 2031 would be 14.16 lakhs and it is further
estimated to reach 17.79 lakhs for the horizon year 2041. Such a growth presents an
opportunity and poses a challenge. It needs to be organized in terms of its economic base,
social structure and spatial distribution in an optimal manner. The spatial urban form must
enable the city to be efficient, productive, and competitive. The Table 6-1 below shows the
population projections for 2031and 2041.
Table 6-1 Projected Population for Dwarka – 2041
Year Estimated Population

Base Year 2020 11.13 lakhs
Horizon Year 2031 14.16 lakhs
Horizon Year 2041 17.79 lakhs
Density
Density is an important issue in city planning and development. It affects the allocation of land,
a scarce resource and decides the quality of the environment. A judicious balance between
conservation of land and enhancement of urban environment and aesthetics needs to be made
in deciding the density of development. Presently, the overall gross population density of
Dwarka Zone K-II is 188 PPHa which is likely to reach 240 PPHa and 300 PPHa respectively for
the horizon years 2031 and 2041 respectively (it is assumed that the Dwarka K-II zone area
remains as 5924 ha).
Economic Base
The economic base of the city is important to sustain the growth of the city and maintain the
standard of living. Considering the proposed ICC (International Convention Center) and
regional importance of Gurugram and rest of Delhi, a balanced mixed economic base
comprising of various industry, education, trade and commerce and administration will be
115
desirable for the study area. The study area employment has been estimated as 4.21 lakhs by
HY 2041 with includes development projects.
Work Force Participation Rate (WFPR)
The workforce participation rate (WFPR) is estimated as 24.62% in 2020. The WFPR during the
horizon year (2041) is expected to be 26.04%.
Modal Share
The modal share in favour of public transport (bus, minibus and metro) presently in Dwarka
(Zone K-II) is very low (around 11%). In the context of sustained development and enhanced
environmental quality to be achieved through promotion of low carbon modes besides the
need to reduce congestion and parking demand, it is necessary to improve the public transport
share to a level of around 35%. This is adopted as a target for the purpose of public transport
technology selection and planning.
Technology
As of now the predominant travel modes in Dwarka are 2-wheelers and Cars. The public
transport technology is conventional buses (standard and mini) and metro. However, as the
population grows, and travel demand increases. Hence it is necessary to identify more
appropriate technology to service the city needs. Amongst the myriad of available
technologies, Bus system and additional Mass Rapid Transit System (MRTS) such
BRT/LRT/Monorail/Metro has been considered.
6.2. Development constraints
Dwarka falls under air funnel zone of Delhi Airport (Rajiv Gandhi International Airport) which
provides a strong connectivity from the regional connectivity perspective but at the same time
is limiting the network connectivity between South east and south direction. Because of the
funnel area the development heights are also restricted for the safety of aircraft operations.
The Colour Coded Zoning Maps (CCZM) issued by the Airports Authority based on the latitude
& longitude of the area in respect of civil aerodromes indicates the permissible heights in the
areas around the airport, falling within the radius not exceeding twenty kilometers from the
Aerodrome Reference Point. Figure 6-1shows the colour coded map of the study area while
Figure 6-2 shows the height restriction in the study area.
116
Figure 6-1: Colour Code Map RGI Airport
117
Figure 6-2: Development (Height) restriction in the study area
6.3. Population Distribution Strategy
The population strategies have been prepared based on the proposed land use under Zonal
Development Plan 2021 by DDA for the horizon years. As per the Master Plan 2021 & Sub city
Plan, distribution of total population within the study area zones been carried out based on
proposed land use, development controls and population growth potential. Growth of
population in certain sectors due to committed developments, policy interventions etc., has
been appropriately considered.
Two different forms of population distribution strategies have been evolved. These comprise
–
Master Plan Development Strategy (MP) (P1)
Transit Oriented Development Strategy (P2)
Strategy 1: Master Plan Development Strategy (P1)
In this scenario, population has been distributed based on the Master Plan 2021 & Sub city
Plan developed for Dwarka area (Zone K-II). It is estimated that, in Dwarka (Zone K-II) area
population would be 17.79 lacs in the horizon year 2041 including proposed developments
118
such as ICC in Sector 25, Bharat Vandana Park in sector 20, surrounding land pooling area and
other committed development projects. For the zonal level population distribution, the study
area is further divided into two parts which comprises of urban village, and Sub City. Table
6-2 shows the sector which covered in the above mentioned areas.
Table 6-2 Sub-City level areas and Sector numbers
Sub City Sub city Sector No.

Sub City Sub City Area Sector 1 to 30
Village Area Rest of Urban Village Rest of the village area
Methodology of Population Estimation
For the estimating spatial distribution of population at zonal level given the proposed land
use details as per ZDP 2021 (Figure 6-3) and committed development projects a rapid
assessment approach. This approach takes into account household size, dwelling unit (flat)
area and floor occupancy levels. During the land use survey, number of floors occupied and
unoccupied was recorded. It is assumed that the unoccipied floors in base year will be
occupied by horizon year 2041. Further the existing household size and dwelling unit (flat
area) is also assumed to remain same in the horizon year 2041.
Figure 6-3 Master Plan of Dwarka K_II Zonal Plan – 2021
119
Figure 6-4 shows the sector level population distribution for the horizon year 2041.
Figure 6-4 Sector level population distribution– HY 2041 Strategy P1
Strategy 2: Transit Oriented Development Strategy (P2)
From the Master Plan and committed projects details in the study area and the proposed
transit corridors have been identified and densified based on proposed TOD policy of Delhi.
TOD essentially is a mixed-use high-density development around any transit stops (for
example metro, buses etc.). TOD also ensures various uses to be put near foster walk-able
neighbourhoods. This kind of mixed-use high-density development ensures greater ridership
through public transport, consequently reducing not only car dependence, but also provides
greater accessibility (i.e. availability of and affordable transit mode) to the people.
In the case of Delhi according to TOD policy of the Ministry of Housing and Urban Affairs
(Delhi Division) the TOD Zone shall be designated up to 800 meters depth on both sides from
the boundaries of the Right of Way (ROW) of the road, on which MRTS corridor is proposed
to be provided. These 800 meters proposed TOD Zone has been bifurcated as under, for the
purpose of the developments proposed to be carried out as shown in Table 6-3.
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Table 6-3 TOD Zone Demarcation

a) Intense TOD Zone 500 meters
b) Transition TOD Zone 500-800meters
Table 6-4 shows the permissible mix of uses for each plot in a TOD Scheme depending upon
the assigned land use/use premise.
Table 6-4 Permissible Mix of Uses (distribution of FAR in TOD Scheme)
Land use/ use Min FAR Min FAR Min FAR

premise of plot for for for PSP
Other uses
as per ZDP/ Residential Commercial and or
Layout Plan use use Utilities
Other uses* are permitted up to

Residential 50% 10% 20%
20%
Other uses* are permitted up to

Commercial 30% 50% 10%
10%
Remaining 50% of FAR to be for

Industrial 30% 10% 10%
Industrial use.
Remaining 50% of FAR may be for

Government 30% 10% 10%
any Government use.
Remaining 50% of FAR may be for

any use after meeting all
Transportation 30% 10% 10%
operational requirements for
transportation facilities.
PSP
(only housing
area and The FAR for such plots shall be entirely utilised for PSPs and/or utilities in the
neighbourhood TOD Scheme.
level PSP plots
allowed)
*This remaining FAR can be utilised as a mix of residential, commercial and PSP in any proportion as per
project requirement.
Development Control norms for TOD Schemes (FAR)
As per the TOD Policy the FAR for a TOD scheme shall be calculated as the sum of FAR
calculations for all constituent plots. FAR entitlement for each constituent plot shall be
calculated as follows:
• The FAR shall be 1.5 times the existing permissible FAR on the plot or 300, whichever
is more.
• The maximum FAR limit for any plot included in TOD Schemes shall be 500.
121
• Larger TOD Schemes with an area of 4 Ha and direct access from roads of
30m RoW, will be eligible for FAR of 500 on all constituent plots, if feasible.
While consumption of the entire entitled FAR is not mandatory, the following shall be
ensured by all TOD Schemes:
• Minimum FAR utilisation shall be equivalent to the existing permissible FAR for each
of the plots.
• Overall proportion of mix of uses shall always be maintained.
Ground Coverage: shall be a maximum of 40% of the entire TOD Scheme/plot area.
Parking
• On-street parking should be provided only where necessary within the influence zones
of TOD Nodes. No free (un-paid) on-street parking to be provided for private
vehicles and it should be priced higher than off-street parking.
• TOD Schemes shall provide 1.0 Equivalent Car Space (ECS) per100 sq.m of covered
area, with mandatory 5% of the parking area earmarked for bicycles and wheelchairs.
• DE shall provide at least 50% of all parking facilities within TOD schemes as
‘public parking’ facility, in the form of at-grade parking wherever feasible.
• At least 10% of the parking area shall be equipped with charging points for electric
vehicles shall be provided as per prescribed policy/ UBBL.
• Parking may be in the form of stack parking, surface parking, podium parking,
stilt parking on surface or within basements or podiums, or any other innovative
methods, all of which shall be counted towards ECS requirement.
• No parking shall be permitted on or under any designated Green Public Space.
Methodology of Population Estimation (P2)
Based on the Master Plan and committed development projects, two MRTS corridor has been
selected for TOD development which are the exiting blue line and proposed MRTS line
between Kirti nagar to Bomanali village. The Study area has been divided into three categories
such as TOD area (catachment area of selected MRTS corrior 800meters depth), Non-TOD area
within the sub city and TAZ’s in urban village area. The spatail distribution of zonal populaiton
has been estimated based on the TOD gudilines. The TOD catchment area is shown in Figure
6-5 while Figure 6-6 shows the spatial distribution of population across different sectors in
2041 under Strategy P2.
122
Figure 6-5 TOD catchment area (HY 2041)
Figure 6-6 Sector level Population Distribution (TOD - HY 2041) – Strategy P2
123
The overall achieved FAR in TOD area, Non-TOD area and urban villages are shown in Table
6-5.
Table 6-5 Achieved FAR Levels in TOD Scenario
Development Type Achieved FAR
TOD 3.2
Non- TOD in Sub city 1.8
Urban Village 1.3
6.4. Employment Distribution Strategy
As per Dwarka Sub city Zonal Plan 2021 additional area has been allocated for residential and
PSP development and International Convention Center (ICC). No new heavy industries are to
be located within study area. The present central commercial areas i.e. Sector 12 and Sector
10 and Ramphal Chowk would continue to function as Central Business District.
For employment level assessment it is assumed that that ratio of employment in formal and
informal sectors in the horizon years may follow the same trend as observed in the present
scenario. New activity developments resulting in additional employment opportunities in
certain areas due to proposed land use and committed projects have been included in horizon
year employment assessment.
The following two employment distribution strategies have been considered for the horizon
year 2041: –
• Linear concentrated Nuclei Structure strategy

• Multi-nuclei Structure strategy
Strategy 1: Linear concentrated Nuclei Structure (E1)
In this strategy, the employment opportunities will witness natural growth in the existing
activity centres linearly concentrated resulting in all additional employment getting
concentrated in the present activity nodes (Figure 6-7). Committed development projects are
also considered in this strategy. The sector level employment has been estimated based on
the employment generation rates obtained from establishment surveys carried out in Dwarka
K-II Zone area as well as from secondary data. The employment at sector level has been
estimated based on optimizing FAR of 3.0 in the existing plots and in the proposed
employment generating land uses. In addition to proposed land use, committed development
projects are also included while estimating the sector level/ zone level employment. Figure 6-8
shows the spatial distribution of zonal level employment within the study area.
124
Figure 6-7 Linearly concentrated Nuclei Structure - HY 2041 (E1)
Figure 6-8 Sector level Employment Distribution under E1 (HY-2041)
125
In addition to the proposed land use development and optimizing the FAR levels, employment
has been estimated for the committed project developments as shown in Table 6-6.
Table 6-6: Estimated Employment from Committed Projects
Project Are Area (in Employe Estimated Visitors Estimate Total (12
Name a sq. m) es/ 100 Employmen / 100 d hours)
(in sq. t sq. Visitors
ha.) m/hour m/hou
r
World Class 89.7 8,97,200

Exhibition- 2
cum- 0.36 56500 3.93 387970 4,44,470
Convention
Centre
Second 35 3,50,000
756 8253
Diplomatic (2,10,000 0.36 3.93 1,08,108
(9072) (99,036)
Enclave BUA)
Bharat 80 8,00,000
Vandana - - - 7642 7642
Park
Golf Course 70 7,00,000 50* 267 317
Smart Hub 27 2,70,000 1786

9539
(88,000 (21,436
2.03 10.84 (1,14,470 1,35,906
BUA) employees –
)
12 hours)
Business 81.9 4,46,556
45799 45799
Hub 7 (BAU)
Total 1,32,857 7,42,242
Strategy 2: Multi – nuclei structure (non-uniform) (E2)
In this strategy it is assumed that, with the planning intervention the additional employment
will get concentrated around the proposed nodes along the MRTS corridor besides PSP and
commercial nuclei. From the Master Plan it is observed that major employment centres are
planned along the exiting blue line in a linearly concentrated nuclei structure pattern which
results in congestion levels along the corridor. In view of this multi-nuclei structure pattern has
been proposed for employment activities in this scenario. This is facilitated by tapping the
transit-oriented development (TOD) potential along proposed DMRC at-grade metro lite
system by proposing intense employment generated land use activities along it as per the
development guidelines Apart from this intense employment generating land uses such as
commercial and PSP nuclei have been proposed in sector 3, sector 16B and sector 7
respectively. (Figure 6-9) In addition to the above strategies, the committed projects of Master
126
Plan and vision Plan have also been considered for employment distribution at sector level.
Figure 6-10 shows the spatial distribution of employment across sectors.
Figure 6-9 Multi - Nuclei Structure – non uniform - HY 2041 (E2)
Figure 6-10 Sector level Employment Distribution (HY-2041) – Scenario E2
127
6.5. Transport Structure Strategies
In order to develop an integrated mass transit system for the study area, it is necessary to
assess the future travel demand, which would decide the type of system necessary to cater the
forecasted demand. Two alternative transport network options have been evolved based on
combinations of road and Mass Transit System networks. These alternative transport network
options are briefly discussed below:
These Strategies will be grouped and scenarios will be created based on network development
options. The identified scenario will be tested and evaluated based on scenario evaluation
parameters.
Strategy 1: Master Plan Road Network along with committed metro

project under considerations (N1)
This network comprises of the road network as proposed in the Master Plan-2021. The network
form is largely an extension of existing road network identified by the road inventory survey
and other additional links proposed in the Master Plan - 2021. The proposed road network
system in the Master Plan comprises of roads with RoW of 100 m, 60 m, 45m respectively. The
missing links of Dwarka expressway road between Sector 111 and Dwarka Sector 21 is
proposed for better connectivity and reduced congestion levels. The hierarchy of new roads is
decided based on the RoW assigned and their functional character. The through roads are
designated as arterials and the roads providing access to arterial are designated as sub arterial
while the roads collecting and distributing traffic from and to sub arterial roads designated as
collector roads. Based on the base data analysis possible road widening sections are also been
considered in this scenario.
In addition to the road network the mass transit system under considerations project such as
DMRC proposed at-grade metro lite has also been considered.
Figure 6-11 shows the Master Plan Network and committed MRTS projects under N1 strategy.
128
Figure 6-11 Master Plan Network and committed MRTS projects under N1 strategy
Strategy 2: N-1 strategy along with new MRTS corridors and PT system
at sub city level (N2)
In this option along with the proposed road network in N-1 strategy and committed metro
lite, two additional corridors of bus priority lanes and enhanced commuter rail services are also
added. The two bus priority lane corridors are between Dwarka Mor station to Sector 21 and
Palam metro station. It is also proposed to enhance the commuter rail service between Rewari
and Delhi with high frequency and requisite last mile connectivity. This rail service is also part
of the Comprehensive Mobility Management Plan for Gurugram proposals. In addition to this
a sub- city level bus system has been proposed to serve the inaccessible areas and also to
provide greater access to the line haul transit modes. The proposed sub city level bus system
objective is to provide access between the sectors, proposed employment generating nodes
besides providing access to line haul modes. In the road network development, additional new
links has been proposed to reduce the by -passable traffic by developing the regional level
connection. In this scenario, it is proposed to upgrade the road along the Najafgrah drain (Nala
road) and also propose an additional new link along the existing rail line which connects UER-
I and UER-II. It is also proposed complete the UER-I and UER – II network. Figure 6-12 and
Figure 6-13 respectively below shows the proposed vertical and horizontal connection in the
study area and proposed MRTS network in the study area.
129
Figure 6-12 Proposed additional new links and widening of roads under N2 strategy
Figure 6-13 Proposed additional MRTS under N2 strategy
130
Figure 6-14 Proposed Sub city level bus system (new) under N2 strategy
6.6. Identification of Appropriate Scenarios of Urban Development

Based on the various alternative strategies of population and employment distribution besides
network developments in all eight scenarios of urban development are evolved by combining
all possible alternate strategies. From these the following two scenarios of urban development
were found appropriate and selected for testing and evaluation. These are briefly described as
under:
Scenario 1: Master Plan + Committed Developments (Combination of P1,

E1 and N1)
In the Master Plan development scenario, the proposed Development Plan for the year 2021
and Vision Plan of Dwarka are considered. This is a Business as Usual (BAU) case in which most
of the future growth will be accommodated in the Greenfield areas identified in the southern
and south-west part of the sub city. For the estimated Master Plan population of 17.79 lakhs,
an employment of 4.21 lakhs is estimated.
As per Master Plan 2021, Dwarka expressway link at the southern part of the city and proposed
road widening of certain roads were proposed which were considered as it is in the Scenario-
1. The proposed metro project is also considered in this scenario. In addition to the existing
metro lines.
131
Figure 6-15 Master Plan Network and committed MRTS projects under N1 strategy
Scenario 2: Sustainable Urban transport Scenario (Combination of P2, E2

and N2 strategies)
In Scenario-2, the Sub- city Master Plan proposal and additional road network in the form of
radial grid network have been considered along with intense Mass Rapid Transit network
comprising of road and rail based mass transit system in the study area leading to a sustainable
form of transport development Figure 6-16 shows the proposed road network hierarchy under
scenario 2.
Figure 6-16 Proposed Road network hierarchy under scenario 2
132
Figure 6-17 shows the transport network considerations under scenario 2
Figure 6-17 Proposed transport network under scenario 2
Figure 6-18 Proposed Sub city level bus system (New) under scenario 2
133
CHAPTER 7.HORIZON YEAR TRAVEL DEMAND FORECAST - 2041
7.1. Background
The forecasted travel demand for the year 2041 has been assigned on the road network based
on each scenario. The Level of Service of the road network is determined by comparing the
volumes on the road links to their respective capacities. The intra – city travel demand for
horizon year have been forecasted using the base year calibrated travel demand models while
for regional (Inter -city) travel demand the forecast is based on population estimates in the
external zones incorporating the proposed land pooling areas development strategy to
estimate the population growth in the Delhi planning zones.
7.2. External trips forecast

The Regional (inter -city) trips were forecasted for the horizon year adopting using the trip
rate method while fratar method has been considered for distribution of trips. The outer
cordon roadside interviews of the present study in the base year have been utilized for the
purpose of modelling external trips. The application of typical external trip forecast method is
not possible in the current study as the requisite economic data is not available at the traffic
zone level. The external trips generally depend on the population of that particular zone and
due to non-availability of economic data at zone level, population data has been considered
as proxy variable to estimate the trip rate of the external zones for the base year. For the
horizon year, population has been forecasted for planning zones in Delhi, Gurugram,
Faridabad, Noida and Ghaziabad based on the trend base data available in census. In order to
project the external trips for horizon year in the study area, growth factors of trips were
established for each of the external zones based on estimated base year external trip. The
following section briefly explains the population forecast of external areas.
Delhi Planning zone forecast
There are 16 planning zones in Delhi comprising 8 internal zones while 8 are urban extensions.
Figure 7-1 shows the planning zone system of Delhi.
134
Figure 7-1 Planning zones in Delhi
The population and area under each planning zone for the year 1981, 1991, 2001 and 2011
are presented below in the Table 7-1
Table 7-1: Population and Area under various planning zones (1981 to 2011)
Population (Census) Area Density

Planning Zone
Residential
Residential
Area (Ha.)
Area (Ha)
Density
Density
Gross
1981
1991
2001
2011
PPH
PPH
A 6,84,001 6,37,712 5,70,000 5,61,224 437 1,198 1284 468

B 5,67,804 5,81,000 6,19,200 6,38,827 1,031 2,852 620 224
C 5,30,547 5,53,089 6,79,000 7,77,753 1,627 4,146 478 188
D 4,96,058 5,87,207 5,87,000 5,78,203 2,444 6,481 237 89
E 10,28,794 21,54,905 27,98,000 38,77,142 5,653 8,819 686 440
F 8,21,800 12,09,100 17,17,000 18,84,477 4,236 11,973 445 157
G 8,68,277 12,29,607 16,29,122 17,45,958 3,730 11,073 468 158
H - - 12,26,000 16,54,040 2,757 5,315 600 311
J - 2,37,455 4,07,745 9,27,401 4,547 15,143 204 61
KI - - 2,38,258 8,54,295 3,464 4,100 247 208
K II - - 3,30,000 10,63,800 2,957 6,805 360 156
L 88,342 1,57,561 2,02,696 3,12,664 5,344 24,788 59 13
M - 80,579 2,84,000 7,78,428 3,235 5,516 241 141
135
Population (Census) Area Density

Planning Zone
Residential
Residential
Area (Ha.)
Area (Ha)
Density
Density
Gross
1981
1991
2001
2011
PPH
PPH
N - - 1,41,217 3,04,528 4,704 14,800 65 21
PI - 1,07,204 1,45,618 3,24,109 3,164 10,398 102 31
P II - - 3,57,601 5,05,093 3,293 6,719 153 75
Total 1,19,32,457 1,67,87,941 52,621 1,40,126 319 120
Source: Census of India and Master Plan Delhi 2021
MPD 2021
In strategy 1 trend based population growth the population estimation by MPD 2021 for the
year 2011 was 18 million while for the 2021 it was 23 million respectively. According to MPD
2021, existing residential areas have potential to accommodate about 15.3 million population
ultimately i.e. 11.4 million in Zones A to H and 3.9 million in Dwarka, Rohini Phase III, IV & V
and Narela respectively. Out of the remaining 7.7 million population, about 2.9 million
population already exists in villages, census towns, unauthorised colonies and JJ clusters in the
present rural areas. Hence about 4.8 million additional population is to be accommodated in
the future urban extensions. The proposed and revised holding capacity for the year 2021 in
various planning zones of Delhi is presented in Table 7-2.
Table 7-2: Planning zone wise holding capacity (In lakhs)

Zone Holding capacity Census population Holding capacity
MPD 2001 2001 2021
A 420 570 570
B 630 624 630
C 751 679 788
D 755 587 813
E 1,789 2,798 2,800
F 1,278 1,717 1,975
G 1,490 1,629 1,955
H 1,865 1,226 1,865
J 408 2,067
KI 238 1,200
K II 330 1,300
L 203 2,000
M 284 980
N 141 2,418
PI 146 1,620
P II 358 1,900
Source: Master Plan Delhi 2021
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From various mathematical projection methods it is observed that the linear method have low
prediction error in predicting the population of 2011 and based on the linear trend method
Delhi’s population has been estimated to be 21.38 million by year 2021. For horizon year 2041
the population is estimated as 29.2 million. The population estimate in the present study is
also in conformity with estimates of Master Plan 2041 and Global cities Institute working
paper-2014.
For forecasting population at planning zone level it has been assumed that the population in
divisions A, B, C and D show a declining trend as observed from the past trends. The special
character of division C (Civil Lines) and D (New Delhi) which houses most government (central
& Delhi govt.) offices have restricted potential for growth. In particular division A (walled city)
and division D (New Delhi) have restricted potential for residential development owing to
saturation density level and planned regulated development respectively. Division B (city
extension- Karol Bagh) and to some extent Division C (Civil Lines) will show moderate increase
owing to intense built up development and low density regulated controlled development
respectively.
The estimated population of Delhi in 2019 is 19.75 million while estimated population in 2041
is 29.2 million. Hence the remaining population of 9.5 million has been assumed to be
distributed across different zones taking into cognizance the existing pattern of population
distribution besides growth potential of each zone. Table 7-3 below shows the planning zone
wise population distribution for HY 2041 without land pooling.
Table 7-3: Planning zone wise population forecast – HY2041 without land pooling
Planning Zone 2011 2019 2041
A 744624 762818 769816
B 779476 924818 989026
C 973819 1007500 1020592
D 635386 805038 1208821
E 3766724 3870697 3910825
F 2151660 2726169 3634769
G 1817969 2303380 3475482
H 1652240 2049526 2269045
J 749437 949542 2661662
KI 667912 846250 1422828
K II 964097 1117518 1784065
L 362083 458762 1724285
M 687660 871271 1421565
N 192800 244279 954494
PI 265567 336475 851308
P II 376488 477013 1101150
Total 16787942 19751056 29201774
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7.2.2 Population forecast of land pooling zones
Keeping in view the recent policy of land pooling the influence of proposed land pooling zones
has been considered. In this context the forecasted population estimates of land pooling zones
are assumed as conceptualised by DDA. Figure 7-2 shows the land pooling zones and Table
7-4 shows the forecasted population in various land pooling planning zones.
Figure 7-2 DDA proposed Land Pooling zones in Delhi
Table 7-4: Forecasted population of land pooling zones
Planning Zone HY 2041

KI 2646688
L 5181272
N 2836857
P II 2171426
Total 12836243
Source : DDA estimates
Rest of the planning zones population has been forecasted based on the linear method which
is explained in the earlier section 4.1.1. Table 7-5 shows the adopted planning zone wise
estimated population in Delhi including land pooling scheme.
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Table 7-5: Adopted Planning zone wise population forecast with Land pooling scheme – HY2041
Planning Zone 2011 2019 2041

A 744624 762818 769816
B 779476 924818 989026
C 973819 1007500 1020592
D 635386 805038 1208821
E 3766724 3870697 3910825
F 2151660 2726169 3634769
G 1817969 2303380 3475482
H 1652240 2049526 2269045
J 749437 949542 2661662
KI 667912 846250 2646688
K II 964097 1117518 1784065
L 362083 458762 5181272
M 687660 871271 1421565
N 192800 244279 2836857
PI 265567 336475 851308
P II 376488 477013 2171426
Total 16787942 19751056 36835260
7.2.3 Other external zones population forecast
Apart from Delhi, population of other external zones such as Gurugram, Faridabad, Noida and
Ghaziabad has been forecasted in their CMPs, CDPs and Development Plan studies etc. and
the same growth rates has been considered for the current study to estimate their population
of HY 2041. Table 7-6 shows the estimated base year and horizon year population forecast for
HY 2041 in the external zones.
Table 7-6: Population forecast of external zones other than NCT Delhi
External Zones BY 2019 HY 2041

Gurugram 1682000 5500000
Ghaziabad 2523689 4754277
Noida & Greater Noida 1192726 3104465
Faridabad 2274665 5017103
7.2.4 External trips growth rate
In order to forecast the external trips for horizon year in the study area, trip rates were
estimated for each external zone based on the estimated base year population and number of
trips observed during the survey. The estimated trip rates were applied to horizon year external
zone wise forecasted population to estimate the trips growth rate form the external zones for
horizon year. The following growth rates of external trips as shown in Table 7-7 were adopted
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Table 7-7: Adopted Growth rates for external trips with land pooling
Zone Growth rate for External Trips

A 0.04%
B 0.31%
C 0.06%
D 1.87%
E 0.05%
F 1.32%
G 1.89%
H 0.47%
J 4.80%
KI 5.32%
L 11.65%
N 11.79%
PI 4.31%
P II 7.13%
Gurugram 5.53%
Ghaziabad 2.92%
Noida + GN 4.44%
Faridabad 3.66%
Based on the above input parameters, the horizon year trips have been forecasted using the
base year trip generation equation and estimated external trips growth rate. The study area
forecasted trips under Master plan scenario and SUT scenario are respectively shown in the
Table 7-8 and Table 7-9.
Table 7-8: Horizon year daily trips forecasted under Master Plan scenario (Daily)
Travel Movement Pattern Base Year HY MP 2041 CAGR

Internal trips 556873 1051747 3.07%
External Trips (Without land pooling) 421453 1047130 4.43%
External Trips (With land pooling) 1216494 5.18%
Table 7-9: Horizon year trips forecasted under SUTP scenario (Daily)
Travel Movement Pattern Base Year HY TOD 2041 CAGR

Internal trips 556873 1051747 3.07%
External Trips (Without land pooling) 421453 951044 3.95%
External Trips (With land pooling) 1120408 4.77%
It is observed that an estimated 11.2 lakhs external trips are going to be performed daily under
the SUTP scenario as compared to 12.16 lakh external trips daily in the Master Plan scenario
with land pooling possibly due to potential reduction of intercity travel by residents in study
area for work travel outside Dwarka and instead achieving a higher job satisfaction ratio within
study area itself owing to growing economic opportunities particularly around in TOD zones.
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7.3 Horizon Year Travel Demand Model

The base year calibrated model has been adopted in the horizon year to evaluate the alternate
scenarios taking into account estimated population, employment, transport network and
external trips. It is assumed that the travel behaviour will remain same in the horizon year. For
the horizon year, three scenarios were developed as follows:
• Scenario 1: BAU : Master Plan + committed development projects (P1, E1 and N1)
• Scenario 2: Sustainable Urban Transport (P2, E2 and N2)
• Scenario 3: Sustainable Urban Transport + TDM (P2, E2, N2 and additional parking
charges)
7.4 Scenario 1: BAU: Master Plan with Committed development

projects scenario (P1E1N1)
In this scenario the modal split in favour of public transport excluding NMT is estimated to
increase to 18.0% in the year 2041 from present value of 16.8% in 2019. From the trip
assignment it is observed that the V/C ratio in 2041 would be 0.78. Figure 7-3 and Figure 7-4
shows the peak hour PCU and passenger assignment (PT) respectively for HY 2041.
Figure 7-3 Peak Hour PCU assignment of BAU Scenario (Peak Hour – HY2041)
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Figure 7-4 Peak Hour passenger assignment of BAU Scenario (Peak Hour – HY2041)
7.5 Scenario 2: SUTP – Sustainable urban transport scenario (P2E2N2)

In this scenario the modal split in favour of public transport excluding NMT is observed to
increase to 32.6% in the year 2041 from present value of 16.8% in 2019) From the trip
assignment it is observed that the V/C ratio in 2041 would be 0. 67. Figure 7-5 shows the peak
hour PCU and peak hour passenger assignment (PT) for HY 2041 respectively.
Figure 7-5 Peak Hour PCU assignment of SUTP Scenario (Peak Hour – HY2041)
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Figure 7-6 Peak Hour passenger assignment of SUTP Scenario (Peak Hour – HY2041)
7.6 Scenario 3: SUTP – Sustainable urban transport scenario +TDM

(P2E2N2)
In this scenario in order to further improve the public transport in the study area to a target
modal share of 40% in favour of public transport as part of travel demand management
measures, an additional parking charge is adopted (40rs/hr. as per Delhi parking policy). As a
result the modal split in favour of public transport excluding NMT from model is estimated to
increase to 43.8% in the year 2041 from present value of 16.8% in 2019. From the trip
assignment it is observed that the V/C ratio in 2041 would be 0. 50. Figure 7-7 shows the peak
hour passenger assignment (PT) for HY 2041.
Figure 7-7 Peak Hour PCU assignment of Scenario 3 (Peak Hour – HY2041)
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Figure 7-8 Peak Hour passenger assignment Scenario -3 (Peak Hour – HY2041)
7.6.1 Sensitivity of Parking Charges
Sensitivity analysis is a simulation model that determines how the public transport share will
be affected based on changes in parking charges as input variables. This model is also referred
to as what-if or simulation analysis. It is a way to predict the outcome of a decision given a
certain range of variables. The figure below shows the sensitivity of parking charges and the
users shift towards public transport.
Sensitivity of Parking Charges

45.0%
40.0%
35.0%
30.0%
% PT share
25.0%
20.0%
15.0%
10.0%
5.0%
0.0%
0 10 20 30 40 50 60
Parking Charges (Rs/hr.)
Figure 7-9: Sensitivity of parking charges
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The table below shows the comparison of Volume by Capacity ratio and Passenger Peak hour
Peak Direction (PPHPD) n major roads.
Table 7-10: Comparison of Volume by Capacity ratio and PPHPD in major roads under various scenarios
Volume by Capacity PPHPD

Road Name
Base BAU SC-3 Base BAU SC-3
Road 201 0.39 0.69 0.61 1023 1806 2481
UER - II 0.87 1.31 1.26 300 968 3261
Azad Hind Fauj Marg 0.75 1.00 0.90 581 1107 2687
Dabri Gurugram road 0.47 0.90 0.85 145 1539 2285
Desh Band Gupta Marg 0.46 0.68 0.60 79 524 2936
7.7 Selection of best Scenario
7.7.1 Impacts of scenarios on Modal share
Table 7-11 show the comparative analysis of modal share under different scenarios excluding
NMT trips. It is observed that the increase in modal share in favour of public transport in
Scenario 3 is due to not only the concentration of population near the transit corridors through
integrated land - transport use policies but also by providing better connectivity for public
transit users for which scenario-3 is preferred.
Table 7-11 Comparative Analysis of Modal Share for different scenarios (excl. NMT)
Mode Base SC1 SC2 SC3
Car 16.6% 17.2% 4.3% 4.1%
Tw 50.2% 48.8% 30.1% 26.0%
PT 16.3% 18.0% 39.1% 43.8%
Auto 17.0% 15.9% 26.5% 26.1%
Total 100% 100% 100% 100%
Table 7-12: Comparative Analysis of Key Performance Indicators
Parameters Base Year SC1- MP SC2 - SUTP SC3 SUTP+PC

Average Trip Length (in Km) 12.2 12.9 10.8 10.8
Speed (KMPH) 19 13 20 24
Vehicle Kilometers Travelled (VKT) (in
941.5 1778.7 1561.7 1310.1
thousand)
Passenger Kilometers Travelled (PKT) (in
120.1 235.8 336 475.2
thousand)
Public Transport Share (Excl. NMT) (in
16.9% 18.0% 39.1% 43.8%
%share)
CO2 Emission Levels (in Tonnes) 100.08 193.1 169.5 142.23
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CHAPTER 8.VISION AND GOALS
A Comprehensive Mobility Plan is a plan to guide the decision and policy makers regarding
urban transport infrastructure requirements in the study area. Vision is a key element of CMP
preparation. In this context clear vision along with goals and objectives need to be developed
for CMP that are guided by general objectives of NUTP and consider the contextual situation
of Dwarka. In order to evolve appropriate vision and goals, a review of NUTP (2006) has been
undertaken to identify key objectives which would provide basis for vision formulation.
8.1. National Urban Transport Policy

The Government of India formulated a National Urban Transport Policy (NUTP) in 2006 to
transform the current situation into a safe convenient and efficient transportation system
across all urban areas in India.
The vision of NUTP 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 study area.
The objective of this policy is to ensure safe, affordable, quick, comfortable, reliable and
sustainable access for the growing number of residents to jobs, education, recreation and such
other needs within our cities. This is sought to be achieved by –
• Encouraging integrated land use and transport planning

• Ensure equitable allocation of road space with people, rather than vehicles, as its focus
• Encourage greater use of public transport and non- motorized modes
• Enabling the establishment of quality focused multi-modal public transport with
seamless travel across all modes
• Establish effective regulatory and enforcement mechanism for different transport service
operators
• Ensure effective parking and freight management
• Establishing institutional mechanisms for enhanced coordination in urban transport
• Reducing pollution levels through planning and technological intervention
• Ensure adequate capacity in urban transport
Drawing upon the merits of various recommendations in the NUTP (2006) and also the
contextual situation of Dwarka, the vision and goals have been identified for the CMP based
146
on existing socio-economic and travel characteristics of the resident population in Dwarka.

These are described in following sections.
8.2. Vision for Dwarka

The CMP of Dwarka seeks to “Move People, Not Vehicles”. By emphasizing the pre-eminence
of public and integrating the land use with transport networks, while encouraging non-
motorized transport (NMT) and travel demand management, the vision seeks to emphasize
the objectives of the National Urban Transport Policy (NUTP) in the Dwarka Area. The
statement for the vision is –
“To provide for a people centric, environment friendly, safe, efficient and integrated transport
system compatible with proposed development in Dwarka”
The stated vision of CMP, which is based on contextual situation and consultation with
stakeholder organizations, focuses on developing Dwarka a healthy and loveable city which is
able to provide its inhabitants with safe, accessible, affordable and environment friendly
transport ecosystem for catering to their social, economic and resource needs.
8.3. Mission
The mission of CMP is to develop and operate a transport system that will have –
• Pedestrian and Non-Motorized Transport facilities which are extensive, adequate,
attractive and safe.
• Public Mass Transport System, which is extensive in coverage, appropriate in technology
mix for the size of the city, equitable and inclusive in access to service, affordable and
which caters a large share of the travel demand.
• Transit supportive land use structure with provisions for adequate last mile connectivity
to transit stations and stops
• Road Network system, which is adequate in capacity, appropriate in pattern and
hierarchical in structure.
• Terminals to provide a place of convenient access to the services, a place of easy transfer
amongst modes and services
• Parking policy and parking areas which, provide for orderly parking of modes and
support traffic management objectives
• Institutional frameworks with a technical and financial capacity to plan, develop, operate
and manage the proposed transit system and transport infrastructure.
8.4. Goals
The goals of the CMP are –
• Improve the modal share in favor of public transport system from existing 16% to 50%
with respect to motorized trips.
147
• Ensure 80% of the population is served by public transport within influence area of 500
meters through improved coverage of public transport services.
• Promotion of an integrated land use and transport system to encourage compact
development and reduce the average trip length.
• Ensure minimum 15% of the total trips to be performed using bicycle modes in the
future from a present low share of 8%
• Develop seamless multi-modal transport network which can facilitate convenient
mobility and cost – effective access to places of activities in the next 20 years
• Provide safe and convenient pedestrian and Bicycle facilities in major residential,
educational, and commercial areas.
8.5. Strategies
The selected strategies to achieve the mission and objective of CMP are:
• Provide well designed pedestrian footpaths and Bicycle lanes along all corridors of the
city
• Provide exclusive pedestrian phase at all signalized inter-sections
• Provide pedestrian grade separation facility, at mid-block, along major arterial corridors
where the inter-section spacing is 1 km or more
• Provide pedestrian refuge islands, of adequate size, at all intersections
• Preparation of Traffic Management Plans, for critical locations, corridors and areas with
emphasis on priority of access and movement for public transport, pedestrians and
bicyclists
• Enlarge coverage of city bus service to all parts of the city
• Augment supply of mass transit systems
• Ensure adequate last mile connectivity mass transit stations and stops
• Develop transit supportive land use patterns around transit stations (TOD) and
densification along transport corridors
• Provide intra and inter bus terminals with all requisite facilities
• Develop integrated freight complex (IFC) for facilitating urban freight movements and
adopt city logistics facilities for sustainable urban freight deliveries
• Prepare and adopt a comprehensive Parking Policy which:
o Discourages use of private modes for ‘Work’ and ‘Education’ trips
o Conserve space
o Prohibits encroachment on road space and capacity
• Adopt ‘Zero Fatal Accident” policy and promote high degree of safety in the planning,
design and construction of transport facilities and operation of transport service
• Conduct safety audit at all stages – planning, design, construction, post construction
and operation – of transport facilities and services
• Strengthen capacity of institutional set up in the area of mobility planning and traffic
engineering.
148
• Explore innovative mechanism to finance urban transport & arrangement resource

generation capacity of DDA
• Undertake capacity building programs in the field of urban transport for senior and
junior level staff of ULB.
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CHAPTER 9.TRANSPORT IMPROVEMENT POLICIES & STRATEGIES
Transport improvement strategies are necessary to provide guide to implementing the vision
and goals of the CMP. Most of the urban transport strategies can be grouped under the
following categories –
• Road infrastructure-oriented transport strategy that increases the supply, capacity and
management of the road network with various options such as new roads, road widening,
grade separation, junction improvements, bypasses, elevated roads and related facilities.
• Transport system -oriented strategy more specifically increasing the range of transport
options such as Bus, Metro Rail, Para transit, bicycle, walking and related facilities.
• Demand management – oriented strategy that seeks to alter the transport demand
through indirect intervention including control of land use, parking, enforcement,
telecommuting etc.
Solutions for transport improvements in Dwarka cannot be achieved by a single strategy. The
mobility goals will need to be addressed through a multipronged approach. For this very
purpose, various strategies have been proposed.
9.1. Master Plan Proposals

• For solving the inter-city and intra-city traffic problems of Dwarka K-II, new road links have
been proposed as mentioned below: -
o 100M wide road of UER-II & 80M wide road of UER-I.
9.2. Public Transport and Para Transit Improvement

Bus Transport
In the short-term bus route rationalisation is taken up in with the objectives of enhancing
network efficiency, improving service quality, easing traffic congestion and reducing roadside
air pollution. For Dwarka, one of the key strategies in the short – term is to increase the share
of public transport from 16% in base year to about 25% by 2026. Hence the short-term
recommendations for Bus Routes have been aligned with the finding of DIMTS study of 2019.
The long-term strategy for public transport is to increase its share of trips to about 40% by the
year 2041. It has also been envisioned to promote social inclusion by increasing public
transport availability and accessibility to all social groups of Dwarka and initiate a shift towards
low carbon mobility. In order to achieve these, following strategies in the form of action plans,
have been taken up:
• Action Plan 1: During COVID-19 (Immediate improvement)

• Action Plan 2: Improvement in reliability & rationalization of bus routes (post COVID
scenario)
150
• Action Plan 3: Hierarchical public transport network system and increased Network
coverage
• Action Plan 4: Introduction of Electric Hybrid buses
• Action Plan 5: Integrated ticketing for all modes of public transport
Para Transit
Intermediate Public Transport (IPT) mainly consists of 7-seater shared auto, 3-seater Auto and
Grameen Sewa in Dwarka. Due to issues such as un-regulated routes, unavailability of
designated auto stands, old fleet, non-designated bays and the large number of autos, many
issues related to safety, reliability and environmental concerns to the society are created by
them. However, they are also and extremely important part of the transport system in a city
and so, there is a need to improve their services through city level interventions.
As a short-term measure, use of IPT modes for providing last – mile connectivity around
existing metro stations have been proposed for the identified catchment areas. This would
also encourage development and operation of a trunk line mass transit system with feeder
network system
9.3. Priority for Non -motorised transport & Walkability

Bicycle facilities are inadequate and sub – standard in Dwarka and it is very important that as
a short-term measure, strategies are put in place to encourage more people to shift to NMT
by providing the necessary infrastructure. The strategies focus on the following aspects:
• Encourage and promote cycling as an important sustainable mode of transport

• Integrate bicycle and NMT facilities with public transport plan
• Promote walkability by improved pedestrian infrastructure including minimum
footpath width along all roads
• Install grade separated pedestrian facilities near pedestrian activity zones
Su-Citywide scheme for dedicated pedestrian pathways and bicycle infrastructure which
includes Bicycle tracks/lanes have been strategized for Dwarka for encouraging a positive
modal shift towards Bicycles and increased walkability.
9.4. Integrating Land Use and Transport through Transit – Oriented

Development (TOD)
TOD Concept
TOD integrates land use and transport planning and aims to develop planned sustainable
urban growth centres, having walkable and liveable communes with high density mixed land-
use. In such zones the citizens have access to open green and public spaces and at the same
time transit facilities are efficiently utilized. TOD focuses on creation of high-density mixed
land use development in the influence zone of transit stations, i.e. within the walking distance
151
of (500-800 m) around transit station or along the corridor in case the station spacing is about
1km as shown in Figure 9-1.
Figure 9-1 TOD along Transit Stations
TOD advocates pedestrian trips to access various facilities such as shopping, entertainment
and work. TOD increases the accessibility of the transit stations by creating pedestrian and
Non-Motorised Transport (NMT) friendly infrastructure that benefits large number of people,
thereby increasing the ridership of the transit facility and improving the economic and financial
viability of the system.
Delhi TOD Policy & Regulations
Delhi is at a defining moment in terms of preparing itself for the next few decades with the
Master Plan 2021. With the MPD-2021 looking at innovative concepts to tackle urbanization,
Transit Oriented Development (TOD) is very relevant. TOD is an urban design paradigm that
has the potential for achieving urban competitiveness, environmental sustainability, and social
equity.
9.5. Parking Management

On street parking is a significant issue in the study area as reflected from issues. As part of
parking management strategy in the study area parking policy has been proposed which
encompasses parking norms, parking charges, parking demand management strategies,
parking guidance system etc. The overall strategic objectives of parking management are –
• Reduce private vehicle use

• Improve user options and quality of service
• Enhance multi-modalism
• Reduce congestion, enhance liveability and environmental quality
• Integrated with terminals, interchanges
• Promote travel demand management
152
9.6. Travel Demand Management

Due to constraints on the augmentation of the urban transport facilities for improving the
traffic flow, there is a need to introduce a Transport Demand Management (TDM) program as
a part of overall planning. TDM is a wide range of policies, programs, services and products
that influence why, when, where and how people travel to make more sustainable. For Dwarka,
following TDM strategies have been proposed –
• Parking Restrictions & higher parking charges

• Congestion pricing
• Car Pooling
• Car Restrict Policy using Vehicle Registration Method
• Vehicle Free Days
• Flexible Work Hours, Telecommuting, etc.
153
CHAPTER 10.COMPREHENSIVE MOBILITY PLAN PROPOSAL
Several traffic & transportation surveys were conducted in Dwarka K-II zone as a part of the
present study in order to assess the passenger and goods movement pattern, travel
characteristics, pedestrian & parking characteristics and the available infrastructure facilities
within the study area. Based on the data analysis carried out various issues were identified
which required immediate to short-term, medium- and long-term measures to mitigate the
transport problems.
The improvement measures for a city traffic and transport system can normally be grouped
under two broad categories:
• Immediate and Short-term improvement Proposals (Phase 1 2021 -2026).

• Medium improvement proposals (Phase 2 for HY 2026 to 2031).
• Long term improvement proposals (Phase 3 for HY 2031 to 2036) and (Phase 4 for HY
2036 to 2041).
The following sections describe various improvement plans in transport sector for Dwarka
based on extensive data analysis and travel demand modelling efforts carried out.
10.1. Regional Connectivity Enhancement

Rail Connectivity
A high-quality commuter rail service has been proposed between Rewari railway station to
Sarai Rohila station (Delhi) using the existing railway infrastructure which will provide the much
needed intercity connectivity to Dwarka residents. Figure 10-1 shows the proposed commuter
rail service.
Figure 10-1: Proposed Commuter rail service (Rewari to Delhi)
154
Regional Road network connectivity
Generally, grid iron network pattern cities have two levels of road network in the peripheral
areas, while one road is for through traffic (external) the other road is for external to internal/
internal to external traffic movement. There is no such external network provided in the case
of Dwarka sub city. From the regional road network connectivity point of view, major traffic
from Delhi and Gurugram is still dependent on UER-II, Dabri Dwarka road (Pankha road) and
Road 201 (Azad Hindu Fauj Marg) as there are no other connections developed. There is a
need to develop links between Delhi and Gurugram as the traffic share between them is also
very high. The following road links are proposed for ensuring better regional connectivity.
• Dwarka expressway missing link (connection between Delhi UER-II and NPR road in
Gurugram)
• Completion of UER-I (80M) and UER-II (100M)
• Proposed road network (18M) along existing railway line with limited interchange
facilities
• Proposed road network (80M) along the Najafgrah nalla which connect to Najafgrah
road.
Figure 10-2 shows the proposed regional road network connectivity
Figure 10-2 : Proposed Regional Road Network connectivity
155
10.2. Improvement in Active Transport Infrastructure

Active transport (also referred to as active mobility or active travel) incorporates all such modes
of transport which relying on human power for propulsion. Active transport includes non-
motorised forms of transport involving physical activity, such as walking and cycling.
Immediate and Short – Term Improvements
Improvement in Walkability
Measures for improving walkability have been identified to address availability and good
quality of pedestrian infrastructure; besides providing a safe, conducive, and pleasing walking
environment. It has been emphasised that pedestrian paths should be available as a
continuous network and people on foot are able to access destinations in the shortest possible
way.
The proposal, have been categorised to address three broad aspects:
1. Enhancing connectivity and continuity (Action Plan 1);

2. Improving pedestrian infrastructure (Action Plan 2); and
3. Improving walking environment (Action Plan 3).
The immediate short-term proposals in this study have focused on planned and developed
sectors adjacent to the metro line as a priority area for improving walkability.
Action Plan 1: Enhancing Connectivity and Continuity
Network density, block lengths/density are important measures of connectivity, and these
become more crucial when it comes to assessing pedestrian network connectivity. The
minimum and preferred average street network density of 11km/sq.km (Mately et. al., 2001)
and 16 km/sq.km. (Handy, 1996) respectively are suggested in literature. While there are no
specific guidelines on pedestrian network density, it is recommended that it should at least
correspond to above figures, if not more than these, for good pedestrian connectivity. Figure
10.3 shows the existing pedestrian network density map of Dwarka (K-II) area.
156
Figure 10-3 Existing pedestrian network density map
For improving this scenario, it has been proposed to make footpaths available on all streets
that are 9 metres and above. For this purpose, 50kms of footpaths is proposed along existing
road network (which as per the walkability audit did not have adequate footpath). Also, the
tertiary network in Dwarka is not well-developed and sectors have long block lengths, making
access to amenities such as schools, healthcare, local conveniences, and transit nodes
circuitous. To address this issue, some new links are proposed, and these links are necessarily
kept as “pedestrian only” streets to promote walkable communities. Hence, exclusive
pedestrian paths linking residential areas to local activity points and nearest transport nodes
is proposed, comprising a total network length of 20 kms. Since the sectors are already
planned and developed, it is not possible to cut through the already developed plot parcels;
157
as such, these pedestrian paths are proposed to pass through or bordering existing greens.
Moreover, it is suggested that these pedestrian paths may also be provided access from back-
side (wherever applicable) of large society plots and large institutional areas for direct access.
In addition, 10 kms exclusive pedestrian (and cycling) trails, connecting different sectors and
linking residential areas to important work/education destinations, to metro stations and for
recreational/health purposes is proposed. The improved pedestrian network for all sectors in
Figure 10-4.
Figure 10-4 Proposed Footpaths and Trails
The additional proposed network of footpath and pedestrian paths and trails is marked by
improvement in pedestrian network density, as can be seen from Figure 10.5.
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Figure 10-5 Improved pedestrian network density
Effort has been made in the proposal to achieve a minimum pedestrian network density of
11km/sq.km for all the developed sectors. On an average, the pedestrian network density of
the developed sectors has improved by 23%. Nine sectors show an improvement of more than
20% in the pedestrian network density. Subsequently the average distances and times taken
to reach a transit node from residential blocks has also reduced. The sectors that are yet having
density of less than 11 km/sq.km. are the ones that are yet partially developed and/or
recreational land use.
Action Plan 2: Improvement in Pedestrian Infrastructure
Dwarka streets, especially the primary network, are by large, well-designed; however, to make
them more inclusive and walkable, a few alterations are proposed in the allocation of different
cross-sectional elements on the right of way, along with guidelines for better footpath design
and continuity.
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Cross-section Improvement
The following are the typical cross sections proposed for newly constructed roads and re-
designing of existing roads to enhance walkability and encourage cycling.
60m ROW
Service road width has been narrowed to 6m to make space for footpath beside property line.
Space on footpath has been adequately allocated for cycle track, pedestrian walkway and
multi-functional zone. Footpath height to be reduced to 150mm and to be provided with street
light as well as pedestrian lights. Multi-functional zone can be adequately used for vendors
and bus –shelters (Figure 10.6).
Figure 10-6 Observed Typical Cross-section 60m ROW
Figure 10-7 Proposed Typical cross-section 60m ROW
Service road width has been narrowed to 3.5m to make space for cycle path. Footpath height
to be reduced to 150mm and to be provided with street light as well as pedestrian lights.
Multi-functional zone can be adequately used for vendors and bus -shelters.
160
Figure 10-8 Observed typical road cross-section 45m ROW
Figure 10-9 Proposed typical cross-section of road 45m ROW
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Figure 10-10 Proposed typical cross-section 18m and 9m ROW
Figure 10-15 shows the proposed pedestrian paths and pedestrian trails cross section.
Figure 10-11 Proposed Pedestrian Paths and Trails
Footpath Width and Height
Footpath widths should be in accordance to IRC guidelines as shown in Table 10-2. The
pedestrian areas in front of commercial areas can be designed as per UTTIPEC guidelines
(illustrated in Figure 10-12) to take care of frontage zone, clear pedestrian zone and furniture
zone. Footpath height should be reduced to maximum of 150mm and kerb-less streets with
surface texture differentiation in pedestrian heavy shopping and recreational areas can be
explored, keeping in mind the safety concerns arising out of adjoining traffic conditions.
162
Table 10-1 Guidelines for footpath width

IRC 103 Guidelines for Footpath Width
Minimum obstacle free walkway width Residential/ Mixed use Areas 1.8m
Commercial mixed use Areas 2.5m
Shopping frontages 3.5m to 4.5m
Bus Stops 3m
High Intensity Commercial Areas 4m
Figure 10-13 Wide footpath in commercial areas with

pedestrian lighting, and seating, Guangzhou, China
Figure 10-12 Pedestrian Zone… Source:
UTTIPEC
In Sectors Adjacent to Metro
As immediate short term measure, improvements are suggested in 1.5km walking distance
buffer along the sectors adjacent to the metro line. In addition, approximately 87km of the
footpath network requires kerb height to be reduced to 150mm to make them more
pedestrian friendly. Maps showing the specific improvement stretches are shown In Annexure
–1.
Table 10-2: Proposed footpath/ widening
Proposed Footpath/ Widening Total length (km)
2.5m wide new footpath to be provided 36.3
1.8m new footpath to be provided 11.5
Footpath to be widened to 1.8m 9.7
Footpath to be widened to 2.5m 59.5
Footpath to be widened to 4m 2.4
Identified sections for footpath width improvement are shown in figure 10-18.
163
Figure 10-14 Improvements in Footpath Width
Identified sections for footpath height improvement are shown in figure.
Figure 10-15 Improvements in Footpath height
164
Footpath continuity
All footpaths should be designed keeping in mind universal accessibility features such as
ramps and tactile pavers. This is especially important near transit stops, work, education and
shopping areas. At driveways, sidewalks should be maintained at-grade through the conflict
zone. Footpath should maintain a constant level through property entrances.
Figure 10-16 Pedestrian Safety– Design, IIT Delhi
It is proposed to have openings at medians/dividers to facilitate pedestrians at zebra crossings

and bus stops, as shown in below Figure. Table top crossings should be provided at all
intersection and/or mid-block crossings in pedestrian heavy areas, especially near schools,
health care facilities and shopping areas, to provide enhanced safety (Figure 10-21).
Figure 10-17 Table top crossings Figure 10-18 Pavement surface design
for universal access
All obstructions such as parking, trees, private garden, street furniture, litter are to be removed
from footpath. In case of vendor being obstructions, vendor zones should be placed in multi-
functional zones keeping a clear pedestrian path of minimum 1.8m.
Map identifying stretches for removal of obstructions is given in Figure. Stretches with more
than 40% obstruction are marked as first priority (constituting 90 kms) and stretches with less
than 40% obstruction (constituting 50 kms) are marked as second priority.
165
Figure 10-19: Stretches for removal of obstructions
Action Plan 3: Improvement in Walking Environment
Apart from the above, a good walking environment requires well-lit, landscaped, clean walking
environment that has adequate amenities/ furniture along the way, as well as has an active
and lively environment. An enhanced feeling of safety and security adds immense value to the
level of walkability in an area. Some key proposals towards improving walkability in this
context are discussed below.
Lighting
Street lights are missing in many areas/ stretches and even where present do not provide
adequate lighting to the pedestrian paths. It is proposed that all streets should be provided
with streetlights as well as pedestrian lights as per norms and best practices (Table 10-3).
Wherever possible, dual streetlights (Figure 10-20) should be provided. A total of 150 kms of
streets require to be provided with both pedestrian and street lights; and 50 kms of the
network to be provided with pedestrian lights. These do not include the new proposed
pedestrian paths and trails.
Table 10-3: Proposed guidelines for Street light pole location

Location Gap Height
In between footpath & cycle track 12-16m 4.5-6m
In between footpath & MV lane 25 – 30m 9 – 15m
On footpaths for pedestrians only 15m 6.5
Local / Neighbourhood Streets 25-27 8-10
Source: ITDP Urban Street Design Guidelines
166
Figure 10-20 Street light with pedestrian light in same pole
Map identifying the location of these stretches is given in Figure 10-25
Figure 10-21 Proposed Street Lighting
Street Furniture and Landscaping
Streets requiring landscaping in sectors adjacent to the metro stations are shown in Figure 10-
26 and covers approximately 100kms of streets. In addition, all newly proposed pedestrian
paths and trails also require landscaping.
167
Figure 10-22 Proposed Landscaping

Active Streets and Frontage
Very large block lengths can sometime result in desolate stretches, making them unsafe for
walking, especially during dark hours. It is important to have these street stretches well-lit and
lively. Active streets can be encouraged through appropriate urban design measures in these.
These measures can include among others, provision of kiosks and vending spaces, low/
transparent fences, alternate temporary use of paths left desolate after work hours (such as
weekly markets, organising recreational activities, etc.).
In commercial areas, façades and storefronts should be designed to cater to the eye level of
pedestrians (Figure 10-27).
Figure 10-23 Active frontage and outdoor dining

spaces, Portland USA
168
Improvement in pedestrian crossing facilities
Walk is an essential component of the transportation system of a city. Provision of insufficient

or inappropriate pedestrian infrastructure can reduce the efficiency of the transportation
system of a city. For public transport users, lack of easy access and egress could affect the
ridership of the system. On the city roads, lack of proper sidewalks and crosswalks could lead
to use carriageway by the pedestrians resulting in, jaywalking and road crashes. For the
selection of appropriate pedestrian crossing facilities, the IRC:103-2012 guideline is used which
is based on traffic and pedestrian flow conditions, waiting time/delay, vehicle speed, road crash
inventory and the behaviour of pedestrians and motorcyclists. Table 10-4 and Figure 10-24
shows the proposed 10 controlled crossing facilities (up to Phase 1) for pedestrians in the
study area. The locations of FOB/ Subway may vary in future as per the detailed project reports
or as per the public interest at large.
Table 10-4 : Proposed controlled Pedestrian crossing facilities

Point Location Across Veh. Vol PV2
P1 Ramphal Chowk (Sector – 7) 213 4049 >2*108
P2 Dwarka Market (Sector – 10) 91 3571 >2*108
P3 Ashirwad Chowk (Sector – 12) 282 3831 >2*108
P4 OPG World School (Sector 19B) 385 2526 >2*108
P5 Near Vardhman Plaza Shopping Complex (Sector – 20) 462 2833 >2*108
P6 Near Police Chowki (Sector – 1) 445 914 >2*108
P7 Near Powerhouse (Sector – 2) 286 4122 >2*108
P8 Near Bus Stop (Sector – 13) 508 2044 >2*108
P9 Near Classic Apartment (Sector – 18A) 306 1577 >2*108
P10 Dwarka Mor 1045 2031 >2*108
Figure 10-24 Proposed controlled crossings (Refer annexure 12F for larger map)
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Improvement in Cycling Infrastructure
The main object of the CMP is to improve the share non-motorized trips in Dwarka by
promoting the use of green modes in the city for short haul and last mile travel resulting in
improved air quality and an integrated and robust bicycle infrastructure can help in achieving
that. From the user’s perspective, on a bicycle, the city can be experienced spontaneously and
up close and personal. The more there is to sense and experience when one goes through the
city, the shorter the trip feels, and it becomes more attractive to cycle.
The data from primary survey has been used to make maps representing the zone-wise
percentage share of bicycle trips and monthly household income.
Figure 10-25 (i) Percentage Share of Bicycle Trips and (ii) Monthly Household Income (in INR)
From the two maps in Figure 10-25, it can be observed that in most of the high-income zones,
the share of bicycle trips is very low and vice-versa. And so, it can be reasonably inferred that
bicycles are only being used by people who cannot afford any other mode and are captive
users. They are not an attractive mode of transport for most users in Dwarka. However, there
has been a global consensus that bicycles make the city safer and nicer for everyone to move
about in it and Dwarka has the potential to leverage the benefits of Bicycle Infrastructure.
Latent Potential for Bicycle Infrastructure
From the trip length frequency distribution of trips obtained through primary survey, it can be
observed that a large number of trips have trip length of less than 2 kms., majority of which
are for last-mile connectivity and even more number of trips have trip lengths less than 5 kms
(Table 10-5).
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Table 10-5 Potential Trips for Bicycle Infrastructure
Trips out of Total

Distance
Sub-City Urban Village
Up to 2 Kms. 7% 12%
Up to 5 Kms. 40% 47%
Most of these trips are at present served by private two-wheelers, cars, auto-rickshaws, etc.
and in many areas, by e-rickshaws and if a proper bicycle infrastructure is provided, these are
the potential trips which can be shifted. So, the zone-wise share of trips with trip lengths less
than 2 kms and 5 kms have been depicted on maps to determine potential demands and thus,
alignment of bicycle infrastructure.
Figure 10-26 Share of trips with trip lengths less than 2 kms & 5Kms respectively in each zone.
Proposed Bicycle Network
The city-wide bicycle infrastructure in Dwarka has been planned on 111 Kms (51%) of primary
road network, connecting various activity areas such as transit nodes, commercial areas, and
residential areas in order to provide direct connectivity between various land uses and activity
nodes (Table 10-6). Roads having a right of way lesser than 30m (49% of total road network)
have not been considered for proposing dedicated bicycle tracks.
Table 10-6 Proposed Road Lengths with & without dedicated bicycle tracks
Road Section ROW Length Share

Without dedicated Track Less than 30 Meters 107 Kms. 49%
Greater than or Equal to 30
With dedicated Track 111 Kms. 51%
Meters
Total 218 Kms 100%
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Figure 10-27 below shows the layout of the roads on which the bicycle tracks have been
proposed –
Figure 10-27 layout of roads with proposed cycle tracks
Temporary Bicycle Lanes for Dwarka (Pop-bike lanes)
During the pandemic, Dwarka has faced similar issues of unavailability of Public Transport due
to halting of Delhi Metro for months and limited operations of DTC and other services. Also,
it has already been established that a large number of trips in Dwarka have trips lengths of
less than 5 km and thus, a huge potential for bicycle system. So, it is reasonable to leverage
the benefits of Slow Street movement here as well and for this purpose, setting up of
temporary bicycle lanes have been proposed on some priority streets.
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Figure 10-28 Bicycle lanes/ tracks proposal
Table 10-7 below shows the length of road network to accommodate the temporary bike lanes
for limited duration –
Table 10-7 Length of roads for temporary bike lanes
ROW Bicycle Lane / Track Length Share
Hybrid Bicycle Lane

Less than 30 Meters 107 Km 49%
(unsegregated)
Temporary dedicated Lanes 34 Km 16%

Greater than or Equal to 30 Meters
Other possible stretches 77 Km 35%
Total 218 Km 100%
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After gathering feedback from the residents and users, these can be re-configured for most
optimum alignment and only then, permanent infrastructure would be put in place.
Medium Term Improvements
Bicycle Infrastructure
As proposed in Section 6.1.3, the city-wide Bicycle infrastructure in Dwarka has been planned
on 111 Kms (51%) of primary road network which will connect activity areas like transit nodes
and commercial areas with each other and nearby residential areas, depending on the success
/ failure of the temporary bicycle infrastructure (Figure 10-29).
Figure 10-29 Proposed Bicycle Network on Existing Network in Dwarka
174
The implementation of the proposed city-wide Bicycle infrastructure has been sub-divided into
three phases –
Phase IA: Temporary Bicycle Lanes (as shown in Immediate & Short-term Proposals)
Phase IB: Provision of Dedicated Bicycle Infrastructure (Lanes / Tracks) on Existing Network
Phase II: Provision of Dedicated Bicycle Infrastructure (Lanes / Tracks) on Proposed Network
Public Bicycle Sharing Scheme
Public Bicycle Sharing (PBS) is a high-quality bicycle-based transit system in which bicycles,
stored in a closely spaced network of stations, are made available for short-term shared use.
Apart from short trips PBS could serve as an important sustainable mode of transportation for
–
• Daily commuters using PBS as a feeder public transportation.
• Residents and office employees for short daily errands.
• Tourists who need flexibility and independent in experiencing the city at their own
convenience.
• School and college going students on a budget.
• Women, especially those who are dependent on IPT modes for commuting short
distances.
Detailed Project Report on Bicycle Share System for Dwarka Sub – City, prepared by Centre for
Green Mobility and Shakti Sustainable Energy Foundation in the year 2015 for Delhi
Development Authority (from here on to be called DDA’s project) proposes an integrated
solution for public bicycle sharing system and the same is recommended to be undertaken.
Aim and Objectives
The aim of DDA’s project is to propose and implement the Public Bicycle Sharing (PBS) System
in Dwarka in line with Delhi government’s vision to develop a sustainable and integrated
transportation system for the city. The various objectives of PBS System in Dwarka are stated
below –
• To provide economical mobility option to the citizens: To provide an economical and

convenient mode of transport for short trips as an alternative to motorized forms of transit
that cost more.
• To serve last mile connectivity: To bridge the gap in public transportation for end-to-
end journeys, this would attract high ridership.
• To minimize adverse effect on environment: To reduce negative impact that motorized
vehicles have on the environment by encouraging people to opt for cycling.
• To reduce the congestion on roads: To reduce number of vehicles on road by catering
to short trips through PBS which will help in reducing the number of active vehicles on the
roads and hence serve as long term strategy to improve transport scenario.
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Phases of Development
As per the DDA’s project report, Phase I is of 30 sq. km. and covers around 68% of the total
demand of Dwarka. Phase I is further divided in two parts, the first year of implementation is
referred as Phase I-A (HY 2024), and second year of Implementation is referred as Phase I-B
(HY 2026). 30 sq. km. of area in Phase I will require nearly 2,500 bicycles as per the demand
and assumption of 2.5 shares/bicycle. Phase I-A has been assigned 60% of the bicycles (1,500
bicycles) and in the second year of implementation (Phase I-B) remaining 40% share (1,000
bicycles) will strengthen the system. Further to cater the remaining demand of Phase II,
additional 2000 bicycles will be required for 20 sq. km. area. For Phase II, 2 shares/bicycle have
been considered as it includes areas which currently has low demand (Figure 10-30).
Figure 10-30 Phases of PBS Implementation and PBS Station Zones
Source: Dwarka bicycle sharing system, Shakti sustainable energy foundation, 2015
Phasing details for PBS have been explained shown in Table 10-8.
176
Table 10-8 Phasing Details for Public Bike Sharing (PBS)
Details Phase IA (2024) Phase IB (2026) Phase II (2031)

Daily Demand 7629 Trips 3517 Trips
Coverage Area 30 Sq. Km. 20 Sq.km
Required Stations 100 80 170
Number of Bicycles Required 1500 1000 2000
Number of Docks Required 2026 1500 3000
Distance between Stations 300 – 450 metres (approximately)
10.3. Public Transport (Bus) Improvement
It is important to ensure Dwarka (K-II) is served by a safe, sustainable, economic, people-

friendly and efficient public transportation system. The main objective of the public transport
system (PT) in CMP Dwarka is to improve the modal share of public transport from existing
16% to 50% and to promote social inclusion by increasing public transport availability and
accessibility to all social groups.
To achieve the above objective the main targets set for the public transport system
improvements are as follows –
• Provision of Bus services during COVID-19 scenario

• 80% of the population to be within 500m of transit line (service coverage)
• Improving the service frequency and image of public transport by improving the
reliability of bus service and improve service frequency by minimum of 5 min in peak
hour and 10 min during off-peak hour and 7 minutes throughout the day
• Integrated ticketing systems of public transport to be integrated
Action Plan 1: During COVID-19 (Immediate improvement)
The present Covid-19 is impacting the usage of public transport also. As per the Indian
government & DTC guidelines on operating bus services, it is recommended to operate the
bus transport with 50% of its capacity – (15 to 20 carrying capacity). In the normal day (Before
COVID-19), DTC & DIMTS carries more than 80 persons in peak hour / bus in the peak section
load. The major challenges of bus operations during the COVID-19 scenario are how to reduce
the crowding at the bus stops (to maintain safe social distance), how to have safe boarding’s
and how to cater the potential PT users demand.
To provide service in these pandemic situation is a challenge and also to serve the potential
public transport (bus) users with limited seating capacity and services. The present CMP made
an attempt to understand the users travel preference during the spread of infection diseases
and also how to improve the service in this difficult situation.
In the bus supply side, three scenarios were developed and are as follows;
177
Scenario – 1 (Existing scenario): This scenario entails operating all the bus routes with 50%
of seating capacity with no further augmentation of bus fleet (current fleet is 264 buses as per
DTC) which resulting in reduced capacity offered buses and increased waiting time to 35 mins
and close boarding’s are happening. The Figure 10-31 and Figure 10-32 shows the situation if
all the routes ply with 50% of its capacity.
Figure 10-31 Waiting for bus Figure 10-32 Close boarding’s
Scenario – 2 (bus fleet augmentation): This scenario entails operating all routes with
existing fleet and augmenting additional fleet from third parties such as school buses and
tourist buses and shuttle bus on contract basis. To maintain less waiting time at the bus stop
and not to have close boarding’s it would require an estimated fleet of 580 buses for the study
area routes. This scenario will results in very high investment by engaging the third party
services and estimated waiting time expected is 15mins.
Scenario – 3 (High frequency in high priority routes and low frequency in low priority
routes): In this scenario existing bus routes are broadly classified into two categories namely
high priority routes and low priority routes based on EPK, demand levels and Coverage of
routes. Operating high priority bus routes with increased frequency through deploying low
performance route bus fleet then it is excepted there will be no requirement of additional fleet
and the adopted average waiting time is estimated as 20mins. The Figure 10-33 below shows
the methodological flow chart for identifying the high priority routes in the study area.
Figure 10-33 Methodological framework for identifying high priority routes
178
Based on the above methodology high and low priority bus routes has been identified and
shown in the below Table 10-9.
Table 10-9 List of High & Low priority routes in the study area (During COVID-19)
Revised Average
Route No of Revised
High/Low Origin Destination Bus Freq.
No. Buses Frequency (Mins)
fleet (mins)
721 High Mangal Puri ISBT (K.Gate) 26 30 9 5
778 High Madhu Vihar Inder Lok Metro Stn 22 30 10 5
Shahbad
717 High Badarpur Border 17 20 15 10
Mohammdpur
718 High Kapashera Border Uttam Nagar 17 20 12 10
761 High Mangal Puri Azadpuri 26 26 9 10
764 High Najafgrah Nehru Place 30 30 5 5
781 High Dwarka Sector 16c N D Rly Stn 10 12 12 10
794 High Mangal puri Nizamuddin Rly. Stn 10 12 12 10
803 High Madhu Vihar Shivaji Stadium 6 11 15 10
RL-77 High N D Rly Stn Mangal puri 15 15 5 5
RL – 79 High Dwarka Sec 23 N D Rly Stn 7 14 10 5
715 Low Madhu Vihar Mangal puri 7 3 20 Mrng & Evng 2 trip
724 (Ext) Low Dwarka sector 4 Nehru Place terminal 2 2 12 Mrng & Evng 2 trip
Dwarka More
727 Low J.L.N Stadium 11 6 12 20
Metro station
Morethan
728 Low Najafgrah N.D. Rly Stn 1 1 Mrng & Evng 1 trip
60Mins
Morethan
740A Low Mangal Puri Anand Vihar ISBT 1 1 Mrng & Evng 1 trip
60Mins
Morethan
740B Low Anand Vihar ISBT BIinda pur DDA Flats 2 2 Mrng & Evng 2 trip
60Mins
Morethan
741 Low Mangal Puri Jyonti village 2 2 Mrng & Evng 2 trip
60Mins
Morethan
765 Low Bakar Wala JJ Huaz khas 1 1 Mrng & Evng 1 trip
60Mins
770A Low Madhu Vihar Delhi Sectt. 6 2 9 Mrng & Evng 2 trip
Morethan
770B Low Dwarka Court Patiala House 1 1 Mrng & Evng 1 trip
60Mins
Dwarka Sec 10 Morethan
778A Low Karam Pura Terminal 1 1 Mrng & Evng 1 trip
Terminal 60Mins
Dwarka Sec 10 Morethan
794A Low Nizamuddin Rly Stn 3 1 Mrng & Evng 1 trip
Terminal 60Mins
801 Low Kapashera Border Inderlok Metro Stn 1 2 20 Mrng & Evng 2 trip
ISBT Nityanand
813 Low Mangal Puri 3 1 20 Mrng & Evng 1 trip
Marg
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Revised Average
Route No of Revised
High/Low Origin Destination Bus Freq.
No. Buses Frequency (Mins)
fleet (mins)
Morethan
947 Low Sawda J J Cluster IGI Airport 2 1 Mrng & Evng 1 trip
60Mins
Morethan
947A Low Sawda JJ Cluster Bhati Mines 1 1 Mrng & Evng 1 trip
60Mins
RL-75 Low Dwarka Sec 14 N D Rly stn 5 2 12 Mrng & Evng 2 trip
RL-77A Low Dwarka Sec 18B N D Rly Stn 4 2 12 Mrng & Evng 2 trip
RL-77EXT Low Dwarka Sec 19 N D Rly Stn 4 2 12 Mrng & Evng 2 trip
RL-77B Low Madhu Vihar N D Rly Stn 9 4 10 Mrng & Evng 2 trip
Morethan
WDM (+) Low Madhu Vihar Madhu Vihar 1 1 Mrng & Evng 1 trip
60Mins
NCR Low Uttam Nagar Gurugram 10 5 10 Mrng & Evng 2 trip
Total Fleet 264 264
Figure 10-34 shows proposed high priority bus routes during COVID -19 Pandemic
Figure 10-34 identified high priority routes during COVID-19
Action Plan 2: Improvement in Reliability & Rationalization of bus

Routes (Post COVID scenario)
Reliability of the service
Reliability of the bus transport service is measured in terms of adherence to its schedule. Past
research studies have showed that the reliability of the service is measured at system/depot
180
level, route level and at stop level. At system/depot level, reliability is measured in terms of
percentage of trips started as per scheduled time. At route level and stop level, reliability is
measured by calculating headway adherence, earliness index, width index and second order
stochastic dominance index (SSDI). Route level reliability analysis has been done for few routes.
For the same, routes have been prioritized based upon the supply and demand characteristics
of the bus routes. Routes which served predominantly to the residents of the Dwarka have
been taken as a case study routes for analysis.
Prioritized routes
Bus transport supply and demand characteristics have been analysed to prioritized routes. Bus
routes which are through or whose alignment is passing along the boundary of the Dwarka K-
II zone has been use to filter the routes. After filtering out the routes, routes with maximum
length within Dwarka and whose EPK is more has been prioritized for the route level analysis.
Table 10-10 shows the brief of the prioritized routes.
Table 10-10 Prioritised bus routes
Route
Earnings
Route length
EPK within
No. Origin-Destination (B) Alignment ( C) within
(F) Dwarka
(A) Dwarka -
(G) = E*F
Km. (%) (E)
Kapashera Border to
718 Within Dwarka Sub city 11.2 (51%) > 30 391
Uttamnagar Terminal
Within K-2 Unplanned
Madhu Vihar to Shivaji
803 area + Within Dwarka Sub 10.1 (36%) > 30 357
Stadium Terminal
city
N D Railway Station Within K-2 Unplanned
20-
RL79 Gate No. 2 to area + Within Dwarka Sub 13.9 (54%) 315
24.99
Pochanpur Sector 23 city
Manglapuri to Azadpur Within K-2 Unplanned
761 7.1 (28%) > 30 249
Terminal area
Dwarka Sector 14 Metro Within K-2 Unplanned
15-
RL75 Station to N D Railway area + Within Dwarka Sub 10.9 (44%) 191
19.99
Station city
Figure 10-35 shows the prioritized routes in Dwarka study area
181
Figure 10-35 Prioritized bus routes for Reliability analysis
Headway and Reliability Sensitivity analysis
Sensitivity analysis has been carried out. Sensitivity analysis helps to understand the intensity
of impact of individual input variable on the output, keeping the other input variables constant.
This sensitivity has been tested by changing each input variable by some percentage and then
calculating resultant mode share. The sensitivity analysis with respect to variables such as
headway reliability and access time to bus stop is desirable as under
Headway
Sensitivity of the input variable headway has been calculated by changing the headway by
±10%, ±20% and so on and estimated the resultant mode share of bus from the model. Table
10-11 shows the bus mode share due to change in headway.
Table 10-11 Headway sensitivity analysis – Headway (Minutes)
Change % New Headway - Minutes Bus mode share

-80% 6.8 44.50%
-70% 10.2 38.10%
-60% 13.6 22.60%
-50% 17 14.60%
-40% 20.4 14.50%
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Change % New Headway - Minutes Bus mode share

-30% 23.8 13.90%
-20% 27.2 12.90%
-10% 30.6 11.60%
0 34 11.20%
10% 37.4 10.90%
20% 40.8 10.60%
30% 44.2 10.30%
40% 47.6 10.10%
50% 51 9.90%
60% 54.4 9.72%
70% 57.8 9.56%
Above table shows bus mode share declines with increased in headway. Figure 10-36 shows
declining bus mode share with increase in headway.
50%
Bus mode Share
40%
30%
20%
10%
0%
7 10 14 17 20 24 27 31 34 37 41 44 48 51 54 58
Headway (In Minutes)
Figure 10-36 Bus mode share Vs. Headway (Minutes)
Reliability – on time performance
Sensitivity of the reliability parameter on bus mode share has been tested by changing the
existing level of on time performance and keeping other inputs like headway, access time and
severity of infectious diseases constant. Table 10-12 shows the change in bus mode share due
to change in reliability.
Table 10-12 Sensitivity analysis – Reliability (On time performance)
Change % New Reliability Bus mode share

-80% 0.112 6.30%
-70% 0.168 6.30%
-60% 0.224 7.50%
-50% 0.28 9.80%
-40% 0.336 11.10%
-30% 0.392 11.10%
-20% 0.448 11.20%
-10% 0.504 11.20%
0 0.56 11.20%
10% 0.616 13.60%
20% 0.672 24.40%
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Change % New Reliability Bus mode share

-80% 0.112 6.30%
30% 0.728 32.90%
40% 0.784 37.90%
50% 0.84 41.30%
60% 0.896 43.90%
70% 0.952 45.90%
Figure 10-37 shows the increasing change in bus mode share with increasing realiability.
50%
40%
Bus mode share
30%
20%
10%
0%
0.1 0.2 0.2 0.3 0.3 0.4 0.4 0.5 0.6 0.6 0.7 0.7 0.8 0.8 0.9 1.0
Reliability
Figure 10-37 Bus mode share Vs. Reliability (On time performance)
Access time to bus stop
Existing average access time to bus stop in Dwarka is 9.11 minutes. This level of access time
has been change by ±10%, ±20% and so on to assess its impact on bus mode share. Table
10-13 shows the impact on mode share due to change in the levels of this variable.
Table 10-13 Sensitivity analysis – Access time to bus stop

Change % New Access time - Minutes Bus mode share
-80% 1.822 51.30%
-70% 2.733 49.40%
-60% 3.644 46.80%
-50% 4.555 43.30%
-40% 5.466 37.90%
-30% 6.377 26.20%
-20% 7.288 13.70%
-10% 8.199 12.20%
0 9.11 11.20%
10% 10.021 11.20%
20% 10.932 11.10%
30% 11.843 11.00%
40% 12.754 10.90%
50% 13.665 10.80%
60% 14.576 10.70%
70% 15.487 10.60%
80% 16.398 10.60%
90% 17.309 9.00%
100% 18.22 7.00%
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Figure 10-38 shows an declining change in bus mode share with increase.
60%
50%
Bus mode share
40%
30%
20%
10%
0%
2 3 4 5 5 6 7 8 9 10 11 12 13 14 15 15 16 17 18
Access time to bus stop - Minutes
Figure 10-38 Bus mode share Vs. Access time to bus stop
From the above sensitivity analysis it has been observed that, reliability of the bus service
shows has a potential for increase in bus patronage greater sensitivity of users to choose the
public transport. This study recommends by improving the reliability of the existing service up
to 30% then public transport modal share can be improved up to 26% from present 11%.
Rationalization of routes to increase the coverage
This section briefly explains about the analysis on exiting travel characteristics, feedback on
the existing system, suggestions of the users and also most importantly performances of the
exiting routes were considered.
The following various parameters were included and developed to evaluate the efficiency of
route system of Dwarka. These parameters included
• Route commercials in form of EPKM

• Route Overlaps – Within Bus Route
• Route Overlaps – With IPT
• Route Directness and Route Layout
• Peak Frequency
• Fleet Size
• Integration with Land-use and major Trip Generators
Based on the analysis and evaluation criteria the existing routes were rationalized to increase
the coverage and accessibility to public transport within study area. The following
methodology has been adopted to rationalize the routes (Figure 10-39).
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Figure 10-39 Route rationalization approach and methodology
As described earlier, existing routes were classified into three types namely, routes with no
change in alignment, extending the existing routes and Change in exiting route alignment
within the study area (less detour from original alignment). The following routes are
rationalized as shown Table 10-14.
Table 10-14 Rationalization of existing routes
Route
Original Alignment Action taken
no
JLN stadium to Dwarka more
727 No change in alignment
Metro station
Kamla Market to Dwarka more
751 No Change in alignment
metro station
Badarpur border to Dwarka
sector 10
778 Vishwa vidyalaya to Madhu vihar No change in alignment
Uttam Nagar (T) to Kapashera
border
Shivaji stadium to Dwarka sector
16 C (GGSIP university)
Delhi sectt. To Dwarka sector 10
770 Extended the route till Dwarka sector 16
(T)
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Route
Original Alignment Action taken
no
Extended the route till Sector 24
Badarpur border to Secor 10

774
metro station
Change in alignment via Sector 17,18, 19, 10 and6
764 Najafgarh to Nehru Place (T)
Change in alignment via Sector 5, 11, 19 and 20
715 Uttam Nagar (T) to Mehrauli
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Zonal Level Accessibility
Based on the route rationalization an attempt has been made to compare the existing zonal
level accessibility and revised zonal accessibility levels and it has been observed that there is
slight increase in the average zonal accessibility which increases the accessibility and coverage
of the system. Figure 10-40 shows the improved public transport accessibility levels.
Figure 10-40 Existing & proposed PT zonal level accessibility
Medium- and Long-Term Improvements
It is important to ensure Dwarka (K-II) area is served by a safe, sustainable, economic, people-
friendly and efficient public transportation system in the city. The main objective of the public
transport system (PT) in CMP Dwarka is to improve the modal share of public transport from
existing 16% to 50% and to promote social inclusion by increasing public transport availability
and accessibility to all social groups of Dwarka (K-II) Area
In order to achieve the above mentioned objective the main targets set for the public transport
system improvements are as follows –
• Service Coverage: 80% of the population to be within 500m of transit line

• Improving the service frequency and image of public transport by increasing bus
supply of Dwarka zone to 0.35 buses / 1000 person; improve service frequency by
minimum of 5 min in peak hour and 10 min during off-peak hour and 7 minutes
throughout the day.
• Reducing interchange penalty (waiting time, distance etc.,) by 75% through
development of multi-modal interchanges.
• Improve reliability of public transport modes and all information related to public
transport schedules to be shared with the users.
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• All ticketing systems of public transport to be integrated
The Action plan and strategies for each of the targets are detailed out in next sections
Action Plan 3: Hierarchical Public transport Network System and

Increased Network coverage
Public transport networks have been designed and adjusted to provide links between all travel
demand generation and attraction points in the city. In addition, various routing concepts
were analysed to select the best concept for Dwarka planning zone. These concepts included
routing configuration and city form, route alignment options and routing type. The need for
future public transport and type was assessed based on the PT assignment done for the future
population and employment scenarios for which transit loading was estimated. Along with
transit loadings, various types of public transport systems were tested and persons per hour
per direction (PPHPD) for each of the systems were estimated
Based on the most desirable urban development scenario-3 described in earlier chapters the
observed transit loadings on all the major corridors are shown Figure 10-41.
Figure 10-41: Peak Hour PT trips assignment Scenario -3 (Peak Hour – HY2041)
At present the public transport share is 16%, and in order to achieve a sustainable urban
transport system, modal shift from private vehicles to public transport is necessary in order to
realise a modal share of at least 50% in favour of mass public transport. With due
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considerations for the above factors, the public transport modes that were tested were urban
bus based transit and improved network of buses.
Transit System Selection Criteria
Various guidelines are available which provides transit loading ranges under which a mass
transport system is financially viable and works efficiently. As per Working Group on Urban
Transport created under National Transport Development Policy Committee (NTDPC),
Government of India, following criteria is specified for mode selection of mass transport
system. Table 10-15 show the mode of transit system to be adopted based on the above
criteria.
Table 10-15: Criteria for Choice of the Mode of Mass Rapid Transit System
Population
Mode Choice PPHPD
(Millions)
>= 15000 for at least 5km continuous length
Metro Rail >= 2
in a corridor
LRT Primary at grade =< 10,000 >1
Monorail =< 10,000 >2
Bus Rapid Transit System >= 4,000 and Up to 20,000 >1
At present the public transport share in the study area is 16%, and in order to achieve a
sustainable urban transport system, modal shift from private vehicles to public transport is
necessary. For this, existing public transport system requires to be intensified and made more
reliable. In Dwarka planning zone, with the intensification of public transport, additional Mass
Rapid Transit System corridors are already proposed to further improve the planning zone
environment besides strategies such as introduction of electrical buses or introduction of a
bus priority lane. Various schemes proposed for improving the public transport system based
on the above system selection criteria for developing Trunk – Feeder system for Dwarka (K-II)
area are provided below
Max
Project Recommended Length (in PPHPD
Line Details
Type Phases KM) (on any
section)
Commuter Rail Services from Patli Rly Stn- 24.7
Delhi (Can be started from Sarai Rohilla Rly Phase – 2 (within 6432
Stn) study area)
Proposed Proposed MRTS line between Kirti nagar to 11.7
lines Bomanoli village (Committed project by Phase – 3 (Within -
DMRC) Study area)
Dwarka Mor to Palam Metro station Phase – 3 7.1 3036
Dwarka Mor to Sector 21 Metro station Phase – 3 10.6 4016
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Figure 10-42 shows the proposed and committed Mass Rapid Transit network systems for HY-
2041.
Figure 10-42: Proposed and committed Mass Rapid Transit Network – 2041 (Refer annexure 12G for larger
map)
Proposed City Bus System
It is evident that the existing, committed and proposed Urban Rail System cannot be
operationally successful as a standalone basis without being integrated with the city bus
system. Hence there is need to strengthen the existing public transport supply and proposed
city level bus routes so that the overall public transport supply is boosted, and each mode can
complement each other. The city buses can feed into the urban rail transport systems in
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Dwarka. Figure 10-43 shows the proposed bus network along with existing and committed
metro system in Dwarka.
Figure 10-43: Proposed Sub City Bus Service (Refer annexure 12H for larger map)
Based on the demand level routes and operational requirements of the routes have been
estimated. The Table 10-27. shows the fleet requirement of proposed loop bus routes and bus
priority routes.
Table 10-16: Bus fleet Requirement for HY2031 & HY2041
Route Route length Headway Fleet Headway Fleet

Route Name
no (in Km) 2031 2031 2041 2041
1 Dwarka Mor to Sector 21 10.5 6 13 3 25
2 Dwarka Mor to Palam 7.0 6 9 3 18
1 Loop Route sector 11 8.6 8 9 4 17
4 Sector 9 to Sector 16B 8.7 8 9 4 17
Total Bus Fleet 55 106
Additional 10% Demand included 61 117
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Proposed Bus Augmentation with BQS Scheme
At present there are around 264 buses in the city and as per DTC report there is need of 200
buses as immediate requirement, which indicates demand for more buses. Further there is an
additional requirement of 350 buses from 2026 to 2041 along with 100 Bus Queue Shelter
(BQS) . The phasing of bus augmentation for 814 buses proposed is as follows:
• Existing buses: 264 buses (Feb 2020)
• Phase 1: 200 new buses will be deployed (within next five years) to improve the
reliability, frequency of the buses and rationalization of bus routes.
• Phase 2: 150 new buses will be deployed (next five years) to implement the proposed
sub city level bus system and bus priority lanes
• Phase 3: 100 new buses to be deployed (10 to 15 years span)
• Phase 4: 100 new buses to be deployed (15 to 20 years)
The total bus fleet will be 814 buses by 2041. It is proposed that the bus fleet mix can be
broadly comprise of 60% standard buses and 40% midi size bus of the total bus fleet for
efficient operation within the Dwarka. All these will be urban buses with low floor. Over time
all buses should be air-conditioned in order to wean away car/2 wheelers users to buses.
Action Plan 4: Introduction of Electric Hybrid buses
Intensification of public transport by buses shall increase the emission levels of the city and
may deteriorate the urban environment. Hence, the buses on the above-mentioned routes
shall be replaced with electrical buses as a possible option to reduce emissions. Depending on
the funding available and ease of provision of infrastructure electrical bus shall be selected.
Action Plan 5: Integrated ticketing for all modes of Public Transport
Fare collection is an important activity for a public transport as it not only involves revenue
collection and protection but is also a key interface between the transit operator and the
passengers. It directly affects the way in which passengers experience and perceive the transit
agency and its services. The main action plans proposed are as follows:
Introduction of Automatic fare collection system:
• The ticketing systems can be broadly categorized as On-board ticketing and Off-board
ticketing depending upon the location, from where passengers can buy or validate their
tickets. The MRTS is proposed to have off-board ticketing system as it proposed it to be
a closed system and Buses and IPTs to have on-board ticketing system.
• For bus operations, On-board Ticketing system is more suitable as vehicles are operated
on open routes/ corridors, for example city buses. The On-board Ticketing systems are
generally more cost effective in cases where the number of stations/stops is more than
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the number of vehicles. Ticket collection through Electronic ticketing machines /

conductors with Portable Point of Sales Terminals (Portable POS) will be deployed on
buses for issuing tickets.
Introduction of Common Mobility Card
The contactless smart cards and tokens are most common fare media used in fare collection
systems in transit. These are the latest fare media used in automatic fare collection systems
across the world. A common mobility card shall be introduced by end of phase II or during the
commissioning of additional MRTS route in Dwarka (2026). This card could be used for MRTS,
City Buses and IPTs.
10.4. Intermediate Public Transport Improvement

Making safe, comfortable trips between destinations and transit as well as connections to the
nearby activity centres of Zone K-II (Dwarka) is critical in maintaining and enhancing the
economic competitiveness and liveability of the area. Last mile connectivity to metro stations
is a critical need in the city given the variety of transportation options offered within the area.
Intermediate Public Transport (IPT) mainly consists of auto rickshaw (shared and contract), E-
Rickshaw, cycle rickshaw and Grameen Sewa. But due to issues such as un-regulated routes,
unavailability of designated auto stands, old fleet, non-designated bays and volume of auto it
creates safety, reliability and environmental concerns to the society.
Proposed E-Autos in Immediate and Short term improvements
Dwarka sub-city uses IPT in its inter-zonal travel quite popularly. It has a modal share of 16.3%.
IPT mode is mostly used for work and business (69.9%) followed by home (15%), recreational
(10.1%) and education (4.1%) purposes. IPT is one of the most preferred modes for access &
dispersal to the metro station following walk trips. Approximately 28% and 3% of first and last
mile trips for Metro and bus transit respectively are served by IPT.
Introduction of E-Autos will not only useful for last mile connectivity but will also serve as intra-
zonal connectivity. In order to assess the optimal locations for e-auto rickshaw hubs, to park
and charge, a four-step methodology was evolved based on the site visit to Dwarka. The site
visit showed that Dwarka sub- city is heavily relying on the e-Rickshaws and auto-rickshaws.
Steps for planning of e-auto parking and charging points is as follows:
• It involves mapping of all Points of Interest (PoIs) viz. residential societies, Markets,
Colleges, Universities and schools.
• Developing heat maps, to identify clusters of these PoIs that can be connected
• Assessing the nature of the land-use in reference to first and last trip and availability of
land.
• Assess the demand levels for the proposed IPT system.
The figure below shows the Intermediate Public Transport systems routes.
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Figure 10-44: Proposed Intermediate Public Transport Systems (IPT)
Table 10-17: Fleet Requirement of E-Autos – Proposed IPT
S.NO IPT Route Length (in Km) Fleet batteryRange

1 Sector 21 to Sector 28 5.6 11
2 Sector 21 to Sector 23A 2.6 4
3 Sector 9 to Pankha Road 6.8 13
4 Sector 19B to Sector 7 3.9 8
5 Sector 6 to Sector 8 4.5 9 60 - 90KM (SOC at
6 Sector 6 to Najafgrah road 4.4 8 90% - Range 54 to
7 NSUT to Pankha Road Via Jain Colony 5.5 10 81Km
8 Dwarka Stn. to NSUT 2.6 4
9 NSUT to Sector 5 via Sector 13 2.8 6
Dwarka Sector 13 to Guru Gobind Singh
10 2.5 4
Indraprastha University
Total 77
Additional 10% 8
Grand Total 85
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Immediate and Short-Term Improvements
Keeping in view that the existing metro stations serving the city lack various last mile
connectivity related facilities in terms of inadequate fleet of last mile modes including absence
of feeder bus service, limited cycling facilities, poor walkability etc. The existing fleet is
estimated approx. 1918 (2020). The last mile modes fleet assessment has been estimated
based on desired service area of each mode and the expected share of riders across modes in
the year 2026 as shown in Table 10-18.
Table 10-18 Estimated Fleet Size Requirement at Metro Stations in Horizon Year (2026)
Auto Auto Cycle Grameen Total

S.
Location Rickshaw Rickshaw E-Rickshaw Rickshaw Sewa (2026)
No.
(Contract) (Shared)
Dwarka Sector-14 6 58 114
1 25 5 20
Metro Station
2 23 5 18
Metro Station
3 25 5 20
Metro Station
4 Sector 11 Market 15 3 12 4 35 69
5 Sector 5 Market 30 6 24 8 70 137

6 23 5 18
Metro Station
7 Sector 6 Market 26 5 20 7 61 118
PNB Dwarka Sector-10 6 54 106

8 23 5 18
Metro Station
9 Ramphal Chowk 19 4 15 5 46 89

10 22 4 18
Metro Station
11 28 6 22
Metro Station
12 29 6 23
Metro Station
13 Palam Metro Station 29 6 23 8 69 135
Dashrathpuri Metro 7 67 130

14 28 6 22
Station
Dabri Mor- Janakpuri 8 71 138
15 30 6 24
South Metro Station
Uttam Nagar East 7 68 134
16 29 6 23
Metro Station
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Auto Auto Cycle Grameen Total

S.
Location Rickshaw Rickshaw E-Rickshaw Rickshaw Sewa (2026)
No.
(Contract) (Shared)
17 Nawada Metro Station 22 4 18 6 52 102
Dwarka Mor Metro 5 46 89

18 19 4 15
Station
TOTAL 445 89 353 114 1052 2053
At present the main mobility provider of the Dwarka is the shared autos accounting to a modal
share of 24%. Though IPT service provides an end-to-end and last mile connectivity, it is
proving to be one of the main reasons behind traffic woes of Dwarka. At some places, IPTs
wait and stops parallel for boarding and alighting of passenger which blocks the entire carriage
way. The total demand of IPT at all the 18 metro stations within Dwarka (K-II) is estimated to
be 2471 by the year 2041 with major share of Grameen Sewa, 1245 (50%) vehicles. Table 10-19
shows the estimated fleet size of auto rickshaws at metro stations in HY 2041.
Table 10-19 Estimated Fleet Size of auto rickshaws at Metro Stations in Horizon Year (2041)
Auto Auto
S. E- Cycle Grameen Total
Location Rickshaw Rickshaw
No. Rickshaw Rickshaw Sewa (2041)
(Contract) (Shared)
1 Dwarka Sector-14
31 5 26 6 67 135
Metro Station
2 Dwarka Sector-13
29 8 21 9 63 130
Metro Station
3 Dwarka Sector-12
31 5 26 6 70 138
Metro Station
4 Sector 11 Market 18 3 15 4 41 81
5 Sector 5 Market 36 6 30 11 82 165
6 Dwarka Sector-11
29 8 21 9 63 130
Metro Station
7 Sector 6 Market 32 5 23 10 73 143
8 PNB Dwarka Sector-
29 8 21 9 63 130
10 Metro Station
9 Ramphal Chowk 22 4 18 5 55 104
10 PNB Dwarka Sector-9
25 4 24 9 61 123
Metro Station
11 PNB Dwarka Sector-8
34 9 25 7 82 157
Metro Station
12 PNB Dwarka Sector-
35 9 29 7 80 160
21 Metro Station
13 Palam Metro Station 35 9 26 11 81 162
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Auto Auto
S. E- Cycle Grameen Total
Location Rickshaw Rickshaw
No. Rickshaw Rickshaw Sewa (2041)
(Contract) (Shared)
14 Dashrathpuri Metro
34 9 25 7 82 157
Station
15 Dabri Mor- Janakpuri
36 6 30 11 86 169
South Metro Station
16 Uttam Nagar East
35 9 29 7 80 160
Metro Station
17 Nawada Metro
25 4 24 9 61 123
Station
18 Dwarka Mor Metro
22 4 18 5 55 104
Station
TOTAL 538 115 431 142 1245 2471
10.5. Road network Improvements

Short-Term Improvements
From the base year analysis it is observed that, all the entry points to Dwarka K-II zone road
network are under Level of Service (C) and all most all the surveyed locations level of service
is near to F which clear indicates there is a need of widening of roads and alternate network
to enter into the study area. Generally, typical grid iron pattern will have two roads while
entering into the study area, one is for city traffic and other is for regional traffic/ bypass traffic
which is missing in the case of current study area. Figure 10-50 shows the existing road
network pattern is functionally incomplete in its present form in grid iron network pattern and
which is missing in the study area.
Figure 10-45 i) Typical pattern ii) existing pattern iii) proposed pattern
The road network improvement plan proposed has a functional grid network pattern & is
emerging out of road widening as a result of capacity analysis of the network besides new
links.
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Road Widening and Grade separation
Many of the road sections proposed to be widened are part of the committed projects and
few sections are proposed based on the horizon year traffic assignment. These are –
• Widening and strengthening of Deen Dayal Upadhyaya College to SFS area Gangotri
Apartments (45 to 60m).
• Widening and strengthening of Jawahar Apartments to DDA park sector 16D Dwarka
(45 to 60m).
• Widening and strengthening of SDMC Vatika Dwarka flyover to Dada Dev Matri Avum
(30 to 45m).
• Widening and strengthening of Hind apartments to Mahajan Hospital (6 to 18m).
Figure 10-46 shows the road widening projects under consideration/ implementation
Figure 10-46: Road Widening projects under consideration/ implementation (Refer annexure 12K for
larger map)
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The road network improvement plan has been prepared based on the analysis of primary
surveys such as traffic volume count, turning movement counts and various inputs like the
population and employment. For each TAZ, external matrices for each vehicle type and future
year proposed networks have been prepared for the horizon year 2041. These inputs were
used to run the Travel Demand Model of Dwarka (K-II) area for the horizon year assuming that
the transport infrastructure would not be improved. This scenario is referred to as “BAU
Scenario”. Links with lower V/C were identified and have been recommended for improvement.
In areas with Greenfield development, it was observed that new roads would be needed to
facilitate travel in those areas. The same have also been recommended.
Proposed additional roads
Several new links to de-congest NH48 have been proposed which are as follows –
• Missing connection between Gurugram and Dwarka sector 21 via Dwarka expressway
with a length of 3.5 Km which increases the accessibility between Dwarka and
Gurugram.
• Proposed 18mt wide road between UER-I and Pankha road (Along the existing railway
line). The feasibility of the road can be taken at DPR Stage.
• Proposed 80mt wide road between UER-I and Najafgrah road (Along the Najafgrah
drain). The feasibility of the road can be taken at DPR Stage.
• Proposed 60mt road between sector 24 cremation ground to proposed road along
Najafgrah drain.
• Proposed 60mt road between Delhi police residential complex and proposed road
along Najafgrah drain.
• Proposed 45mt road between Pink apartments (Sector 18A) and proposed road along
Najafgrah drain.
• Proposed 60mt road between Garhwal cricket club ground and proposed road along
Najafgrah drain.
• Proposed tunnel road between sector 20 to sector 25
• Proposed tunnel road between sector 22 to sector 26
Figure 10-47 shows proposed additional roads
200
Figure 10-47 Proposed Additional Roads (Refer annexure 12L for larger map)
Feasibility of ZDP Roads
As part of the study, Zonal Development Plan (ZDP -2021) proposed roads have been reviewed
to check the feasibility of the roads on the ground. The figure bellows the feasibility of
proposed road network under Zonal Development Plan (ZDP -2021).
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Figure 10-48: Feasibility of ZDP 2021 Proposed Network in Unauthorized Area
10.6. Proposed road network hierarchy

The Sub- city Master Plan proposal and additional road network in the form of radial grid
network have been considered along with intense Mass Rapid Transit network comprising of
road and rail based mass transit system in the study area leading to a sustainable form of
transport development. The Figure below shows the proposed road network hierarchy.
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Figure 10-49 Proposed Road network hierarchy (Refer annexure 12I for larger map)
10.7. Intersection Improvement

The objective of intersection design was to study the existing conditions of intersections in
terms of geometric, physical characteristics, traffic flow characteristics, facilities for vulnerable
road users and its efficiency in terms of output, traffic control devices-(active and passive ),
road signs, road marking and road safety . All the intersections were studied as per scope of
study. Detailed analysis of existing intersections was made and short-term improvements were
conceptualised. With the help of total station survey, existing plan and features were mapped.
Based on the analysis of traffic flow characteristics, geometric characteristics and need to
provide safe and compact design for all users particularly for pedestrian and cyclist, proposed
designs were prepared for all the intersections. All the intersections have land for
accommodating proposed short term design within the right of way.
As the intersections are placed at a grid of one km, SPA suggested trying synchronization. The
process of synchronization was tested on the ground a number of times with the help of traffic
police officers. Although this plan was successful with manual operation, it required
infrastructure and strategy such as two CCTV, closing of minor junction in between and
dynamic cycle time and offset timings on each stretch for better coordination and
synchronization.
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None of the intersection have pedestrian phase in the cycle time. All the intersections have
poor infrastructure for pedestrian. None of the intersections meet criteria for visibility. It poses
threat for road safety. Road Signage and Road marking also fall in the poor category.
Detailed analysis and design for each intersection follows as under:
Intersection 1: Ashirvad Chowk
Physical setting of the intersection
Ashirvad Intersection is one of the major intersections in Dwarka sub city, which is surrounded
by Sector 4, Sector 5, Sector12 and Sector 11. The development areas around the intersections
are Bharat vihar, Madhu vihar and Sector 10 market. The major landmarks around the Ashirvad
intersection are Khadi Gramodyog Bhawan Ayushman Hospital, Agarwal Tower and Akash
Institute. Ashirvad chowk is a signalized four arm at-grade intersection with all approach arms
have a width of 3 lanes. The location of Ashirvad intersection is shown in Figure 10 50.
Figure 10-50 Ashirvad Chowk intersection layout from Google earth
Hierarchy of the network
Hierarchy of the roads intersecting falls in arterial/sub arterial category. All approach roads to
intersection is 6 lane divided carriage way. There is presence of service road on both sides of
the roads. Apart from service roads there are internal roads parallel to the main road to meet
intra sector mobility.
Abutting land use
The abutting land use plays a strong role in the safe operation of intersection. The major
abutting land use at the intersection is commercial and PSP in nature. At the mouth of the
intersection on street parking has been observed due to the presence of commercial activity.
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Traffic flow characteristics
From the Turning Movement Volume Count (TMVC) it is observed that, the total approaching
volume during at the peak hour of the intersection found to be approximately 6100 PCU Per
Hour. In the peak hour maximum movement of traffic is straight movement, which is from
Sector 11 (KM chowk) (Arm 2) to Madhu Vihar (Arm 4) with 1106 PCU and Sector 10 Market
(Arm 1) to Bhart Vihar (Arm 3) with 932 PCU. Apart from that right turning movement is high
from Sector 11 KM chowk (Arm 2) to Sector 10 market (Arm 1) with 573 PCU.
Figure 10-51 Turning movement flow at Ashirvad Chowk intersection
Existing Layout of intersection
Figure 10-52 Existing Layout of Ashirvad intersection
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Continuity/ discontinuity of service road
All approach roads to intersection have service roads but most of the service roads open at
intersection which results in another minor intersection and uncontrolled behaviour. The
geometric design of entry point from the service road to the main carriageway and exit from
carriageway to the service road is improper. At few locations the entry and exit of the approach
roads are close to the intersection due to improper design of the service roads and which is
also results in defeating the basic function of segregating local traffic and through / main
traffic. Similarly, inconsistency is being observed for internal roads that run parallel to the road.
Internal traffic should first enter into the service road and then to main carriageway for meeting
the standard of accessibility and mobility.
Signal control
As discussed earlier this intersection is a signalized intersection with cycle time of 90 seconds
and four phases. The major problem identified is non-provision of auxiliary lane at the
approach of each arm; left turn is mixed with straight traffic which results in reduction of traffic
discharge rate in green phase. As straight and right turning traffic goes beyond 75 percent
then long que length has been observed. It has been observed that the allocated green time
is not as per the traffic flow.
Figure 10-53 Phase diagram of Ashirvad intersection
Pedestrian facilities
Ashirvad chowk intersection completely lacks on safe pedestrian crossing facilities (along &
across). During the reconnaissance survey and road network inventory data it has been
observed that there is no continuity of the footpaths and kerb height of the footpath is too
high to access (more than 150mm). There is no provision of pedestrian phasing (all red phase)
in the cycle time to allow the pedestrian to safely cross the intersection. In the free left lanes,
pedestrian hardly finds the safe gap to cross (gap acceptance is very low). Median doesn’t have
enough refuse are for the pedestrian. Lane marking, signages, zebra crossing and stop lines
are not properly maintained. The traffic islands are presented in the intersection but they are
not properly designed to provide pedestrian areas.
206
Road safety related issues
As per IRC SP 88-2019 safety audit check list has been prepared and the following issues
related to road safety are identified at the intersection.
• Conflict of different movement

• Vehicle pedestrian conflict
• Visibility blocks
• Lack of Pedestrian facilities; along and across
• Non provision of exclusive pedestrian phase or all red phase
• Non-compliance of universal accessibility of the design, consistency and continuity
• Lack of Refuse areas for pedestrian at the median
• Lack of required illuminance level and presence of dark spots
• Non provision of facilities for cyclist
• Lack of road signage and road marking
Short term Improvement at Ashirvad chowk
• Widening the mouth of the intersection to increase the Discharge rate in the same
green time
• Designing traffic island for segregating left and straight traffic to increase the que
length area
• Provision of acceleration and deceleration lane
• Segregation of sector level traffic and through traffic
• Restrict the entry and exit of service road traffic away from the mouth of the
intersection
• Proper turning radius for right turning to increase the saturation flow and decrease the
cycle time and delay time at the intersection.
• Proper design of pedestrian refuse island for continuity and consistency
• Proper road marking, zebra marking and lane marking for different direction of traffic
• Proper road signages at intersection.
• Phasing for pedestrian in terms of all red phase which will reduces the delay of
pedestrian and also the energy consumption.
• Illumination of required lux levels.
• Proper design of island for pedestrian
• Provision of cycle lanes
• Raising the intersection area
• Provision of table top crossing facility at left turns
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Figure 10-54 Proposed conceptual improvement at Ashirvad chowk
(Detailed drawings have been submitted to UTTIPEC)
Proposed Signal timing
As discussed earlier, the allocation of green time is not as per the traffic flow. The cycle time
for the intersection has been revised cycle time from 90 sec to 120 sec, including all red time
of 2 sec. The Figure 10-55 Revised Cycle time of Ashirvad intersection below shows the existing
and revised cycle time of Ashirvad chowk.
Figure 10-55 Revised Cycle time of Ashirvad intersection
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Intersection 2: Sector 10
Sector 10 market four arm signalized at grade intersection which is surrounded by sector 5,
sector 6, sector 11 and sector 10. The major land marks around the sector 10 market
intersection are Gurudwara sri guru singh sabha, Dwarka sector 10 market, Delhi jal board and
MDH international school. Sector 10 market is signalized four arm at-grade intersections with
all approach arm have a width of 3 lanes. The location of sector 10 market intersection is shown
in Figure 10-56.
Figure 10-56 Sector 10 market intersection layout from Google earth
Hierarchy of the roads intersecting falls in arterial/sub arterial category. All approach roads to
intersection is 6 lane divided carriage way. There is presence of service road on both sides of
the roads. Apart from service roads there are internal roads parallel to the main road to meet
intra sector mobility.
Abutting land use
The major abutting land use at the intersection is residential, parks, commercial and PSP in
nature. At the mouth of the intersection on street parking has been observed due to the
presence of sector 10 market.
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Dwarka (Arm 2) to pocket 1 (Arm 4) with 1151 PCU and Sector 7 (Arm 1) to Sector 4 (Arm 3)
with 775 PCU. The right turning movement is high from Pocket 1 (Arm 4) to Sector 4 (Arm 3)
with 519 PCU.
Figure 10-57 Turning movement flow at Sector 10 Market intersection
Figure 10-58 Existing Layout of sector 10 market intersection
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At sector 10 market intersection, service roads are presented in all approach arms which helps
to segregate the sector traffic and through but the openings of the service roads created minor
intersections which results an uncontrolled behaviour and delays at network level. There is no
proper geometric design for entry to the service road and to the main carriageway and
similarly the exit from carriageway to the service road are improperly designed. At most of the
locations the entry and exits of the approach roads are close to the intersection due to
improper design of the service roads and which is also results in defeating the basic function
of segregating local traffic and through / main traffic. Similarly, inconsistency is being observed
for internal roads that run parallel to the road. Internal traffic should first enter into the service
road and then to main carriageway for meeting the standard of accessibility and mobility.
Signal control
As discussed, earlier sector 10 market intersection is a signalized intersection with cycle time
of 160 seconds and operates in four phases. The major problem identified at the intersection
is there is no provision of auxiliary lane at the approach of each arm; left turn is mixed with
straight traffic which results in reduction of traffic discharge rate in green phase. It has been
observed that the allocated green time is not as per the traffic flow.
Figure 10-59 Phasing Diagram of Sector 10 intersection
Sector 10 market intersection has many design problems in terms of pedestrian safety. The
presence of commercial market there is a high pedestrian movement on both along across
but very less preference has been given in the intersection design. During the reconnaissance
survey and road network inventory data it has been observed that there is no continuity of the
footpaths and available footpath has kerb height more than 150mm which is highly
inaccessible to users. In the cycle time there is no provision of pedestrian phasing (or) all red
phase. In the free left lanes also pedestrian hardly finds a gap to cross (gap acceptance is very
poor). Lane markings, signages, zebra crossings and stop lines are not properly maintained.
The traffic islands are presented in the intersection, but they are not properly designed to
provide the pedestrian areas.
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In all the case intersection it has been observed that there are having similar issue in terms of
road safety. As per IRC SP 88-2019 safety audit check list has been prepared and the following
issues related to road safety are identified at the intersection.

Short term Improvement at Sector 10 intersection
• Provision of left turning island at NE corner and re-designing all the island with the
objective of segregation of left turning and straight traffic, segregation of sector level
traffic from the main traffic
• Proper designing of island which can provide more storage space at the approach and
to increase the traffic discharge rate
• Shifting or closing of all access point away from the mouth of intersection
• Proper tapering at the entry and exit from main carriageway to left turning in such a
way that sufficient length is available, and angle of conflict is reduced
• All islands are designed to have access through them leading to footpath of main road
and sector road
• Left turning areas to have table top crossing so as to have traffic calming and reduce
the speed of approach vehicles and to reduce the collision or else to reduce the severity
of collision
• Provision of cycle lanes in such a way that all 12 directions are accommodated in safe
and segregated way. In future when cycle lanes are provided, there can be initial 10
seconds in the first phase of cycle time to discharge the cycle traffic. An amber time of
5 sec may be provided for cyclist.
• Continuity and consistency of footpath provided.
• Design of the intersection is of compact nature for the purpose of safety and efficiency
• All right turning radii are continuous in such a way that vehicles remain in the
designated lanes
• Provision of road signage and road markings.
• Merging and diverging traffic to be informed through signage and markings
• Visibility blocks to be removed through removing visibility barriers
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• For increasing safety at night, different highlighters, edge markers etc to be provided
• Area of the intersection to be well lit through proper lux levels
Figure 10-60 Proposed improvements at Sector 10 Intersection
The revised cycle time calculation for each phase has been shown in the Figure 10-61. Revised
cycle time is the same as existing cycle time 160 sec, but green time has been redistributed
based on the traffic volume and also including all red time of 2 sec to maximize the throughput
of intersection.
Figure 10-61 Revised Cycle time of Sector 10 intersection
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Intersection 3: Road 201 & 224
The intersection of Road 201/Road 224 is one of the major intersections in Dwarka sub city
which is surrounded sector 2, sector 6, sector 7 and block H. The major development areas
around the intersections are Bhindapur, Vardhman market and Palam extension. The major
landmarks around the Road 201/224 intersection are Mandakani apartments, Police Chowki
Sector 1 and human care medical charitable trust. Road 201/224 is a signalized four arm at-
grade intersection with all approach arms have a width of 3 lanes. The location of Road
201/224 intersection is as shown in Figure 10-62.
Figure 10-62 Road 201/ Road 224 intersection layout from Google earth
Hierarchy of the roads intersecting falls in arterial category which is also one of the major entry
points to Dwarka sub city from south Delhi direction. All approach roads to intersection are 6
lane divided carriage way. There is presence of service road on both sides of the roads. Apart
from service roads there are internal roads parallel to the main road to meet intra sector
mobility.
Abutting land use
The major abutting land use at the intersection is residential areas in nature. This intersection
will also provide connection between sub city and urban village area. As described earlier this
is one of the major traffic flow entry point to Dwarka sub city area.
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volume during at the peak hour of the intersection found to be approximately 8892 PCU per
hour. In the peak hour maximum movement of traffic is straight movement, which is from
sector 4 (Arm 4) to Palam (Arm 2) with 1905 PCU and Bindhapur (Arm 1) to Sector 10 (Arm 3)
with 1356 PCU. The right turning movement is high from sector 10 (Arm 3) to Palam (Arm 2)
with 788 PCU. The highest free left-turning movement is from Palam (Arm 2) to Sector 10 (Arm
3) with 1033 PCU.
Figure 10-63 Turning movement flow at Road 201/ Road 224 intersection
Figure 10-64 Existing Layout of Road 201/ Road 224 intersection
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All approach roads to intersection have service roads but not maintained properly and most
of the service roads open at intersection which results in formation of minor intersections and
have an uncontrolled behaviour. The geometric design of entry point from the service road to
the main carriageway and exit from carriageway to the service road is improper. From Dwarka
flyover to towards sector 7 (left turning) there no proper slope which resulting in sudden
deceleration and gives a shock wave effect in the network. At few locations, the entry and exit
of the approach roads are close to the intersection due to improper design of the service roads
and which is also results in defeating the basic function of segregating local traffic and through
/ main traffic. Similarly, inconsistency is being observed for internal roads that run parallel to
the road.
Signal control
As described earlier, this intersection is a signalized intersection, and the cycle time of
intersection is 200 seconds with four phases. At this intersection the auxiliary lane is missing
at the approach of each arm; left turn is mixed with straight traffic which results in reduction
of traffic discharge rate in green phase. It has been observed that the allocated green time is
not as per the traffic flow.
Figure 10-65 Phasing Diagram of Road 201/ Road 224 intersection
As discussed earlier, this intersection provides a connection between urban village and sub
city. There is considerable pedestrian movement at this intersection, but it lacks on safe
pedestrian crossing facilities (along & across). During the reconnaissance survey and road
network inventory data it has been observed that there is no continuity of the footpaths, there
are obstacles on footpath and kerb height of the footpath is too high to access (more than
150mm). For safe pedestrian crossing there no provision of pedestrian phasing (all red phase)
in the cycle time which allows the pedestrian to safely cross the intersection. In the free left
lanes, pedestrian hardly finds the safe gap to cross (gap acceptance is very low). Median does
not have enough refuse are for the pedestrian. Lane marking, signages, zebra crossing and
stop lines are not properly maintained. The traffic islands are presented in the intersection, but
they are not properly designed to provide pedestrian areas.
216
As per IRC SP 88-2019 safety audit check list has been prepared and the following issues
related to road safety are identified at the intersection.

• Non-compliance of universal accessibility of the design, consistency, and continuity
Short term Improvement at Road 201/224 intersection
• Designing traffic island for segregating left and straight traffic to increase the que
length area
• Restrict the entry and exit of the service road traffic away from the mouth of the
intersection
• Proper turning radius for right turning to increase the saturation flow and decrease the
cycle time and delay time at the intersection.
• Proper design of pedestrian refuse island for continuity and consistency
• Pedestrian crossing with tabletop of free left turn
• Drop kerb for level crossing at intersection
• Lane marking with turning movements
• Priority signage and lane marking for merging traffic
• Signages at intersection
• Provision of signal posts
• Provision of zebra crossing at intersection
• Provision of cycle lanes
• Illumination of required lux levels.
• Sector road connecting to major arterial roads and the service roads will either close
direct access to main road (or) the traffic from these points will allow when there is red
signal in the previous (rear side) major intersection so that this traffic will not disturb
the flow of the main traffic.
The figure below shows the proposed improvements at intersection
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Figure 10-66 Proposed improvements at Road 201/ Road 224 Intersection
cycle time is reduced from existing cycle time 200 sec to 180sec, Green time has been
redistributed based on the traffic volume and also including all red time of 2 sec to maximize
the throughput of intersection.
Figure 10-67 Revised Cycle time of Road 201/ Road 224 intersection
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Intersection 4: Apoorva chowk intersection
The intersection of Apoorva chowk intersection is signalised at grade intersection, which is

surrounded by Sector 2, Sector 5, sector 6 and Bindapur. The major developments around this
area are madhu vihar and Pocket – 1. The major landmarks around the intersection are fire
station Dwarka, DTC depot Dwarka sector 2, Apoorva apartments and Delhi jal board. This
intersection is also near to the drain. Apoorva chowk is a signalized four arm at-grade
intersections with all approach arms have a width of 3 lanes. The location of Apoorva chowk
intersection is shown in Figure 10-68.
Figure 10-68 Apoorva Chowk intersection layout from Google earth
Hierarchy of the roads intersecting falls in arterial category. All approach roads to intersection
is 6 lane divided carriage way. There is presence of service road on both sides of the roads.
Apart from service roads there are internal roads parallel to the main road to meet intra sector
mobility.
Abutting land use
The major abutting land use at the intersection is predominantly residential and public & Semi-
Public in nature. There is HT line passing through the intersection and one side DTC Dwarka
sector 2 depot is presented.
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Palam (Arm 1) to rajapurim block (Arm 3) with 1669 PCU and Sector 10 Market (Arm 2) to Vijay
enclave (Arm 4) with 1161 PCU. The right turning movement is high from Rajapurim block
(Arm 3) to sector 10 market (Arm 2) with 311 PCU. The highest free left-turning movement is
from Rajapurim (Arm 3) to Vijay enclave (Arm 4) with 1380 PCU.
Figure 10-69 Turning movement flow at Apoorva Chowk intersection
Figure 10-70 existing layout of Apoorva Chowk intersection
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At Apoorva chowk intersection, service roads are presented in all approach arms which helps
to segregate the sector traffic and through but they are not properly maintained and the
openings of the service roads created minor intersections which results an uncontrolled
behaviour and delays at network level. The entry point of the DTC Dwarka sector 2 depot is
near to the mouth of the intersection which results in delay at the service road and even at the
intersection.
Signal control
As discussed, earlier apoorva chowk intersection is a signalized intersection with cycle time of
200 seconds and releases the traffic in four phases. The major problem identified at the
intersection is there is no provision of auxiliary lane at the approach of each arm; left turn is
mixed with straight traffic which results in reduction of traffic discharge rate in green phase. It
has been observed that the allocated green time is not as per the traffic flow.
Figure 10-71 Phasing Diagram of Apoorva Chowk intersection
Apoorva chowk intersection provides a connection between urban village and sub city. There
is considerable pedestrian movement at this intersection, but it lacks on safe pedestrian
crossing facilities (along & across). During the reconnaissance survey and road network
inventory data it has been observed that there is no continuity of the footpaths, there are
obstacles on footpath and kerb height of the footpath is too high to access (more than
150mm). For safe pedestrian crossing there no provision of pedestrian phasing (all red phase)
in the cycle time which allows the pedestrian to safely cross the intersection. In the free left
lanes, pedestrian hardly finds the safe gap to cross (gap acceptance is very low). The traffic
islands are presented in the intersection, but they are not properly designed to provide
pedestrian areas.
221

Short term Improvement at Apoorva chowk intersection
• Re-designing all the island with the objective of segregation of left turning and straight
traffic, segregation of sector level traffic from the main traffic
• DTC Dwarka sector 2 depot entry point shifted and properly designed
way that sufficient length is available, and angle of conflict is reduced
• All islands are designed to have access through them leading to footpath of main road
and sector road
of collision
• Provision of cycle lanes in such a way that all 12 directions are accommodated in safe
and segregated way. In future when cycle lanes are provided, there can be initial 10
seconds in the first phase of cycle time to discharge the cycle traffic. An amber time of
5 sec may be provided for cyclist.
designated lanes
• For increasing safety at night, different highlighters, edge markers etc to be provided
Figure 10-72 shows the proposed improvements at intersection
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Figure 10-72 Proposed improvements at Apoorva Chowk Intersection
cycle time is reduced from existing cycle time 200 sec to 180sec, Green time has been
redistributed based on the traffic volume and also including all red time of 2 sec to maximize
the throughput of intersection.
Figure 10-73 Revised Cycle time of Apoorva Chowk intersection
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Intersection 5: Dwarka mor intersection
The intersection of Dwarka mor is signalized at grade intersection which is surrounded by

Sector 15, Dwarka mor, Nawada and Gurpreet nagar. The major land marks around the
intersection are Dwarka mor metro station, Tarak hospital, Buddha garden and DTDC Courier.
Dwarka mor is a signal free three arm at-grade intersections with all approach arm have a
width of 3 lanes. The location of Dwarka mor intersection is shown in Figure.
Figure 10-74 Dwarka Mor intersection layout from Google earth
Hierarchy of the roads intersecting falls in arterial category. All approach roads to intersection
is 6 lane divided carriage way. There is presence of service road on both sides of the roads.
Apart from service roads there are internal roads parallel to the main road to meet intra sector
mobility.
Abutting land use
The major abutting land use at the intersection is predominantly residential and commerical
in nature.

224

Short term Improvement at Dwarka Mor chowk intersection
• Re-designing all the island with the objective of segregation of left turning and straight
traffic, segregation of sector level traffic from the main traffic
way that sufficient length is available and angle of conflict is reduced
• All island are designed to have access through them leading to footpath of main road
and sector road
of collision
designated lanes
• For increasing safety at night, different highlighters , edge markers etc to be provided
The figure below shows the proposed improvements at intersection.
225
Underground U-turn Minimum 1.8 m

provision (Min. 18 m) Footpath width
)radius)
Safe at-grade
crossing and
waiting area
Ramp to access
Table underground U-
top turn
G’
Figure 10-75 Proposed improvements at Dwarka mor Intersection
Detailed Intersection improvement drawings has been submitted in 1:250 Scale (A0 sheets) (Detailed
drawings have been submitted to UTTIPEC)
10.8. Parking Infrastructure Improvement
Unrestrained motorization in urban areas is increasingly contributing to traffic congestion and

a parking space crunch. Land being a limited and shrinking resource, the need for replacing
traditional parking spaces with a more sustainable parking plan is fast gaining gravity. Parking
Area Management Plans (PAMP) is being proposed as part of immediate & short term
improvement plan. PAMPs are helpful in organizing parking in an area, relieving pressure on
land, preventing illegal parking, etc., when applied uniformly across an area with a well-defined
boundary.
A Parking Area Management Plan is a clearly defined set of measures proposed by local urban
development bodies in discourse with residents and private stakeholders. Drafting a PAMP
begins with a thorough on-site survey, which gathers data related to on-street and off-street
parking. Apart from free and available spaces, the intended purpose of surrounding areas is
also factored in, such as land for hawking, walking, cycling, and areas designated as halting
spots for public transport. The surveyed space is then divided into dedicated regions with the
purpose of utilizing them in an integrated fashion rather than in isolation.
Immediate and Short-Term Improvements
Based on the previous studies conducted, interactions with the authorities and primary
surveys, the overall and location-specific issues related to parking in the study area have been
identified and catalogued. Dwarka faces a complete lack of appropriate parking infrastructure
226
with necessary parking facilities, especially in the market areas. Due to this, service lanes along
the master plan roads and markets, which were offered for smooth flow internal traffic but
now, being used for parking personalized vehicles and that too on both sides, leaving just a
narrow space to walk through or commute. Table 10-20 shows the parking issues.
• MLUs - Mixed Land Use markets: These were originally planned while keeping in mind
that people residing nearby would visit these markets as pedestrians but at present, they
are crowded with private vehicles.
• Unplanned markets & Encroachments: Taking the example of Ramphal Chowk which is
located in Sector 7 and is the oldest market in Dwarka, it has been observed that there is
no parking space on the premises of the market, compelling visitors to park their vehicles
on the roads. Besides, vendors and shopkeepers have encroached the footpath and road
carriageway, making it a difficult stretch to cross.
• Inefficient use of Parking Spaces in New markets and Malls: Despite having enough
parking spaces on these premises, people tend to park their vehicles on roads. Such a
scene is evident in front of Sector 12 City Centre Mall in the metro corridor.
Personal cars and two-wheelers occupy most of our street space, yet they serve less than a
third of all trips. They also sit idle for 95% of the time - consuming precious street space that
could be put to more efficient and equitable use.
Many public agencies push for more parking in buildings, confident that this will fix the
problem. Paradoxically, more parking invites more car use, contributing to traffic jams, toxic
air, and miserable urban life. While large sums of public funds are spent creating multi-level
parking and flyovers, facilities for walking, cycling, and public transport continue to languish.
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Table 10-20 Parking Issues at Surveyed Parking Locations
15. Traffic Circulation & Congestion

6. Supporting Commercial Activity
9. Spill over into Residential Areas

5. Limited Transportation Options
8. Accommodating Special Events

3. Underutilized Parking Demand
2. Unbalanced Parking Demand
17. Parking Policy & Code Issues

12. Effective Use of Curb Zone
4. Lack of Parking Facilities
1. High Parking Demand
7. Accommodating New
13. Lack of Enforcement

11. Time Stay Violations
18. Lack of Information

14. Vehicle Ownership
Surveyed Locations in Dwarka
16. Safety Concerns

10. Low Turnover
Development
Off – Street Parking Locations
1. Sector 12 (Pocket 7 Road) ⚫ ⚫ ⚫ ⚫ ⚫ ⚫ ⚫ ⚫ ⚫
2. Sector 11 (near Akash Institute) ⚫ ⚫ ⚫ ⚫ ⚫ ⚫ ⚫ ⚫ ⚫ ⚫ ⚫
3. Sector 5 (near Dhauladhar Apartment) ⚫ ⚫ ⚫ ⚫ ⚫ ⚫ ⚫ ⚫
4. Sector 6 (Mall Road) ⚫ ⚫ ⚫ ⚫ ⚫ ⚫ ⚫ ⚫ ⚫
On – Street Parking Locations

5. Ramphal Chowk Road, Sector 7 (in front of ⚫ ⚫ ⚫ ⚫ ⚫ ⚫ ⚫ ⚫ ⚫ ⚫ ⚫ ⚫
TIME building)
6. Sector 9 (near RD Rajpal Public School) ⚫ ⚫ ⚫ ⚫ ⚫ ⚫
7. Sector 19 (in front of Vardhman Mall) ⚫ ⚫ ⚫ ⚫ ⚫ ⚫ ⚫ ⚫ ⚫ ⚫ ⚫ ⚫
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PAMP of Ramphal Chowk Road
Ramphal Chowk, located in Sector 7, is the oldest market in Dwarka. It has been observed that
there is no parking space on the premises of the market, compelling visitors to park their
vehicles on the roads. Besides, vendors and shopkeepers have encroached the footpaths, main
roads, making it a difficult stretch to cross. Traffic jams on major intersections, too, has become
a perennial issue. This issue has made life tough for the residents and they were left with no
option than parking their vehicles in no parking zone and as a result, they get towed away by
the police.
Figure 10-76 Stretch of Ramphal Chowk for Integrated Parking & Street Design at Ramphal Chowk Road
The undertaken street is 550 meters stretch between Ramphal Chowk and Kali Mata Temple
(Sector 7) near Main Road. The road has a 24-meter RoW and as observed in the Parking Data
Analysis, it is heavily congested (Figure 10-77).
Figure 10-77 Existing Situation at Ramphal Chowk Road (Sector 7)
Following are the basic requirements to be incorporated on the stretch for an efficient On-
street parking and a people-centric street –
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• Discouraging On-Street Parking by regulating and minimizing the supply of space

• Clear demarcations for limited parking and other proposed facilities for ensuring
enforcement
• Space for other roadside activities like street vending, utilities, etc.
Table 10-21 shows proposal recommended for parking facilities.

Table 10-21 Proposals for Ramphal Chowk Road
S. No. Proposal Infrastructure Details

1. Limited Parallel • Limited Parking Supply for Private Cars & 2-Wheelers
Parking Supply • Dedicated EV Parking & Charging Infrastructure
2. Roadside • Bicycle Docking
Infrastructure • Auto-Rickshaw Stand
• Pick-up & Drop-off (IPT, Ola/Uber, etc.)
3. Adaptive Spaces Day & Night-time Operations
• At Night: Loading – Unloading Zones
• During Day: Street Vending Zones
4. Area Circulation • E-Rickshaw/Cycle Rickshaw Operations
• Adaptive Parking for E-Rickshaws at Night
5. Differential • Premium Parking Charges for Private Vehicles in Peak Hours.
Parking Charges • Parking Charge based on –
o Location
o Time of Day
o Vehicle Size
o Parking Duration
• Introduction of cheaper Monthly / Yearly Passes for Shop
owners.
Figure 10-78 shows the proposed street layout for Ramphal chowk road incorporating parking
requirements.
Figure 10-78 Proposed Street layout for Ramphal Chowk Road

Source: Urban Street Design Guidelines, Pune Municipal Corporation
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Off-Street Parking
Proposal 1: Parking Cluster (PAMP for 4 Parking Locations)
In this, four off-street parking locations have been integrated into a combined parking
management system. The location details are shown in Table 10-22.
Table 10-22 Considered parking locations for Area Parking Cluster
Existing Parking Location Area of Parking Lot (Sqm.) Peak Demand (ECS-Hr)
1. Sector 12 (Pocket 7 Road) 6,779 321.7
2. Sector 11 (near Akash Institute) 11,690 619
3. Sector 5 (near Dhauladhar Apartment) 5,472 509
4. Sector 6 (Mall Road) 7,427 564.2
Source: primary surveys (2020)
Following are the basic requirements to be incorporated in the off-street locations –
• Providing parking space for Peak Hour Demand

• Accommodate shared mobility modes in parking
• Reducing Pedestrian – Vehicle conflicts
• Seamless access to trip attracting land uses
• Technological interventions
Following are the proposals considered under the Area Parking Cluster as shown in Table
10-23.
Table 10-23 Proposals for Area Parking Cluster for 4 Locations
S. No. Proposal Infrastructure Details

1. Multi-Utility Zones (MUZs) • Limited Parking Supply for Private 2-Wheelers
• Bicycle Dockings
• Auto-Rickshaw Stand
• Pick-up & Drop-off (IPT, Ola/Uber, etc.)
• Adaptive Loading – Unloading Zones
• Bus Stop
• Street Vending Zone
2. Multi-Level Parking (MLCP) • Car & 2-Wheeler Parking Supply in proportion of demand.
Facilities • Dedicated EV Parking & Charging Infrastructure
• Bicycle Dockings
• IPT Pick-up & Drop-off Zone
3. Sector level Connectivity • Pedestrian Pathways
• Foot over Bridges
• Bicycle/NMT Tracks
• Public Bicycle Sharing System (PBS)
• IPT Operations (E-Rickshaw, Shared-Auto, etc.)
4. Differential Parking Charges • Parking Charge based on –
▪ Location
▪ Time of Day
▪ Vehicle Size
▪ Parking Duration
• Introducing Premium Parking Charges in Peak Hours
Figure 10-79 shows the proposal for area parking management plan.
231
Figure 10-79 Area Parking Management Proposal
Proposal 2: Automated Multi – Level Car Parking (MLCP)
Multi-level Parking systems for some times have provided relief since they come with a number
of advantages like optimal utilisation of space, lower maintenance and operational cost, lower
construction cost (owing to the prefabrication), secure and environment-friendly nature (the
underground implementation renders the outdoor space free for landscaping), comfortable
for the drivers, cost saving for builders by saving height or depth.
Automated Car Parking Systems are much in vogue - a method of automatically parking and
retrieving cars that typically use a system of pallets and lifts and signalling devices for retrieval.
They serve advantages like safety, saving of space, time, and fuel (since one does not have to
drive around for locating space) but also need to have an extra and a detailed assessment of
the parking required, space availability and traffic flow. These can be further categorised into
fully automatic or semi-automatic systems. Table 10-24 shows proposed locations of MLCP’s
in Dwarka along with type & capacity in ECS
Table 10-24 Proposed locations and types of MLCPs
S. No. Proposed Location Proposed Type of MLCP Capacity

Mini System:
Sector 5 (near Dhauladhar
1. Mechanical car park system with / 500 ECS
Apartment)
without a pit
Tower System:
Sector 5 (in front of Dwarka Sports
2. Fully Automated Car Parking Systems 1000 ECS
Complex Cricket Grounds)
(FACPS)
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S. No. Proposed Location Proposed Type of MLCP Capacity

Puzzle System:
Sector 11 (near Lal Bahadur Shastri
3. Fully Automated Car Parking Systems 650 ECS
Institute of Management)
(FACPS)
Annexure 5: Describes detail types of MLCP’s
Proposal 3: Sector level Connectivity with MLCP’s
The supply of parking has been proposed to be capped at the level of base year demand.
MLCPs have been proposed to accommodate the demand that has traditionally been supplied
close to the attraction centres (along the roads / road intersections). Hence, there is also a
need to provide connectivity between the attraction centres and proposed MLCPs through
safe Walking and Cycling Infrastructure as well as shared mobility options like e-rickshaws.
Table 10-25 shows the connectivity proposals through E-rickshaw from MLCP’s to various
important junctions/ activity areas.
Table 10-25 Sector Level E-Rickshaw Connectivity from MLCPs

From Towards Distance
MLCP 1 Sector 6 Road 1.2 Km
Mall Road – Road 221 Intersection 0.7 Km
Sector 5 Road 1.2 Km
MLCP 2 Ashirwad Chowk 0.5 Km
Mall Road – Road 221 Intersection 0.25 Km
Rajkiya Pratibha Vikas Vidyalay (RPVV) 1.0 Km
MLCP 3 Pocket 7 Road 0.75 Km
Bal Bhavan School 1.5 Km
Ashirwad Chowk 1.0 Km
Adaptive use of Space under Flyover/Metro Corridors
The problem of multi-fold increase in vehicular population, coupled with unavailability of

space, has had crowded parking spaces in the city, leading to traffic congestions and illegal
parking. To minimise the snarls and reduce the pressure on valuable land parcels, it is proposed
to utilize the spaces available under the Flyovers and elevated Metro corridors as adaptive
parking spaces. This practice has already been done at some locations in Delhi and good
practices are also available in the country.
Keeping in view the potential utility of spaces under flyover/ metro corridors it is proposed
that such parking area management may be planned under proposed flyover/ metro corridors.
Further construction of such flyover must be integrated with parking management under it at
design stage itself.
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Medium – and Long – Term Proposals
The rapid growth in the use of cars and two wheelers in Delhi have exacerbated the problems
of parking of vehicles. Naturally, Dwarka is too faces similar issues and it needs a long-term
parking policy to keep a check on both parking demand and parking supply and strike an
optimum balance between the two sides, instead of merely creating more and more spaces
for parking.
Residential Parking Demand
As part of study conducted by SPA, the sector wise residential parking demand (Equivalent Car
Space per 100 Sqm. of Residential Built-up Area) has been estimated using household vehicle
ownership (including Cycles, Two – wheelers and four – wheelers). Table 10-26 shows the
estimated residential parking demand for the base year (2020) and horizon year (2041).
Table 10-26 Estimated Sector-wise Residential Parking Demand for Dwarka
Parking Demand (ECS/100 Parking Demand

Sector Sector
TAZ SQM BUA) TAZ (ECS/100 SQM BUA)
No. No.
2020 2041 2020 2041
1 1 0.77 1.07 21 25 0.98
2 2 0.58 1.10 22 27 2.90 1.00
3 3 0.68 0.68 23 28 2.79 1.28
4 4 0.67 0.67 24 29 1.01
5 5 0.61 1.06 25 24 2.46 2.46
6 6 1.06 1.06 26 30
7 7 0.75 0.93 27 26 2.66 2.66
8 8 0.85 0.95 28 19A 1.06 1.06
9 9 0.63 0.63 29 19B
10 10 0.57 1.03 30 16A 1.13 1.13
11 11 0.54 0.54 31 16B
12 12 0.53 0.53 32 16C
13 13 0.72 1.05 33 16D
14 14 0.67 0.98 34 23A 0.62 0.62
15 15 1.17 1.17 35 23B
16 17 0.65 0.65
17 18 0.73 0.73 It is important to note that the estimation has
18 20 only been done for sectors in Dwarka Sub – City
19 21 2.45 2.45 and not for the unorganized urban village.
20 22 1.11 0.96
Commercial Parking Demand
This includes the parking demand (Equivalent Car Space per 100 Sqm. of BUA) for Commercial
areas spread across the sectors in Dwarka. Table 10-27 shows estimated parking demand for
the base year (2020) and horizon year (2041).
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Table 10-27 Estimated Sector-wise Commercial Parking Demand for Dwarka

Commercial Parking Demand (ECS per 100 SQM BUA)
Sector
TAZ Base Year (2020) Horizon Year (2041)
No.
C1 C2 C3 C1 C2 C3
1 1 6.5 6.5
2 2 5.3 3.5
3 3
4 4 4.1 4.1
5 5 3.3 3.1
6 6 3.0 3.0
7 7 3.7 3.7 3.7 5.7
8 8 5.1
9 9 3.5 3.5 3.5 5.2 3.8 9.5
10 10 3.0 3.0 4.4 3.1
11 11 3.1 3.1
12 12 3.0 3.0 2.9 3.6
13 13 3.0 3.0 3.0 3.0
14 14 3.6 4.3 3.0
15 15 3.0 3.0
17 18 3.2 3.2 3.0 4.0
18 20
20 22
21 25 3.0 3.0 3.1 3.1
22 27 3.8 3.6 3.1
25 24 3.0
27 26 3.2
28 19A 2.9 2.9 3.2 2.9
29 19B
24 29 2.9 2.9
30 16A 3.0 3.2
26 30 3.0 3.0 3.1 3.4
19 21
34 23A
16 17
31 16B
32 16C
33 16D
23 28
35 23B
PSP Parking Demand
This includes the parking demand (Equivalent Car Space per 100 Sqm. of BUA) for Public –
Semi Public (PSP) areas spread across the sectors in Dwarka. Table 10-28 shows estimated
parking demand for the base year (2020) and horizon year (2041).
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Table 10-28 Estimated Sector-wise PSP Parking Demand for Dwarka
PSP Parking Demand (ECS per 100 SQM BUA)

Sector
TAZ Base Year (2020) Horizon Year (2041)
No.
P1 P2 P3 P1 P2 P3
1 1 2.5 2.5 3.4 5.3
2 2 2.0 2.0 2.2 6.5
3 3 1.1 1.1 2.7 1.1
4 4 1.6 1.6 3.7 1.8
5 5 1.5 1.5 1.3 1.6
6 6 1.4 1.4
7 7 1.3 1.3 1.4 1.5
8 8 1.4 1.3 1.3 1.1
9 9 1.3 1.3 1.4 3.0
10 10 1.3 1.3 1.3 4.8 1.3 10.1
11 11 1.3 1.3 1.4 1.9
12 12 1.1 1.1 2.0 1.1
13 13 1.3 1.3 1.2 2.2
14 14 1.1 1.1 16.3 1.1 5.5
15 15
17 18 3.0 3.0 1.3 1.8
18 20 2.7 2.7 1.1 1.9
20 22
21 25 2.3 2.3 1.6 2.6 1.0
22 27 1.3 4.1
25 24
27 26
28 19A
29 19B
24 29
30 16A
26 30 1.7
19 21 1.7 3.5
34 23A 1.4
16 17
31 16B 1.4
32 16C 1.1 1.5
33 16D
23 28 1.2 2.6
35 23B 1.2
Parking Demand Management
Parking demand management strategies include several policies and programs designed to
reduce parking demand, preserve parking for certain trip types and users, and promote a shift
from single occupant vehicle (SOV) trips to transit, pedestrian, and bicycling trips. Parking
demand management includes both parking pricing and supply-side strategies. Parking
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pricing involves charging a fee for parking, whereas parking supply strategies involve
restricting the supply of available parking to achieve a desired outcome.
UTTIPEC recommended a Three-Tier Parking Management Framework for Delhi which has
been detailed in ANNEXURE – 4: Parking Demand Management Strategies.
Proposed Parking Policy
The draft policy for dynamic parking norms has been approved by DDA’s Apex body,
considering the changed scenario of transportation. Following are the approved proposals –
• The policy has rationalised the parking norms, which includes deduction in parking space
of an upcoming non-residential project by up to 30% if it is within 500 metres of a Metro
station, 15% if it is located between 500 and 800 metres and 10% if it is within a kilometre
of a multi-level car parking.
• For residential projects, the parking norms will now be based on the number and size of
the dwelling units instead of the built-up area. Parking norms for government buildings
will also be rationalised as most visitors use public transport to reach their offices.
• On the other hand, the parking norms in case of banquet halls have been enhanced
keeping in view the orders of National Green Tribunal. The enhanced norms are aimed at
ensuring that there is adequate parking space inside such venues so that vehicles don’t
spill over to roads outside and cause congestion.
• To ensure that there is no anomaly while calculating the equivalent car space norms and
to ensure that the norms are uniformly applicable across all categories in the master plan,
the term built-up/floor area, wherever provided for calculating parking norm, has been
replaced by FAR area. This will also align the norms as per the procedure followed for
sanctioning building plans under the ambit of Unified Building Bye Laws 2016.
In congruence with proposed Parking Policy of Delhi, the present study has formulated a
parking policy as a solution to the increasing parking problems and road congestion in Dwarka.
The components of the Parking Policy are –
• ‘Discouraging the use of private vehicles and encouraging walking/cycling/public

transport’ should be the prime objective of the parking policy
• Preparing a city-wide street wise parking plan
• No Parking on arterial/ring and radial roads and other important roads where the
parking affects the movement of traffic
• Removing obstacles from carriageways thereby improving the steady flow of traffic
and increasing carriageway capacity
• Implementation of duration-based parking which will discourage long term parking
• Implementation of steep parking charges to discourage use of private vehicles and
encourage use of walking/cycling/mass transport modes
• Higher parking charges for on-street parking as compared to off-street parking
• Present norms for provision of parking spaces to be maintained
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• Developing parking lots on PPP based models
The details of parking policy for Dwarka are shown in ANNEXURE – 5: Parking Policy for
Dwarka.
10.9. Urban Freight Planning and Management Strategies

Urban Freight
Urban Freight is an especially important but neglected component of city transport system.
Within urban freight the freight handling areas such as terminals, transport nagar, IFC etc.
plays a vital role in ensuring smooth movement of urban goods. To handle both the regional
as well as intra city traffic efficiently at present as well in future there is a need to identify
appropriate freight handling facilities as well as freight distribution strategies which are low
carbon in nature. The urban freight sector is associated with negative effects such as GHG
emissions, congestion, noise pollution, parking issues etc. In India, 40% of total transport
emissions are from freight and in Delhi, freight accounts for 67% of the total PM2.5 emissions;
61% of the total SO2 emissions ;62% of the total NOx emissions. The present spike in e-
commerce industry as a by-product of COVID-19 pandemic is only expected to increase the
intensity of challenges.
While the National Urban Transport Policy (2014) promotes interventions such as the use of
off- peak freight delivery, construction of bypasses, and freight vehicles parking facilities
outside city limits however, these measures lead to temporary relief, and often results in
increased logistics cost. City Logistics strategies such as freight consolidation centres, low
carbon deliveries of last mile, out of hour delivery practices and nearby delivery zones in
congested areas are some of the global practices for achieving sustainable urban freight
distribution
An estimated 1.69 lakh freight tonnage presently enter in and out daily at 20 outer cordons of
Delhi moved by an estimated 42,859 goods vehicles (CRRI, 2018). The freight traffic volume
in the horizon year 2041 in Delhi has been estimated to be 4,10,979 vehicles which are likely
to move 15,74,404 tonnes of freight everyday (SPA, 2020). Further it is estimated that E-
commerce overall demand in Delhi for the year 2020 is estimated to be 30.5 lakh orders per
day, out of which 20.7 lakh orders are non-food orders (Flipkart, Amazon, Myntra etc.), 9.3
lakhs orders of food delivery – hyperlocal delivery (Swiggy, Zomato etc.) while 0.5 lakh orders
are e-grocery (Big basket, Amazon pantry etc.) orders, respectively (SPA, 2020). Some of the
specific strategies, listed below, should be implemented to facilitate a smoother transfer to
green/ low carbon urban freight.
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Economic strategies
• Congestion pricing - Congestion pricing aims to reduce congestion, lower adverse

environmental impacts of traffic and cut the time lost in traffic by triggering a shift towards
the efficient urban freight transport strategies. In the case of Delhi, CO2 reductions from
road pricing schemes can be achieved by developing the zero emission zones and
enforcing optimal pricing for Internal Combustion Engine (ICE) vehicles.
• Parking prices - Proper management of parking infrastructure, the delivery time and
associated costs can be decreased, which can lead to an increase in the productivity of a
region. Additionally, parking pricing can encourage a shift to sustainable options for urban
freight. For example, parking policies can encourage the use of environment friendly
electric freight vehicles alternatively higher parking fees can be enforced on freight vehicles
during peak hours.
• Road Charging - Distance and time-based dynamic road charges mechanism can be
developed for Delhi. Road charging will encourage modal shift to less polluting freight
vehicles by exempting them from the billing system
Land -use planning strategies
Industrial facilities within the urban area are important economic component of the city but it
also a source to heavy truck traffic with negatively impacts the climate of the city. In order to
maintain industrial vitality without negatively impacting the environment it is important that
the land use plans are developed in harmony with the freight plan. The manufacturing and
industrial units should be situated way from residential and dense commercial areas but along
major highways, freight corridors and commuter rail lines and ports. This allows the metro area
to maintain the jobs and incomes provided by industrial employers. It also keeps the freight
that those installations generate off urban roads and on infrastructure that is capable of
handling high volumes of heave truck traffic
Regulatory Strategies
• Access regulation zones - Frequently called 'Low emission zones' (LEZ) or 'Environmental
zones'. A LEZ is a defined area that can only be entered by vehicles meeting certain
emissions criteria or standards. LEZs should be developed within the city limits, in which
only trucks meeting strict pollutant emissions standards can operate
• Speed Limitation - Reducing speed limits from 50km/h to 30km/h can reduce fuel
consumption - and related emissions - by 7%, if rapid acceleration and deceleration are
avoided. The city imposes speed restriction for freight vehicles
Logistical Strategies
Night-Time deliveries - Delhi can develop an incentive mechanism to engage suppliers and
receivers to accept night-time deliveries. This would reduce congestion, air pollution and other
external costs
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Urban Consolidation centres - With E-commerce sector growing at an unprecedented rate

in, it is high time to develop a policy framework for the establishment in of Urban
Consolidation Centres in Delhi. The UCC’s will reduce the overall vehicle kilometres in the city
within turn would reduce the emissions
Parcel Delivery terminals - Delivery terminals are also a good way to reduce last mile
deliveries. For example, in Delhi, Smart box is an automated parcel delivery terminal available
24x7, about 61 terminals are available throughout the city. Interventions should be developed
to encourage the use of such alternatives.
Low carbon intensity modes - With Delhi electric vehicle policy already in place, electric
freight vehicles offer ample scope for substantial improvements in air quality and reductions
in GHG emissions, translating into significant economic savings in health benefits and
abatement costs. One way of encouraging infiltration of electric freight vehicle is the relaxation
of access restrictions. Cycle Cargo are a zero-emission alternative to light goods vehicles in
city centres. They reduce the need for polluting and noisy delivery trucks that contribute to
urban gridlock. Also, make the streets cleaner and safer for pedestrians and commuting
cyclists. Delhi can develop incentive mechanism to promote the use of cycle cargo
Other Measures
• Capacity building - For all the policy intervention to work effectively, there is a need
develop capacity building programmes to educate the freight vehicles drives to educate
then regarding the sustainable driving practices and other low carbon policies.
• ITS - One of the key functions of ITS is to optimize routes in real time in response to
congestion. The increased use of intelligent transportation systems (ITS) may serve a role
in reducing the impact of unpredictable congestion on urban freight by enabling trucks to
change their routing to bypass congested areas. Delhi government can play a role in
enabling its uptake by developing adequate infrastructure.
These interventions have been proved usefully in various countries and regions. Table 10-29
depicts the impacts of low carbon urban freight interventions.
Table 10-29 Impacts of Low carbon Intervention
Policy/Measure Country/Region Impact on CO2 emissions

Economic strategies
Road charging and Distance based charges estimated to reduce CO2
Europe
tolls emissions by between 5% and 20%
Encourage the use of environment-friendly modes and
Europe and reduce parking demand. 10% increase in parking
Parking Prices
North America prices results in a 1-3% decrease in the demand for
parking
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Policy/Measure Country/Region Impact on CO2 emissions

Road pricing scheme reduced road traffic’s CO2
London,
Congestion Pricing emissions by 16% within the congestion-charging
Stockholm, USA
zone
Regulatory
Reducing speed limits from 50km/h to 30km/h can
Speed Limitations Portsmouth reduce fuel consumption - and related emissions - by
7%, if rapid acceleration and deceleration are avoided.
Logistical Strategies
Urban Consolidation Singapore and Reduction between 30% to 70% of vehicle trips in
centres Europe different cities reported in literature
Italy comparing home deliveries to pick-up point
deliveries estimated the latter method to reduce CO2
Europe, North
Parcel Delivery emissions by 21%.
and South
Terminal A comparison of 56 cities within 32 countries across
America
the globe estimated that pick-up points can reduce
emissions by 4%
Grocery store chains to allow night-time deliveries by

Night-time delivery Spain
40-ton truck, with has reduced CO2 emissions by 30%.
Low carbon intensity mode

Electric vehicle France, Brazil Replacing freight shipments using diesel vehicles with
delivery fleets and London electric vehicles can reduce emissions by 25 -60%
Freight Distribution Strategies within Dwarka
A study by SPA (2021) indicates that the freight distribution strategies within the sub- city shall
be based on flow of goods from and land availability, to various drop zones in each sector by
LCVs or auto rickshaws depending upon load and further last mile deliveries by green modes.
This shall enable minimisation of total VKTs on the road network resulting in minimisation of
fuel consumption and emissions. City measures need to adopted for sustainable urban
distribution in Dwarka. Some of these are:
1. Retail Delivery Stations: These are micro warehouses with dedicated delivery zones
or off-street delivery bays dispersed in commercial cores. Large trucks deliver
shipments for multiple nearby destinations to these stations, and goods are later
transported to individual businesses by pallet truck, small carts, or wheeled stands. This
reduces the number of trucks trips and allows large trucks to make deliveries outside
restricted or peak hours, while businesses still receive goods throughout the workday.
In Delhi there is a need to earmark such micro warehouses with dedicated delivery
zones and off-street delivery bays in crowded wholesale markets based on consultation
between all concerned stakeholders
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2. Unattended Delivery Systems: These systems allow deliveries to be made when

offices are closed, or recipients are not at home so that delivery vehicles do not need
to return goods to the depot for later re- delivery. Such systems include electronic drop
boxes and banks of boxes, and designated off-site collection locations such as post
offices or convenience stores. A network of collection points (Kiala Points) at which
customers can collect, pay for and return their parcels exists in Europe. Locker-banks
are groups of reception box units (lockers similar to collection points as they are not
sited at each customers premises buts sited in apartment blocks, workplaces, car parks,
railway stations etc) for the benefit of customers. It is proposed that such systems need
to be set up in Dwarka at post offices, convenience stores, metro stations etc. besides
apartment blocks based on feasibility.
3. Cooperative deliveries: It involves various forms of agreements between shippers and

consignees so that vehicles can be shared and loads consolidated. This reduces the
number of empty DHL Packstation Amazon Parcel Pick Up Locker Freight Depot Curb
side Delivery at a Grocery Store backhauls and increases asset utilization. Cooperative
deliveries work well within a sector with similar delivery requirements, such as hotels
organizing food deliveries or the pickup of linens. One of the successful attempts in
India on Cooperative deliveries has been case of UDAN, an urban delivery network of
tempo (goods vehicle) drivers and helpers in the city of Jaipur, capital of the state of
Rajasthan. It is proposed that Freight Quality Partnerships (FQP), on the pattern of
London and Jaipur, could be piloted and set up in Dwarka which can help government,
businesses, freight operators, environmental groups, private sector associations, the
local community and other interested stakeholders work together to address common
freight issues.
4. Urban Consolidation Centre: It is a logistics facility situated in relatively close

proximity to the geographic area that it serves (be that a city centre, an entire town or
a specific site such as a shopping centre), to which many logistics companies deliver
goods destined for the area, from which consolidated deliveries are carried out within
that area, in which a range of other value added logistics and retail services can be
provided. It offers freight transport companies the opportunity to deliver goods
destined for urban area to a specialist centre for final delivery rather than having to
make the delivery to the final customer in a busy part of the city. There are benefits
resulting from a multi-user Freight Consolidation Centre (FCC) as a means of reducing
truck impacts in an urban centre. FCC is usually implemented for one or more of the
following reasons:
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• To reduce truck traffic levels (reducing truck movements in the urban area through
improved consolidation or modal shift)
• To alter the type of truck used (e.g., fewer light or very heavy trucks).
• To reduce the environmental impacts associated with truck activity (i.e., through a
reduction in total trips and/or greater use of environmentally friendly vehicles).
• To improve the efficiency of urban freight transport operations (through improved load
factors or fewer deliveries). Curb side Delivery at a Grocery Store.
In case of Dwarka it is proposed that such Consolidation centres could be established as pilot
project based on space availability and acceptance of all concerned stakeholders
5. Designated delivery or nearby areas; It can be implemented so that delivery vehicles

have a better access to consignees and to ensure that deliveries take place in a less
disruptive fashion. Fewer parking spaces is available for passenger vehicles and in spite
of the availability of delivery areas the intensity of freight distribution may create a
parking demand beyond the capacity of available delivery areas. Such areas need to
be identified in major wholesale/retail markets of Dwarka.
6. Urban delivery vehicles: They can be adapted to suit better the density or urban
distribution, which often involves smaller vehicles such as goods delivery vans, cargo
bicycles and other micro - mobility modes. An effort also needs to be made to have
more energy efficient vehicles such as CNG fuel-based vehicles, EVs. There is a need to
standardize urban freight delivery vehicles for operations in Delhi based on its capacity,
costs etc.
According to SPA (2021) study the home delivery demand for grocery in Dwarka is likely
to increase from an estimated 12.54 tonnes/day in 2021 to 53.42 tonnes per day by 2041
creating immense opportunities for micro mobility modes such as e bikes, cycles and
cycle rickshaws to provide home delivery services and being down the levels of transport
dependent GHG emissions. Efforts need to be made within Dwarka to improve micro
mobility networks on priority.
General Freight Management Strategies
Following are some of the freight management measures –
Freight Priority Corridors
In order to identify freight priority corridors various factors have been considered which
included connectivity, accessibility to city destinations and reliability on regional corridors
while for urban freight corridors factors considered included freight volume, proximity to
freight generators and handling facility areas, route restrictions and distribution network.
Some of the key factors which need to be considered in selecting suitable truck routes are as
under:
243
• Routes should contain all major roads in the area and links between them.
• The routes should serve sites that are major generators of freight.
• Traffic lanes should be of adequate width
• The network should be selected with consideration for abutting land uses;
residential and retail land uses and areas with high pedestrian activity should be
avoided as much as possible.
• Roads used as a part of the network must have good road geometrics with few sharp
turns
• Traffic control on all roads on the network should be adequate, with STOP or GIVE
WAY control on all minor side street, and signals or grade separations at all major
intersections. • All planning authorities with responsibilities for roads in the urban
area and the freight transport industry should be involved in the selection of
proposed routes.
• Clear and sufficient road signs and the dissemination of maps critical to successful
introduction of the route.
Signage System
Clear and accurate road signs should be used by urban authorities to explain routings and
regulations to goods vehicle drivers in urban areas. Road signs should be used to –
• Warn drivers about roads that may be prohibited for their vehicle (e.g., narrow streets,
vehicle access restrictions).
• Inform drivers about regulations on roads (e.g., vehicle weight, size, and time
regulations).
• Inform drivers about on-street parking and loading regulations.
• Direct drivers on advisory truck routes.
• Direct drivers to truck parks and key industrial areas.
• Variable message signs can be used to convey real-time information
Urban freight information maps
Urban authorities can provide much valuable information to freight transport operators and
truck drivers through the maps and the use of real-time information. The maps on truck atlas
show the truck route along with regulations along it, key freight activity locations, parking
areas etc. The provision of mapping or route guidance can encourage goods vehicle drivers to
use the most suitable routes besides providing information related preferred routes, vehicle
height and weight restrictions, access and loading regulations and location of goods vehicle
parks
244
1. Use of ITS
The use of ITS and telematics systems can help companies/organisations to reduce their
operating costs, improve journey reliability and time, and deal efficiently with unexpected
incidents. These systems are used to improve route and trip planning as well as services
provided to customers (e.g., reliable estimated time of arrival). Many of these systems have
been initiated and operated by urban authorities as part of the traffic management systems
used to improve the traffic situation within the urban area (e.g., by traffic regulations or access
control). The application of ITS in freight can be viewed through following systems –
• Freight transport management systems (e.g., Fleet management systems, tracking and
tracing systems)
• Traffic management systems (e.g., Access control systems, traffic management and
information systems)
• Last mile logistics systems (e.g., Vehicle routing and scheduling, route navigation, real
time traffic information system)
2. Proposed Integrated Logistics Unit (ILU)
It is proposed that ILU as technical unit may be set up which would undertake the role of
Unified Metropolitan Development Authority (UMTA) for Delhi. The responsibilities of the ILU
would be –
• To assess freight logistic needs and plan & design improvement proposals based on
integrated land use transport and sustainable city logistics approach
• To assess traffic impact assessment of urban logistic projects and identify appropriate
strategic logistic planning and management solutions
• To carry out surveys and studies related to urban freight projects and undertake in- house
research for policy decision making
The ILU could be structured as –
• An Infrastructure Planning Section responsible for conducting strategic logistic studies and
evaluating alternative proposals for freight infrastructure planning including parking and
freight terminals.
• A Restrictions & Regulation Section responsible for carrying out freight traffic counts and
analysing freight traffic in order to develop freight management plans through freight
mobility restrictions.
• A stakeholder Consultation Section responsible for integration of public and private
organizations and stakeholders on matters related to freight transport.
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10.10. Low Carbon Mobility

Urban mobility plays a fundamental role in meeting the objectives of economic
competitiveness, social inclusion and sustainable growth, and accessing vital basic services.
Yet, in many countries, challenges arise around the rapid increase of private motorized
vehicles, traffic congestion and poorly managed public transport systems. This results in
inefficiencies, road accidents, air pollution and increasing greenhouse gas emissions,
contributing to climate change. Transport-related greenhouse gas emissions, in particular CO2
emissions, are among the most pressing concerns in the context of global warming and climate
change. Urban dwellers are facing increasing problems in travelling to work and in accessing
health, educational and social services. The conventional approach to address urban transport
challenges has been to build more roads and related infrastructure. However, this paradigm
has proven unsuccessful and new roads are rapidly overwhelmed by increased traffic soon
after they are built.
Transport has received increasing recognition over the past years in the global agendas such
as the UN Sustainable Development Goals (SDGs), the Paris Climate Agreements and the New
Urban Agenda. The world needs to strive for a new mobility paradigm where “Transport” is
seen as a means and not an end itself - the ultimate objective of all transportation being access
to opportunities, goods services and amenities. Forward-looking policies that incorporate
innovative measures to meet pressing societal challenges and environmental constraints are
urgently needed. Improved public transport, integrated with safe and attractive facilities for
cycling and walking, can make the city accessible to all. In addition, innovations in transport
systems such shared mobility systems or electric vehicles play an ever-increasing role for better
urban mobility. Opportunities for improvements in urban mobility also come from the side of
IT-supported solutions and big data. Cities need to be introduced to low-carbon mobility
alternatives, and capacity built to incite a shift away from the car-based mobility paradigm
towards sustainable innovations in their urban (e-) mobility planning, services and systems.
The need for safe and accessible mobility networks has been emphasized by the ongoing
COVID-19 pandemic, where continued access to economic opportunities and vital services was
challenged.
10.11. Shared Mobility

Shared mobility is defined as transportation services and resources that are shared among
users, either concurrently or one after another. This includes public transit; micromobility
(bikesharing, scooter sharing); automobile-based modes (carsharing, rides on demand, and
microtransit); and commute-based modes or ridesharing (carpooling and vanpooling). Shared
transportation has grown tremendously in recent years as a result of renewed interest in
urbanism and growing environmental, energy, and economic concerns intensifying the need
for sustainable alternatives. Shared mobility services over the years is likely to evolve into the
emerging concept of Mobility as a Service transportation framework with following benefits:
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• Provide more mobility choices

• Offer last mile and first mile solutions
• Reduce traffic congestion
• Mitigate various forms of pollution
• Reduce transportation costs
• Create equitable access to jobs and other resources
• Improve efficiency
• Identify choices for those who cannot afford to buy and maintain a vehicle
• Create accessible mobility options for those with limited physical ability
Challenges to Shared Mobility in India
Some of the challenges and barriers for shared mobility in India as per NITI Aayog’s
publication titled “Moving Forward Together: Enabling Shared Mobility in India”, can be
grouped into four main categories –
1. Infrastructure and Services: Several Indian cities lack adequate mass transit infrastructure
and services, which limits adoption of these modes. Additionally, cities lack infrastructure
for non-motorized transport, which may limit adoption of bike/cycle sharing schemes. Lack
of other infrastructure like vehicle pick-up and drop-off points, auto-rickshaw stands,
parking spaces, etc. could also be a bottleneck to proliferation of new shared mobility
solutions.
2. Policy and Regulatory: The Motor Vehicles Act of 1988 is the principal act that governs
and regulates the road transport ecosystem, including permits, registration, and insurance.
Given the emergence of business models, regulatory barriers may need to be addressed
to support and promote new and shared mobility solutions. The Motor Vehicle Act of 2020
however addresses these issues to some extent.
3. Behavioural: Owning a private vehicle is aspirational and a symbol of status. Lack of
awareness about the societal and environmental costs of private vehicle use could be a
barrier to adoption of shared forms of mobility.
4. Data: Inconsistencies exist in data standards and guidelines for best practices between
public and private transportation providers, which can be a barrier for promoting shared
mobility. Also, there are limitations about collection and processing of mobility data.
Shared Mobility in the Post – Pandemic World
Within a matter of months, the global COVID-19 pandemic disrupted economies and afflicted
millions of patients around the world. With many governments instituting lockdown measures,
people practicing physical distancing, and case counts continuing to mount, very few people
are using shared modes of transportation—for instance, real-time ridesharing—and the
industry has very quickly lost both passengers and profits. McKinsey & Company conducted
the Global COVID-19 Automotive Consumer Survey in the year 2020 to determine if the drop
in shared mobility might persist over the long term and published the results in a report titled
“Why shared mobility is poised to make a comeback after the crisis”.
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As per the report, the pandemic has triggered a dramatic shift in consumer priorities about
mobility. In part one of our survey, 47% of respondent’s state that the time to destination was
an important consideration before the pandemic; only 14% state that reducing the risk of
infections was important (Figure 10-80).
Figure 10-80 Importance of criteria when choosing mobility mode (% of Respondents)
Source: McKinsey Global COVID-19 Automotive Consumer Survey
In the aftermath of the COVID-19 pandemic, the ability to reduce viral infection is now the
most common consideration, cited by almost half of all respondents. The time to destination
is cited as an important consideration by only 33% of respondents. As an indication that
staying healthy remains top of mind for global consumers, that sentiment remained largely
unchanged—at 45%—in part two of survey, conducted two weeks later. The new consumer
concerns have had a significant impact on the perception of mobility service providers. Only 5
– 8% of survey respondents think that car sharing, ridesharing, or shared micro mobility are
safe, from a health standpoint.
Figure 10-81 Perceived health safety of mobility modes (% of respondents)
Source: McKinsey Global COVID-19 Automotive Consumer Survey
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Given those safety concerns, people have changed their mobility patterns tremendously. For
example, ride-hailing companies in multiple geographies have experienced 60 to 70 percent
declines in passengers during the COVID-19 crisis.
Consumers may not always remain averse to shared mobility, however. In fact, people who
want to avoid COVID-19 might eventually come to view ridesharing as a good alternative to
more congested forms of mobility that make physical distancing difficult, such as public
transportation.
Emerging shared mobility form - Demand Responsive Transit (Bus)

Service (DRTS)
Demand Responsive Transit (DRT) is an emerging form of transport characterized by its

passenger-oriented nature. It is usually serving areas that lack traditional or frequent public
transport services. A demand-responsive transit service is an alternative to a fixed route transit
system that operates a vehicle along a prescribed route according to a fixed schedule. It is a
flexible mode of transportation that adapts to passengers’ requests. It involves users
requesting a trip via web browser, mobile application or calling a booking service which plans
their route according to specified or nearby pick-up and drop-off locations and times. Initially
DRTS will be designed to introduce city level bus transit service and also to improve transit
access for people with limited mobility, on a small scale with minibuses. The primary purpose
for offering DRT in the first two situations is to achieve the social objective of equal and
adequate access to public transit for disadvantaged individuals, in areas where a fixed-route
system is more economical than DRTS.
Benefits of DRTS
This new service provides several benefits, including:
• Reducing pollution - connecting areas with transport hubs such as train stations, or
metro lines, reducing single-car use.
• Connecting urban village area population cost-efficiently - increasing transportation
options can make urban village areas more attractive for residents.
• Improving estimated arrival time - the passengers benefit from the visibility of on-
demand services apps, they can track where their ride is and be aware of delays.
• Reducing booking time - demand responsive transit software can handle bookings at
short notice by tracking active drivers close to the passenger’s given location. This
allows for sudden changes in itinerary, such as unexpected cancellations.
Working of DRTS
This study recommends a checkpoint DRT service, where passengers are picked up and
dropped off on demand at predetermined checkpoints near their trip ends. They must walk to
and from the checkpoints to complete their trip. Users request for a transit services through
web browser or mobile apps a night before to their travel or one hour before they are willing
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to travel. Users can book a seat in the DRT service and they can also choose a pick time at the
predetermined pick point. Figure 10-87 shows the proposed system architecture for DRT
service
Figure 10-82 Proposed System architecture for DRT service
BDRT service can be also implemented as like fixed route bus service in PPP (Public Private
Partnership basis) under GCC contract or Net contract model basis.
Shared Mobility Hubs
With a city as broad and diverse as Delhi, transit stations range in size, amenities, and context.
Since each location presents unique opportunities and challenges based on its context and
transportation functions, there is not a single definition or description for a Mobility Hub. To
reflect the varying needs of transit users and the realities of the existing built environment,
there are three general tiers of Mobility Hubs: Neighbourhood, Central, and Regional. The tiers
are differentiated by scale, amenities, and context (Figure). Amenities are designated “Vital”,
“Recommended”, or “Optional” based on applicability at certain Mobility Hub types.
Amenities Neighbourhood Central Regional

Bicycle Bike Share ✓ ✓ ✓
Connections Bike Parking ✓ ✓ ✓
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Amenities Neighbourhood Central Regional

Bicycling Facilities ✓ ✓ ✓
Vehicle Ride Share / Pick up – ✓ ✓ ✓
Connections Drop Off
Car Share ✓ ✓ ✓
EV Charging Stations ✓ ✓ ✓
Bus Bus Layover Zone ✓ ✓
Infrastructure Bus Shelter ✓ ✓ ✓
Information - Wayfinding ✓ ✓ ✓
Signage Real-time Information ✓ ✓ ✓
Wi-Fi / Smartphone ✓ ✓ ✓
Connectivity
Support Ambassadors ✓ ✓ ✓
Services Waiting Area ✓ ✓ ✓
Safety & Security ✓ ✓ ✓
Sustainable Approach ✓ ✓ ✓
Active Users Retail ✓ ✓ ✓
Public Space ✓ ✓ ✓
Pedestrian To the Hub ✓ ✓ ✓
Connections At the Hub ✓ ✓ ✓
Legend ✓ Vital ✓ Recommended ✓ Optional
• Neighbourhood Mobility Hubs are smaller ancillary station areas generally found in
lower density neighbourhoods. They offer a few basic amenities essential to every transit
area including way finding, bike share and bike parking. All these amenities are generally
immediately visible from the station stop- generally across the street or within the same
block.
• Central Mobility Hubs are typically located in a more urban context and encompass one
or more stations/ bus stops. They offer many amenities in addition to the baseline features
including car share, bus shelter, and next bus information. The amenities are generally
spread throughout the surrounding intersection and integrated into the neighbourhood.
Generally, these amenities are within easy walking distance from the station itself.
• Regional Mobility Hubs are the largest scale station areas in either dense urban areas or
end of line stations where they connect to other regional transit providers. The Regional
Mobility Hub offers the most amenities including secured bike parking and a bus layover
zone along with important amenities and infrastructure built into the station itself.
Regional Mobility Hubs can be as large as an acre.
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Proposal 1: Mobility Hubs
In context of Dwarka, it is proposed to develop the proposed Bicycle docking stations in the
form of Neighbourhood Mobility Hubs, transform existing Metro stations and proposed Neo
Metro stations into Central Mobility Hubs and develop the Sector -21 Metro station into a
Regional Mobility Hub.
The details of each amenity to be provided at Mobility Hubs have been documented in
ANNEXURE – 10: Planning for Shared Mobility Hub.
Proposal 2: Regulatory Framework for managing various shared mobility modes
The Metro Act, MV Act, RTC Act and Taxi policy guidelines cater to various modes of shared
mobility modes i.e., city buses, para transit, or Intermediate Public Transport (IPT) systems like
three wheeled auto-rickshaws and minibuses, technology-based aggregators separately.
There is no regulatory framework that integrates the governance of all these modes. Even the
individual acts governing each of these systems need updating to govern the rapidly changing
transport landscape due to various technology induced developments.
Due to the lack of an overarching framework, the planning and governance of shared modes
is carried out by a multitude of agencies. This further leads to a lack of co-ordination between
the services offered by these modes. An alternative scenario where the planning and regulation
of these modes is integrated is likely to improve the overall user convenience of using shared
mobility, thereby providing the best chance of reducing the usage of private modes like Cars
and Two-wheelers.
Towards the objective of integrated regulation of all shared modes, it is proposed that a Public
Transport Authority on the patterns of Shakti Foundation and UITP India study
recommendation be formulated for Dwarka with segregation of shared modes into three
categories i.e., formal public transport, para transit and new mobility modes ANNEXURE – 11:
Current and Proposed Regulatory Frameworks for Shared Mobility Ecosystem in India
Micro Mobility
Micro mobility refers to a range of small, lightweight vehicles operating at speeds typically
below 25 km/h (15 mph) and driven by users personally (unlike rickshaws). Micro mobility
devices include bicycles, e-bikes, electric scooters, electric skateboards, shared bicycles, and
electric pedal assisted (pedelec) bicycles.
A recent study by IIT-Delhi in the year 2017, titled “Understanding the Pattern of Work Travel
in India using the Census Data”, found that up to 70% of all work-related trips in Indian cities
do not exceed five kilometres in length. As per the primary survey conducted by this study,
similar trends have been found in Dwarka. These are distances typically covered sooner and
more conveniently on two-wheelers than by using public transport. In micro-mobility,
however, our cities might finally have the means to reduce two-wheeler usage, owing to lower
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costs of ownership and usage. The cost of E-scooters has reduced and with introduction of
incentive by Delhi Govt. as well as FAME-II subsidies by the centre, they have become almost
equal to that of IC engine based two – wheelers. Owing to lower cost of electricity in Delhi, the
fuel charge for an E-scooter is nothing compared to other when there has been a drastic surge
in the petroleum prices. Further, with shared usage models for micro-mobility, akin to public
bicycle sharing, the residents of a city could be spared the costs of ownership, thus making e-
scooters an attractive proposition compared to private two-wheelers.
Being powered by electric motors, micro-mobility devices also have an advantage over other
two-wheelers in terms of tailpipe emissions, any potential reduction of which could
significantly improve air quality in most of our polluted cities. Delhi has been battling with air
pollution for a long time now and this could help in mitigating this problem. Considering these
factors, a favourable regulatory environment in India could make micro-mobility devices the
preferred mode of travel in cities for rides up to 5 kilometres. The details of Micro mobility are
shown in Annexure.
10.12. Electric Mobility

The transition towards electric mobility has become one of the major initiatives undertaken by
the Government of India (GoI) to strengthen its effort towards the reduction of carbon
emissions. With the transport sector accounting for over 40% of total oil consumption and
90% of this going solely for road transport, the Government has adopted a slew of policies
and other initiatives to promote EVs in India for the mitigation of air pollution and reduction
of oil consumption. Adoption of Electric Vehicles (‘EVs’) for road transport contributes to a
wide range of goals. These include - better air quality, reduced noise pollution, enhanced
energy security and in combination with a low carbon power generation mix, reduced
greenhouse gas emissions. With vehicular pollution being a consistent source of air pollution
in the National Capital Territory of Delhi (‘Delhi’) and contributing up to 30% of particulate
pollution, rapid adoption of zero emission electric vehicles is of great importance to the city.
India embarked upon the journey for EV adoption with the introduction of the National Electric
Mobility Mission Plan (NEMMP) 2020 in 2013. NEMMP laid the foundation of electric mobility
development in India by setting an ambitious target to achieve 6-7 Million EVs (Hybrid and
Battery Operated) by 2020. This was followed by FAME I (Faster Adoption and Manufacturing
Of Hybrid & Electric Vehicles ) mission launched by the Government of India in 2015 for a
period of 2 years with an initial outlay of INR 795 crores and further extended till 31st March
2019 with an enhancement of outlay to 895 crores. The Scheme aimed to support the
development of a market and a manufacturing ecosystem for hybrid and EVs by focussing on
technology development, demand creation, pilot projects, and Charging Infrastructure. The
thrust of this scheme was to make hybrid and EVs the mode of choice for consumers and
hence, replace the conventional vehicles. The Government of India proposed the FAME 2
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scheme in February 2019 to be implemented for 3 years with effect from 1st April 2019 with an
outlay of INR 10000 crores. It aims to provide an impetus to the adoption of Hybrid and EVs
Delhi Electric Vehicles Policy
The Delhi Electric Vehicle Policy 2020 was approved vide Cabinet Decision No. 2796 dated
23.12.2019 and the same was notified on 07.08.2020. The Policy will remain valid for a period
of three years. The primary objective of the Delhi Electric Vehicle Policy, 2020 is to establish
Delhi as the EV capital of India and accelerate the pace of EV adoption across vehicle segments,
especially in the mass category of two wheelers, public/ shared transport vehicles and goods
carriers.
• The policy shall seek to drive rapid adoption of Battery Electric Vehicles (BEVs) so that they
contribute to 25% of all new vehicle registrations by 2024 and bring about a material
improvement in Delhi’s environment by bringing down emissions from the transport
sector.
• The Policy will also seek to put in place measures to support the creation of jobs in driving,
selling, financing, servicing, and charging of Electric Vehicles.
The details of the Policy are shown in ANNEXURE – 8: Delhi Electric Vehicle Policy, 2020.
Switch Delhi Campaign
The Delhi Govt has started “Switch Delhi” campaign to nudge people to adopt electric vehicles
amidst India switching to electric mode for sustainable development. Under the initiative,
awareness will be created about the benefits of electric vehicles and how it can contribute to
making Delhi clean and pollution-free. The Delhi government in February 2021 floated a
tender through Delhi Transco Limited (DTL) to set up 100 charging stations for electric vehicles
across the city. Each station will have five charging points, making it a total of 500 such points.
The charging stations will be set up within a year. There will be a mandate for minimum 20
per cent slow chargers and 10 per cent fast chargers at these charging stations to cater to all
kinds of EVs. Majority of these sites will be at Metro stations and DTC bus depots.
Proposals for E -Charging Infrastructure in Dwarka
According to study carried out by SPA (2021) it is proposed to have E -charging facilities at
following six sites in Dwarka which would are expected to have a higher utilisation level
compared to other potential sites spread across different sectors in Dwarka:
i. Soul City Mall

ii. Manish Global Mall
iii. Sector 12 Market
iv. Pinnacle Mall Sector 10
v. Sector 11 Market
vi. Sector 6 Metro station
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10.13. Travel Demand Management (TDM)

Travel Demand Management (TDM) means the strategies for creating an efficient multimodal
transportation system that moves people with the goal of reducing congestion, improving air
quality, and stimulating economic activity. Following are some benefits of Travel Demand
Management –
• Real Options for Commuters - TDM programs and policies aim to provide commuters
with a mix of reliable and affordable transportation options. Supported with effective
marketing and advanced technologies, commuters can make informed choices to meet
each trip unique needs, while considering cost, time, and convenience.
• Reduced Traffic Congestion - With even a small reduction in the number of single
occupancy vehicles on our nation’s roads, commuters can see significant reductions in
congestion. TDM supports the most efficient use of our existing infrastructure by
increasing per person throughput and allowing more people to use our infrastructure.
Improved
• Public Health and Safety - With reduced reliance on personal vehicles, our communities
will see cleaner air leading to direct improvements in public health. TDM initiatives that
support increased levels of walking and cycling also enhance overall quality of life; and
more people on our streets and sidewalks will create safer neighbourhoods.
• Connecting People to Jobs & Supporting Economic Activity - With more commuting
options and less traffic, people will have better and more reliable access to jobs. Businesses
will see increased productivity from employees who spend less time stuck in traffic; and
products will move quicker to market.
TDM has four main components for an integrated approach to transport demand
management.
• Education, promotion, and outreach

• Travel incentives and disincentives
• Sustainable travel options
• Supportive land use practices
TDM Strategies for Dwarka
Three types of TDM strategies have been tested and recommended for Dwarka and they are
aimed to reduce number of trips or by avoiding the need to travel or by shifting to sustainable
modes of travel such as walk and cycle. The idea is to reduce the interaction between the users
and reduce the demand with respect to the reduction in supply to control the spread of COVID
(infection disease). So, the strategies adopted mainly focuses on the reduction of travel
demand and staggering the demand where public transport can be catered with constraint in
capacity (50% of capacity is allowed). TDM is a wide range of policies, programs, services and
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products that influence why, when, where and how people travel to make more sustainable.
For Dwarka, following TDM strategies have been proposed.
• Parking Restrictions & higher parking charges

• Congestion pricing
• Car Pooling
• Car Restrict Policy using Vehicle Registration Method
• Vehicle Free Days
• Flexible Work Hours, Telecommuting, etc.
The following four TDM strategies have been worked out to optimize the mobility needs in
the study area –
1. Staggering of Work Hours

2. Business closure
3. Car and 2-wheeler Free Day
4. Work from Home
To evaluate these strategies, resident’s employment status and mode usages have been
studied which were recorded as part of the household survey. The table shows the trips by
employment type of Dwarka residents.
Table 10-30 Percentage of trips by employment type

Employment Status Sub City Urban Village Grand Total
Business 33.80% 29.30% 32.03%
Daily Wages 3.09% 5.37% 3.98%
Other N/A 0.34% 0.00% 0.21%
Service 62.12% 65.24% 63.34%
Retired 0.21% 0.03% 0.14%
Housewife 0.42% 0.07% 0.28%
Unemployed 0.02% 0.00% 0.01%
Grand Total 100.00% 100.00% 100.00%
From the household survey it is also observed that, usage of two wheelers is high among all
the employees followed by walk. In the COVID-19 situation it is important to study the mode
usage by employment type to estimate the demand of bus and metro where there is a
constraint in supply side and demand need to be catered if not these users will switch to
personalize or hire modes.
Business 8% 5% 2% 19% 60% 3% 2% 1% 100%

Daily Wages 14% 31% 2% 1% 34% 10% 7% 1% 100%
Service 8% 5% 0% 13% 58% 3% 7% 5% 100%
Student 33% 9% 1% 14% 18% 7% 16% 3% 100%
Retired 36% 3% 2% 18% 22% 11% 4% 4% 100%
Housewife 44% 1% 1% 5% 18% 19% 8% 3% 100%
Unemployed 51% 3% 2% 2% 28% 8% 3% 3% 100%
Other N/A 20% 0% 7% 8% 38% 27% 0% 0% 100%
Grand Total 24% 6% 1% 11% 37% 8% 9% 3% 100%
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This study tried to estimate the public transport (bus) demand from household survey and its
usage by employee type. The table below shows the demand of bus transport in a normal day
and during COVD-19 situation. The demand during COVID-19 is estimated by assuming that
education (student) centres will not open and 50% of retired and housewife will not travel in
the bus. Based on the above assumption it is observed that only 66% of normal bus demand
need to cater during the pandemic situation (COVID-19).
Table 10-31 Public transport (bus) demand during normal day and COIVD-19
Employment status % Standard Bus Standard Bus COVID Time Bus Demand
Business 3.2% 2004 2004
Daily Wages 2.1% 1305 1305
Service 27.5% 17021 17021
Student 43.8% 27062 13531
Retired* 0.4% 221 111
Housewife* 22.5% 13942 6971
Unemployed 0.4% 275
Grand Total 100.0% 61831 40943
TDM Strategy 1: Staggering of work hours
Staggered of work hours is an arrangement where employees can vary their start and end
times which can reduce peak-period commute travel and help accommodate ridesharing and
transit use. They are three types of staggering of work hours as follows –
• Flexitime: employees are allowed some flexibility in their daily work schedules. For
example, rather than all employees working 09:00AM to 05:30PM, some might work
07:30AM to 04:00PM, and others 11:00AM to 8:00PM.
• Compressed Workweek (CWW): employees work fewer but longer days, such as four 10-
hour days each week (4days 40hours), or five 8-hour days in each week (5 days 40 hours).
• Staggered Shifts: Shifts are staggered to reduce the number of employees & visitors
arriving and leaving an attraction point (Point of interest) at one time. For example, some
shifts may be 8:00AM to 4:30PM, others 11:00AM to 08:00PM, and others 7:00AM to
3:30PM. This has a similar effect on demand as flexitime but does not give individual
employees as much control over their schedules.
The study recommends staggered shifts strategy between the different land use groups which
will reduce the demand for bus and also spread of infection disease (COVD-19). As part of the
establishment surveys, opening and closing timing of activities were recorded. The table below
shows the opening and closing timing of various activities in the study area.
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Table 10-32 Activity opening & closing timings in a normal day
Activity Sub Activity Normal Timing

Retail & Wholesale 9Am to 11Pm
Commercial Restaurants & Hotels 10Am to 11Pm
Service Center 10Am to 11Pm
Private Offices Private offices 9Am to 7Pm
Offices 9Am to 5Pm
Public & Semi Public
Other Service sector 9Am to 5Pm
The following methodology has been used to estimate the public transport (bus) demand
under the staggering of work hour’s scenario –
Figure 10-83 Methodology for Staggering of Work Hours
The table shows the proposed opening and closing timings of the activities in a normal day in
post-pandemic scenario.
Table 10-33 proposed opening & closing timings of activities during COVID-19
Activity Sub Activity Normal Timing Post COVID Timing

Retail & Wholesale 9Am to 11Pm 11Am to 7Pm
Commercial Restaurants & Hotels 10Am to 11Pm 12Am to 8Pm
Service Center 10Am to 11Pm 11Am to 4Pm
Private Offices Private offices 9Am to 7Pm 8Am to 4PM
Offices 9Am to 5Pm 8Am to 4PM
Other Service sector 9Am to 5Pm 07Am to 2Pm
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Based on the above approach & methodology it is observed that, Overall 22% of demand will
shift from peak hour and 13% of bus demand will Shift from Peak hour. This will result in 47%
of normal day bus demand need to be catered by Public Transport (Bus) in the peak hour.
TDM Strategy 2: Business closure strategy
The study is tested the business closure strategy among different land use groups which will
reduce the demand for bus and also spread of infection disease (COVD-19). In the business
closure strategy, the selected activities will work on selective days and instead of 5day working
week now the activities will be open for 4 days a week and weekends will be vary from activity
to activity. As part of the establishment surveys, weekly operations were also recorded. The
table below shows the recommended business closure days of various activities in the study
area.
Table 10-34 proposed business closure of activities during COVID-19

Activity Sub Activity Closure days
Retail & Wholesale Wednesday & Thursday
Commercial Restaurants & Hotels Monday & Tuesday
Service Center Monday & Tuesday
Private Offices Private offices Friday & Saturday
Offices Friday & Saturday
Other Service sectors Friday & Saturday
The following approach and methodology have been used to estimate the public transport
(bus) demand under the business closure scenario.
Figure 10-84 Approach for Staggering of Business closure
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Based on the above approach & methodology it is observed that, only 42% of normal day
demand needs to be catered by Bus Public Transport which will be almost equal to permitted
supply capacity bus transit system during COVID-19 situation.
TDM Strategy 3 : Car and 2-wheeler Free Day
Within the urban core, one day of the week may be declared as Car and 2-wheeler Free Day.
This would promote use of public transport modes and improvement in environmental quality
in the study area.
TDM Strategy 4 : Work from Home Concept
It is proposed that at least once a week employee in various offices in Dwarka may be
permitted to work from home which is likely to reduce a significant number of trips in the sub-
city during weekdays. It is recommended that a detail study of the likely impact of such policy
needs to be undertaken.
10.14. Traffic Management and Control system

Traffic Management measures
Traffic management measures are intended to reduce total vehicle emissions by creating
situations where vehicle engines operate efficiently (e.g. fuel consumption is reduced by
eliminating congestion and smoothing traffic flows) and/or by reducing transport demand
such that the use of private vehicles is reduced (e.g. measures to encourage a modal switch
from private cars to public transport, walking and cycling; land-use planning measures which
minimise distances between home, work, shops and leisure facilities and so reduce
dependency on cars). Traffic management measures can be adopted long-term and short-
term.
The existing traffic congestion is largely caused by inadequate road usage due to a poor traffic
management. An appropriate systematic traffic management system is essential for
safety and smooth traffic flows on roads, making a maximum usage of road facilities
to enlarge the current road capacities.
• To achieve smooth traffic flow

• To reduce traffic accidents, and
• To create pedestrian –friendly facilities
Some measures should be implemented in short term period and the others are needed in
medium and long term period. These countermeasures can be summarized as follows
Short Term Measure

a) Improvement of bottleneck intersections
b) Improvement at U-turn and right-turn points
c) Improvement of traffic signals
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d) Improvement of parking system

e) Improvement of traffic safety facilities
f) Traffic safety campaign and education
g) Improvement measure for rickshaw traffic
h) Improvement of traffic operation
i) Strengthening traffic enforcement
j) Coordination between agencies
Medium and Long Term Measures

a. Traffic information system
b. Bus location information system
c. Electronic demand management system
d. Traffic demand management system
Table 10-35: Traffic Management Measures
Current Problem Issue Counter measures

Traffic Congestion at 1.Engineering improvement Improvement of traffic signal control
Signalized intersection of traffic signal control system
system and intersection 1) Traffic response system on
2.Engineering improvement near/over saturated condition
of intersection 2) Synchronized system of traffic
3.Traffic enforcement signal
Improvement at intersections
1) Road marking and signs
2) Geometric improvement of
intersections
Traffic Enforcement for vehicles and

crossing pedestrian
Traffic Conflict between 1.Appropriate Pedestrian Improvement of Traffic Safety Facilities
Vehicles and Crossing of Safety Education Program 1) Pedestrian crossing with traffic
Pedestrian 2.Improvement of light (Pedestrian only signal)
Pedestrian Facilities 2) Scramble pedestrian crossing 3)
Pedestrian bridge
Improvement of Traffic Safety
Education System
1) Pedestrian safety education
program
Strengthening traffic regulation
enforcement
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Current Problem Issue Counter measures

Traffic Conflict among 1.Appropriate E-Rickshaw Improvement of Traffic Safety
Vehicles driver Education Program Education System
(E-Rickshaw) 1) Appropriate E-rickshaw driver
traffic safety education program
E-Rickshaws may allowed only in
service road at Major Arterial Roads
Traffic Congestion at non- 1.Installation of traffic Installation of Traffic Signal Control
signalized intersection Signals System
2.Improvement of 1) Installation of traffic signal
Intersections
Improvement of Intersection
1) Geometric and channelization
improvement at intersections
Poor Traffic Operation 1.Improvement of traffic Strengthening traffic police
operation 1) Strengthening traffic police
Monitoring of road asset usage

1) Establishment of road monitoring
system
2) Expansion of monitoring
personnel
Traffic Congestion by E- 1.E-Rickshaw Issues 1. Review of role for E-Rickshaw 2.
Rickshaw Restrict E-Rickshaw to service road on
Primary roads
3. Control of E-Rickshaw number
Traffic Conflict of Vehicles 1.Channelization Treatment Geometric improvement at U-turn
at U-turn and Right-turn Point
Points 1) Geometric improvement at U-Turn
points
2) Provision of U-turn lane
Traffic Enforcement
1) No parking near U-turn points
Traffic Conflict near Provision of Parking Space Improvement of Parking System
Schools and Shopping 1) Provision of parking spaces 2)
Centers Traffic regulation
Traffic Accidents 1.Effective Traffic Safety Improvement of Traffic Safety
Education Program Education
2.Improvement of Traffic 1) Traffic safety education to driver
Safety Facilities and Signs 2) Traffic safety education to people
3.Conduct of Traffic Improvement of Traffic Safety Facilities
Campaign Conduct of Traffic Campaign
Traffic Accident at Black Improvement of Black Spot Improvement of Black Spot
Spots Points 1) Improvement of block spot
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Physical Segregation of lanes
The physical separation of the motorist lanes should be provided with white line as bus lane
shared modes lanes and personalized modes lanes markings on the carriageway. Generally a
basic width of 3 metres is required for a lane. The distance is measured from the edge of the
curb to the center of the continuous white line of 250 mm width. A gap in this white line should
be left, adjacent to each side road. For the trial run of the physical segregation of lanes project,
Golf course road can be considered as it is congestion free corridor and low traffic intensity.
To evaluate this trail run project a detailed before and after study can be considered to further
extended this project in the study area.
10.4.2 Traffic Control system
Traffic Signals Proposals
At present, 45 junctions are already signalized. Based on the primary data analysis and
estimated volumes, the T-Junction on Azad Hind Fauz Marg need to be signalized. Figure
shows the locations of traffic signal proposed. In the long term, Arterial and Sub Arterial
intersections should have signal system. The proposed Traffic signals will be integrated with
proposed command and control centre of Dwarka.
Figure 10-85 Existing & Proposed locations of Traffic Signals
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Signal Synchronization Proposals
The new signals have proposed keeping in mind the application of Traffic Demand
Management by controlling the flow of traffic on prioritized routes. Signal synchronization
which means once one signal turns green and the vehicle passes that, all following signals on
the synchronized route will turn green by the time the vehicle reaches the next signal has been
recommended. Four routes have been chosen for signal synchronization are –
1. Sector 12 Road & 205 Delhi Road

2. Central Road & Mall Road
3. Dabri Gurgaon Road
4. Dwarka Sector-9 Road
The Figure 10-86 shows the locations of proposed traffic signal synchronization routes in
Dwarka with numbering. The proposed signal synchronization will be integrated with
command-and-control centre.
Figure 10-86 Signal Synchronization on selected Corridors (Proposed)
A total of 26 signals out of 45 signals are to be synchronised.
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Vehicle Actuated Signal Proposals
In addition, 17 signals are proposed for Vehicle Actuated operation wherein, these signals
based on live situation give priority to an arm of the intersection which has more vehicles. They
continuously detect vehicular traffic volume; compute optimal signal timings based on this
detected volume and simultaneously implement them. Reacting to these variations generally
results in reduced delays, shorter queues, and decreased travel times. These are also referred
to as Area Traffic Control system (ATC System). In above to this, all arterial roads and sub-
arterial besides other major intersection can be covered under Phase II.
Seventeen locations have been proposed for vehicle actuated signals as follows –
1. Dwarka Sec 12/13/17/18

2. Kargil Chowk Sec 11/12/18/19
3. Dwarka Sec 11/19 Road 205
4. Sec 20 Near DVB Grid
5. Sec 9 Near Metro Station
6. Sec-3 Near DPS Matiala, Dwarka
7. Ashirwad Chowk
8. Sec-6/10 Near DDA Sports Complex
9. Sec 7/9 Near Chandanwari
10. Sec-7/8/9 Dwarka
11. Sec 19 Near DJB Office
12. Sec 23 Near police Station
13. Shyam Mandir Pochanpur
14. Barthal Village Crossing Sec-23
15. Sec-1 Near Telephone Exchange, Dwarka
16. Kaveri Chowk Sec 5/6
17. Sec-2 Near Rajapuri, Dwarka
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Figure 10-87: Vehicle Actuated Signal Proposals
10.15. Road Safety Policy

Based on the globally accepted multi-pronged strategy and the safe-system approach for
improving road safety, the National Road Safety Policy outlines the initiatives to be taken by
the Government at all levels. The policy is outlined in Annexure 7.
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10.16. Integrated Transit Corridor Development
SELECTION & PROFILE OF INTEGRATED TRANSIT CORRIDOR

Background
For this Study, three alternative development scenarios have been developed and simulated
to evaluate the urban development and transport network options for Dwarka (K-II). Based
on the evaluation of three scenarios the Sustainable urban transport and Travel Demand
Management scenario (SC-3) has shown the better results with comparing to other developed
scenarios. In this scenario, apart from the committed MRT development, two MRT corridors
have been identified. Figure 10-88 shows the proposed MRT corridors in Dwarka study area –
HY2041.
Figure 10-88: proposed MRT Network under Scenario -3 (HY-2041)
267
Figure 10-89: Peak Hour passenger assignment Scenario -3 (Peak Hour – HY2041)
Selection of Transit Corridor
Based on the travel demand model and following criterions were taken into consideration to
identify the critical transit corridor and to prepare an integrated transit corridor improvement
plan.
• The assigned PPHPD on transit network in horizon year 2041
• Road Network hierarchy
• Need for up-gradation of existing route
• Travel pattern characteristics
• Future land-use consideration
• Integration with other transit systems
Based upon above criterion, the following route/ Corridor have been selected:
• Dwarka Mor to Palam Metro Station: 7.1 Km
Figure 10-90 shows the selected corridor for integrated transit corridor
268
Figure 10-90: Selected transit route for integrated transit corridor
Integrated Transit corridor profile
Right of Way (RoW)
The selected corridor starts from Dwarka more and ends at palam metro station.. The corridor
ply through Azad Hind Fauj Marg and then it turns left at ayudh apartments to road 201 to
connect palam metro station. In terms of the right of way distribution of the selected corridor,
the corridor transvers through 60m RoW (Azad Hind Fauj Marg) and then 45m RoW between
NSIT Staff Quarters to Ayudh apartments and then left turn to 60m RoW of Road 201. The
total corridor length is approx. 7.1km out of that 800m is 45m RoW and rest of the corridor is
having 60m RoW. Figure 10 93 shows the distribution of RoW along the Corridor.
269
Figure 10-91: Right of Way (RoW) Distribution of selected transit corridor
Intersection spacing
The selected corridor has approximately 16 major intersections with 4 intersections four arm
and 12 intersections three arm. The average intersection spacing in the corridor is
approximately 472meters. The minimum intersection spacing in this corridor is 164meters and
maximum spacing is about 896meters. Out of 16 intersections, about 46% of intersections
spacing falls under 400-600meters. Figure 10 94 shows the major intersections on the corridor.
Figure 10-92: Intersection spacing in selected corridor
270
Table 10-36: Summary of Major Intersections
S. Chainage Type of No of Type of

Major Intersections
No (KM) Junction arms Movement
Dwarka Mor (Najafgrah Road with Azad At Grade
0.00 3 arm Signalized
1 Hind Fauj Marg) Intersection
Azad Hind Fauj Marg with local road At Grade
0.33 3 arm Signal free
2 which connects to Sector 15 market Intersection
Azad Hind Fauj Marg with local road At Grade
3 which connects to Sector 15 market Intersection
Azad Hind Fauj marg with Sector 14 Road At Grade
4 (Dwarka Sector 3 Chowk) Intersection
Azad Hind Fauj marg with sector 13 local At Grade
5 road and sector 3 road Intersection
Road number 201 with Central Road At Grade
6 (Sector 3, 4, 12, 13 Square) Intersection
Road number 201 with Sector 3 local road At Grade
7 (near Heritage towers) Intersection
Road number 201 with Sector 4 local road At Grade
8 (near Aikotaan Durga Puja Park ) Intersection
Road number 201 with Desh bandhu At Grade
9 Gupta Marg Intersection
Road number 201 with Sector 5 (Near At Grade
10 Powergrid Sub Station) Intersection
Road Number 201 with Road number 221 At Grade
11 and dabri Dwarka Road Intersection
Road number 201 with Sector 6 road At Grade
12 (Near Pragya apartments) Intersection
Road number 201 with Road number 224 At Grade
13 (Near police chowk sec 1 Dwarka) Intersection
Palam Dabri Marg with Road no 201 (Near Grade
14 PHC) seperated
Dwarka Flyover road with Sabzi mandi Grade
15 road & Nasirpur road seperated
Dwarka Flyover road with Palam Village At Grade
16 road Intersection
Land use pattern
As part of the study, an attempt has been made to understand the existing and proposed land
use in the 1km catchment area along the selected corridor. From the analysis it is observed
that, more than 60% of built use falls under residential use. This corridor also having major
attraction areas such as NSIT University, Deen Dayal Upadhaya hospital, Government
Dispensary, Manipal Hospital, Maharaja agraseen hospital and Primary Health Care center
under PSP and in the commercials areas namely, Rajapuri market area and Azad Hind Fauji
marg market and it also connects to DTC bus depot in Sector 2, Dwarka mor metro and palam
metro station. Figure 10 95 shows the existing and proposed land use along the 1Km
catchment area of the corridor.
271
Figure 10-93: Existing Land use in 1KM catchment area of the corridor
Figure 10-94: Existing Land use in 1KM catchment area of the corridor
272
Figure 10-95: Proposed land use development along the corridor
Traffic Characteristics
As part of the primary surveys, traffic volume counts data has been collected on various mid-
blocks sections and intersections in the study area. There are almost six (6) locations (mid-
block sections) are falling under the selected corridor. From the analysis it observed that, the
maximum traffic is at near palam metro station with 9286 PCU and the minimum traffic is at
near Sector 2 with 4069 PCU. The average traffic volume on the corridor is observed as
6268PCU. Table 10 38 shows the traffic volume on the corridor for Base year 2020 and Figure
10 98 shows the traffic volume count locations.
Travel Characteristics
As part of the data collection, Origin-Destination survey has been carried out at Dwarka more
and Dwarka flyover road. Based on these two survey location analysis it is observed that, the
traffic entry and exit from this corridor has a travel movement of 31.3% external to external
movement, 35.7% of traffic is internal to external and 33.0% of traffic is external to internal
movement. Almost 60% of three wheeler goods and shared vehicles travel movement is
external to external.
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Table 10-37: Peak Hour Volume Count along the Corridor (BY-2020)
Location BY –Peak Hour Volume (in PCU)

1 6744
2 4998
3 5879
4 4069
5 6096
6 9826
Source: Primary Survey, 2020
Figure 10-96: Traffic Volume Count Locations along the Corridor
Integration with existing & proposed transit system
The selected corridor is one of the major horizontal network of the study area which divides
the study area into two parts Dwarka sub city and K-II village area. This corridor provides
connectivity to Najafgrah road and NH-48 and at present maximum number of buses ply on
this road. This corridor connects to existing metro systems such as Blue line at Dwarka More
station and Magenta line at Palam metro station. In the future, this corridor connects with
proposed at grade metro lite system at Dwarka sector 2/7 station and proposed bus priority
lane at sector 12/13 station. Figure 10 99 shows the proposed corridor integration with existing
and proposed transit systems.
274
Figure 10-97: Locations of Proposed corridor integration with other Transit systems
Table 10-38: Summary of major transport facilities

S.No Chainage (KM) Transport Facilities Comments
1 0.00 Dwarka Mor Metro station Existing metro station serves blue line
Proposed bus station serves Bus prority
2 2.30 Bus priority lane station lane 1 and 2 at Sector 3, 4, 12, 13 Square
Existing DTC Dwarka bus depot at sector
3 4.76 Bus Depot 2
Metro lite station at Sector Proposed metro station serves Proposed
4 6.13 2, 7 at grade metro lite
Existing metro station serves magenta
5 7.07 Palam Metro station line
Traffic Forecast
From the base year and horizon year developed four stage models, the corridor horizon year
estimated traffic volume has been extracted to estimate the growth rate of traffic volume on
this corridor. From this analysis it is observed that, in the development scenario -3, on an
average the traffic volume is estimated to grow at 2.9% CAGR, minimum growth estimated at
Azad Hind fauj marg with 1.1% CAGR and maximum growth is observed at Road no 201 with
4.7% CAGR.
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System selection
Introduction
Based on the route characteristics and model estimated PPHDPT levels the following Mass
transit systems options are available. Figure 4-1 shows the available MRT options for Dwarka.
Light Rail Transit Sky Bus
Monorail Trolley Bus
Tramway Bus Rapid Transit System
Figure 10-98: Available MRT systems
276
Light Rail Transit:
Primarily meant to be run alongside road traffic in shared or dedicated lanes, where they can
negotiate serpentine curves of city roads reaching as little radius as 24m radius have high
acceleration and deceleration characteristics.
Sky Bus
The Skybus Metro was a prototype suspended railway system by Indian technologist B.
Rajaram with the Konkan Railway. The system consisted of an elevated track with the cars
suspended below.
Monorail:
Monorail trains operate on grade separated dedicated corridors with sharp curves of up to
50m radius. The Monorails mainly used for amusement purposes have application in urban
context where medium transportation capacity requirements along narrow roads clubbed with
lack of setbacks of buildings leave very little space between the building lines making other
elevated transit systems infeasible.
Trolley:
Trolleybuses are buses that run on electricity provided by overhead wires, giving them similar
characteristics to rail modes (such as metro and light rail systems), powerful traction and fixed
alignments. The combination of rubber tires with electric propulsion makes the trolleybus a
mode which performs well and which has a low negative environmental impact.
Tramway:
A tram is a vehicle which runs on fixed rails and is designed to travel on streets, sharing road
space with other traffic and pedestrians. The tracks that a tram runs on are called a tramway;
the system itself can be called a tramway system.
Bus Rapid Transit System:
This system involves operation of buses on a dedicated corridor at a high frequency. The BRTs
can deliver high quality transit system at a fraction of the cost of Metro Systems for a medium
transportation capacity.
Characteristics of Urban Mass Transit System
The main characteristics which define the performance and classification of transit systems are
enumerated below:
Transport Capacity:
which is a function of physical parameters: the sizes of cars, numbers of cars run in a consist,
the minimum achievable headways with the provided signalling and control systems, the
scheduled speed achievable due to the maximum permissible speeds and the acceleration
permissible.
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Geometric characteristics:
which is permissible turning radius of the consist, the maximum permissible gradient which
can be negotiated, the right of way required and size of ground structures required for
supporting piers and stations.
Environmental characteristics,
Noise, Pollution and Vibration generated, Visual Aesthetics, hindrance to sunlight and air
circulation.
Performance Characteristics of Mass Transit systems
From the Figure below it can be observe that, as the line capacity is increasing the type of
system varies. Based on the system type, the cost of construction and the average operating
speed of the system are varying. It can be referred as the line capacity is increasing the
construction cost and average operating speed is increasing exponentially. Figure 10 101
shows the various system performance characteristics.
Figure 10-99: Performance of Mass transit systems
Comparison of mass transit systems
The LRT system can easily be integrated with the existing metro routes whereas the case might
be difficult for Monorail system and Sky Bus. Tramway needed separate guided ways at-grade
whereas Trolleybus needed overhead wires for electricity transmission supply. System
suitability was analyzed based on 24 characteristics. These were compared to get the best
system applicable to the characteristics of the feeder system in the network of Dwarka. Hence
these factors were assessed in conjunction with the travel and network nature of Dwarka.
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Table 10-39: Comparison of Mass transit system attributes
Transit capacity:
Monorail and Sky Bus’s minimum capacity is much higher than the travel demand. These
systems will prove to be over supplied. Tramway capacity can cater the forecasted demand.
However, if there will be any induced demand then the system will fail. LRT, Trolley bus and
BRTS all can cater to the forecast transport demand even with consideration of any induced
demand.
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Construction and maintenance costs:

The construction as well as Operation and Maintenance cost of BRT system is much lower than
LRT and Monorails. Providing BRT system in place of LRT or Monorails will lead to significant
cost advantage and will be one of the ruling factors in favour of providing the BRT on this
corridor.
System Safety:
The guided systems are safer than unguided systems. But proper Engineering shall ensure a
safe mode of transport using the modern fleet of buses in a BRT corridor.
Environmental Effect:
Rubber tyres in buses will ensure low noise generation. The evils of honking will also have
eliminated by dedicated bus way. BRTS will be comparable to Monorails and better than LRT
systems.
Aesthetic Harmony:
The Monorails will be aesthetically superior. However precast sleek structures can improve
aesthetics in BRT corridors. The parapet walls shall be a natural backdrop to provide
advertisements for the corridor users improving the system’s financial viability.
Ease of execution:
The monorail track girder is superior for execution, because it is factory produced. On the other
hand, the LRT and Bus Transit (slab type) is inferior for execution, because of the temporary
support required at site. However by allowing slightly higher capital cost precast girder
construction shall simplify this.
Influence on other transport system:

The envisaged dedicated BRT, LRTs and Monorail all do not intrude other transport systems.
Table 10-40: Types systems and their charaterstics
280
Selection of system based on technical feasibility
Figure 10 102 depicts the speed time relationship where total time and cruising time are
plotted. The cruising time decreases in a linear manner with increasing speed for constant stop
spacing. Whereas the total time decreases exponentially and achieves stagnation at higher
speeds. So based on these range of speeds the maximum speeds are capped at 50 Kmph for
BRTS and 60 Kmph for LRTS.
Figure 10-100: Speed and Travel Time relationship of LRT & BRT system
The table below shows the comparison between elevated and at grade systems and these have
been depicted through design in chapter 5. This shows us that at stretches with severely
hindered level of service the elevated system can be best suited alternative and also it provides
a good access to the perpendicular roads comprising of collector, arterial or sub arterial as
seen in Dwarka.
Table 10-41: Comparison between elevated and at grade systems
Elevated At grade
Stations At intersection Off from intersection
More energy requirement to
Universal Accessibility least energy requirement
make it universally accessible
ROW requirement Least Greater
Cost Twice than at grade least
Delay based on the traffic at
Delay Not effected by traffic
intersections
Link capacity Unaltered Depends on ROW
Route flexibility Least Highest
Rail based systems are beneficial when grade separated and provided in compact spaces. This
problem pertains at Dwarka mor intersection as it is constrained by low ROW. In addition to
281
this rail based systems would need lesser lateral tolerances due to its guided rail system and
can be beneficial in constrained ROW.
Proposed Conceptual System Design
Introduction
The system designs should be such that the existing performance of the network should not
be inhibited and still the system should be the prime choice of the people. For this the
accessibility to the system must be increases and the mobility of the road is unhindered. This
has been approached in 2 parts. Namely Links and nodes.
Link design
Links have been dealt in two parts the station and without station segments. The existing
number of lanes has been kept constant and accessibility has been provided for the
pedestrians, cyclists and people opting for IPT. Pic up and drop lanes have also been
incorporated.
Figure 10-101: Link Design
Table 10-42: Link Design elements
282
The figure and table above show the respective features and their significance. Also, the
reasons for providing each design elements have been stated. Apart from space for ancillary
activities rest everything remains a constant design element at bot station and non-station
segment. Great care has been taken so the facilities are at accessible distances namely the pic
up/ drop facilities and the IPT stands within 50 m from the entry/exist points of stations. The
stations have been made secure by providing
These designs differ based on the type of system, if its elevated or at grade. At grade systems
would occupy around 10 m based on whether the system is BRT or LRT.
Node design
Nodes or intersection are the weakest part of a network as effectively the capacity of the roads
meeting is reduced to ¼ th of the links if not designed efficiently. Hence to increase the
efficiency,
1. The free left turn has been integrated with service roads with its width increased
to 7 m from 5.5 m with a diverge 60 m before the intersection based on the
maximum queue length possible so that this movement of traffic is free from
blockages. Modelling this with SIDRA, a LOS of A was attained.
2. Widened lanes at entry part of intersections: around 30 m of extra lane provided.
This increases the discharge rate and thereby the efficiency. Simulation of this
scenario at certain nodes shows that LOS improved from F to D.
3. Active mobility facilities:
a. Widened waiting area for pedestrians and bicyclists to facilitate free unblocked
movement.
b. Crossing at free left turns are elevated to facilitate traffic calming and
continuous same level seamless crossing for pedestrians.
c. Cyclists are provided the most direct path with priority over motor vehicles.
Figure 10-102: Node design
The elevated systems have a benefit that it can be placed directly above the intersection which
increases the catchment area within 5 minutes of active travel. Areas of the range 600 to 900
sq.m. are available as depicted in the intersection plans. These are ideal for access and dispersal
facilities as it provide large area for the movement of transit system users. Cues can be taken
from urban design application to increase the acceptability and comfort of such areas.
283
Figure 10-103: Proposed improvements at Intersection of 224/201 design (Node no 11)
These proposals are long term proposals, and are different from interventions proposed as
part of "Immediate and Short Term Plans".
284
Figure 10-104: Proposed improvements at Intersection of 5/4 (node 8)
285
Underground U-turn Minimum 1.8 m

provision (Min. 18 m) Footpath width
)radius)
Safe at-grade
crossing and
waiting area
Ramp to access
Table underground U-
top turn
G’
Figure 10-105: Proposed improvements at Dwarka More Intersection (node no 1)
Figure 10-106: Proposed Road cross section at Azad Hind Fauj Marg section at Azad Hind Fauj Marg
286
Figure 10-107: Vertical Profile of Route 1
Figure 10-108: Road cross section at Dwarka mor
287
Figure 10-109: Section G-G’
288
System integration with other mass transit corridors
To provide seamless connectivity between two systems and to increase the efficiency of transit
systems by complementing one another with the aim of increasing the economic and social
benefits, the inter system integration must be designed suitably. The time of transfer between
two systems must be made accessible and must be agile. Along the corridor there are four
points of integration with other systems and one intra system integration.
Figure 10-110: Proposed improvements at Dwarka More and Azad Hind Fauj Marg
The figure above shows one such example of integration at Dwarka mor.
Figure 10-111: Proposed road cross section at Dwarka more
289
Table 10-43: Interchange at Dwarka Metro station to Proposed Station 1
In the table above, total time to interchange has been calculated. The infrastructure adequately
is designed to cater to the flows of users. To calculate the times, optimum speeds have been
considered based on the LOS. Immediate after the dispersal, at the platform the LOS is
assumed to be E, this is streamlined and the los is assumed to get better to C. At the skywalk
the width is provided to adequately accommodate free flow speeds at LOS A. at access point
all the movements are assumed to be at LOS C and these LOS are supposedly to occur towards
the end of horizon year so transfer time would be at a range lower than the ones calculated.
This has been calculated similarly at all interchanges.
Station 6 is near Progressive Enclave which a critical intersection as it diverts the traffic towards
Dwarka Flyover and Gurgaon expressway. It works as an interchange between route 1 and
route 2. To minimize the delay for passengers at the intersection Station 6 is design as an
elevated station. There is provision of staircase and lifts for handicapped passengers to access
the station.It can also be used to cross the 6 lane divided Azad Hind Fauj Road near the
intersection. The others provisions are same as explained in previous designs. An example of
Intra system interchange at node 6 has been shown for BRTS systems below.
290
Figure 10-112: Proposed improvements at sector 12/13 (Node no 6) (Refer UTTIPEC submitted drawings)
291
Figure 10-113: Proposed Road cross section Road between Sector 12 and 13 (Link 4-6) – without station
Figure 10-114: Proposed Road cross section Road between Sector 12 and 13 (Link 4-6) – with station box
292
Transport Plan for Dwarka (K-II) area - Delhi, 2020
Systems design alternatives
Introduction
From the economic analysis at grade BRTS resulted in the highest economic internal rate of
return. And it was 2.5 times better than the LRTS system. But there exists some critical stretches
where the system has to be separated in order to decrease the delay to the system and increase
the discharge rate of the vehicles at intersection in order to increase the level of service of the
intersection for better efficiency.
Table 10-44: Summary for economic analysis
There are 2 alternatives:

1. Underground station with concourse
2. Underground passing
Figure 10-115shows the plans and vertical profile at node 6. The base would be at -18.0 m
Lvl. Underground pedestrian crossing is provided and a concourse level at -5 m has been
accommodated. This enables unhindered pedestrian movements.
Figure 10-115: Proposed improvements at Intersection sector 12/13 (Node 6)
293
Figure 10-116: Proposed improvements at Intersection sector 12/13 (Node 6)
Underground Passing
Figure 10-117 depicts the plan at node 4 and this provision is given where the delay due to
crossing traffic hinders the efficiency of the system. Also this provision enables widening at
the entry points of the intersections for better discharge rates.
294
Figure 10-117: Proposed improvements at node 4 (Intersection of sec 14 Rd and Azad hind fauj marg)
Figure 10-118: Section C-C’
Figure 10-119: Section E-E’
295
Figure 10-120: Section G-G’
Critical analysis of design alternatives
Base on the comparison it is observed that at nodes with high pedestrian and traffic
movements and at locations where the footfall is higher too, underground station with
concourse seems the best option.
Similarly, locations with lesser foot fall but high crossing traffic must be given an underground
passing to maintain the efficiency of the system. This can be a god solution to the problems
encountered during the implementation and operations of BRT system of Delhi.
Table 10-45: Critical analysis of Underground passing and underground station with concourse
Underground passing Underground station with concourse

Cost Least More
Poorer due to offset Better as it is placed just at the
Access to System
from intersection intersection
Pedestrian access Hindered due to traffic Unhindered
more than at grade stations but lesser
physical exception Less
than elevated station
Pedestrian phase needed not needed
A detailed link wise (Section wise) drawing of integrated corridor development plan has been
submitted in 1:500 scale (A1 sheets).
10.17. Multi Modal Transit Hub (MMTH)

For the horizon year there would be requirement of two regional level MMTH’s where regional
and city level transit lines are having interchange. Regional level MMTH’s are proposed at
Bijwasan station and Dwarka sector 21 stations. Apart from this, 7 city level MMTH’s and also
proposed at locations where more than two mass transit lines are having an interchange. Study
also proposed 6 Local Level MMTH for seamless interchange between metro and last mile
modes. Based on the availability of land, MMTH size will be decided and these will be detailed
out at DPR level studies. Figure 10-126 shows the proposed MMTH.
296
Figure 10-121: Proposed MMTH
As part of the study, Bijwasan railway station is proposed as one of the regional MMTH as
Indian Railway willing develop the Bijwasan railway station as a Multi Modal Transport Hub
under PPP model which attracts an additional traffic demand on the adjoining network.
Currently 89 trains pass through Bijwasan old Station everyday though the number of trains
that halt at this station is 21. In future, 44 trains, 22 originating and 22 terminating this will
translate to 2000 passengers per train, or a total of 88000 passengers per day. For the year
2053, the traffic demand for the same is projected to be 1,38,000 passengers per day which
may add another 2000 vehicles on the adjoining network.
Apart from the proposed MMTH by Indian Railways at Bijwasan, the study recommends to
have two lines of proposed High-Speed Rail (HSR) one from Bijwasan station and another one
near Yashobhoomi International Convention Center, Sector 25. The proposed MMTH at
Bijawasan station will have connectivity with proposed extended blue line to Gurugram besides
Delhi and proposed ISBT as well as it also connects to the proposed RRTS station at near Delhi
airport.
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CHAPTER 11.COSTING AND IMPLEMENTATION PLAN
11.1. Project Phasing
The projects identified would be phased depending upon several criteria like urgency of
implementation, capital investment, ease of implementation, resource availability and
environmental considerations. The phasing is generally done according to long term, medium
term and short-term requirements.
Projects which do not require high capital investment and resource allocation & which would
prove useful in providing instant relief to the traffic problems of the city are given high priority
and fall under short term projects. Similarly, projects requiring high amounts of capital inflow
and which have other issues like land availability problems and do not cater to immediate
demand, are identified for medium- and long-term implementation.
11.2. Project Prioritization
As given in the above section, based on the detailed analysis, all the projects identified have
been prioritized. The criteria for the prioritization of the project are as shown in below.
Table 11-1 Criteria for Selection of Priority Measures
Criteria Description
Project Importance
Projects that Increase the usage of public transport

should be given high priority. Not only public
Promotion of Public Transport
transport projects, but also some road
infrastructure projects can promote
Mobility
This impact should be considered from the
viewpoint of the whole road network. Therefore, a
Impact on Reducing Traffic
locally limited impact, such as congestion
Congestion
Providing NMT tracks and pedestrian facilities
Consistency with Strategic

Assessment of the level of consistency with the
Accessibility Framework for Transport
strategic framework
Network:
Projects that enhance traffic safety should be given

Safety Enhancement of Traffic Safety high priority. Traffic safety includes not only road
traffic safety, but also urban railway safety.
Promotion of CNG Vehicles

Projects that saves the fuel energy resources should
Energy Promotion of E-Rickshaws
be given the high priority
Promotion of NMT vehicles
Environment Promotion of Public Transport
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Criteria Description
Project Importance
Projects that give better environmental conditions
Pedestrian and NMT tracks in the city by enhancing the share of public
transport and NMT trips should gave high priority
Promotion of Public transport
& NMT
Co2 Projects that give better healthy living condition for
Road cost Pricing
Mitigation the users should gave high priority
Reducing the impact of Traffic
congestion
Projects that give better infrastructure facilities to
Cost Infrastructure cost the users. If the infrastructure cost is less, then high
priority
The list of projects has been be prioritized below –
The above phasing is an indicative phasing and can be changed based on travel pattern and
demand characteristics. Phasing of the project is split into 4 phases viz., Phase I, II, III and IV
based on the time span of the implementation of the projects. The time span proposed is as
presented below.
Phase Period Description

Phase I 2021 - 2026 Immediate & Short term
Phase II 2026 - 2031 Medium Term Plan
Phase III 2031 - 2036
Long Term Plan
Phase IV 2036 - 2041
11.3. Costing
The Mobility Plan components discussed in the previous sections were considered in the
estimation of block cost (FY2021) estimate for implementing the elements in the future. The
approximate capital cost, excluding land acquisition, for implementing the mobility plan is
about Rs. 5136.6 crores. The breakup of the project cost along with the priority of the
respective projects within the phase in the respective phases is provided Table 11-2.
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Table 11-2 Project Cost Based on Phasing (in Crores)

Proposals Proposed Schemes Length / No Unit Rate Phase 1 Phase 2 Phase 3&4 Total
Enchance the existing railway line 11.8 30 354 354.0
Metro Rail 11.7 166 1942.2 1942.2
Augmentation of Bus 550 0.71 141.7 106.3 141.7 389.6
Public Transport
Bus Queue Shelters (Bus Stop) 100 0.12 1.2 2.9 7.5 11.6
Multi Modal Transit Hub (MMTH) 9 20.55 41.1 143.9 185.0
Bus Priority Corridor 17.7 50.00 885.0 885.0
Footpath 218 0.40 47.2 40.0 0.0 87.2
Pedestrian Facility Pelican Signal 150 0.13 6.4 6.4 6.4 19.1
Improvement Zebra crossing 150 0.00 0.2 0.2 0.2 0.5
Grade Separated for safe pedestrian crossing 15 3.86 19.3 19.3 19.3 57.9
Cycle Track 218 0.60 70.2 40.8 19.8 130.8
NMT Facility
Public Bike Sharing Docking Stations 350 0.01 1.0 0.8 1.8 3.6
Improvement
E Rickshaw stand 22 0.05 0.3 0.3 0.5 1.1
Off Street Parking 6 6.85 13.7 13.7 13.7 41.1
Parking Facility Multi-Level Car Parking 3 7.30 0.0 14.6 7.3 21.9
Stack Parking 0 0.00 0.0 0.0 0.0 0.0
Automatic Vehicle Location System (AVLS) 550 0.01 1.3 1.0 1.3 3.6
GPS in IPT 1500 0.00 0.9 0.9 0.9 2.6
Passenger Information System (PIS) at Bus stops 100 0.02 0.6 0.6 1.2 2.3
Passenger Information System (PIS) at Bus 550 0.02 3.2 2.4 3.2 8.9
CCTV Survellience in Bus 550 0.00 0.9 0.7 0.9 2.5
CCTV Survellience at Bus Stop 100 0.01 0.1 0.1 0.3 0.5
CCTV Survellience at Teriminals or Transit Center 4 0.01 0.0 0.0 0.0 0.0
Voice Announcement System with Display 4 0.00 0.0 0.0 0.0 0.0
Intelligent Transport Control Centre 1 4.63 4.6 0.0 0.0 4.6
systems Mobile App and Web Portal 1 0.12 0.1 0.0 0.0 0.1
Vehicle Actuated Signal 20 0.54 2.7 2.7 5.4 10.9
Area Traffic Control System (ATCS) 1 20.00 20.0 0.0 0.0 20.0
PTZ Cameras 30 0.01 0.1 0.1 0.1 0.2
Red Light Violation Camera 30 0.16 1.6 1.6 1.6 4.8
Vehicle Incident Detection System (VIDS) 30 0.00 0.0 0.0 0.0 0.1
Speed Violation Camera 30 0.20 2.0 2.0 2.0 6.0
Variable Messaging System 30 1.20 12.0 12.0 12.0 36.1
Weather Monitoring Station 2 0.12 0.2 0.0 0.0 0.2
Interchanges 10 30.00 0.0 150.0 150.0 300.0
Junction Treatment 10 1.29 6.4 6.4 0.0 12.9
Road Improvements
New Links 27.59 3.00 77.5 178.4 248.1 504.0
Widening of Roads 21.4 2.00 35.2 26.4 24.0 85.6
Total Project Cost 470.8 1025.7 3640.2 5136.6
The above-mentioned cost is excluding land acquisition costs.
11.4. Funding Options for Urban Transport

Resource mobilization is a key to successfully implement various plans and proposals of CMP.
Given the severe pressure on government resources, the budgetary support for transport
projects is usually inadequate relative to the scale of an investment required. The mechanisms
for resource mobilization for implementation, operation and maintenance of transport services
and infrastructure have been discussed.
Innovative Sources of Resource Mobilization
Innovative methods, due to their ease of implementation and high usage, are helpful in
funding the imposing needs of urban infrastructure in general and transport in particular.
Some of the effective methods are described below
Formation of Dedicated Urban Transport Fund (DUTF)
Huge capital investments are required in addressing issues in the urban transport sector and
building of requisite infrastructure. Be it be for constructing capital intensive mass transit
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systems or segregated rights of-way for cycles and pedestrians, a substantial financial burden
would have to be borne by the government. Alternative methods of financing should be
explored, due to limited resources available with the Municipalities.
The main rationale behind a fund dedicated for urban transport is to ensure transparency and
accountability for money collected or allocated for urban transport. A stable flow of funds
allows consistent planning and efficient execution of urban transport development,
maintenance, and operations. So, city specific UTF is required for Dwarka, which shall make
funds available for development of urban transport in the city. The following points illustrate
the necessity of setting up a dedicated financing mechanism in the form of UTF at the city
level–
• Requirement of a dedicated fund where revenues intended for urban transport are
deposited
• Raising funds from the market and institutions
• Requirement of a revolving fund
• Requirement of a fund to provide targeted subsidies for public transport
• Providing financial strength to transport authority
• Fund mobilization in urban mobility area for financing urban transport needs
For collection of funds from the specified sources, following requisite processes shall be
followed for ensuring that all funds are collected, and the funds collected correspond to the
stipulated amounts. User charges/taxes suggested to be collected at the State level shall be
collected by the respective government departments and the proceeds shall be paid into the
State consolidated fund and a portion shall then be transferred to UTF. Allocation of funds
through the Central government schemes may directly go to UTF or be channelized through
urban local bodies or the State Government. For example, under the AMRUT scheme of the
GoI, funds are proposed to be allocated from the states to ULBs. Borrowings made by Fund
Management Division (FMD) can directly be deposited into the UTF account. The receipts from
the suggested sources of funds for UTF shall be regularly transferred to the UTF account on a
monthly basis or more frequently.
Figure 11-1 describes broadly the sources for UTF, segregated as Central-level, State-level,
local-level and other allocations.
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Figure 11-1 Collection of funds from Central, State and Local Governments
Source: SUTP Toolkit
With reference to the sources of funds, the fund flow mechanism shown in Figure 11-2 below
can be adopted for collection and disbursement of funds.
Figure 11-2 Fund flow mechanism to and from UTF
Source: SUTP Toolkit
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Table 11-3 Urban Transport Fund practice in Pimpri Chinchwad & Jaipur
State / City: Pimpri Chinchwad Jaipur
• Dedicated Jaipur Metro Rail Fund

Fund Name • Urban Transport Fund (UTF)
(DJMF)
State Nodal • Managed by a SPV wholly owned
Pimpri – Chinchwad Municipal
Agency
Corporation (PCMC)
Start
• FY 2009-10 • 21st July 2010
Date/Year
• Fund has been created to capture
the benefits of the BRTS projects for
long term sustainability and as a
means of self-financing for the
future.
Rationale • Identified 100 m on either side of
the BRTS corridors as BRTS
Behind
influence zone which will be
densified as per Ministry of Urban
Development’s policy of corridor
densification.
• Approved grant of higher FSI on all
BRTS corridors.
• To service the debt obligations
• To fund the viability gap funding
Objectives of • To meet the gap resulting in
the fund operating losses
• To provide equity/debt for Jaipur
Metro Rail
• 25% of the total revenue accrued to
RTIDF from Green Tax/ Surcharge
on taxes on registration of vehicles
will accrue to proposed Dedicated
Financed through resources generated
Jaipur Metro Fund.
from capturing value from beneficiaries • 25% of the total revenue accrued to
in project influence zone. (A zone of RTIDF from surcharge/ stamp duty
100m on either side of the corridor on registration/ transfer of land,
designated as BRT influence zone): buildings etc. will accrue to
proposed Dedicated Jaipur Metro
• Loading of Transferable
Sources of Fund.
Development Rights (TDR)
Funding • Premium FAR on properties along
• Building permission charges in the
the Metro Corridors
zone (Development Charges) –
• Proceeds from sale of land/property
Ceiling FSI raised to 1.80 from
development on land as may be
existing 1.0, 0.80 loading is through
allotted by the State Govt. (50
TDR with payment of a premium
Hectares of land approved for the
• Incremental property Taxes
purpose)
• Advertisements
• Revenues from advertisements,
parking and other related sources
• Share from auction proceeds of
Jaipur Development Authority.
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Source: SPA in-house research study (2019)
Transit Oriented Development (TOD) / Transferable Development Rights
Transit-Oriented Development (TOD) refers to communities with high quality public transit
services, good walkability, and compact, mixed land use. This allows people to choose the best
option for each trip: walking and cycling for local errands, convenient and comfortable public
transit for travel along major urban corridors. And other way, Transfer of Development Rights
(TDR) means making available certain amount of additional built up area in lieu of the area
relinquished or surrendered by the owner of the land, so that he can use extra built up area
either himself or transfer it to another in need of the extra built up area for an agreed sum of
money.
Public investments, such as transit-oriented development, transfer of development right

increase adjacent land values, generating an unearned profit for private landowners. The
unearned value (increases in land value which otherwise profit private landowners cost-free)
may be "captured" directly by converting them into public revenue. Thus, value capture
internalizes the positive externalities of public investments, allowing public agencies to tax the
direct beneficiaries of their investments. These are the major alternative methods of financing,
which should be explored.
High quality transit service like Metro Neo has already been proposed in Dwarka along with
existing Metro system. Transit oriented Development has also been proposed along this transit
corridor, which can become an innovative method of revenue generation for the Government.
Cess on Turnover
Turnover, particularly in cities based on industry, trade and commerce activities, generates
substantial amount of revenue. Such cess has already been levied on Bangalore MRTS Project.
Betterment Levy through Value Capture Mechanism
The method aims at recovering the project cost from beneficiaries of the Project. It is fiscal
instrument to generate funds be recouping the land value increment. The method has been
experimented in the case of Bangalore for project in the form of metro tax. Few Municipal
Corporations are authorized to levy such a tax under relevant acts. In Mumbai, resource
mobilization is proposed through raising revenues from value capture resources which include
contribution from employees, transport development levy, development cess on daily rail and
intercity bus tickets, surcharge on seasonal tickets, property development levy etc.
Shops and Establishment Levy
This method works well for a city where predominant economic base is trade and commerce.
If applied well, the method has high potential to be one of the large revenue earnings.
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Tax on Employment
This method is successfully adopted in cities of developed countries like Paris, an additional
revenue is generated by adding levy on the employer.
Surcharge Levy on Octroi Rates
Levying a surcharge on Octroi can be introduced. Areas where there is a proposal for
abolishment of Octroi, a substitute in the form of Entry tax has been enforced which has
potential to generate sizeable source of revenue.
Other Levies
Levies on use of Private Transport:
• Surcharge on Motor Vehicle Tax

• Surcharge on Fuel (Fuel Levy)
• Surcharge on driving license fee
• Surcharge on sales tax on tyres, tubes, motor parts
• Vehicle ownership charge on first time registration
Levies on Direct use of Transport Facilities
• Terminal Taxes for Passengers

• Cess on Permit fees for buses
• Goods Vehicle tax
• Surcharge on freight carried
• Surcharge on fee for parking
• Surcharge on passenger fares
Others
• Surcharge on Property tax

• Surcharge on Conversion charge for allowing commercial use of land
• Cess on Liquor
• Levy on wages bill of industrial and commercial establishments.
Municipal Bonds
This is emerging as an important tool for mobilizing private resources for funding urban
infrastructure projects. In USA, 70% of the infrastructure finance is through municipal bonds.
In India, Ahmedabad Municipal Corporation became the first in Asia to float Municipal Bonds
to upgrade its city’s infrastructure. It was followed by Bangalore City Corporation which
collected INR 125 crore through the bond issue. In the past, Indore Municipal Corporation has
contemplated to float bonds worth INR 250 crore for subscription by the public. With the
issuance of guidelines for floating Municipal Bonds by the Ministry of Urban Development,
Government of India, this source may be tapped by Dwarka Municipality.
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Real Estate Development
Property developers are invited to develop the land along the transport corridors and share
the profit with transport organization arising out of such sale of property. This is one of the
most widely used practice for raising funds particularly for projects like metro construction,
flyovers etc. Hong Kong Mass Transit System was financed to the tune of 15% of the metro
construction cost adopting this approach. This model has been implemented in Navi Mumbai
by CIDCO, where the cost of funding the railway line has been jointly financed by CIDCO and
IL & FS. CIDCO has exploited the air space above the stations for building commercial
complexes and recovered its investment through the sale of property in these commercial
complexes. Similarly, Maharashtra State Road Development Corporation (MSRDC) is planning
to use the space under the Andheri and Satna Cruz flyovers for commercial exploitation.
Funds may be raised through sale of unused government land and other property.
In the study area real estate development at terminals shall be considered. In addition,
government could create land bank near potential transit stations to do value capture along
western direction.
Advertising Revenue
Billboards at Terminals and other places can help in generating this revenue. At bus shelters
and at strategic locations in the city, advertisement could be a good source of revenue
generation.
Atal Mission for Rejuvenation and Urban Transformation (AMRUT)
A centrally sponsored scheme providing basic services (e.g. water supply, sewerage, urban
transport) to households and build amenities in cities which will improve the quality of life for
all, especially the poor and the disadvantaged is a national priority. The mission focuses mainly
on the following Thrust areas:
• Water supply,
• Sewerage facilities and seepage management,
• Storm water drains to reduce flooding,
• Pedestrian, non-motorized and public transport facilities, parking spaces, and
• Enhancing amenity value of cities by creating and upgrading green spaces, parks and
recreation centres, especially for children.
The project fund will be divided among States/UTs at the beginning of each year. An equitable
formula will be used to distribute the annual budgetary allocation in which equal (50:50)
weightage is given to the urban population of each State/UT (Census 2011) and the number
of statutory towns in the State/UT. The amount of project fund allocated will be informed to
the States/UTs at the appropriate time. The Central Assistance (CA) for the projects will be in
three instalments of 20:40:40 of the approved cost.
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Funding Component
Urban transport being a trust area, funding will be providing to various urban transport
components like
• Sidewalk
• Foot over bridges
• Non-motorized transport
• Buses
• BRTS
• Mutli-level parking
• Waterways and ferry vessels
Viability Gap Funding
Viability Gap Funding (VGF) established under the Department of Economic Affairs, Ministry
of Finance, to provide support to PPP Infrastructure project that have at least 40% private
equity committed to each such project. The Government of India has set certain criteria to avail
this facility under formal level guidelines, issued in August 2004. The Funding can be in the
form of capital grants, subordinated loans, O & M support grants and interest subsidies. It will
be provided in instalments, preferably in the form of annuities. Ministry of Finance guidelines
requires the total government support to such a project, including Viability Gap Funding and
the financial support of other Ministries and agencies of the Government of India, must not
exceed 20% of the total project cost as estimated in the preliminary project appraisal, or the
actual project cost, whichever is lower. Projects in the following sectors implemented by the
Private sector are eligible for funding:
• Roads and bridges, railways, seaports, airports, inland waterways

• Power
• Urban Transport, water supply, sewerage, solid waste management and other physical
infrastructure in urban areas.
• International Convention Centres and other tourism infrastructure projects.
Private Sector Participation
Participation of Private sector is essential to assist the local bodies in development and
provision of infrastructure to contribute to growth in economy. Some of the widely used forms
of such participation in urban infrastructure financing are listed below:
• Service contracts for short duration to perform specific tasks

• Management contracts for operation and maintenance of government owned business
• Leasing where a lease agreement is signed whereby public facility’s assets are
transferred to a private firm for a fixed time period for which it pays for the right to use
the facility in providing service.
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• Concession where in the contractor besides the operations and maintenance also
assumes additional responsibility of investments
• BOOT/ BOT/ DBFO/ DBFOT
Some examples of private sector participation in transport projects in India are given in the
Table 11-4.
Table 11-4 PPP Projects in India

Form of
Sectors Projects City Authority Concession Period
Partnership
Transport
Cluster Bus Gross Cost
New Delhi Department, 10
Scheme Contract
GNCTD
Cost plus
BRTs in Jaipur Jaipur JCTSL contract 10
(BOOM)
Bus Operations Net Cost
Indore AICTSL 10
Public is Indore Contract
Transport Bus Operations Net Cost
Bhopal BCLL 10
is Bhopal Contract
Bus Operations Net Cost
Jabalpur JCTSL 10
is Jabalpur Contract
Hyderabad
Hyderabad Govt. of AP BOT 35
Metro
Mumbai
Mumbai MMRDA BOOT 35
Monorail
Bus terminal - 20
Bus terminal
GMADA & Yrs.
cum Commercial Mohali DBOT
PIDB Commercial
Complex
Complex - 90 Years
Amritsar Inter-
Amritsar DoT, Punjab BOT 11 years 5 months
Inter city Bus Terminal
State Bus Mussoorie
Terminal Dehradun
ISBT - Dehradun Dehradun DBFOT 20
Development
Authority
Hyderabad
International Hyderabad Govt. of AP BOT 30 + 30
Airport
MLCP - Kamla
New Delhi NDMC BOT 30
Nagar
MLCP - BKS
Parking New Delhi NDMC BOT 30
Marg
MLCP - Sarojini
Nagar
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Form of
Sectors Projects City Authority Concession Period
Partnership
Bus-Q- 197 BQS for
Shelter NDMC area
Bridge over river
Karur PWD BOT 20
Amravati
Chennai ORR -
Chennai TNRDC DBFOT 20
Phase 1
Outer Chennai ORR -
Chennai TNRDC BOT Annuity 20
Ring Phase 2
Roads / Delhi -
DND Flyover SPV BOOT 30
New links Noida
Bypass Coimbatore NHAI BOT 20
Bypass Udaipur NHAI BOT 20
Source: SPA in-house research studies
Private sector participation should be encouraged in execution of various projects, such as

those listed below:
• Bus Service Operations

• Provision of Bus Queue Shelters
• Provision of Street Furniture against advertisement
• Cycle Sharing schemes
• Renovation and Maintenance of existing terminals with real estate development
• Construction and Maintenance of Parking Facilities with real estate development
PPP possibilities for Dwarka (K-II)
PPP in Parking
A public‐private partnership model on BOOT basis may be adopted to operate parking in

Dwarka. Over a long concession period, both the BOOT operator and the DDA are bound to
earn revenues and even profits.
• PPP models of partnership in infrastructure development form the most sustainable

approach for a city government that most often has a resource crunch both, in terms of
finance and in terms of engineering staff.
• Public service provided by a local government can also become an alternative source of
additional revenue.
• Underground development can be an alternative where ground level space is scarce,
especially in mega cities.
• Financial sustainability of the partnership project has been ensured in terms of Parking
fees, advertisement rights and premium on shops – gives returns on investment for the
concessionaire because of the very nature of the BOOT contract.
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PPP in Development on Bus Terminals and Intermodal Facilities
Proposed bus terminal and intermodal facilities may be developed on DBFOT basis. The state
agency can generate revenue by the annual payments done by concessionaire for lease of land
and private party can generate revenue from the commercial, advertisement rights and
parking developments. In this scenario, the risk is mostly with the private player.
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CHAPTER 12.INSTITUTIONAL FRAMEWORK
12.1. Background
Urban Transport Responsibilities are those functions relating to the planning and management
of circulation of vehicles, passengers and pedestrians on the road system and where relevant
other transport networks such as rail. They generally include –
• Planning and development of transport infrastructure

• Management of roads and road use, including the licensing of vehicles and drivers
• Public transport organization, development, and regulation
• Financing and investment
• An interface with land use and urban planning
Government’s transport responsibilities may extend to operations where there is state – owned
rail, bus, toll roads, bridges, and tunnel.
Generally, it has been observed that Indian cities are not equipped with appropriate
institutional capacity and needed financial resources. The following institutional weaknesses
prevent authorities from translating knowledge into action –
• Fragmented functional responsibilities for urban transport among central, state, and
local authorities, without one in charge of overall coordination and outcomes
• Lack of technical capacity for urban transport management, especially at the local level
• Lack of financial resources at state and local level for funding urban transport
infrastructure investments and maintenance, combined with insufficient attention to
cost recovery and user charges.
• Absence of enabling policy, regulatory and financial frameworks for private sector
participation in a range of urban transport operations and infrastructure financing.
There exists a functional fragmentation of responsibilities among central, state, and local
authorities for policy, planning, investment, operation and maintenance and management of
urban transport related infrastructure and services which are generally observed in large cities.
It is observed that central government not only is involved in policy aspect but also directly
involved in provision of suburban rail service through Indian Railways in few cities such as
Mumbai, Kolkata, Delhi, and Chennai. In most countries however, urban transport
responsibilities are vested in city (municipal or metropolitan) governments. The issue is, how
urban transport responsibilities may be divided both vertically (for example, between high
level strategic planning and policy make functions and lower-level implementation and
regulatory functions) and horizontally (between different functional areas and professional
disciplines).
311
The existing institutional set up in Delhi has been studied to appreciate prevalent governance
framework. Certain interventions have been suggested in this chapter for smooth functioning
of these bodies in the future.
12.2. Existing Institutional Setup at Centre

Under Constitution of India, responsibility for urban development, and therefore, urban
transport, rests with the respective state/union territory government and as per the revised
policy of MoUD, the Urban Transport is to be included under the Urban Development
Department of the Government. The Central government also plays an important role in many
respects. The main legislation that regulates road transport, namely the Motor Vehicles Act, is
administered by the Central Government, whose other responsibilities include production and
quality specification of petroleum fuels, railways, etc. The Central Government also supports
investments in mass transit infrastructure.
Ministry of Road Transport and highway an apex organization under Central Government, in
consultation with Central Ministries/Government and State Government/UT Administration is
entrusted with the task of formulating and administrating policies for Road Transport, National
Highways and transport research with a view to increase the mobility and efficiency of the road
transport system. The National highway sector is primarily responsible for planning,
development, and maintenance of National highways in the country. It also extends technical
and financial support to State Governments for development of state roads and the roads of
inner-state connectivity and economic importance.
12.3. Existing Institutional Setup in Delhi
Transport Department
The Transport Department is primarily responsible for Motor Vehicle legislation,

administration of the motor vehicles, administration of Road Transport Corporation act 1950
and promotion of transport co-operatives. It comes under Transport Miniter (Central
Government) and Chief Minister of NCT of Delhi. The detailed organizational structure is
shown in Figure 12-1.
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Figure 12-1 Existing Organization Chart of Transport Department, Govt. of NCT
313
The Transport Department is involved in regulating transport in Delhi, with functions limited
to licensing of vehicles, taxation, and registration of vehicles.
Delhi Development Authority (DDA)
The Delhi Development Authority, under Section 6 of the Delhi Development Act, 1957 has
been given the following Charter:
"To promote and secure the development of Delhi according to the plan and for that purpose
the Authority shall have the power to acquire, hold, manage and dispose of land and other
property, to carry out building, engineering, mining and other operations to execute works in
connection - with supply of water and electricity, disposal of sewage and other services and
amenities and generally to do anything necessary or expedient for purposes of such
development and for purposes incidental thereto."
In simple words, the Charter of DDA, as ratified by the Act of 1957, lists the objectives of the
Authority as –
• To formulate a Master Plan for covering the present and future growth of Delhi and to
promote and secure the development of Delhi according to the plan covering all the
possible activities.
• To acquire, hold, manage and dispose of land and other property.
• To carry out building, engineering, mining, and other operations.
The organizational structure of DDA is shown in Figure 12-2.
314
Figure 12-2 Existing Organization Chart of Delhi Development Authority
315
UTTIPEC, DDA
With a view to enhance mobility, reduce congestion and to promote traffic safety by adopting
standard transport planning practices, capacity building, enforcement measures, road safety
audits, traffic engineering practices and better organizational co-ordination for improved
traffic management by efficient lane capacity and work zone management, utilities
coordination, developing traffic culture and avoiding transport planning pitfalls in the National
Capital Territory of Delhi, the Unified Traffic and Transportation Infrastructure (Planning
& Engineering) Centre (UTTIPEC) was set up by Delhi Development Authority. All
transportation projects/transport engineering solutions in Delhi by any agency having road
engineering/infrastructure implication require clearance of UTTIPEC. This ensures that the
latest technology and research support is available to all new roads and projects.
The objectives of UTTIPEC are –
• To study and coordinate the norms and standards for Planning and Engineering
Practices in Traffic and Transportation.
• Engineering Aspects of Implementation of National Transport Policy- 2006 & Master
Plan of Delhi -2021 Transportation proposals.
• Traffic Road Safety Audit Guidelines (TRSAG).
• To coordinate the Engineering and Infrastructure aspects of sustainable public
transportation system.
• To evolve a parking policy and evolve parking solutions.
• Inventory of corridor-wise Traffic & Transportation issues, Traffic Management
Strategies and Enforcement Guidelines.
• To act as a repository for sharing of traffic and transportation plans/
database/information/digitization and website development.
• Evolving Environmental Impact Assessment Guidelines for Traffic & Transportation
Projects.
• Developing protocols and norms for signages, street furniture, lighting, signals,
hoardings, trees, roadside landscapes, zebra crossing, pedestrian passages, commuter
facilities etc.
• Evaluation–Public Participation-Feedback.
• To take up other related activities as may be considered appropriate by the ’TT Centre’
including co-ordination, capacity building and training.
The members of the governing body of UTTIPEC are shown in Table 12-1.
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Table 12-1 Governing Body of the UTTIPEC
Chairman L.G. Delhi

Vice-Chairman Vice-Chairman, DDA
Members 1. Engineer Member, DDA
2. Pr. Secy.-cum-Commissioner (TPT), GNCTD
3. OSD (MRTS), MOUD
4. Commissioner (Planning), DDA
5. Secretary, Indian Roads Congress (IRC)
6. President, Institute of Road Traffic Education
7. Chief Planner, TCPO
8. Head, Traffic & Transportation Division, CRRI
9. Managing Director/Executive, DIMTS
10. Chief Town Planner, MCD
11. Engineer-In-Chief, MCD
12. Engineer-In-Chief, PWD
13. Engineer-In- Chief, NDMC
14. Chief Engineer, NR
15. Director (Project), DMRC
16. Jt. Commissioner of Police (Traffic)
17. Additional Commissioner (Planning) TT, DDA
18. Director (TT) DDA/Sr. Advisor (TT) UTTIPEC, DDA
The functions of UTTIPEC are as follows –
• To compile a manual based on handbooks / best practices / traffic and transportation

planning and engineering norms for uniform adoption in NCT of Delhi.
• To digitize the available Traffic and Transportation plans.
• To develop a comprehensive integrated programme for traffic and transportation
projects.
• To co-ordinate integrated development of traffic and transportation projects including
Integrated Freight Complex (IFC), Metropolitan Passenger Terminal (MPT), Inter-State
Bus Terminus (ISBT) by involving concerned local bodies.
• TO co-ordinate refurbishment of urban corridors for capacity augmentation with focus
on small improvements and retrofitting measures that synergize into zero defect roads
and relieving traffic congestion.
• All transportation projects / transport engineering solutions in Delhi by any agency
having road engineering / infrastructure implication would require clearance of the
centre. This would ensure that latest technology and research findings support is
available to all new roads and projects.
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• The technical support of staff and secretarial assistance to this centre shall be provided
by the authority
The composition of Executive Committee of the TT Centre is shown in Table 12-2.
Table 12-2 Executive Committee of the UTTIPEC
Chairman Vice Chairman, DDA

Members 1. Finance Member, DDA
2. Engineer Member, DDA
3. Commissioner (Planning), DDA
4. Additional Commissioner (Planning.), TT, DDA
5. Project Manager (Flyover) GR. I & II, DDA
Member-Secretary Director, TT, DDA / Advisor (TT)
Strengthening of other Organizations
Capacity Building
Report of the Working Group on capacity building for urban development management for
the formulation of the Twelfth Five Year Plan (2012-17) emphasizes the need for capacity
building to strengthen skills and transfer of knowledge. The quote from the report for the
capacity building is reiterated below:
‘Capacity Building for better cities is the effort to strengthen and improve the abilities of
personnel and organizations to be able to perform their tasks in a more effective, efficient and
sustainable manner. It needs to be appreciated that capacity building is a long term and
ongoing effort which needs to be institutionalized in the planning and implementation process
starting from the ULB to state to the central level programs. Capacity Building needs to be a
continuous and ongoing initiative whose aim is to improve and facilitate the skill sets and
processes involving human and other perceivable inputs. There is a need to calibrate and
benchmark continuously against measurable indicators over a period in order to make course
corrections to achieve the desired results’
The Working Group on capacity building for the Twelfth Plan believes that while formulating
a strategy, it is important to factor in the following considerations:
• Capacity Building should precede project / programme implementation so that there is
marked improvement in implementation of the projects on the ground.
• Capacity Building should result in measurable outcomes (results-based approach)
• Capacity Building should be an integral part of urban infrastructure development.
• Creation of enabling environment for capacity building including stakeholder
consultations and communication and preparatory action.
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• Capacity building should be demand responsive and based on the formal articulation of
comprehensive state strategy deriving from state level urban sector policy and
investments.
• Financing of capacity building activities should be predictable.
• Capacity building activities should focus both on human resource development (individual
capacities, norms) on the one hand and organization development (results-based
performance) on the other.
• Capacity building activities should promote the use of Information Communication
• Technologies and robust information systems.
• Any capacity building effort should prioritize Innovation, Incubation and Implementation.
Innovation is required in selecting the appropriate mode of training delivery. Incubation
would imply encouragement of ideas, systems and processes towards change
management, knowledge management through the creation of networks of sector
managers for sharing of emerging trends, ideas and best practices.
• Implementation of capacity building programs needs to be customer focused and geared
towards result oriented process and project Implementation. There is a need for an
incremental approach to building capacities of cities in the next 5 years to prepare the
ground for bridging the infrastructure and governance gap over the next 20 years.
Based on above recommendations, some of the suggestions are made for study area.
Education and Training
It is necessary to select professionals with necessary qualification from various departments in

the study area and depute them for higher levels of education to reputed institutions within
the country. The education program should cover all aspects of planning, development,
operation, and management of urban and regional transport system. Upgrading the skills of
existing personnel and new entrees on a regular basis would be needed through various short-
term training programs.
The following programmes in Table are suggested –
Table 12-3 Suggested Capacity Building Programmes
Training and Development

Department
Senior Level Junior Level
DDA, Delhi Police, • Conferences • Training in new software
Municipal Corporations, • Case Study Tours (within • Innovative Designs
etc. India and outside of India) • Modern Operations
• Soft Skill development. • Documentation and
• New Technologies information retrieval as per
• New Methods of Financing ISO standards
• Technological advancement
such as ITS, Modelling.
simulation
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12.4. Proposed Regulatory Measures

Changes for Transport Demand Management (TDM) measures
Due to constraints on the augmentation of the urban transport facilities for improving the
traffic flow, there is a need to introduce a Transport Demand Management (TDM) program as
a part of overall planning. TDM is a wide range of policies, programs, services and products
that influence why, when, where and how people travel to make more sustainable. TDM has
four main components that people an integrated approach to transport demand management.
• Education, promotion, and outreach

• Travel incentives and disincentives
• Sustainable travel options
• Supportive land use practices
Travel incentives and disincentives: Measures often individuals a tangible benefit or dis-benefit
related to the use of one or more travel modes such as congestion pricing, parking fee and
transit tariff.
Sustainable travel options complement TDM by strengthening the supply of sustainable travel
options (e.g., walking, cycling and public transit). They can make travel by those modes faster
and more comfortable, secure, and enjoyable.
Supportive land use practices need to be promoted which minimizes need to travel.
Traffic Safety Regulations
The CMP should consider both the safety of passengers, vehicles, and infrastructure facilities.
The Traffic police/ Traffic Engineering cell should identify the reasons for the accidents and
mitigation measures through a special questionnaire design so that preventive measures could
be taken.
• Driving license for the beginner should be through a theory and practical test through
an independent agency
• Ban/Cancellation of Driving license for a certain time
• Certificate of fitness test for old vehicles
• Provision of Traffic Signs as per IRC
• Seat belts for cars to be made mandatory to avoid causalities
• Helmet for two-wheelers mandatory and enforced
• Traffic calming measures on all important roads
Parking Policy
The rapid growth of vehicular population in Dwarka has resulted in disorderly parking of
vehicles. The National Urban Transport Policy suggests the need for a rational policy for
parking for cities (ANNEXURE – 5: Parking Policy for Dwarka).
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Road Safety Policy
Based on the globally accepted multi-pronged strategy and the safe-system approach for
improving road safety, the National Road Safety Policy outlines the initiatives to be taken by
the Government at all levels.
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ANNEXURES
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ANNEXURE – 1: Walkability Improvement Measures along Metro Corridor
Figure A1.1. Map for improvement in footpath width
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Figure A1.2. Map for improvement in kerb height
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Figure A1.3. Map for improvement in kerb height
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Figure A1.4. Map for Street Lighting Proposal
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Figure A1.5. Map for landscaping proposal
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Figure A1.6. Map of removal of obstruction on footpath
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ANNEXURE – 2: Cycling Improvement Measures

Lessons from Covid-19 Pandemic
After COVID-19 lockdowns, roads emptied and transit agencies either completely stopped
service or drastically reduced service, allowing pedestrians and cyclists to take back streets and
sidewalks. As cities reopen, we can reset our transportation system and take multi-mobility
into account. Moving forward, there is no guarantee that any vaccine will prevent future
pandemics or other global disasters. Cities will need to create scalable ways to accommodate
different types of transportation while maintaining appropriate safety norms.
The ‘Slow Streets’ movement that gained steam during COVID-19 can provide key lessons
learned to help cities build multi-modality and agility into new solutions.
‘Slow Streets’ Movement
The ‘Slow Streets’ movement (sometimes dubbed “Safe Streets or “Healthy Streets”) was
designed as a response to COVID-19 public health guidance that encouraged social distancing.
Closed roads and low-traffic streets helped prevent overcrowding of public parks, trails, and
sidewalks and allow people to explore their communities as never before through walking,
jogging, biking and even wheelchair rolling. According to a crowdsourced database initiated
by a transportation planner at the University of North Carolina, over 291 cities, regions and
nations have created safer, people-friendly streets initiatives.
The Slow Streets movement takes advantage of one key truth: Most trips are short and close
to home. According to data collected before the pandemic, 60% of journeys made in France
and 46% of vehicle trips in the US are less than 5 km. In England, around 60% of 1.5 – 3 km
trips are made by car. This data suggests that while some people may still require motorized
transport options, many people can walk or bike around their communities.
This movement has helped reshape cities across the US. The City of Oakland, California closed
120 km of its streets this March – 10% of the city’s entire street grid - to through-traffic. These
streets remained open to local vehicles in search of a parking space but were prioritized for
Oakland residents travelling by foot or bicycle. “Oakland Slow Streets,” as they became known,
became the first of their kind in the country. The program’s success helped inspire dozens of
American cities to follow Oakland’s lead, establishing “Slow Streets” of their own.
And while cities across Europe have been encouraging cycle-friendly streets for years, COVID-
19 accelerated the repurposing of roadways to bike lanes in cities such as Paris and even Rome.
European countries have also embraced tactical urbanism, an action-based approach using
short-term, low-cost, and scalable interventions, to promote alternatives to public
transportation and private cars.
Though the data to support the uptake of the slow streets is limited, many cities are noticing
noticeable upticks in the visual number of cyclists. Corresponding bike sales indicate a higher
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interest in outdoor activity and use of public space. The tactical deployment of infrastructure
by the public sector has resulted in more people biking and walking than ever before
According to a street study conducted by Silicon Valley Bicycle Coalition, during shelter-in-
place, “88% drive less, 61% walk more, 42% bike more.”
Building on “Safe Streets” momentum
Case Study: France
Countries looking to continue these gains after COVID-19 lockdowns lift have taken a few
different approaches. Some countries are using subsidies to encourage bike ownership. France
will leverage $66 million USD program to provide a $55 USD subsidy towards the
refurbishment of any bicycles available. The government plans to refurbish 1 million bikes by
the end of the year. Italy has introduced a "mobility bonus" of 500 euros for the purchase of
bikes, electric scooters or to be used as credit for sharing services such as Helbiz.
Countries are continuing to encourage building additional bike lanes. Municipalities across
France have massively invested in over 1,000 km of temporary bike lanes since the beginning
of pandemic restrictions in early spring. The French government has also just announced it will
provide funding to local governments to transform the temporary infrastructure into
permanent safe bike lanes. Rome’s city council has approved the construction of 150 km of
temporary and permanent cycle routes on the city’s main streets and along other key routes
to support social distancing as well as general health and well-being.
Case Study – Winnipeg Canada
A new protected bike lane in downtown Winnipeg, Canada, looks permanent. But the concrete
barriers that line the path are adjustable, and after watching how traffic moves and getting
feedback from residents, the city can move the lane.
Temporarily building the lane can also make the case for a permanent lane more persuasively
than renderings. In Winnipeg, where cycling has grown over the last decade despite extreme
winter temperatures, city officials think that instead of just putting up a permanent
infrastructure, it is better to put up these temporary lanes for some time first. The drivers may
recognize the benefits of separated bike lanes after they see them in use. It may also be easier
for cars to navigate when there’s a separated, protected space for cyclists.
Due to Covid-19 Pandemic, the city of Winnipeg has decided to add even more temporary
bike lanes in other parts of the city to encourage the Slow Street Movement.
Key guidelines for Bicycle and NMT Infrastructure, as per Street Design Guidelines, UTTIPEC,
Delhi Development Authority, New Delhi (2010), are shown –
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Table A2.1. Key guidelines for NMT (Bicycle) Infrastructure
Component Non-Negotiable Requirement Street Type

Minimum 2.5 M NMT Path made in Cement Concrete and physically separated from Motorized
Vehicle Lanes
Segregated Cycle + Cycle and NMT Path in cement concrete, physically All two-way
NMT Path separated from Motorized vehicle traffic by an open Streets above 24
space or barrier within the existing Right–of–Way. M
Bicycle Parking and Secure Cycle Parking must be provided at all MRTS / All
Other Infrastructure BRTS Stations
Designated cycle-rickshaw parking is to be provided
near all local and mass transit stops
Cycle parking and cycle rickshaw parking should be
accommodated within the Multi-Functional Zone;
minimum width required is 1.5 M.
The stands should allow at least the frame and ideally
both wheels, to be secured to them.
Cycle Track - Types
1. Which run parallel to or along a main carriage way.
A. Adjoining Cycle Tracks
B. Raised Cycle Tracks
C. Free Cycle Tracks
2. Which are constructed independent of any carriage
way.
Cycle Track - General
Provided on both sides of a road and should be
separated from main carriage way by a verge or a
berm
Minimum width of the verge - 1.0M (3ft 3in.)
Width of verge may reduce to 50cm (20 in.)
For a width of 50cm (20 in.) from the edge of the
pavement of the cycle track, the verge or berms
should be maintained to be usable by cyclists in an
emergency
Cycle tracks should be located beyond the hedge,
tree, or footpath.
Kerbs should be avoided as far as possible.
A clearance of at least 50 cm should be provided near
hedges and of 1.0 M from trees or ditches
Cycle Track - Road Where a cycle track crosses a road, the carriageway
crossings should be marked with appropriate road markings.
Cycle Track - Riding Cycle tracks should have riding qualities and lighting
surface and lighting standards equal to or better than those of the main
carriageway, to attract the cyclists.
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Following cycling-inclusive planning and design measures will be undertaken in Dwarka –
Table A2.2. Proposed measures for Cycling improvement / NMT Infrastructure in Dwarka
The two design solutions to achieve space for NMT are:

Option 1: Fully segregated tracks
Option 2: Hybrid NMT lanes: on-road, with an off-road feeling
The aspects for Hybrid lanes are –
• Space away from traffic: Good width, easy to cycle side-by-side.
2.5m width (2.1m minimum). Should have a distinct colour, using
Safe and accessible coloured tarmac (not painted)
1
space for Cycling • Not mixed with pedestrians
• Careful layout of car parking
• Continuity around bus stops
• Layer separation of the tracks is recommended: higher than the
road surface, but lower than the footpath.
• Speed limits of up to 30mph are appropriate for primary streets if
enough segregation of NMT is provided.
• Any NMT infrastructure that runs alongside a road must be
continuous. In other words, it must maintain priority over every
sideroad.
• The NMT track and footway must not change height across this
junction.
• Priority for NMT track alongside a road works best when those
tracks are unidirectional. This means that drivers do not need to
make additional checks for NMT crossing, because they will be
2 Priority at Sideroads going in the same direction as motorized vehicles.
• The adjacent footpath should also provide continuity for
pedestrians as per the NMT track.
• A small waiting area for cars is needed, so that drivers do not block
through-traffic while waiting for an NMT crossing on the opposite
side of the road. Raised red crossings are an appropriate way of
stressing priority.
• For hybrid cycle lanes, simply continue the lane across the junction,
as if it were another traffic lane, maintaining the red surfacing.
• Maintaining separation through the junction
• Providing cycle refuges on large primary streets
• Avoiding stop-start manoeuvres, i.e., Having to stop and give way
Intersection constantly makes cycling very tiring and unattractive.
3
Treatment • Signalized junctions: Consideration should be given to using
innovative traffic signals such as: (i) advanced green cycle signals,
or (ii) simultaneous green phase for NMT
• Grade separation can be provided using tunnels or bridges
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Avoid the • When unavoidable, plan and design them in a relatively inclusive
4 construction of way for NMT.
flyovers • Existing flyovers must be retrofitted for NMT.
• Ensure that when creating new NMT infrastructure, it is not done
by reducing footpaths. It may be considered only where footpaths
are wider than needed for the volumes of pedestrians. In that case
pedestrian counts should be provided to support this. In all other
cases NMT infrastructure should mostly be constructed from
Pedestrian-friendly
existing road space or empty space.
5 redistribution of
• Green space (trees) should be respected as much as possible
space
although in some cases a well-funded decision to replant trees can
be justifiable to guarantee good quality cycling infrastructure.
• Where proper footpaths are not available, the construction of a
NMT track should include the construction or improvement of an
adjacent, good quality footpath.
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ANNEXURE – 3: Public Bicycle Sharing Scheme (PBS) for Dwarka

Public Bicycle Sharing (PBS) is a high-quality bicycle-based transit system in which bicycles,
stored in a closely spaced network of stations, are made available for short-term shared use.
Bicycle sharing programs involve installing multiple bicycle stations at several different key
locations. A user checks-out the bicycle from one location, rides to his or her destination, and
drops off the bicycle to another location. The operators coordinate the redistribution of
bicycles and ensure availability of the vehicles at locations with the highest demand at any
given time. PBS systems eliminate the fears associated with owning a bicycle such as theft or
parking concerns, thereby encouraging people to use the bicycle for short and medium length
trips.
Apart from short trips (less than 5km), PBS could serve as an important sustainable mode of
transportation for –
• Daily commuters using PBS as a feeder public transportation.

• Residents and office employees for short daily errands.
• Tourists who need flexibility and independent in experiencing the city at their own
convenience.
• School and college going students on a budget.
• Women, especially those who are dependent on IPT modes for commuting short
distances.
Affordability
Social Benefits
Public health benefits
Space efficiency
Environmental benefits Pollution free
Improved urban environment
Revenue generation
Financial benefits
Reducing transportation costs
Figure A3.1. Social, Environmental and Financial Benefits of PBS
PBS System for Dwarka
https://shaktifoundation.in/wp-content/uploads/2017/06/Public-Bicycle-Sharing-DPR-
Dwarka.pdf
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ANNEXURE – 4: Parking Demand Management Strategies

Parking Management strategies are aimed at encouraging more efficient use of existing
parking facilities, reduce parking demand and shift travel to High Occupancy Vehicles. Smart
management of parking helps to ensure access to local businesses and provides access for
visitors to regional and neighbourhood attractions without encroachment on valuable public
spaces. A THREE-TIER Parking Management Framework has been proposed for Delhi by
UTTIPEC (Table).
Tier 1: Design-based Parking Management Strategies

A. Enforcement Aided by Traffic Police and MCD are to be consulted on the
Design and design features required to ensure good enforcement.
Technology The following are suggested –
• Parking space markings, numbering, and signage-
plan to be approved and implemented as part of a
comprehensive “Parking Management Plan”.
• Authorized parking spaces in public areas must be
marked physically on ground as well as through
display of signages. The overall Parking Management
Plan of the area should also be displayed near
entry/exit locations.
• Provision of parking meters is desirable.
• Parking lots, garages, and on-street lots (with meters)
to display total and real-time available parking
spaces.
• CCTV cameras can be installed to make parking lots
safe for women/ users.
• Parking help-booths to have monitoring personnel
24-hours.
B. Reclaim street space from car parking for other needed public uses such as cycling
lanes, cycle rickshaw stands, para-transport/TSR stands, widened sidewalks, hawker
zones or multi-utility zones. Provide designated short-term parking locations for
shoppers in commercial areas, wherever essential, but priced so as to ensure 85%
occupancy during peak hours and exponential increase in price with time.
Shopkeeper parking may be consolidated in park-and-walk locations within walking
or cycle-rickshaw distance from destinations, as per point C.
C. “Park Once-and- As per market demands, common shared parking
Walk”/ “Park Once” / facilities may be provided in dense, mixed land use areas.
Shared Parking Feeder modes like vans, circulators or NMV services can
locations be provided from these facilities to all nearby
destinations. Street improvements must be implemented
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to make it convenient for commuters/shoppers to Park-
and-Walk to their destinations.
D. Curb Spill over Spill over parking must be prevented (through pricing
Parking Impact in and enforcement) as it may cause excessive congestion
Residential areas within neighbourhood streets making access difficult for
emergency vehicles.
E. Unbundling Parking Costs from New properties and provision of consolidated
parking locations requires that parking spaces be leased or sold separately
(“unbundled”) from the rent or sale price, giving a financial incentive to individuals
to drive less or own fewer cars, or encourages companies to increase transit
commute rates among their employees.
• Including the price of parking in an overall lease may normally increase costs of
housing/commercial properties by as much as 25% – whether or not the tenant
has a car – therefore it is often an “invisible” cost to the customer.
• Common paid parking facilities may be provided for visitors, overflow parking,
irregular users, etc. in neighbourhoods as per point C.
F. Park-and-Ride Park and Ride areas to be provided only at terminal
Facilities ONLY at MRTS/RRTS/BRTS Stations, so as to reduce the number
terminal MRTS of commuters driving into central congested areas along
Stations or major high-demand corridors.
Multimodal
Interchanges
Tier 2: Pricing-based Parking Management Strategies
G. True Pricing of • The supply of free or inexpensive parking at the
Parking destination is a key decision factor for people
choosing to drive a personal vehicle, rather than
taking a bus, cycle-rickshaw, walk or carpool.
• “All public parking locations must be priced by
causally linking parking rates to temporal demands
and providing financial incentives and prime parking
spaces only to preferred markets such as carpools,
vanpools and short-term parkers.
• Surface parking rates must reflect the opportunity
cost of the land.
• The full cost of providing structured parking in public
places including the land-opportunity cost, capital
cost, and O&M costs – should be recovered from the
user of the parking. Government should not
subsidize this cost.
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H. Variable Time-based Differentiation in parking fees can be done according to
Pricing zone, peak hour demand, weekdays, and weekends, etc.
by charging higher rates during peak hour, progressive
increase in rates per hour. Market based instruments can
be used to reduce the impact of high parking rates like
mall and shop owners paying for parking and
transferring the benefit to their customers etc.
I. Coordinated Off- • As seen in almost all locations in Delhi where Parking
Street and On-Street garages exist, the low pricing of on-street parking
Pricing (customized to facilities leads to overcrowding at the curb side and
commercial and underutilization of off-street parking garages.
residential areas • Therefore, in locations where off-street parking
facilities exist, on-street parking should either be
priced exponentially high with time or prohibited
altogether for ease of enforcement.
Tier 3: TOD-based Parking Management Strategies
J. Provide parking caps in TOD Zones based on PTAL and/or distance from MRTS
Stations. This is in addition to the overall pricing criteria to be implemented as part
of Tier-II Strategies.
K. Substantially replace ECS with cycle, para-transport and HOV parking in high
PTAL zones
L. Cycle and HOV Parking to be mandated as part of ECS requirements.
M. Enlist non-permissible • Car-dependent and non-ridership generating uses to
uses within the TOD be prohibited within the 500m influence zone
zones o Uses like car-sales showrooms, banquet halls,
large foot-print high-quality hotels, large
single commodity showrooms, high-end
Malls, automobile-repair shops, warehouses,
large format religious facilities, low intensity
industrial uses, etc. should be prohibited.
• Encourage transit supportive uses near stations,
which are high pedestrian generators that directly
promote greater transit ridership and opportunities
for multi-purpose trips.
o Residential uses like affordable/ low-income
housing, youth hostels, homes for the aged,
high quality serviced apartments for young
professionals, Govt. housing for low-income
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employees, working women’s hostels, small
unit rental housing, etc. would be preferable.
o Amongst Commercial and Civic uses – daily-
need stores like department stores, cultural
institutions, health clubs, day-care facilities,
clinics, entertainment facilities, dry-cleaners,
small coffee shops, small restaurants, transit-
hotels, budget hotels, neighbourhood-
oriented retail, etc. could be prioritized
N. All TIER-I and TIER-II Strategies continue to apply in TOD Zones
O. Incentivize Employer Based TDM Strategies
Recommended Parking Layout Dimensions
1. Car Parking (Parallel) : 2m X 5m

2. 2 – Wheeler Parking : 1m X 2m
2. Bicycle Parking : 1m X 2m
Recommendations for Auto-Rickshaw Parking Layout
• Rickshaw stands should be preferably located –

o Within MUZ wherever provided.
o Near bus stops and transit stations.
o Near junctions but 50 m away from the intersection of local and feeder roads.
o Mid blocks on local streets.
• Capacity of rickshaw stands should be limited to not more than 7 autos in one parking
zone. Space should be dedicated for auto stands near hospitals and commercial area at
places of high footfalls.
• Rickshaw stands should be located alongside footpaths for safety of passengers at time of
boarding. Autos should not be parked on footpath or cycle tracks.
• Space allotted for rickshaw stands should be well demarcated by line marking, should have
levelled and clean surface and is well lit and preferably have tree shade.
• Parking and halting of auto rickshaws should be prohibited up to 50 meters prior to the
bus stop and 20 meters after the bus stop.
• Rickshaw stands should be located at roadside with orientation along the traffic direction,
15 m away from raised pedestrian crossing.
• Rickshaws should not wait at the entry or exit of footpaths, cycle tracks and in pedestrian
crossing zone.
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Layout for Auto-Rickshaw Stand
Types of MLCP’s
• Mini System (with a pit) – The MCPS with a pit is a simple mechanical is a simple
mechanical hydraulic system with horizontal platforms hydraulic system with horizontal
platforms designed for vertical stacking and storage of designed for vertical stacking and
storage of both sedan and SUV types. The system can be both sedan and SUV types. The
system can be conveniently arranged for indoor and outdoor conveniently arranged for
indoor and outdoor use to allow the access of parking spaces uses to allow the access of
parking spaces independently.
• Mini System (without a pit) – The MCPS without pit is specifically designed to use MCPS
without pit is specifically designed to use the same footprint of one car parking space the
same footprint of one car parking space especially in the existing facilities (where space
especially in the existing facilities (where space is a premium requirement) such as offices,
is a premium requirement) such as offices, hotels and residences
Mechanical car park system with a pit Mechanical car park system without a pit
• Puzzle System – The Fully Automated Car Parking Systems or FACPS extends the existing
parking space vertically up to 6 levels, resulting in multi-layer parking solution with a single
drive lane. It is designed to allow multi-level storage spaces above or below ground with
user friendly operation and ease of maintenance. It can be fully covered especially for
extreme hot and cold areas and designed according to the user requirements with parking
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positions for full SUVs and Sedans. The storage and retrieval of cars within the system is
done on the ground floor with a user-friendly control panel to retrieve the stored cars from
higher levels.
• Tower System – These are also FACPS which are designed for maximum space utilization
for the vertical and horizontal storage of cars where space is not available. The structure
can be included within the building structure or built separately as a dedicated parking
tower. This system is mainly installed in high rise commercial business towers and
residential areas where safety and speed are a must.
Puzzle type Fully Automated Car Parking Systems
Tower type Fully Automated Car Parking Systems
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ANNEXURE – 5: Parking Policy for Dwarka

Background
Land being a scarce commodity in Delhi, the demand for parking infrastructure to meet the
demand of increasing number of private vehicles can be catered only up to a certain limit. To
address the parking problem, several policy approaches have been suggested since 2003 by
various agencies like EPCA, UTTIPEC etc. Various private players & NGOs have also done their
bit. However, a comprehensive policy framework to address this problem could not be
evolved. Additionally, providing more parking spaces may not necessarily address the issue of
illegal or unauthorised parking and any such unplanned intervention would rather create an
insatiable and unreasonable demand for parking spaces, thus taking up valuable land in highly
populated areas.
Figure A5.1. On-street and Off-Street parking in Dwarka
With limited parking space, people tend to find the next best alternative to park their vehicles.
The problem is even more acute around metro stations, hospitals, markets and office areas.
Figure A5.2. Illegal Parking in Dwarka
Dwarka needs a long-term plan to keep a check on both demand and supply and strike an
optimum balance between the two sides, instead of merely creating more and more spaces
for parking. In line with the Parking Policy of Delhi, the present attempt is to formulate a
parking policy as a solution to the increasing parking problem in Dwarka.
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Objectives of Parking Policy
The objectives of Parking Policy for Dwarka are –
• To discourage the use of private vehicles thereby encouraging public transport and Non-
motorized Transport.
• To remove obstacles from carriageways thereby improving the steady flow of traffic and
increasing carriageway capacity
• To contribute to economic activities by ensuring a ‘turnover’ of different vehicles rather
than long stay vehicles in commercial areas
• To satisfy social objectives of supplying adequate parking space at certain locations for
certain social groups e.g., residents, mobility disadvantaged people, etc.
In addition to the above general objectives, parking measures proposed for any Indian city
should conform to the mandates of NUTP – 2014 which are –
• Land is valuable in all urban areas. Parking places occupy large portions of such land. This
fact should be recognized in determining the principles for allocation of parking.
• Levy of a high parking fee, that truly represents the value of the land occupied, should be
used to make the use of PT more attractive. Simultaneously, a graded scale of parking fee,
that recovers the economic cost of the land used in such parking, should be adopted.
• Preference in the allocation of parking space for PT vehicles and non-motorized mode as
well as easier access of workplaces to and from such spaces for encouraging the use of
sustainable transport modes.
• While there is a need to limit parking facilities to discourage use of personal vehicles,
parking is needed to cater to the needs of the owners of personal vehicles under the
principle of ‘’Mobility for All’’. This should be done without using public spaces. Parking
lots along the PT corridors (near the transit stops or stations) should be built to encourage
park & ride system and enhance the ridership of PT.
• Multi-level parking complexes should be made a mandatory requirement in city centres
that have several high-rise commercial complexes. Such complexes could even be
constructed underground.
Parking Development Strategy
Conventional vs Contemporary View on Parking
The approach towards parking provisions, charges and management thereof has undergone
a sea change over a period. Policy planners worldwide now recognize that the traditional
parking policies have had significant unintended consequences. By and large, these policies
have produced excess parking supply and kept the price of parking down. By reducing the
cost of driving and by consuming large amounts of space, traditional policies have promoted
automobile use thus undermining public transport, walking, and bicycling. Conventionally,
parking facilities were required to be provided according to development controls, based on
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use of the building. The goal of these policies was aimed at meeting 100% demand for the
convenient parking spaces at nominal charges. These newer approaches emphasize measures
which manage parking demand through realistic pricing of parking commensurate with the
land value and other factors, shared parking and reduced on-street requirements. Short term
parking is encouraged for efficient utilization of land.
Table A5.1. Changes in Approach to Parking
S. Parameter Conventional Approach Contemporary Approach

No
1. Meeting Parking Increase supply to meet Analysis of parking demand, which may
Demand additional demand arise out of inadequate or over supply,
too low or high prices, inadequate user
information, and inefficient
management
2. Provision of As per building use, across Flexibility in parking provision based on
Parking the city. land value, congestion, etc.
3. Funding for Provided almost free to the Cost to be recovered from users, as land
parking user, funded through indirect for off street and on street parking is
sources such as rent and expensive. Funds recovered through
taxes road taxes should be utilized for other
development
4. Parking On first-come-first basis Encouraging short term parking
availability
5. Innovations Resistive to technology Implementation of technological
solutions, learning from global best
practices
6. Parking Considered only when Area-wise parking management should
Management increase of parking supply is be adopted.
not possible
7. Multi-level Commercial development “Parking only” structures should be
parking facilities allowed to a certain extent encouraged, instead of creating
for sustainability. additional demand of commercial use.
The charges should be rationalized, and
time slot based.
Strategy considering Location and Land Use
Appropriate parking strategy should be developed for different types of land use over time.
Table A4.2 provides an example of such a strategy. Parking in the CBD and commercial areas,
for example, can be on-street in the short term, with expanded off-street facilities in the
medium term. Parking demand in suburban/residential areas can be facilitated by building
regulations.
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Table A5.2. Parking Development Strategy by Location and Land Use
Duration CBD/Commercial/Developed Area Suburban/Residential/Developing Area

Short – term Provision of on-street parking Building regulation for off-street parking
(5 Years) Preparation of regulation relating to Introduction of resident permit scheme
parking and PPP (for on-street parking)
Assessment of demand
Medium to Provision of off-street parking Provision of on-street parking
Long – Term Building regulation for off-street Demand analysis
(10 – 20 parking
Years) Implementation of regulation and
enforcement for on-street parking
Characteristics of On‐ and Off‐Street Parking
The development cost of on-street parking is relatively low, while the construction cost of off-
street parking is relatively high. Also, the time for development and implementation is likely
to be shorter for on-street parking than for off-street parking facilities. Table A4.3 shows the
characteristics of on street and off-street parking.
Table A5.3. Characteristics of On‐ and Off‐Street Parking
Items On – Street Parking Off – Street Parking

Required Physical Painting, installation of signage, Securing for land, paving, installation
Change parking meters, etc. of toll collection system, other
equipment and construction of
administrative buildings, etc.
Time for Relatively short (selection of site, Relatively long (Arrangement for
Development painting, etc.) finance, and construction of
facilities)
Operational Inspection (enforcement) by traffic Enforcement is not required, and the
Arrangement police or private sector is required facility can be operated solely by
private sector
Targeted Users Short term (casual users) Short to long term (monthly tenants,
regular users)
Selection of On‐Street Parking Options
There are different types of on-street parking and these options can be selected to minimize
impact on traffic while optimizing the use of precious urban space. As shown in Table A4.4,
the volume to capacity (V/C) ratio of traffic demand (measured from passenger car units) may
be used as selection criteria for the most appropriate option for a street. Hourly traffic volume
surveys are necessary for determining the V/C ratio.
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Table A5.4. Criteria for selection of On Street Parking Options
Level of Acceptance Traffic Volume / Capacity Ratio Specific Location

No Stopping Over 0.80 Arterial Roads
Busy Intersections
No Parking Over 0.75 Sub -Arterial Roads
Hourly Regulated Over 0.70 --
All time accepted Less than 0.70 --
People – Centric Design of Parking Spaces
Parking disrupts the urban environment and creates obstacles to pedestrian movement by
occupying prime public spaces. Off-street surface parking lots and multi-story structures result
in blank façades along the street, severing the relationship between the street and adjacent
uses and precluding the possibility of “eyes on the street” that are essential to maintaining
safety in public spaces. Large parking facilities are designed for cars and two-wheelers, not
people. Since cars are so much larger (than people), parking facilities have the wrong
properties: they are too wide, they contain too much pavement, and they offer no places to
linger.
Parking forms should be flexible and should adapt to a variety of behaviours. It is a unique
street design element for the simple reason that it can be interrupted. A parking lane can start
or stop wherever necessary; it can be subservient to the other needs on the street. In the
context of the Indian street, there are many other needs. A parking lane is a flexible space that
can incorporate diverse features to help meet these needs. The city of San Francisco, U.S.A.,
has initiated a programme in which local area associations, residents, and businesses may
apply to convert parking spaces to alternate uses such as mini plazas and restaurant seating
(Figure A4.3). Similar “parklet” programmes have spread to other cities around the world.
Figure A5.3. Repurposing of a parking space in San Francisco, U.S.A.
Where on-street parking is provided, MOUD recommends the following –
• Parking and no-parking areas should be defined clearly through surface treatment (such
as pavement, curbs, and paint) and clear, easy-to-read signage
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• Ensure that pedestrian access remains convenient and unobstructed.

• Provide footpath extensions into the parking lane to accommodate bus stops, pedestrian
crossings, organised vending zones, and other street elements.
• Preserve existing trees that fall in the parking lane and incorporate new trees at regular
intervals.
• Assist natural hydrologic systems and manage storm water run-off through permeable
treatment of parking spaces.
The design of off-street parking can contribute to a more interesting, more vibrant, and safer
public realm through the application of the following principles:
• Limit the number of vehicle access points to off-street parking facilities to one or two
entrances to prevent disturbance of footpaths (“parking access management”).
• Prohibit front setback parking and facilitate active, transparent frontage along the edge of
the public right-of-way.
• Require protected accommodations for cycle parking.
Potential of Private Sector Involvement
Parking developments lie in the grey zone between the public sector (road development and
on-street parking development) and the private sector (off-street parking development).
Further, the feasibility of off-street parking operations undertaken by the private sector may
be influenced by the enforcement activities of the public sector (Traffic Police). The potential
for Public and Private Partnership (PPP) schemes may be fully exploited for this purpose in
Dwarka.
Planners should be aware that the potential role of the private sector is expanding. The private
sector can share not only financing and operation of off-street parking developments, but also
ITS application developments for parking information provision, human resource provision for
inspectors etc.
Parking Norms
The norms need to be revisited with following considerations –
• Scientific determination of parking space requirement (Parking Standards) for each type of
vehicles and determination of space requirements for manoeuvring at entry, exit and
pathways.
• Engineering standards and codes for various parking facilities needs to be revised and
standardized. Public parking should not be clubbed with other uses such as Commercial,
etc for sake of viability/ feasibility of the project and parking areas should be developed
on PPP format. The decision making may be on case-to-case basis.
• Provisions made in the National Buildings Code (NBC) to be adopted for the design of
multilevel conventional and automated car parks.
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• “Fast track” of the provision of parking infrastructure for private buses, commercial
vehicles.
• Special privileges for the physically challenged persons in the matter of parking their
vehicles to be provided by earmarking slots in the parking areas for them.
Parking Demand Management
• Levying differential parking fee (Dynamical Parking Charges) as per locations and peak/off
peak time.
• Based on the availability of parking lots and time of the day the parking price varies
• Provision of separate enclosures within the parking area for vehicles requiring parking
space for short duration lasting few minutes and for those requiring parking space for
considerable time.
o Building of boundary walls and other permanent structures for the parking space to
insulate the parking space from regular traffic and unauthorized parking movements.
o Segregation of parking spaces for two wheelers and other vehicles to avoid congestion
and minimize sub-optimal use of space due to overlapping.
Rationalization of Parking Supply
• Technology solutions and preferred development options (such as MLCP) for various
facilities to be adopted after consultation with various players – Police, Fire, Developers,
Planners, etc.
• Integrate the land use and transportation at planning and implementation levels to carve
out spaces for parking.
• Insist on optimal Parking infrastructure and encouraging management in the new
developments.
Rationalization of Parking Charges
Parking is relatively very cheap in Delhi and so is the case in Dwarka as well. Parking in public
spaces in Dwarka is permitted – almost for ‘free’. This is undemocratic since one section of the
society is subsidized to occupy public land for a private use, while degrading the public spaces
and pedestrian walkways. The cost of providing parking is passed on to all tax payees and
users of the development for which parking is required regardless of their transportation
choice.
• A typical vehicle stays parked 95 per cent of the time. A 2006 study by the Central Road
Research Institute in New Delhi estimate that of the 8,760 hours in a year, an average car’s
steering time is only 400 hours. This means it is driven for only about an hour a day. In
Delhi this may be 3 to 4 hours a day.
• Each car needs/occupies an average of three different parking locations in the city every
day. The land required to park a car is approx. 23 sqm, which includes the space occupied
by the vehicle as well as the minimum space needed to move it into and out of the space.
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This is called equivalent car space, or ECS. Therefore, each car effectively consumes 69 sqm
of land every day, most of which is public land.
• On the other hand, a poor family (EWS) in Delhi gets a plot or apartment of 25 sqm
• Delhi, in other words, allots more public land per day for parking of cars than it does to
house its poor. And all this for only 20 per cent of city’s population which have a family
car, based on figures of the 2008 Household Survey by the Department of Transport,
GNCTD.
• On-street parking is not free in major Central Business Districts in Delhi. Still, there is chaos
on roads. This is because supply is fixed, but demand rises and falls during the day. So
should the price of parking. The appropriate price is that at which there will be one or two
open spaces in every parking lot or about an 85 percent occupancy rate, so there is no glut
of parked cars. This is called Goldilocks principle of parking prices - neither too low nor
too high.
• Restructuring of parking charges for on-street parking vs multi-level parking should be
carefully done.
• Land is limited and there is a limit to the additional parking space that can be created in
the city. Therefore, the available parking space will have to be managed efficiently to meet
the parking demand. This will also require demand side management through a well
thought out pricing policy to control the demand for parking.
• The Provision of parking for personal motorized vehicles cannot be considered as a matter
of public good. Individual user of personal vehicle should pay for the use of the space for
parking. Parking facilities underground, surface and multilevel parking are provided at an
enormous cost.
• If the public agencies responsible for funding these structures or providing land as part of
their share in a public-private partnership, this will amount to subsidy for the rich car users.
This is against the principle of equity. Therefore, the ‘user pays’ principle should govern
the pricing of parking.
• Rationalization of parking rates are required across the board for all kinds of parking –
surface parking, underground parking, and multilevel parking, to reduce distortions and
ensure full utilization. The surface parking is seen as the cheapest form of parking as the
opportunity cost of the land is not reflected in the parking rates.
• The civic bodies should use a wide variety of tools for dynamic pricing of parking. They can
use time variable rates as under: –
a. Higher rates during peak hour
b. Progressive increase in rates per hour
c. Differentiation in parking fees can be done according to zone
d. Peak hour demand
e. Rates for weekdays and weekends, etc.
Based on these principles, MCD, DDA, NDMC etc. should rationalize the pricing charges for all
types of parking facilities – surface, underground, and multilevel.
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Existing parking charges for multilevel facilities, surface parking, and concessional monthly
passes levied by various agencies have been compiled in Table A4.5.
Table A5.5. Parking Charges in Delhi (MCDs)
Type of Applicable fee for Application Cost of Concessional monthly

Vehicle multi-level fee for monthly fees for multilevel
parking surface pass for parking only for
parking multi-level association member /
parking only handicapped persons
Car Rs. 20/- per hour Rs. 30/- per Rs. 2000/- per Rs. 1500/- per vehicle
subject to a hour vehicle
maximum of Rs.
100/- per day
Two-Wheeler Rs. 10/- per hour Rs. 20/- per Rs. 1000/- per Rs. 750/- per vehicle
subject to hour vehicle
maximum of Rs.
50/- per day
Commercial Rs. 50/- per hour Rs. 100/ per Rs. 3000/- per No concession
Vehicles subject to hour vehicle
(tempos, Small maximum of Rs.
carriers) 250/- per day
Two types of parking charges can be introduced.
• Normal priced parking: parking at a nominal fee

• Premium Parking: parking provided with a fee four times higher than normal priced
parking
Proposed Normal Parking Charges and Premium Parking Charges are shown in Figure A4.6
and Figure A4.7 respectively.
Table A5.6. Fares of Normal Priced Parking

Normal Priced Parking: Fare in INR
Location Mode
0 to 2 Hours 2 to 4 Hours For every next hour
Two-Wheeler 5 10 5
Parking Car 10 20 10
locations Mini LCV 20 30 20
LCV 50 75 50
Table A5.7. Fares of Premium Priced Parking

Premium Priced Parking: Fare in INR
Location Mode Greater than 8 hours till
0 to 2 Hours 2 to 8 Hours
24 Hours
Two-Wheeler 20 40 20
Parking Car 40 80 40
locations Mini LCV 80 120 80
LCV 200 300 200
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Suitable parking for the off-street parking facilities needs to be formulated based on costs of
development, operation, maintenance, and management. Raising the parking charges in
general faces stiff public resistance. One of the innovative solutions for overcoming local
resistance to new or increasing parking charges could be to create special benefit area where
the parking revenue or part thereof is returned to the neighbourhood in the form of enhanced
public services and improved streetscapes/footpaths. Higher rates should be levied for areas/
roads abutting or adjacent to major commercial complexes with a view to incentivize legal /
multi-level parking lots and disincentivize surface parking which would effectively de-congest
such areas.
Provision of Parking Spaces
Parking Space for Visitors
Commercial streets have the greatest competition for kerb space, with delivery and service
vehicles competing with shoppers, store employees and residents for parking spots. Premium
parking space is generally occupied by vehicles of shop keepers and their employees who are
the first to arrive in the morning. This reduces adequate Parking supply for shoppers who often
visit for a short period.
At least 75% of the total parking space/ slots capacity should be kept for short term parking,
primarily for shoppers/ visitors and not for long term parking by shopkeepers or office goers.
Incentivization of Short-term Parking: Typically, the on-street parking may be priced at three
times that of off-street. On-street parking may be priced for every half hour slots, increasing
exponentially as per the formula (2x+10), where x is the charge for the previous hour, up to a
maximum of three hours. Heavy penalties may be levied beyond 3 hours to discourage long
term users like shopkeepers and office employees using on-street parking. Penalty for first one
hour beyond the two-hour slot could be an additional Rs.100 and beyond that a high fine may
be considered.
Parking Charges on Commercial Streets & Lanes: In Commercial and Retail streets, parking
controls should be consistent with the viability and efficient operation of local business.
Parking controls in and around mixed use or retail facilities should encourage turnover that is
consistent with the local business mix and expected duration of stay by customers.
Two-hour parking controls are the preferred parking control in commercial and mixed‐use
streets because they allow reasonable access for short visits. However, it may be appropriate
that the local bodies may adopt different parking controls in response to local conditions.
Condition of Parking Space for Commercial Permits
Overnight Parking of Commercial Vehicles: Registration of commercial vehicles in usually

allowed without ensuring availability of commensurate space for parking and they end up
getting parked randomly in the public space.
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Multi-level Car Parking
Construction of multi-level car parking facilities should be considered to cater to high parking
demand. The footprint of the structure is lesser than the space that would be required for
surface parking of the vehicles that can be accommodated in it. However, there should not be
public funding for construction of multi-level parking lots. Such complexes could come up
through public-private partnerships to limit the impact on the public exchequer.
Figure A5.4. Multi-level Car Parking
Policy for augmentation of Infrastructure with Multi-level Parking
The city needs to build multilevel parking facilities but the enabling policy for this infrastructure
requires the following –
• Increase in parking tariffs across the city, to make these facilities viable.
• Stringent enforcement against unauthorized parking so that there is usage of paid parking.
• Careful evaluation of technologies for this infrastructure to ensure that the operational
costs are reasonable and there is no inconvenience in usage. Reliability of operation and
speed of retrieval is a sine qua non for successful operations.
As a policy, all multilevel parking projects should have the following conditions –
• 500 m (5-minute walking) zone around the multi-level facility should be designated a strict
‘no-parking’ zone for all streets. Road space within this zone should be reclaimed for
IPT/NMT parking, pedestrians, vendors & public transport users.
• In case some essential on-street parking has to be provided within the 500 m zone, it
should be priced exponentially (preferentially double of surface parking price) so that the
multi-level facility has more demand, thus making it viable for the parking provider, even
without provision of commercial FAR.
• The current provision of multilevel parking with 25% commercial component needs to be
reviewed and revised. The commercial component is creating a perverse incentive to not
check the cost of the parking facility infrastructure for reduced operational cost; it is adding
to the numbers of vehicles that need parking and creating conditions in which there is
scope for misuse of these facilities.
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The rates for parking must be revised to make multilevel parking viable and must be
differential for surface and multi-level parking. The rates for parking must be revised so that
these projects become viable. This will also require revision of rates – at higher levels – for
surface parking – so that there is an incentive to use these facilities. But most importantly,
multi-level facilities, built at huge cost will not work, unless there is effective enforcement on
ground, which is based on a standard continuous protocol to effectively deter illegal parking.
Notification of Commercial Streets
No Street should be declared as a commercial street unless proper parking arrangements are
provided on such streets. On -street parking should be allowed only on designated roads
against parking charges wherever there is adequate road width on the recommendation of a
panel comprising of Traffic Police and other experts.
Change in Parking Norms for Government Buildings
The parking norms in the city need to be reconsidered. A government school is required to
keep as much parking area as prescribed for a private school whereas negligible students use
cars to reach school in the case of the former. Similarly, the parking norms for Government
Hospitals and private Hospitals are the same whereas only a few patients visiting Government
Hospitals use cars to reach the Hospital thereby resulting in wastage of public space.
Parking Policy in Residential Streets and Lanes
Parking and the User Pays Principle
• In recognition of the limited parking availability, parking spaces in residential streets need
to be prioritized for residents and their visitors.
• Parking controls in residential areas should balance the long‐stay parking needs of all
households to use street space for accommodating visitors, etc.
• Only night parking may be allowed on public streets in residential areas that too against
parking charges to be decided by local bodies.
• A household may be allowed to park not more than two/three cars on a public street
during night-time, after payment of parking charges. In case of more than two/three cars,
higher parking charges may be levied for night parking also as per prescribed policy. The
charges for daytime parking on residential Public Streets should be higher.
• The local bodies can consider norms for permission of parking of private vehicles on
residential street based on the size of the plot. For example, up to 50 yards, one vehicle
may be permissible on normal parking charges, for plot area up to 100-200 yards, two-
three vehicles respectively may be considered.
• Beyond a specific number, depending on plot size there should be additional charges for
parking on the residential streets for equitable distribution on public spaces.
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Use of space nearby Residential areas and use of Shuttle service
• There are number of areas in which are too congested to allow night/day parking on the
residential streets. Considering the ground reality that most of the residents are in
possession of motor cars, the local bodies may consider developing open areas near the
colonies as parking lots against payment basis. Even if the parking lots are slightly far away,
the residents may use the services of regular shuttle services as a part of parking facility.
This may take care of the acute parking problem in most of the urbanized villages where
the residents are using community parks, government land etc. for parking of their
vehicles.
• The management of parking in residential areas must be outsourced and preferably bigger
companies/corporations should be involved for better management of parking lots instead
of local contractors.
• In case of enforcement of parking policy in residential areas, the services of local police in
supplementing the efforts of Dwarka DDA will be obtained.
• Parking on footpaths to be strictly prohibited and may be made cognizable offence.
• Promoting change in land use to parking facilities in residential areas if private landowner
is willing to provide off-street parking on the land owned by them on PPP basis.
Parking for Community and Recreational Facilities
• Parking controls adjacent to community, recreational, social and cultural facilities,

including Park land, should allow for turnover that is consistent with their desired use.
• Regional parks and sporting facilities should have a minimum parking restriction on both
weekdays and weekends. This allows for access for those enjoying organized sports, picnics
and casual recreation.
• Parking controls adjacent to community, sporting and cultural facilities should generally
not exempt even residents during operating hours. This ensures all‐day parking does not
obstruct short‐term access by a broad cross‐section of the community.
• Some community or recreational facilities, including parks, have small street frontages. In
these circumstances, if period parking controls are used, they should be consistent with
surrounding streets to minimize the potential for inadvertent non‐compliance.
• Time restrictions near cultural facilities should be reviewed on a case‐by‐case basis to
balance the needs of patrons and the local community.
Parking Policy for Railway Stations/Metro/Bus Terminals
• Development of park and ride facilities at Metro stations and at Bus Terminals should be
encouraged. High quality shuttle services should be started and should be popularized.
• The possibility of financing these services from parking charges may be explored.
• Shuttle services allow longer distances between parking facilities and destinations; hence
it should be encouraged.
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Parking Plan for other modes
Lane widths and street space should be rationalized to create designated parking zones that
will accommodate cycle stands, para transit stands, parking for police & emergency vehicles,
etc.
Policy on Enforcement
• Successful implementation of any parking policy hinges upon efficient on-street parking
management. Global literature suggests that it is possible to optimally regulate on-street
parking.
• Effective enforcement is crucial to on-street parking management. Most of the success
stories in Asian cities involve shifting this responsibility away from the police to local
authorities or to contractors.
Enforcement on illegal parking on public streets
Public streets are designed for smooth traffic and most of the roads are wide enough to
accommodate the present traffic. However, many of the vehicle owners park their vehicles on
public streets thereby causing obstruction to the free flow of traffic. The wide roads get
constricted on this count thereby adversely affecting the flow of traffic.
• The major arterial roads should be treated as “No Parking Roads”.
Delegation of Enforcement Powers to other agencies
In order to achieve the desired results, all stake holders will have to act in concert to deal with
this problem. The problem is widespread, therefore, in addition to Traffic Police the
enforcement powers for challaning and to realize fine under M.V. Act, 1988 will be delegated
to officers of the Local Bodies and PWD under the provisions of M.V. Act,1988. It is
recommended that GMC should create a dedicated Enforcement Cell to regulate parking in
their area by exercising these powers.
Use of Technology
• Majority of traffic Challans are still being done manually and sub-optional use of CCTV
Cameras is the norm at present. In case of challaning/towing of one illegally parked
vehicle, the other vehicle owners immediately flee from the spot. So, instead of manually
challaning, a recording / photography of illegally parked vehicles should be done through
Camera / Video Camera and challans should be sent at the address of the violators.
• By this method, more illegally parked vehicles can be identified and challaned instead of
one or two vehicles at a time. It will prove to be a deterrent as well.
• An App should be developed on which the public can send information of illegally parked
vehicles/junked vehicles to concerned authorities for better enforcement.
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Others
Many residents keep junk vehicles parked on public streets thereby occupying valuable space.
Heavy parking charges should be prescribed to discourage such misuse of prime space.
Incremental Increase in Road Tax
• To discourage ownership of multiple cars by one individual, incremental increase in Road

Tax will be considered. As of now, the law does not prescribe any limit for purchase of
motor vehicles in the name of any person.
• The contemporary view considers car as a necessity for work, or to ferry an elderly parent
or a child to school. It suggests that fairness lies in keeping car ownership accessible to
all. Till the ownership is limited to requirement, it may remain a necessity, but the
ownership of multiple cars is broadly a luxury which needs to be discouraged and the next
step for that purpose is to tax progressively upwards, the second, third and fourth car.
• A policy is needed to be prepared to disincentivize purchase of multiple cars in the name
of an individual/family and if they do so, an incremental increase in road tax shall be
proposed. For this, necessary amendment is required in the act.
Parking Guidance System
A parking guidance system represents a solution to the current problem of a high proportion
of traffic generated by drivers seeking vacant parking spaces in Dwarka. The guidance system
can provide drivers with the latest and dynamically changing information on the availability
status of monitored parking spaces. Using clear guidance signs, vehicles are guided directly to
identified vacant parking spaces that are the closest to vehicles’ current positions.
With the help of the parking guidance system, drivers can find a vacant parking space quickly
and easily. The resulting benefits are the reduction of stop-start traffic, pleasant experience of
parking, elimination of stressful situations and positive attitude towards the car park operator.
The reduction of traffic minimizes the occurrence of traffic accidents.
Parking Finance
Policy should come out with suggestions for differential parking fee with respect to. time,
place, days and duration in the city.
• Parking charges and fee so collected to be considered as “Disincentives” and not as

“Earnings”. However, the amount realized through parking fee should be ploughed back
for creating the infrastructure for parking, devising methods and strategies for parking
management.
• Finance and incentives should be made available for creation of parking infrastructure for
land-based multi-story, Basements or Bus, truck terminals.
• Effectively discourage vehicular registration through substantially enhanced registration
fees (taxes) and by mandating the rule of one car per household.
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• Encourage the sharing of facilities and Introduction of transfer of development rights, tax,
subsidies, capital subsidy, if needed
• Levy of user fees or impact fee for the parking on roads/ public spaces to ultimately free
the road space from parking. The fee structure shall follow a cumulative fee model based
on the duration of parking rather than providing a telescopic tariff scale.
• Differential pricing to be adopted in accordance with the zones of the city.
• Introduction of congestion tax in select high density and Inner ring road (zones) of the city.
Rationalization of the fee in accordance with the land use and price to be followed.
For violations and deviations such as non-provision of parking in the buildings as per
requirement of regulations, the provisions under Act to be made more stringent to enable the
authorities to collect the taxes at double the rate till such time the structure fully meets the
requirement of the regulations. The fee so collected to be credited to a separate head of
account.
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ANNEXURE – 6: Parking Area Management Plan (PAMP)

The Delhi Master Plan 2021 has proposed a few fundamental elements of PAMP, which are
underway.
• Consultative Approach: Prepared by a local body in consultation with several stakeholders,

A PAMP is created after ground-level surveys to assess parking demand, nature of parking
accumulation, traffic and circulation patterns in the area, road alignment, and walkability
of pavements in an area. The surveys also evaluate the situation of public transport
connectivity, traffic pressure, and management systems, placement of hawkers, parks,
public amenities, and land-use patterns.
• Delineation of a PAMP’s Boundary: Preparing PAMPs requires defining a zone through a
natural boundary. Short and long-term parking spaces are identified and priced
accordingly to reduce demand. On-road parking must be prioritized for short-term parking
with higher parking rates than long-term parking facilities in surface areas. Legal parking
areas are demarcated based on ground-level surveys in residential and commercial areas,
public amenities, and utilities; green and open areas; and hawkers. Demarcation of one
lane for the movement of emergency vehicles in all residential areas must be mandatory,
the area to be free of all encroachments.
• No Parking Allowed in Green Areas: The Delhi Master Plan 2021 mandates that green areas
and parks cannot be used for parking. Additionally, green areas should constitute 10-20%
of an area overall. However, underutilized areas or community centres can be used for
parking to augment the local supply of parking.
• Multi-Level Parking: These must be decided in the context of a PAMP instead of as a
standalone project. Where a multi-level parking facility is provided, proper entry and exit
are planned, with adequate circulation areas, so as to not choke circulation in the area. To
leverage such structures and reduce on-street pressure, on-road parking within at least
200 square meter radius of the structure is curtailed.
• Shared Facilities: Instead of standalone multi-level parking, commercial and residential
blocks wherein parking facilities can be shared should be promoted. A single parking
facility can be used by different types of users with varying peak demands. For instance,
an office complex can share its parking with a movie theatre since their peak demand hours
are different.
• Parking Supply: To limit parking supply, legal parking areas must be demarcated, illegal
parking is to be penalized, and parking should be priced appropriately. This can also
encourage the use of public transport, cycling, etc.
• Parking prices: Parking should be priced optimally – not too high to affect occupancy or
too low to induce demand. Variable pricing based on demand and peak hours can be
adopted. Because one-time charges and annual passes do not reduce demand, they are
not allowed. Parking rates must be applied to the entire PAMP area to avoid spill over to
non-priced or low-priced areas.
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• Permits: Introducing residential parking permits is advised for equitable access to legal
parking areas. The rate of the permit can be decided by the residents and urban local
bodies.
• Reforming Parking Contracts: Agreements with parking contractors are to be modified to
include PAMP requirements. Contractors must be made accountable for the enforcement
of parking rates and are liable for the violation of parking rules. They are to invest in
signages, metering, RFID tags for motor vehicles, vacancy display boards, etc. In high
priority areas, online reservation of parking is also provided.
A combination of these elements based on the prevailing traffic conditions and local rules and
regulations will help in formulating an ideal Parking Area Management Plan, which will
successfully tackle any parking menace. Urban local bodies will thus need to reach out to
residents and other end-users to explain the benefits of such a systematic approach to parking.
Pilot projects for three PMAPs in three prominent areas with different types of predominant
land uses have already been proposed in Delhi –
i. Lajpat Nagar III (South Delhi Municipal Corporation): Residential Area PAMP
ii. Kamla nagar (North Delhi Municipal Corporation): Commercial area
iii. Krishna Nagar (East Delhi Municipal Corporation): Mixed use area
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ANNEXURE – 7: Road Safety Policy for Dwarka

Preamble
The Government of India is deeply concerned about the growth in the number of road
accidents, injuries, and fatalities in recent years. It recognizes that road accidents have now
become a major public health issue, and the victims are mainly the poor and vulnerable road
users. The Government of India further recognizes that as road accidents involve roads, motor
vehicles as also the human beings, road safety needs to be addressed on a holistic basis. It
also recognizes that regardless of jurisdictions, the Central and State Governments have a joint
responsibility in reducing the incidence of road accidents, injuries and fatalities. In the light of
this, the Government of India, through National Road Safety Policy, states its commitment to
bring about a significant reduction in mortality and morbidity resulting from road accidents.
Policy Statements
In order to achieve a significant improvement in road safety, the Government of India is

committed to:
i. Raise Awareness about Road Safety Issues

The Government would increase its efforts to promote awareness about the various
aspects of road safety, the social and economic implications of road accidents and what
needs to be done to curb the rising menace of road accidents. This would enable and
empower the different stakeholders to play a meaningful role in promoting road safety.
ii. Establish a Road Safety Information Database
The Government will aid local bodies, Union Territories and States to improve the
quality of crash investigation and of data collection, transmission and analysis. A
National Road Safety Information System will be established for providing continuity
and policy guidelines to this activity.
iii. Ensure Safer Road Infrastructure
The Government will take measures to review standards pertaining to safety in the
design of rural and urban roads and bring them in consonance with international best
practices keeping in view Indian traffic conditions. Continuing application of Intelligent
Transport Systems (ITS) under a national framework to establish a safe and efficient
transport system will be encouraged.
iv. Safer Vehicles
The Government will take steps to ensure that safety features are built in at the stage
of design, manufacture, usage, operation and maintenance of both motorized and
non-motorized vehicles in line with international standards and practices in order to
minimize adverse safety and environmental effects of vehicle operation on road users
(including pedestrians and bicyclists) and infrastructure.
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v. Safer Drivers
The Government will strengthen the system of driver licensing and training to improve
the competence and capability of drivers.
vi. Safety of Vulnerable Road Users
The design and construction of all road facilities (rural and urban) will take into account
the needs of non-motorized transport and the vulnerable and physically challenged in
an appropriate manner. The Government will seek to disseminate ‘best practices’ in this
regard to town planners, architects, and highway and traffic engineers.
vii. Road Traffic Safety Education and Training
Road safety knowledge and awareness will be created amongst the population through
education, training and publicity campaigns. Road safety education will also focus on
school children and college going students, while road safety publicity campaigns will
be used to propagate good road safety practices among the community. The
Government will encourage all professionals associated with road design, road
construction, road network management, traffic management and law enforcement to
attain adequate knowledge of road safety issues.
viii. Enforcement of Safety Laws
The Government will take appropriate measures to assist various state and other
governments to strengthen and improve the quality of enforcement in order to ensure
effective and uniform implementation of safety laws. The Government will actively
encourage the establishment and strengthening of highway Patrolling on National and
State Highways in cooperation with State Governments and Union Territories as
appropriate.
ix. Emergency Medical Services for Road Accidents
The Government will strive to ensure that all persons involved in road accidents benefit
from speedy and effective trauma care and management. The essential functions of
such a service would include the provision of rescue operation and administration of
first aid at the site of an accident and the transport of the victim from accident site to
nearby hospital. Hospitals alongside the National Highways and State Highways would
be adequately equipped to provide for trauma care and rehabilitation.
x. HRD & Research for Road Safety
The Government will encourage increased activity in programmes of road safety
research by identifying priority areas, funding research in those areas adequately and
establishing centres of excellence in research and academic institutions. The
Government will facilitate dissemination of the result of research and identified
examples of good practices through publication, training, conferences, workshops and
websites.
xi. Strengthening Enabling Legal, Institutional and Financial Environment for Road
Safety
The Government will take appropriate measures to ensure that the required legal,
institutional and financial environment for road safety is further strengthened and a
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mechanism for effective coordination of various stakeholders is put in place. The

reforms in these areas would provide for the active and extensive participation of the
community at large, of the private sector, academia and NGOs.
Implementation Strategy
The Government has decided to establish a dedicated agency viz. a National Road Safety and
Traffic Management Board (NRSTMB) to oversee the issues related to road safety and evolve
effective strategies for implementation of the Road Safety Policy.
Delhi Road Safety Policy
1,591 people lost their lives in road accidents in Delhi in 2016 alone, as the national capital is
considered to be one of the most unsafe cities in India in terms of road safety. Over 60 per
cent of those who died in road accidents in 2016 were two-wheeler drivers, and their penchant
for unsafe driving with disregard for traffic rules (like not wearing helmets) was the prime
reason why such fatal accidents took place. Over 7,000 injuries were also reported in road
accidents in Delhi in the year 2016.
Figure Road Accidents in Delhi 2019
Source: Road Accidents in Delhi 2019
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Figure Road Deaths on Delhi Roads
The fatalities have been showing a downward trend from the year 2009 but in the year
2018trend was reversed, fatality rate has increased. In the year 2019 fatality rate has decreased
compared to previous year (8.79 in 2018 and 7.47 in the year 2019). 22.12 % of the total road
accident victims lost their lives (21.73 % in the year 2018). The fatality rate amongst all road
accident victims which has been decreasing steadily for the last few years, except in the 2018,
fatality rate had increased.
When safety is taken into consideration during the planning, design and operation of roads,
substantial contributions can be made to reducing traffic deaths and injuries. The aim is to
create a safe road environment, rather than placing the main responsibility for safety on users
who fail to deal with the intrinsic dangers of the roads. The following policy measures will be
undertaken:
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Figure Total Accidents
Table Accidents in Dwarka (2019)
The Road Safety policy will be aimed at preventing and reducing the number of road accidents
in Delhi, and subsequently the number of injuries and deaths. As per the proposed policy,
significant funds will be spent on educating people about the necessity of following road
safety measures and how they can avoid accidents while driving.
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Road traffic injuries are a major but neglected global public health problem, requiring
concerted efforts for effective and sustainable prevention. Of all the systems that people have
to deal with on a daily basis, road transport is the most complex and the most dangerous.
Prioritizing the needs of vulnerable road users includes recognizing the importance of the built
environment when making political and planning decisions. Some of the solutions lie in
appropriate modifications to the physical road environment and setting up a supportive policy
framework rather than focusing only on human behaviour as the primary cause of road traffic
crashes.
i. Awareness regarding Road Safety

In order to achieve significant improvement in road safety, the Govt. of Delhi will make
sincere and serious efforts to promote awareness about road safety; it’s social and
economic implications and other concerned factors. The Govt. of Delhi will involve various
stakeholders for planning and for promoting road safety in Delhi. Awareness among
decision makers, government officials and citizens on this issue will enable them to
understand that road safety is a significant problem and has to be dealt proactively.
The Govt. of Delhi will undertake following activities to create awareness:
• Raise awareness amongst key decision makers and government departments

responsible for making provision of safe roads and to facilitate them for planning
and promoting road safety.
• The trainings will be conducted.
• The modules for the road engineers will include conducting road safety inspections
and audits, rectifications of black spots, traffic calming elements and planning and
design of new existing roads.
• Raise awareness about gravity of road safety issues amongst citizens of Delhi and
particularly among the young, elderly and persons with disability.
• Enlighten various road user groups with respect to their roles and responsibilities.
• Develop and implement road safety publicity campaigns.
ii. Strengthening Institutional Arrangements

The institutional arrangements have been strengthened by re-constituting the Road Safety
Cell of the Transport Department as the Lead Agency headed by an officer of the rank of
Special Commissioner (Transport) and it is supported by adequate and competent staff to
exclusively deal with all matters related to road safety in NCT Delhi.
iii. Establish Road Safety Management Information System

The Govt. of Delhi will establish a state level road safety management information system.
To achieve this goal, the government will develop a software as per the objectives of
National Road Safety Policy and as per the requirements of the departments like Home,
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Public Works, Transport, Health & Family Welfare, Urban Development, Education and
Research Institutions etc.
iv. Ensure Safe Road Infrastructure

The Govt. of Delhi will undertake adequate steps to ensure conscious planning for safe
design of roads, intersections and other infrastructural developments in coordination with
various stakeholders and government departments. The Govt. of Delhi will ensure the best
practices are incorporated and ‘Safe System Approach’ is followed which accommodates
human error for ensuring safe transport system for all road users. The Govt. of Delhi will
further adopt accident prevention and reduction strategies for existing roads and
intersections through continuous identification of black spots on city roads with time
bound improvement plans/ programs/ measures etc.
v. Planning & Designing of Road

• Undertake mandatory accident investigation of every fatal road accident to
scientifically probe the causes of the road accident and to determine remedial
measures, if any.
• Regular identification of accident-prone areas/ black spots on the basis of accident
intensity and severity every six months.
• Post identification, take corrective actions within six months in the identified
accident-prone areas/ black spots through proper planning, design and
construction techniques.
• Digitize all black spots in the city and correct them followed by road safety
inspections of streets to be redesigned.
• Remove encroachments and obstructions affecting the full use of roads and
particularly use of pedestrian pathways.
• Establish a system for regulation and accreditation of driver training institute/
centres.
vi. Safer Motor Vehicles

The Govt. of Delhi will take appropriate and adequate steps to promote statutory periodic
inspection as an essential check on the road-worthiness of all motor vehicles. Automation
of fitness centres shall be done in a time bound manner.
The fitness of commercial vehicles shall be done only through automated fitness process
only. The existing manual fitness centre shall be converted to automated centre within one
year.
vii. Safe Drivers

• Undertake safety and awareness campaigns for drivers
• Design and enforce a comprehensive and standardized driver training curriculum.
• Issuance of driving licenses from Automated Driving Training Centres.
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• Undertake measures for fatigue management of heavy motor vehicle drivers.
viii. Safety of Vulnerable Road Users

The Govt. of Delhi will take into account all needs of non-motorized vehicles, pedestrians,
children, elderly and persons with disability in appropriate manner in designing and
construction of all roads/ intersections in both rural and urban areas of the NCT of Delhi.
The encroachment on roads, pathways and pedestrian path has become one of the reasons
for road accidents and congestion. In order to provide safety for vulnerable road users, the
removal of encroachment of roads and pathways shall be strictly enforced and building
pedestrians pathways and bicycle lanes in selected areas will be ensured.
Many vulnerable accident victims are the passengers who board/ alight the buses,
therefore, Bus Queue Shelters be kept free of obstructions of vendors/ hawkers and all
vehicular traffic for proper halting of buses and safe boarding/ alighting of commuters.
ix. Road Safety Education and Training
The Govt. of Delhi will undertake adequate steps to impart training on various parameters
of road safety amongst the general public of Delhi through education, training and
publicity campaigns etc. Road Safety may also be made an integral part of syllabus for
school children and college/ university going students in Delhi. The Govt. of Delhi will also
encourage the professionals as well as NGOs to actively associate and participate in all
road safety activities / programs to be undertaken by the various government departments
and other stakeholders in Delhi.
x. Enforcement of Traffic Laws/ Rules & Regulations

The Govt. of Delhi will make every effort to improve the quality of traffic enforcement in
the NCT of Delhi in close coordination with Delhi Traffic Police to enforce spot penalties,
action against overloading of passenger vehicles, drunken driving, non-wearing of helmets
and seat belts etc.
The Govt. of Delhi shall also ensure that enforcement agencies take focused action on
heavy vehicles with account for disproportionately more road accidents e.g. vehicles with
protruding rods, stalled vehicles etc.
xi. Emergency Medical Assistance to Road Accident Victims

• Develop adequate number of fully equipped and properly staffed Trauma Care
Centres at strategic places in Delhi.
• The Police Petrol Cars and CAT’s Ambulances to operate synchronously through a
central control and coordination system.
• Promote involvement of private practitioners and hospitals in EMR and trauma
care.
• Implement cashless treatment for 48 hours in trauma care centres along NHs and
SHs.
• Enact a Delhi specific legislation for the protection of Good Samaritans.
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xii. Research for Road Safety

• Identify and nominate key institutes to carry out road safety research in the State.
• Prepare priorities for research areas followed by in depth review of road safety data
available from Road Accident Database System.
• Strategy for implementing Road Safety Initiatives in the State.
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ANNEXURE – 8: Delhi Electric Vehicle Policy, 2020

Background
The Council of Ministers, Government of National Capital Territory of Delhi (in short “GNCTD”),
approved the Delhi Electric Vehicles Policy vide Cabinet Decision No. 2796 dated 23-12-2019.
The policy recognizes that a new approach is required to kick-start the adoption of Electric
Vehicle in Delhi, as despite the Govt. push, the pace of adoption of Electric vehicles failed to
meet the expectations. It therefore seeks to put in place a comprehensive set of measures for
giving impetus to the adoption of Electric Vehicles.
Vision and Goals
The primary objective of the Delhi Electric Vehicle Policy, 2020 (in short “Policy”) is to establish
Delhi as the EV capital of India and accelerate the pace of EV adoption across vehicle segments,
especially in the mass category of two-wheelers, public/shared transport vehicles and goods
carriers. The policy shall seek to drive rapid adoption of Battery Electric Vehicles (BEVs) so that
they contribute to 25% of all new vehicle registrations by 2024 and bring about a material
improving Delhi’s environment by bringing down emissions from the transport sector.
The Policy will also seek to put in place measures to support the creation of jobs in driving,
selling, financing, servicing, and charging of Electric Vehicles.
Policy Overview
The Delhi Electric Vehicle Policy, 2020, shall remain valid for a period of three years from the
date of issue of this policy. The Fiscal Incentives being offered under the policy would be in
addition to the demand incentives available in the FAME India Phase-II scheme of Government
of India. The policy is proposed to be implemented through the following verticals –
a) Financial Incentives - Purchase incentives, Scrapping incentives, Interest subvention on

loans.
b) Waiver of road tax and registration fees.
c) Establishment of a wide network of charging stations and swappable battery stations, and
development of publicly owned database of the same.
d) Administration of the policy including constitution of State Electric Vehicle Board,
establishment of a dedicated EV cell, and developing an intensive public outreach
programme focused on creating the awareness about the benefits of electric vehicles and
key elements of the policy.
e) Setting up of Skill Centres with provision for training related to jobs in the EV eco-system
and creation of jobs
f) Setting up of Recycling Ecosystem for Batteries
g) Creation of an umbrella, non-lapsable ‘State EV Fund’, to be Funded through the air
ambience fund, levy of additional taxes, cess, fee, etc. on inefficient or polluting vehicles
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Driving Electric Vehicle Adoption
To drive large scale adoption of Electric Vehicles and maximize reduction of vehicle pollution,
the policy focuses attention on incentivizing the purchase and use of electric two wheelers and
supporting the electrification of public / shared transport and goods carriers.
Electric two wheelers
• As two-thirds of new vehicle registrations in Delhi comprise two wheelers (i.e., motorcycles
and scooters), with the most popular segments being motorcycles between 110-125 cc
and scooters between 90-125 cc, any attempt at electrification of Delhi's vehicle fleet needs
to address these segments to achieve significant reduction in air pollution.
• The demand generation incentives for two wheelers offered under the policy shall be based
on battery capacity (i.e., energy content measured in kWh) used in vehicles. The incentives
listed below in para 4.1.6 and 4.1.7shall be available only for the electric two wheelers with
Advanced Batteries and subject to a maximum incentive of Rs. 30,000 per vehicle.
• To avail the demand incentives, the electric two wheelers shall have to fulfil the following
performance and efficiency eligibility criteria (same as in FAME India Phase II).
S. No. Criteria Threshold Value

1. Min. top speed 40 km/hr
2. Min. acceleration 0.65 m/s2
3. Max. electric energy consumption Not exceeding 7kWh/100km
4. Warranty At least 3 years comprehensive warranty
including that of battery from manufacturer
• The above-mentioned eligibility criteria is aligned with those existing in FAME India Phase
II for electric two wheelers, but shall exclude other criteria, such as: (a) no limit for minimum
vehicle range (b) no mandatory requirement of local manufacturing, and (c) no
requirement for vehicles to be fitted with suitable monitoring devices to determine the
total fuel savings on real time basis.
• Two-wheeler Original Equipment Manufacturers (OEMs) shall have to register their e-
vehicle models, including swappable battery models, meeting eligibility criterion tabulated
specified above with the Transport Department, GNCTD. Applications for registration by
the two-wheeler OEMs shall have to be supported with certification from testing agencies
recognized under Rule 126 of Central Motor Vehicle Rules, 1989.The Transport Department
shall register and publish online the list of e-vehicles models eligible for the two-wheeler
incentives, based on these applications.
• A purchase incentive of Rs. 5,000/- per kWh of battery capacity shall be provided per
vehicle to the registered owner and subject to maximum incentive of Rs. 30,000/- per
vehicle.
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• Registered owner of electric two wheelers (i.e., vehicles eligible for the Purchase Incentive)
shall also be eligible for a Scrapping Incentive for scrapping and de-registering old ICE two
wheelers registered in Delhi. Up to Rs. 5,000/- of the incentive shall be reimbursed by the
GNCTD to the registered owner of electric vehicle, subject to: (a) evidence of matching
contribution from the dealer or OEM, and (b) confirmation of scrapping and de-registration
of the A (ICE) vehicle.
• Ride hailing service providers shall be allowed to operate electric two-wheeler taxis, subject
to operating within the guidelines to be issued by the Transport Department, GNCTD.
• It is expected that the incentives provided by the policy shall encourage delivery service
providers (e.g., food delivery, e-commerce logistics providers, couriers) to switch to using
electric two wheelers. To ensure the switch happens in a time bound manner, all delivery
service providers shall be expected to convert 50% of their fleet operating in Delhi to
electric by 31st march, 2023 and 100% by 31st March 2025.The delivery service providers,
who commit to achieve these targets shall be eligible for financing support from the Delhi
Finance Corporation (DFC).
Electric Auto Rickshaws (E-Autos)
• GNCTD aims to incentivize the purchase and use of new electric autos (‘e-autos’) instead
of ICE equivalents and simultaneously promote replacement of existing CNG autos by e-
autos. Incentives listed in subsequent sections shall be provided under the policy by the
GNCTD to all Electric L5M Category (passenger three wheelers or auto rickshaws) vehicles
with advanced batteries listed as being eligible under FAME India Phase II (having fulfilled
all the eligibility and testing conditions as specified under the scheme) and shall also
include swappable models, where battery is not sold with the vehicle.
• An open permit system shall be applicable for e-autos, wherein permits shall be given on
first-come-first basis. Individuals with a valid light motor vehicle driving license (DL) and a
PSV badge shall be eligible to apply for e-auto permit subject to a limit of one e-auto per
individual. GNCTD is in the favour of not having any cap on permits issued to e-autos in
Delhi, since they are zero-emissions vehicles and can be very effective in ensuring clean,
last-mile connectivity. Pending further orders on this matter by Hon’ble Supreme Court,
the open permit system for e-autos shall be subject to the cap on maximum number of
autos in Delhi as fixed by the Apex Court.
• To support self-employment and wide ownership of e-autos, following incentives shall be
provided to all individuals with an e-auto permit:
a) Purchase Incentive of Rs. 30,000/- per vehicle shall be provided by GNCTD to the
registered owner of the e-auto.
b) Interest subvention of 5% on loans and/or hire purchase scheme for the purchase of
an e-auto.
• Registered owner of e-autos (i.e., vehicles eligible for the Purchase Incentive) shall also be
eligible for a Scrapping Incentive for scrapping and de-registering old ICE auto rickshaws
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registered in Delhi. Up to Rs. 7,500/- of the incentive shall be reimbursed by the GNCTD to
the registered owner of electric auto, subject to:
a) Evidence of matching contribution from the dealer or OEM, and
b) Confirmation of scrapping and de-registration of the ICE vehicle as well as surrender
of existing permit.
• The auto-rickshaw permits linked to the de-registered ICE vehicle can be surrendered and
exchanged for an e-auto permit at no additional cost.
E-rickshaws and E-carts
• This policy aims to support the use of E-rickshaws and E-carts that are safe and driven in
compliance with regulations.
• Following incentives shall be provided to all individuals with a valid driving license, who
want to purchase an E-rickshaw or E-cart. These incentives shall be available only for the
purchase of one E-rickshaw or E-cart per individual:
a) A Purchase Incentive of Rs. 30,000/- per vehicle shall be provided to the registered
owner for the purchase of one E-rickshaw or one E-cart per individual. This incentive
shall apply to all E-rickshaws and E-carts, including the models with lead acid batteries
and swappable models, where battery is not sold with the vehicle.
b) In addition, for purchase of E-rickshaws and E-carts with an advanced battery (i.e., for
models certified by ARAI as an E-rickshaw or E-cart and having an advanced battery),
interest subvention of 5% on loans and/or hire purchase schemes shall be provided.
Buses
Substantial addition of buses to the public transport fleet is expected in the period 2019-
2022.The GNCTD commits to providing appropriate incentives and other support necessary to
ensure that pure electric buses constitute at least 50% of all new stage-carriage buses (i.e., for
all public transport vehicles with 15 seats or more) procured for the city fleet including for last
mile connectivity, starting with the induction of 1000 pure electric buses by 2020.
Goods carriers (i.e., L5N and N1 vehicles)
• Light commercial vehicles used as goods carriers are useful for low capacity, short haul
deliveries in congested areas of the city. The policy recognizes their importance and shall
seek to incentivize rapid electrification of this fleet. Incentives listed below shall be
provided by the GNCTD and shall be applicable to all Electrical Vehicles in the category of
L5N (three wheeled goods carriers) and N1 (goods carrier having gross vehicle weight not
exceeding 3.5 tonnes) with advanced batteries listed as being eligible under FAME India
Phase II (having fulfilled all the eligibility and testing conditions, as specified under the
scheme) and shall also include swappable models, where battery is not sold with the
vehicle.
• Individuals and fleet owners shall be encouraged to adopt electric goods carriers ('e-
Carriers') by providing:
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a) A Purchase Incentive of Rs. 30,000/- to the first 10,000 e-Carriers to be registered in

Delhi after the issuance of this policy.
b) Interest subvention of 5% on loans and/or hire purchase scheme for purchase of e-
carriers.
• Electric goods carriers in the above categories shall be completely exempted from the
prohibition on plying and idle parking of lights goods vehicles on identified roads of NCT
of Delhi during specified timings as notified by the Transport Department, GNCTD from
time to time as per Rule 115 concerning exemption from the provisions of Chapter VIII -
Control of Traffic, Central Motor Vehicles Rules.
• The Purchasers of e-carriers (i.e., vehicles eligible for the Purchase Incentive) shall also be
eligible for a Scrapping Incentive for scrapping and de-registering old ICE goods carriers
registered in Delhi. Up to Rs. 7,500/- of the Incentive shall be reimbursed by the GNCTD
to the purchase of e-carriers, subject to:
a) evidence of matching contribution from the dealer or OEM, and
b) confirmation of scrapping and de-registration of the ICE vehicle.
Four Wheelers (E-Cars)
• A Purchase Incentive of Rs. 10,000/- per kWh of battery capacity shall be provided per
electric four-wheeler (subject to a maximum incentive of Rs.1,50,000/- per vehicle) to the
registered owners of the first 1000 e-cars to be registered in Delhi after the issuance of this
policy. The incentives shall be applicable only to electric four - wheeler with advanced
batteries listed as being eligible under FAME India Phase II (having fulfilled all the eligibility
and testing conditions as specified under the scheme) and shall also include swappable
models, where battery is not sold with the vehicle.
• To establish the feasibility for large scale adoption of electric passenger four wheelers,
GNCTD shall take the lead in transitioning its entire fleet to electric. All leased/hired cars
used for commute of GNCTD officers shall be transitioned to electric within a period of
twelve months from the date of issue of this policy.
Provisions applicable across vehicle segments
• Road Tax and registration fees shall be waived for all Battery Electric Vehicles during the
period of this policy.
• The Purchase/demand incentives offered under the policy (i.e., Purchase and Scrapping
Incentives) for all Electric vehicles shall be given directly to the registered owners by the
Transport Department, GNCTD based on claims made by individual buyers after the
purchase of the vehicle.
• If the battery is not sold with vehicle, 50% of the Purchase Incentive shall be provided to
the vehicle owner &the remaining amount up to 50% would be provided to Energy
Operators for defraying the cost of any deposit that may be required from the end users
for use of a swappable battery.
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• Operational guidelines for delivery of all demand incentives offered under the policy (i.e.,
Purchase and Scrapping Incentives) shall be issued from time to time by the Transport
Department with the approval of Minister (Transport) as Competent Authority. From the
date of issuance of this policy, all existing subsidies for battery powered vehicles being
provided through the Air Ambience Fund shall be replaced by the incentives offered as per
this policy. The applications for subsidy pending with the Environment Department, as on
the date of issuance of the policy, shall be dealt by the Environment Department.
Subsequent applications shall be dealt under this policy.
• The interest subvention of 5% being offered in the vehicle categories of E-Autos, E-
rickshaws, E-carts and Goods carriers would be applicable, only if the loan is availed from
the Delhi Finance Corporation (DFC) and other finance providers empanelled by the DFC.
For this purpose, DFC would empanel other finance providers for obtaining the interest
subvention, on the basis of applications from Scheduled Banks and NBFCs.
• All electric vehicles registered in Delhi shall be issued a green number plate in accordance
with the notification No. F. No. RT-11028/03/2018-MVL dated 07.08.2018 of the Ministry
of Road Transport and Highways, Govt. of India.
• All electric vehicles availing any kind of incentive/fee waiver under this scheme should
appropriately display a sticker indicating that it has been purchased under this
policy/scheme. The format of the sticker shall be provided by the Transport Department,
GNCTD.
Charging Infrastructure
Experience in other cities across the globe indicates that availability of charging infrastructure
is a key driver of Electric Vehicle adoption. The objective of the policy shall be to create an
enabling environment for the provision of private as well as public charging infrastructure.
Private Charging points
• It is expected that most Electric Vehicle users shall use home and workplace charging
points for their core charging needs. However, charging points at these locations need to
be engineered for safe charging of Electrical Vehicles, communicate with DISCOMs to
enable load management, and offer metering that enables shared use and special tariffs
to be offered for Electric Vehicle charging. Following policy measures shall be put in place
to encourage installation of such charging points within homes and workplaces.
• Changes in building bye-laws shall be made to make all new home and workplace parking
‘EV ready’ with 20 % of all vehicle holding capacity/parking required to be Electric Vehicle
ready (i.e., with conduits and power supply infrastructure in place for Electric Vehicle
chargers). Additionally, the building premises shall have to have an additional power load,
equivalent to the power required for all charging points to be operated simultaneously,
with a safety factor of 1.25.
• All existing residential and non-residential building owners shall be encouraged to install
Private Charging Points (PCPs) within their premises. These charging points shall especially
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provide shared access to Electric Vehicle charging for residents of group housing societies
and multistorey apartment complexes. The GNCTD shall provide a grant of 100% for the
purchase of charging equipment up to Rs. 6000/- per charging point for the first 30,000
charging points. Grants shall be available for chargers that are either single phase or three
phase input but comply with all other BEVC–AC001 specifications.
• Customers of all DISCOMs operating in Delhi shall provide the facility to purchase a Private
Charging Point online at a price net of the GNCTD grant, and request for charger
installations at their premises. The DISCOM shall install chargers at their customers’
premises as requested and recover additional installation related charges (as applicable
and approved by the Delhi Electricity Regulatory Commission) through the electricity bill.
Public Charging Infrastructure:
• Providing accessible public charging facilities within 3 km travel from anywhere in Delhi is
a key objective of this policy. Considering that there are several stakeholders involved in
the implementation of public charging infrastructure within Delhi, a Working Group on
Accelerated Rollout of Charging Infrastructure in Delhi (‘Charging Infrastructure Working
Group’) has already been established by the Power Department, GNCTD with
representative from all relevant government agencies, DISCOMs and Local Bodies vide
order no. F11(50)2019/Power/1216 dated 29.04.2019.
• Energy Operators’ (EOs) shall be invited to set up charging and battery swapping stations
across Delhi in multiple phases by porting and providing Concessional Locations for
charging station at bare minimum lease rentals. These Concessional Locations shall be
carved out from existing public parking zones and other GNCTD identified locations such
that they offer easy entry and exit. A list of Concessional Locations for the first phase of
rollout shall be identified by the Charging Infrastructure Working Group within one month
of issuance of the policy. Outside of the concessional locations, the Energy Operators can
set up any number of other sites as long as they have required public access.
• The Energy Operators shall be selected for allocation of Concessional Locations based on
a process to be defined by the Charging Infrastructure Working Group.
• GNCTD shall provide a capital subsidy for the cost of chargers installation expenses to the
selected Energy Operators. No operational subsidies shall be provided to the Energy
Operators. The subsidy shall only be applicable for chargers being installed within one year
of the allocation of a Concessional Location. No further capital subsidies can be claimed
by the Energy Operators if they avail the GNCTD subsidy under this policy.
• 100% of the net SGST, accrued to the GNCTD, shall be provided as reimbursement to the
Energy Operators for purchase of advanced batteries to be used at swapping stations.
Favourable electricity tariff for EOs, captive and private charging facilities
• Electricity tariff applicable for all Public and Captive charging stations for commercial use
(i.e., charging facilities used by fleet owners) shall be as notified in the DERC Tariff Schedule
for 2019-20 as being applicable for “Charging Stations for e-rickshaw/e-vehicle on single
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point delivery” as per applicable DERC Tariff Order. The GNCTD shall endeavour to
maintain the special electricity tariff for EV charging at the same rate as at present or lower
for the entire duration of this policy.
• Tariff concessions outlined in para 6.3.1 shall also be extended to all Private Charging
Points that are BEVC-AC001 compliant and are connected to the Central Management
System (CMS) of the relevant DISCOM.
• The Energy Operators who have won a concession to operate and all other public charging
stations operators shall be encouraged to use low cost and renewable sources of power.
In consultation with DERC, the GNCTD shall endeavour to provide: (a) Open Access without
the condition of having contract demand of 1 MW and above at every charging station or
swapping kiosk. (b) Power banking –The Energy Operators who set up captive renewable
energy facilities shall be given power banking facilities with the DISCOMS operating in
Delhi over a period of one year. This shall encourage generation and use of renewable
power.
Payment Infrastructure and information sharing
• The Energy Operators shall be expected to accept payments through multiple modes such
as cash, cards, mobile wallets, and UPI. Option for the payments through the common
mobility card payment system shall also need to be offered.
• An open, publicly owned database shall be developed by Transport Department, GNCTD
offering historical and real time information on public charging infrastructure i.e., kWh,
session length, vehicle type if available, number of events, location (latitude, longitude) of
the charger, number of chargers at site, site classification, payment amount, pay structure
(by hour, or by kWh, or by session), as well as payment rate. The Energy Operators shall
have to provide data to this public database. The database can be used free of charge by
in-vehicle navigations systems and charging apps and maps.
Recycling Ecosystem – Battery and Electrical Vehicles
• Electric Vehicle batteries typically need to be replaced once they have degraded to
operating at 70-80% of their capacities. EVs are therefore going to outlive the batteries
powering them, with a vehicle requiring about two batteries in a 10-year life span. Batteries
that have reached their end of life shall have to be either reused or recycled. Lack of
adequate reuse or recycling shall have a high environmental cost. Not only do EV batteries
carry a risk of giving off toxic gases, if damaged during disposal, but core materials such
as lithium and cobalt are finite and very expensive to extract.
• The Policy shall encourage the reuse of EV batteries that have reached the end of their life
and setting up of recycling businesses in collaboration with battery and EV manufacturers
that focus on ‘urban mining’ of rare materials within the battery for re-use by battery
manufacturers.
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Funding
• The GNCTD shall seek to fund a high proportion of the incentives proposed in the policy
using the ‘feebate’ concept i.e., by adopting measures by which inefficient polluting
vehicles incur a surcharge (fee-) while efficient ones receive a rebate (-bate). As per NITI
Aayog and Rocky Mountain Institute (RMI), Austria, Denmark, France, Netherlands,
Norway, Ontario (Canada), and Singapore have introduced variations of feebates. Funding
for the various incentives being offered under the Delhi EV Policy shall be obtained from
the following sources and aggregated under an umbrella, non-lapsable ‘State EV Fund’.
• Pollution Cess: Cess on the sale of diesel is already applicable in the NCT of Delhi at 25
paise per litre being levied vide order dated 27.03.2008 of the Finance Department,
GNCTD, collection from which accrues to the Air Ambience Fund under the Environment
Department. From the date of issuance of this policy, 50% of the amount collected in Air
Ambience Fund shall be transferred to State EV Fund on a monthly basis. Amount standing
in the credit of Air Ambience Fund as on the date of issuance of the policy shall also stand
transferred to the state EV Fund, GNCTD shall strive to levy a Pollution Cess on all ICE
Vehicle users in future.
• Road Tax: Additional road tax shall be levied on diesel and petrol vehicles, especially luxury
cars. The additional tax shall be based on a sliding scale with high price diesel vehicles
paying the highest additional road tax and low price two wheelers incurring a small
addition. Revised Road Tax rates in line with this principle shall be notified by the
Department of Transport, GNCTD and the additional road tax thus collected shall be
allocated to the State EV Fund.
• Congestion Fee: An appropriate Congestion Fee shall be levied on all trips originating or
terminating within the NCT of Delhi and taken using cab aggregator and ride hailing
services. This tax shall be waived for rides taken in e-two wheeler, e-auto or e-cab. Tax due
shall have to deposited with the GNCTD every month and shall be allocated to the State
EV Fund.
• Other Sources: Any gap left after funding from the State EV Fundis exhausted, shall be
filled through allocations from the Environment Compensation Charge (ECC) already being
collected in Delhi, subject to the approval of the Hon’ble Supreme Court of India. It is
expected that a significant proportion of the ECC shall be used to fund the policy with any
further gap in funding being filled through budgetary allocations. The State EV Fund, with
contributions for the Pollution Cess, additional Road tax, Congestion Fee and the ECC shall
be the primary contributor towards funding the proposals in this policy.
Creating Jobs – Vocational Training and R&D
• Large number of new jobs can be created due to increasing EV adoption – e.g., e-auto and
e-cab drivers, charging station operators and EV service mechanics. Delhi shall endeavour
to become a hub for the provision of training related to jobs in the EV eco-system.
Vocational courses shall be designed to train EV drivers, mechanics and charging station
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staff in partnership with auto OEMs and the Energy Operators. These courses shall be
delivered through the World Class Skill Centres (WCSCs) set up by the GNCTD and the
space and faculty for the WCSCs shall be provided at concessional rates.
• Private sector partners – i.e., auto OEMs and the Energy Operators shall be allowed to
conduct their own captive staff training at the WCSCs.
• The WCSCs shall also offer short re-training courses for ICE mechanics who would like to
be trained in repairing and servicing EVs. These part time courses shall be offered through
the year at concessional fees.
• The GNCTD shall conduct regular recruitment fairs at the WCSCs for private sector
recruiters, desirous of hiring the trained personnel.
• High levels of EV penetration and availability of charging infrastructure shall offer an
opportunity to design and test new models of electric mobility and charging equipment.
A Centre of Excellence shall be set up at one of the Central or State Universities within
Delhi and shall be funded by the GNCTD. This Centre shall focus on the design & use of
EVs, improving the usage and efficiency of EVs and charging equipment.
Policy Implementation
Following measures shall be taken to ensure a smooth implementation of various proposals

in Delhi EV policy:
• The Transport Department, GNCTD shall be the nodal department for the implementation
of this Policy. A dedicated EV cell shall be established within the Transport Department for
effective day-to-day implementation of the Delhi EV Policy and comprising of staff with
relevant technical expertise to exclusively deal with all matters related to electric mobility
in the NCT of Delhi. All requisite compliances required under relevant statues, provisions
or rules made thereunder shall be ensured by the respective departments/agencies.
• GNCTD shall design and implement an intensive public outreach and communication
campaign focused on driving awareness regarding the benefits of adopting electric
vehicles and key elements of the policy.
• A State Electric Vehicle Board shall be constituted by the GNCTD as the apex body for
effective implementation of Delhi Electric Vehicle Policy, 2020.
• It shall regularly review the performance of various measures under the policy and take
additional measures, as necessary, for effective implementation so to achieve the primary
objective of the policy i.e., to bring about a material improvement in Delhi's air quality by
bringing down emissions from the transport sector.
• GNCTD remains committed to providing stability to the EV policy framework and to make
Delhi the EV capital of India.
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ANNEXURE – 9: Shared Mobility Principles for Liveable Cities

S. No Principle
1. Plan Cities and Their The way our cities are built determines mobility needs and how
Mobility Together they can be met. Development, urban design, and public spaces,
building and zoning regulations, parking requirements, and other
land use policies shall incentivize compact, accessible, liveable,
and sustainable cities
2. Prioritize People over The mobility of people and not vehicles shall be in the centre of
Vehicles transportation planning and decision-making. Cities shall
prioritize walking, cycling, public transport and other efficient
shared mobility, as well as their interconnectivity. Cities shall
discourage the use of cars, single-passenger taxis, and other
oversized vehicles transporting one person.
3. Support the Shared Transportation and land use planning and policies should minimize
and Efficient Use of the street and parking space used per person and maximize the
Vehicles, Lanes, use of each vehicle. We discourage overbuilding and oversized
Curbs, and Land vehicles and infrastructure, as well as the oversupply of parking.
4. Engage with Residents, workers, businesses, and other stakeholders may feel
Stakeholders direct impacts on their lives, their investments, and their
economic livelihoods by the unfolding transition to shared, zero-
emission, and ultimately autonomous vehicles. We commit to
actively engage these groups in the decision-making process and
support them as we move through this transition.
5. Promote Equity Physical, digital, and financial access to shared transport services
are valuable public goods and need thoughtful design to ensure
use is possible and affordable by all users, regardless of age,
gender, race, ethnicity, income, ability, or other
characteristic/identity.
6. Lead the Transition Public transportation and shared-use fleets will accelerate the
Towards a Zero- transition to zero-emission vehicles. Electric vehicles shall
Emission Future and ultimately be powered by renewable energy to maximize climate
Renewable Energy and air quality benefits.
7. Support Fair User Every vehicle and mode should pay their fair share for road use,
Fees Across All congestion, pollution, and use of curb space. The fair share shall
Modes take the operating, maintenance, and social costs into account.
8. Aim for Public The data infrastructure underpinning shared transport services
Benefits via Open must enable interoperability, competition and innovation, while
Data ensuring privacy, security, and accountability.
9. Work Towards All transportation services should be integrated and thoughtfully
Integration and planned across operators, geographies, and complementary
Seamless modes. Seamless trips should be facilitated via physical
Connectivity connections, interoperable payments, and combined information.
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S. No Principle
Every opportunity should be taken to enhance connectivity of
people and vehicles to wireless networks.
10. Autonomous Due to the transformational potential of autonomous vehicle
Vehicles (AVs) in technology, it is critical that all AVs are part of shared fleets, well-
Dense Urban Areas regulated, and zero emission. Shared fleets can provide more
Should Be Operated affordable access to all, maximize public safety and emissions
Only in Shared Fleets benefits, ensure that maintenance and software upgrades are
managed by professionals, and actualize the promise of reductions
in vehicles, parking, and congestion, in line with broader policy
trends to reduce the use of personal cars in dense urban areas.
Source: Robin Chase and other Collaborators; https://www.sharedmobilityprinciples.org/home/#signatories
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ANNEXURE – 10: Planning for Shared Mobility Hub

Bicycle Connections
Encouraging the adoption of bicycling as a viable alternative to private vehicle use is an

important goal for the city and region. Bicycles can serve as an appealing mode to access other
transit services and stations especially if bike parking and other supportive facilities are
available to use. The inclusion of bicycling supportive amenities at Mobility Hubs is one step
towards achieving a healthy transportation system and allowing people to make choices that
are more environmentally sustainable and physically beneficial. Improving the bicycling
experience can incentivize many potential riders to use their bicycles for their daily trips. First-
last mile connectivity can be further enhanced through the implementation of a bike sharing
program, to be available at all Mobility Hubs, by making bicycles accessible for those whose
destination is out of the typical pedestrian range of a ½ mile. Improving connections to the
potential or existing bike paths near the Mobility Hub is essential in advocating use of bicycles
and public transportation.
Objectives
• Enhance first-last mile connectivity through the implementation of a bike sharing program.
• Increase availability of bike parking and secure bike rooms.
• Provide safe and comfortable bicycling supportive facilities.
Bike Share
Bike sharing is a transportation service typically structured to provide users point-to-point

transportation for short trips. Employees, residents, and visitors will be able to hop on a bicycle
at one station and return it to any other station in the system. Bike share stations will be in
streets, on sidewalks, and in plazas and parks.
Dense station spacing is critical to creating a convenient system. It is important to strategically

locate bike share facilities along transit corridors, existing or proposed bikeways, popular
destinations, and retail job centres to ensure that users can easily pick up/drop off bicycles.
The vision is to provide new and existing transit users with an accessible, reliable, and efficient
mobility option as an integrated part of Los Angeles world class transportation system.
The two most important factors considered when designing a successful bike share system are
safety and convenience. Stations must be strategically located to suit people’s needs for quick
and opportune trips. Proper siting of bike share stations can activate public spaces, boost local
businesses, and increase mobility and accessibility.
Guides
• Network: Stations must be adjacent or within walking distance to activity centres, transit
stations, places of employment and residences. Ideal station spacing is within ¼- ½ mile
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of another station. In locations with fewer hubs and destinations, station size should be
reduced rather than station spacing.
• Physical Space: The physical space must meet the UTTIPEC street design regulations and
criteria in addition to the designs and physical dimension requirements.
• Clearance Requirements: Stations may not obstruct the pedestrian path of travel and
must adhere to the requirements of the differently abled.
• Visibility: Stations must be visible to passers-by and stations shall not interfere with
pedestrian sight lines. Station placement on the departure is preferred. Ad panels and
kiosks must be strategically placed to maintain sight lines. Bike sharing stations should be
located in highly visible areas at or near Mobility Hubs.
• Accessibility: Stations must be well lit at night and accessible 24 hours a day.
• Demand and Support: Popular demand and stakeholder support may weigh into bike
share station location placement but shall not be the ultimate deciding factor. Station
locations must be sited to enhance safety and connectivity in order to serve the needs of
all users.
• Solar: Stations run on solar power and must be strategically located to minimize shade
cover.
• Major new developments should contribute to the expansion of a bicycle share program,
where one exists.
• Co-locating and co-branding (if possible) bike share and car share increases visibility and
re-enforces the concept and adoption of shared vehicles.
• The 13 docks, 90 degrees standard flat bike back station is usually 42’0” by 6’0”.
• The station should be placed at least approximately 5’0” from the potential adjacent
driveway cut.
Sites must comply with the following checklist items
• Meets all UTTIPEC design guidelines

• Does not interfere with or block a driveway
• Does not overlap with maintenance hole, signal box, or utility access
• Is unobstructed by sidewalk furniture, benches, newsstands, or bus shelters
• Is unobstructed by trees, tree wells, or other landscaping
• Is not located in or directly adjacent to a bus zone
• Is not located within 15 feet of a fire hydrant
• Does not block building standpipe or pedestrian sight lines
Bike Parking
Among the necessary supports for bicycle transportation, bike parking is both vital and
relatively easy to implement. Short-term and long-term parking serve different needs. If users
will typically be parking for two hours or longer, they are likely to value security and shelter
above the convenience and ease that characterizes short-term parking. Still, it requires policies
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and detail-oriented attention to get it right. Bike parking may go unused, or worse yet result
in vandalized bicycles, if it’s not designed and placed in highly visible and appealing locations.
Outdoor bicycle racks are the most basic and common “short-term” bike parking option and
the installation can be requested from business owners or citizens. On street Bike Parking
located in the street area adjacent to the curb can be used for areas with limited sidewalk
spaces to make use of on-street areas that are unsuitable for auto parking.
Bicycle lockers that are pre-reserved, key operated, or bike rooms are considered the best
protection against bicycle theft and are ideally suited for “long-term” bike parking application.
A bicycle locker rental program that is low cost and convenient will encourage use by bicycle
commuters. Operations and maintenance needs should be enhanced at Mobility Hubs.
Guides
• Bicycle parking should be located as close as possible and visible to the Mobility Hub users,
as well as building entrances, without obstructing pedestrian pathways and without any
conflict with vehicular traffic.
• When installing sidewalk racks, maintain the pedestrian through zone. Racks should be
placed in line with existing sidewalk furniture to maintain a clear line of travel for all
sidewalk users.
• Sidewalk racks adjacent to on-street auto parking should be placed between parking stalls
to avoid conflicts with opening car doors.
• Parking should be visible and secure, clean, sheltered or covered, and sufficiently
illuminated.
• Bicycle racks may be installed near bus stops or loading zones only if they do not interfere
with boarding and loading.
• It is important to provide access to common and shared use bike lockers, bike rooms, or
storage facilities that offer a greater level of security where long-term bike parking is
needed.
• Install bicycle racks and lockers, especially in multitenant commercial or mixed-use
buildings where bike routes are existing or planned. Ensure bicycle racks are placed in a
safe, convenient, and well-lit location to encourage alternative modes of transport for
employees and consumers with small purchases.
• It is also important to provide education and information about how best practices for
securing one’s bike would help prevent theft.
• Areas with high incidence of bicycle theft may justify specific security features such as
specialty racks, tamper-proof mounting techniques, or active surveillance.
• Implementing electronic lockers is encouraged. Unlike older generations of keyed lockers,
which had one user per locker, the electronic lockers allow multiple users.
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Bicycle Supportive Facilities

Providing bicycling supportive facilities and amenities, such as personal lockers, changing
rooms, and bike repair stations, will encourage bicycling as a viable mode of transportation
for users.
With a view to provide last mile connectivity to the metro commuters, decongest the road
traffic and to propagate environment friendly mode of transportation, DMRC has allotted
Cycle Stands at the metro stations. DMRC has engaged three private operators to run Cycle
Stands at 20 metro stations. Metro Bike Hubs are facilities which will provide secure indoor
parking along with repair stands, air pumps, and other tools and resources. Depending on
typology and context, Mobility Hubs will coordinate and may feature either full Bike Hubs or
some of the supportive amenities.
Guides
• Depending on typology and context, Mobility Hubs will feature either full Bike Hubs or
some of the supportive amenities.
Vehicle Connections
Vehicle movement has had a significant impact on the development history of Delhi, and it
will continue to play a critical role in the City’s future. However, current excessive automobile
dependency has affected our environment, public health quality, and even our lifestyle.
Additionally, the efficient movement of people, goods, and services is strained by traffic
congestion.
Providing transportation modes, other than privately owned vehicles, to meet the needs of a
thriving growing city will allow users to give up one or more vehicles per household and
eventually mitigate some of the negative impacts. Adding car share and ride share
opportunities at Mobility Hubs will enhance first-last mile connections and accessibility to
public transit. However, in order to reduce greenhouse gas emissions and air pollution even
further the adoption of low-emissions vehicles should be encouraged by providing supportive
infrastructure such as Electric Vehicle (EV) charging stations.
Internal circulation of Mobility Hubs (or any transit station) should be enhanced by providing
designated pick up/drop off zones and facilitating access to ride share and car share
opportunities. Easy access is critical for encouraging reluctant users to become transit riders.
Designated zones make it quick and easy for both passengers and those picking up/dropping
off to navigate Mobility Hubs without confusion or congestion.
Objectives
• Improve accessibility at Mobility Hubs through providing ride share opportunities and
designated pick up/drop off zones.
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• Provide car share services easy access to improve direct connections to and from transit
stations and major destinations.
• Reduce greenhouse gas (GHG) emissions by encouraging the adoption of alternative fuel
sources and green technology such as Electric Vehicles.
Ride Share/ Pick Up-Drop Off
“Ride share “refers to sharing vehicles of rides or transportation that uses an online enabled
platform (such as a smartphone app) to connect passengers with drivers using their personal,
non-commercial, vehicles. The convenience of requesting a ride via an app and the competitive
pricing for services have made ride sourcing a very common option for many people.
Companies like Uber and Ola are doing a successful job leading ride share possibilities.
One common type of pick up/drop off zone is the “Kiss & Ride”. Kiss & Rides usually have
designated time limits and are separated from taxi queues to maximize vehicle turnover,
facilitate traffic flow, and avoid traffic conflicts. Kiss & Rides that are too congested, remote,
or have poor visibility will encourage users to find another location closer to the station for
picking up/dropping off which may result in traffic conflicts.
Guides
• Rideshare and pick up/drop off zones should be located in a highly visible and convenient
location accessible to the Mobility Hub users.
• Providing adequate capacity to prevent taxis and vehicles from blocking roadways and
pedestrian paths in designing pick up zone is essential.
• The Kiss & Ride zone should have a direct visual connection with the station so drivers
waiting in cars can quickly locate their passengers exiting.
• Where space is limited near station entrances, consider sites in the station vicinity. Pick
up/drop off spaces for passengers of transit, ride sharing, and car sharing should be
located at clearly marked location within direct sight and at close proximity to station
entrances.
Car Share
“Car sharing” refers to rental services designed to provide a substitute for vehicle ownership
and to expand modal opportunities for those that are transit dependent. It makes the
occasional use of a car affordable and allows users to drive less, reduce traffic and rely more
on alternative modes of transportation. By providing access to car sharing services at Mobility
Hubs, users are better able to complete their daily trips without relying on their private
vehicles. Car sharing is proven to reduce congestion and help alleviate parking challenges in
cities. Accommodating short term parking for car share users not only make this service more
attractive, but also diminishes the need to purchase one’s own car.
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Central and Regional Mobility Hubs would require that car sharing services be available, while
it would be a recommended amenity at Neighbourhood Mobility Hubs.
Guides
• Whenever possible, car share vehicles should be grouped together into “pods” of at least
two or three vehicles per location on site.
• Scattered vehicle pods throughout the Mobility Hubs are preferable; because they make it
more likely a vehicle will be available at any given location, simplify parking acquisition,
facilitate on-site maintenance, and make it easier for users to find vehicles.
• In order to inform the transit riders of car share option, pick up/drop off zones should be
located in highly visible location and wayfinding signage should be incorporated on site
directing public to and from the Mobility Hub.
Vehicle Sharing Kiosk Guides
• Major development projects in proximity to the Regional or Central Mobility Hub should
provide rent-free space for a certain period of time, not less than three years, to
accommodate the vehicle sharing kiosk within the project site.
• Vehicle sharing kiosk should not be less than 250 - 300 square feet and should be placed
at the strategic location that is clearly visible to the users.
• The space provided by the project would accommodate bicycle parking, lockers, and
sharing bicycles.
• The project should provide up to at least ten parking spaces for a certain year period, not
less than three years, to support the car share program.
Electric Vehicle Infrastructure
Transportation is the largest source of greenhouse gas emissions, the largest consumer of
energy, and has significant impacts on air, water, and noise pollution. Encouraging the use of
electric vehicles is one step towards mitigating those side effects. A significant hurdle to the
adoption of electric vehicles has been the lack of supportive infrastructure available.
Guides
• When locating EV charging stations consider adjacency to accessible parking spaces and
accessible route to the Mobility Hub.
• Wayfinding signage should be incorporated to and from the Mobility Hub.
• As with car sharing it is recommended that EV stations be grouped into pods with possible
shelters.
• Consider providing EV ready infrastructure for possible future expansion.
• Provide adequate charging station information including maintenance requirements,
station status, cost to change, and signage and provisions of emergency contact
information.
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Bus Infrastructure
One of the most important elements of first-last mile connectivity is enhancing access to a
variety of transit options. By improving transit access, more users will likely opt into public
transportation which in turn will reduce vehicle miles travelled, integrate physical activity into
daily commute patterns, and improve economic vitality by connecting people to regional
markets. In order to encourage transit use as a viable alternative to private vehicles, it should
be reliable, efficient, convenient, and safe. The more that our regional transit system meets
this description, the better it will serve its existing customer base as well as new riders.
Though there are several elements that can further facilitate transit ridership, bus infrastructure
will vary based on the size and scale of the Mobility Hub. As critical nodes in the transportation
system, Regional Mobility Hubs shall be designed as world-class infrastructure with transit
supportive infrastructure and amenities including loading/unloading zones, bus layover zones,
and restrooms for transit staff.
While smaller scaled Mobility Hubs may not be able to accommodate these infrastructural
elements, incorporation of transit supportive amenities can assist in improving performance,
convenience, and comfort – key factors in improving the transportation experience for both
transit users and transit staff. Integration of these transit infrastructure investments with the
identity of the surrounding area will make significant contributions to the region’s Transit
Enhanced Network.
Objectives
• Bus Loading/Unloading Zones that create safe areas for transit ridership.
• Bus Layover Zones that contribute to efficient bus service and reduce congestion.
• Bus Shelter
Bus Layover Zones
Bus Layover Zones are designated areas typically at the end of any bus route where buses may
wait on standby between trips. The purpose of Bus Layover Zones is to ensure buses may
depart on time for the next trip, and to provide bus drivers a break area before the next trip.
Bus Layover Zones should be located near the end or start of any bus route and be equipped
with break areas and restrooms for transit staff.
Though Off-Street Bus Layover Zones are preferred, their spatial requirements are typically
difficult to implement at project sites in urban centres. However, when incorporated into larger
development projects, they become permanent infrastructural elements and may be expanded
into full Mobility Hubs. Off-Street Bus Layover Zones should be strategically located to
accommodate overlapping bus lines and accommodate multiple buses. They are typically
permanent for use as Layover Zones and can be expanded into full Mobility Hubs in the future.
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On-Street Bus Layover Zones are generally more easily accommodated in urban contexts as
they can be accommodated by reclaiming curb space within the public right-of-way near
transit stations. Depending on existing constraints within the right-of-way, they typically only
accommodate a small number of buses at one time. On Street Bus Layover Zones should be
strategically located to minimize impacts on any sensitive surrounding uses.
Overall, the positioning of a bus layover zone is a critical element of a city’s bus system.
Strategically located facilities contribute to efficient bus service and the reduction of
congestion and greenhouse gas emissions, accommodate for future increases in buses
accessing the city, and meanwhile reduce conflicts between buses and surrounding uses.
Guides
• Centrally located near the end or start of bus lines will minimize ‘dead running’ and
maximize service hours.
• Bus layover zones should be shared between transit agencies and lines.
• The design should depend on the bus size, number of buses overlaying at the same time,
and the general turnover. Typically, bus layover zones are required to be twice the length
of the bus with an added 10’ for manoeuvring.
• Damage on the roadway should be prevented by providing concrete bus pads along the
length of layover zones. Typically, bus pads are roughly 90’ long by 12’ deep.
• Bus layover zones should be incorporated into the transit station area with minimal
conflicts or impacts on the surrounding area and should accommodate various sizes of
buses.
• It should provide adequate space for buses to manoeuvre and park safely.
• Bathrooms or “comfort zones” for use by transit staff should be located within easy walking
distance (no more than one block away) so that staff may easily access the facilities during
their allotted layover period. Bathrooms can range from bus-only bathrooms, public
restrooms, or neighbouring private restrooms with contractual agreements for regular staff
use.
Information/ Signage
Enhancing the user experience by providing branding and information for ease of wayfinding
is a core objective of the Mobility Hubs. Wayfinding and signage support the efficient
movement of users and should be developed as integral components of a Mobility Hub. The
importance of signage and information comes from the need to create informed users, which
in turn help create a cleaner, smarter, and more efficient transportation system.
Information amenities at Mobility Hubs help both first time visitors and long-time residents to
depend on navigate to and from the Hub. This is central to enhancing first-last mile
connectivity. When designed well, wayfinding can enhance one’s surroundings and contribute
to a neighbourhood’s civic pride and unique sense of place. Additionally, smartphones play a
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significant role in providing real-time transit information enabling users to customize

wayfinding and discover local, place-based information at any time.
Objectives
• Provide wayfinding information and services at Mobility Hubs.

• Increase the use of technology to provide Real-Time Transit Information.
• Increase smartphone connectivity to create awareness of multi-modal options.
Wayfinding
The essential function of wayfinding is to facilitate users reaching their destinations by

indicating the direction of and distance to and from a Mobility Hub. Cluttered and inconsistent
directional signage can confuse users. The most effective wayfinding also provides information
on alternative routes while highlighting additional points of interest along the way. Wayfinding
should be a ubiquitous element of the cityscape so as to always be readily accessible; however,
it is especially vital in and around key destinations, along major corridors, and at transit stations
and Mobility Hubs.
Wayfinding signage can enhance Mobility Hubs and local areas by including public art,
lighting, and landscaping, improving the visual environment. One important aspect of
wayfinding signage for Mobility Hubs is the inclusion of the Mobility Hub Icon to reinforce
branding and placemaking. The Icon will increase visibility and awareness of Mobility Hubs by
highlighting their proximity to the users and local attractions.
Guides
• Signage should be placed at and immediately adjacent to Mobility Hubs of all sizes.
• Provide widespread, user-friendly information about mobility options and local
destinations, delivered through a variety of channels including traditional signage and
digital platforms.
• Implement a minimum standard of wayfinding signage in transit stations, including
identification signage, direction signage, and accessible wayfinding features.
• Locate directional signage at junctions along walkways, at station entrances/exits, and at
navigational barriers.
• Signage at transit stops should be well marked, provide schedule and service information
and area maps.
• Highlight station programs, such as car sharing, or bike sharing in station areas and provide
information on sustainable transportation amenities and networks.
• Use signage as educational tools to demonstrate innovative design features in stations and
station areas, such as environmental or conservation efforts in a facility.
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Real-Time Information
New technologies will continue to help ease our day-today mobility. Real-time information
services facilitate transfers between transit modes and allows active transportation users to
pick the best transit option in real-time. Real-time information also warns users of expected
delays or changes in transit service and can help improve the customer experience, particularly
when waiting for transit services. This information affords individuals more flexibility to adjust
their travel choices as changes occur in real-time. Based on research, for riders without real-
time information, perceived wait time is greater than measured wait time. But having real-time
information brings perceived wait time in line with actual wait time.
Guides
• Provide accessible real-time information on service information, including arrivals, delays,

and service alternatives, throughout the transit station and at major transit stops and
transfer locations in Mobility Hub areas.
• Integrate community information, such as news, event listings, and public service messages
into real-time information program.
• Ensure information is provided in accessible formats for persons with disabilities, such as
visual and audible platforms
Wi-Fi/ Smartphone Connectivity
A wide variety of relevant transportation data and information already exist, but for a long
time this level of amenity was not easily available and accessible to enhance customer service.
The advent of smartphones, however, has created the opportunity for users to have convenient
access to information and data via WI-FI anytime they need. Providing free and easy WIFI
connections at Mobility Hubs would make many types of data available and accessible for
transit users. Smartphone apps can also provide detailed service advisories for delayed transit,
traffic, and safety issues.
New signage and traditional forms of media will continue to play an important role in
wayfinding and providing place-based information for different services such as parking
availability, bike facilities, and local destinations. Developing a GIS based marker and locator
to designate Mobility Hubs for display on such mobile applications will improve safety and
accessibility to different programs. A GIS locator would support wayfinding by assisting users
in finding stations or their destinations especially in areas where local wayfinding signage is
not readily available. Based on research, some of the effects of using such tools are increased
satisfaction with public transportation and feeling of safety. The perception of reliability can
be shifted.
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Guides
• Free public WI-FI access within a specified distance should be incorporated into Mobility
Hubs.
• Developing an open platform/app to display where and what Mobility Hub assets are
available is essential in inviting people to the Hubs.
Support Services
Support services should be incorporated, especially in the Central and Regional Mobility Hubs,
in order to promote a shift in mobility behaviour and to provide an attractive pedestrian
environment with a high degree of priority, safety and amenities. For many users, safety is a
key factor when deciding whether to walk, bike, drive, or take public transit. Therefore,
enhancing customer comfort, safety, assistance and information at Mobility Hubs is essential.
Children, seniors and people with disabilities must have the same level of access to Mobility
Hubs as any other user.
Increasing the comfort of users, providing shelter and waiting areas, increasing accessibility
and visibility at day or night, and providing information are all elements of a well-programmed
Mobility Hub and will serve to enhance first-last mile connectivity. All these efforts should
prioritize and implement innovative sustainable energy, water and waste management
practices.
Objectives
• Establish ambassador programs to assist transit riders at Mobility Hubs.

• Provide rental lockers, shelters with seating, trash receptacles, restrooms, lighting, and
other supportive amenities for waiting areas.
• Ensure safety and security of all Mobility Hubs.
• Prioritize implementation of sustainable approach including solar and other renewable
sources of energy.
Ambassadors
Placing ambassadors at Mobility Hubs can have a very positive influence on educating
community members about transit and increasing their comfort level. Ambassadors are trained
personnel, students, or volunteers, knowledgeable of the local area, amenities, services, and
the mobility options. An ambassador’s goal is to teach users how to feel confident and safe
using Mobility Hubs amenities and the transit system as a whole. Mobility Hub Ambassadors
may assist users with reading schedules and routes, wayfinding, planning a trip, fare questions,
or other special requests (such as wheelchair assistance).
Ambassadors can also play a helpful role in correcting unsafe behavior along the transit lines.
Safety Ambassadors work to encourage the community to adopt safe behaviors; intervening
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when they observe unsafe behavior; and educating the public about the meaning of warning
signs installed at the light rail crossings.
Guides
• Depending on the size and context of a Mobility Hub on-site support staff or Mobility Hub
Ambassadors should be established to assist transit customers.
• Ambassadors program is critical to be incorporated as part of the Regional Mobility Hubs.
• Placing ambassadors at Mobility Hubs is encouraged and can be especially helpful during
special public/ private events, school days and rush hours to broaden awareness and
provide safety information.
Waiting Areas
Comfortable, easily accessible, and well-designed waiting areas should be incorporated into
all Mobility Hubs to varying degrees. Waiting areas can be located in the public right of way,
or on private property developed privately or publicly.
A Mobility Hub’s waiting area may be the first element of the overall network encountered by
users and therefore can have significant impacts on their willingness to adopt transit use in
place of driving. Amenities available at waiting areas differ depending on Mobility Hub
typology and include, but are not limited to, bus shelters, weather protection, seating, trash
receptacles, lighting, landscaping, retail, bike amenities, personal lockers, and real-time transit
information, charging stations for devices.
Bus shelters are an especially important waiting area amenity. Neighborhood Mobility Hubs
are primarily found in areas that do not have rail, but rather several bus and rapid bus services.
Neighborhood Hubs generally function as first-last mile connections to Central and Regional
Mobility Hubs. Therefore, enhanced bus waiting areas are necessary to improve safety, user
comfort, and security at Mobility Hubs. Bus shelters should provide seating, shading, lighting,
real-time transit information, charging stations, and wayfinding signage. Additionally, where
applicable, introduce transit boarding islands to allocate more space for bus boarding.
Guides
• Waiting areas should be designed to ensure safe access for all users, regardless of age,
ability, or transportation mode of choice.
• Waiting areas should not conflict with the main movement areas and should offer clear
views and sight lines between them and boarding areas and surrounding neighborhoods.
• Locate vulnerable activities, such as waiting at night, in safe locations with good natural
surveillance and street-level activity, such as along mixed-use streets or retail plazas.
• Provide shade in summer; and provide protection from wind, rain with plant screens, walls
and canopies.
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• Emphasize the use of color, light, street furniture and natural materials to counter dreary
effects of winter days and nights.
• Real-time service information should be provided at waiting areas.
• Incorporate coordinated street furniture programs that reflect the vision and character of
Mobility Hubs that provide seating, sheltered waiting areas for transit, light standards and
waste/recycling receptacles.
• In some cases, building lobbies should be designed as interior waiting areas for transit
users. These lobbies should be located within close proximity of the transit and face the
service area. For passenger comfort, seating should be provided in the lobby.
• Personal lockers should be provided especially as part of the Regional Mobility Hubs
• Public restrooms should be incorporated especially to the Central and Regional Mobility
Hubs.
Safety and Security
Safety at Mobility Hubs is enhanced by protected facilities, improved street crossings, strategic
lighting, and slower vehicular speeds. Pedestrian infrastructure at Mobility Hubs should be
designed to create a barrierfree, accessible pedestrian network. Pedestrian/vehicular conflicts
around Mobility Hubs should be identified so that mitigation strategies can be implemented
to ensure a safe and comfortable pedestrian experience. Additionally, providing more than
one access point will ensure that persons with disabilities have safe and direct access to or
from Mobility Hubs.
Finally, depending on typology and area context different security options can be
implemented at Mobility Hubs. These can include: on-site security personnel, security cameras,
panic button apps for smart phones, etc. Maintaining clear sight lines between waiting areas
and the surrounding neighborhood can also facilitate natural surveillance (also known as ‘eyes
on the street’) at Mobility Hubs.
Sustainable Approach
Transportation energy use and emissions could be reduced significantly by improving transit
service and concentrating people and jobs around transit nodes. There is an opportunity to
make Mobility Hubs best practice examples of environmental sustainability by implementing
strategies for minimizing their environmental footprint, both in terms of design and operation
of facilities.
Implementing innovative strategies for energy efficiency, waste management and storm water
run-off management would minimize the Mobility Hub’s environmental footprint. Transit
facilities and public buildings should be designed and retrofitted to meet high standards of
energy conservation through existing green building standards and strategies. Solar and other
renewable sources of energy should be prioritized and implemented.
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Guides
• High-performance building envelope systems should be incorporated as part of the

building design.
• Operable and controllable systems should be included for user comfort.
• Buildings should be designed “solar ready” including adaptable roof surfaces, effective
building orientation and assess solar suitability on site.
• Solar powered lighting and LED lighting should be implemented to optimize energy
consumption for building and landscape design.
• Incorporate stormwater management techniques into streetscape and landscape design
that encourage infiltration and water reuse, such as bio-retention areas, bioswales to
reduce the amount of storm water run-off.
• Provide shade and reduce heat island effects by planting shade mature trees with large
canopy.
• Use native and drought tolerant landscaping to minimize irrigation.
• Minimize impermeable surfaces by utilizing permeable pavers and soft landscaped areas.
Active Users
As the city continues to expand and invest in its infrastructure, improvements must also be
made to enhance the streetscape, creating attractive environments for walking, biking, and
transit to create an integrated transportation system. Mobility Hubs provide unique
opportunities to inject active uses at transit stations and help transform the street life of the
neighborhood.
Mobility Hubs should be designed as attractive and walkable destinations in the private and
public realm, providing a suite of active uses and programming to support the core transit
infrastructure and facilitate transit ridership. With a vibrant mix of uses including retail, public
space, and connections to other active uses, Mobility Hubs make the transit system more
attractive to potential users, providing places for residents to gather, congregate, sit, watch,
and interact. When clustered together, these active uses make it convenient for transit riders
to run errands by walking or biking along their daily commutes to and from work. When done
successfully, these practical uses can help contribute to an active street life, ensuring a public
area that is safe, attractive, and comfortable. Pedestrian and retail activity along street corridors
is vital to the economic health of neighborhoods.
Active uses within Mobility Hubs serve a variety of benefits essential to city life. In addition to
promoting transit ridership, they can increase access to healthy food, and encourage small
business interaction.
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Objectives
• Retail Uses to activate transit areas and provide convenient shopping and services.
• Public Spaces to activate transit areas and provide opportunities to gather or pause.
Relevant Agencies
• Town and Country Planning

• DMRC Ltd.
Retail
Neighborhoods with frequent and reliable transit service are the ideal place to cluster uses
and services, enabling residents and/or employees to complete a variety of errands within a
single trip. Mobility Hubs enhance the first-last mile connections for users by providing
opportunities for incidental shopping and increasing access to needed goods and services. By
concentrating a variety of fixed and temporary retail uses near a Mobility Hub, users can pick
up dinner, drop off their dry-cleaning, or use the ATM on their way home without additional
vehicular trips. Through mobile markets, farmers markets, and food vendors, there are unique
opportunities to also inject locally produced, nutritious foods in neighborhoods that may
typically have limited easy access to healthy food. Retail can be provided onsite at transit
stations or at nearby sites within walking distance, and may range from temporary structures,
such as carts, kiosks, or other flexible structures, to fixed permanent retail spaces. Collectively,
a healthy mix of uses generates a vibrant assortment of people who go about their business
at many hours of the day, while also promoting local economy, creating great destinations,
and fostering social gatherings.
Guides
• Activate ground floor uses along sidewalks, plazas, paseos, and station platforms to
accommodate vibrant pedestrian activity.
• Ground-floor active uses should be designed with a high level of transparency. Generally,
75 percent of facades of ground floor retail uses should be devoted to pedestrian
entrances and display windows.
• On-site carts, kiosks, or other temporary/ permanent structures ranging from 1,500 to
7,500 square feet with amenities including convenience store, drug store, coffee shop,
newsstand, bookstore, produce or food market should be provided to activate existing
transit stations.
• Establish small markets, shops selling healthy foods, and restaurants serving healthy food
options.
• Regular farmers’ markets should be programmed to provide direct farm-to-plate
opportunities where local producers can interact with consumers and provide food options
tailored to local customs and cultures.
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Public Space
A Mobility Hub should plan for a high-quality public realm and incorporate a diversity of public
spaces, ranging from plazas, parks, courtyards, and landscaped seating areas that are highly
visible, convenient, and accessible from the public street and the transit station. A variety of
public spaces encourages social interaction and community participation.
Increasing the availability of, and access to, open space is an important part of the Mobility
Plan. Just as with increased access to goods and services through convenient retail access,
open spaces within or nearby Mobility Hubs further enhance first-last mile connectivity. Open
spaces enhanced with shade trees provide places for users to gather, meet, wait and exercise.
Public spaces within Mobility Hubs should be flexible spaces to accommodate a variety of uses
ranging from seating, conversing, art walks, vendor fairs, mobile markets, or Farmers Markets.
Guides
• Design attractive and functional public gathering spaces, including parks, plazas,
courtyards, forecourts, and sidewalks to create the desired ambience and complement the
proposed land uses within Mobility Hub.
• Public spaces should be activated by using water features, pedestrian-level lighting, murals
or artwork, benches, landscaping, or special paving so that they are safe and visually
interesting places.
• Situate active ground-floor uses on elevations facing plazas and public spaces, such as
restaurant seating, reception and waiting areas, lobbies, and retail, where they are visible
to passersby.
• Where possible, include overhead architectural features, such as awnings, canopies,
trellises, or cornice treatments to provide shade and reduce heat gain.
• Create a sense of enclosure with a mature tree canopy and landscaping.
• Maintain a sense of openness around public spaces with minimal obstructions, fencing, or
deterrents. If provided, bollards and fencing should be low in height and movable.
• Streetscape improvements should blend seamlessly from the sidewalk to the public space.
• Art should be integrated into public spaces and around transit stations, especially in
neighborhoods of special heritage or community significance.
• Building mass and height should minimize negative environmental effects, such as
overshadowing of public spaces.
• Creating temporary or permanent parklets is encouraged close or within the Mobility Hub.
A parklet is an expansion of the sidewalk into one or more on-street parking spaces to
create peopleoriented places. Parklets encourage pedestrian activity by offering human
scale amenities which is especially beneficial in areas that lack sufficient sidewalk width or
access to public space.
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Pedestrian Connections
Streets infrastructure not only influences our mobility choices, but it also affects the safety and
quality of life in our neighborhoods. Pedestrians are at risk within environments surrounding
transit stations, primarily from automobile traffic. Whether in a mixed use commercial or
residential area, a safe, interesting, and engaging public realm and sidewalks encourage
walking or cycling and make the transit system more attractive to potential users. While
pedestrian amenities are particularly important in close proximity to the station, an attractive
pedestrian environment should be provided throughout the different Mobility Hub zones.
Objectives
• Enhance pedestrian connections from surrounding to the Mobility Hub.

• Improve pedestrian connections at the Mobility Hub to support a walkable station area
and promote the use of transit.
TO THE Mobility Hub
In some cases sidewalks are physically constrained or literally broken and heaved, or even
more surprisingly, discontinuous. Long blocks and large parking lots create circuitous access
routes for pedestrians. Lack of adequate lighting, dark freeway underpasses and general
neglect all challenge users’ sense of personal security. In some areas, the existing right-of-way
is severely constrained. Pedestrian movement is often impeded just a few blocks from transit
stations due to overlay wide streets and freeway undercrossings that are dimly lit and poorly
maintained.
All of these existing conditions represent challenges to transit system access, system efficiency,
user experience and safety. A strategy that addresses these issues directly will increase transit
ridership, improve user experience, and contribute to meeting Metro, regional and state policy
goals relating to sustainability, clean air, and health.
Guides
• Provide enhanced paving materials (colored, stamped, permeable pavers, patterned) to

identify proximity to Mobility Hubs, high pedestrian traffic zones or community elements
such as commercial areas, schools and parks.
• The choice of paving material and design should minimize uneven surfaces to ensure
pedestrian comfort, safety and ease especially for people with physical disabilities.
• Pedestrian connections between the Mobility Hub and the surrounding neighborhoods
and communities should be improved. Appropriately locate street crossings in response
to the anticipated traffic flow and convenience of the pedestrian.
• Locate private driveways off of main public streets to side streets and alleys whenever
feasible to minimize conflicts to pedestrian circulation routes.
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• Incorporate such features as white markings, signage and lighting so that pedestrian
crossings are visible to moving vehicles during the day and night.
• Improve visibility for pedestrians in crosswalks by installing curb extensions/bump outs
and advance stop bars, and eliminating on-street parking spaces adjacent to the crossing.
• Create the shortest possible crossing distance at pedestrian crossings on wide streets.
Devices that decrease the crossing distance may include a mid-street crossing island, an
area of refuge between a right-turn lane and through lane, a curb extension/bump out and
a minimal curb radius.
• Provide angled or parallel on-street parking wherever possible to slow down the traffic.
• Design or maintain clear view corridors along sidewalks connecting to the transit station
and important civic buildings and landmarks.
AT THE Mobility Hub
Providing visual interest at the pedestrian scale through thoughtful landscaping and building
design will encourage people to use the Mobility Hub, help contribute an active street life, and
support a walkable station area. Placemaking within a Mobility Hub while supporting
convenient, safe, and enjoyable pedestrian linkages to and from all transit options should build
upon a neighborhood’s unique character through context sensitive architecture and
landscaping. Although each Mobility Hub will have a unique set of characteristics, it is
important that they all promote a well-defined sense of place and provide comfortable, safe,
and attractive streets and pedestrian walkways.
The provision of high quality public sidewalks on all streets will help contribute to the liveliness
of the Mobility Hub area as they are important spaces for social interaction. On key pedestrian
corridors, the sidewalk design should prioritize the pedestrian by providing an attractive,
interesting and comfortable walking experience, while accommodating a balance between
movement and amenities.
Guides
• Universal design principles should inform station area design to ensure accessibility for all
segments of the population.
• Sidewalk width should relate to its function and be designed to accommodate the
anticipated amount of pedestrian traffic.
• A well-defined street and a sense of enclosure with a tree canopy and landscaping should
be incorporated. Street trees should be placed at uniform intervals in the buffer zone of
the sidewalk.
• Provide buffer between pedestrians and moving vehicles by the use of landscape and
street furniture (benches, newspaper racks, pedestrian information kiosks, bicycle racks,
bus shelters, and pedestrian lighting).
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• Street furniture, such as benches, bike racks, waste bins, artwork, signage and information
kiosks should be placed in the buffer zone of the sidewalk.
• Signage along primary pedestrian routes should be scaled and located for the pedestrian.
Provide direct paths of travel for pedestrian destinations within large developments.
Especially near transit lines, create primary entrances for pedestrians that are safe, easily
accessible, and a short distance from transit stops.
• Optimize natural surveillance for “eyes-on-the-street” sense of safety. Design strategies
include adequate site lighting; mixed-use development with retail at-grade and residential
or office development above; avoiding blank walls; and low level fencing or vegetation that
allows visual surveillance of semi-private areas and parking lots.
• Locate buildings close to the street to create a sense of enclosure and comfort for
pedestrians. Limit the building setback from the road right of way.
• Building elevations surrounding transit stations should be articulated with different
textures, colours, materials, and architectural features to add visual interest and celebrate
the transit station presence.
• An appropriate street wall height will help maintain a human scale at the sidewalk, ensuring
adequate sunlight, sky view and ventilation.
• Adopt goods movement strategies within Mobility Hubs that support complete streets
while ensuring the efficient delivery of goods and services.
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ANNEXURE – 11: Current and Proposed Regulatory Frameworks for

Shared Mobility Ecosystem in India
Shakti Foundation and UITP India
(May 2018)
Summary of findings from review of existing Indian regulations
The following are the key takeaways from the various National, State and City level regulatory
interventions towards shared mobility –
Focus of recent regulations across shared modes
• New mobility regulations: Majority of the recent regulatory activity at the National and
State level focussed on developing the framework for 'New mobility' service providers like
taxi and three-wheeler aggregators. However, there appears to be a mismatch between
the outlook of various stakeholders on the role of aggregators in the urban mobility
context
• Public Transport regulations: The regulations concerning formal public transport hasn't
evolved significantly over the years with the exception of Delhi corporatizing its privately
operated bus services
• Paratransit services continue to be neglected within the regulatory frameworks at all
levels of Government. Cities and States ought to put in more efforts towards addressing
their concerns better
Divergent outlook towards emergence of New Mobility:
• Aggregators pitch themselves as an alternative to private vehicle ownership, due to their

demand responsive services
• Regulators view these modes with scepticism since they do not operate as a 'Transport'
company but as an 'Information Technology (IT)' company, thereby not conforming to
various laws like the Motor Vehicles Act, Motor Transport Workers Act etc.
• Traditional shared mobility service providers understandably view them as a threat to their
operations
In summary, it is necessary for all the key shared mobility stakeholders to work together
towards a common roadmap to combat increasing private vehicle ownership and usage in
cities.
Limited technical capacity of regulatory agencies
Governing the entire ecosystem of shared transport requires a clear outlook for the future
mobility systems of our cities. However, recent regulatory developments indicate a lack of
adequate technical capacity within regulatory agencies to carry out these functions. The
following are a few indicators towards this
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• There is no rationale declared for the cap on the number of licenses and permits issued for
various shared mobility modes, while there exists no cap on private vehicles
• While the formal public transport companies are bound by various labour laws, there
seems to be a lack of regulation and enforcement of various obligations of private
operators
• Many cities witness bus and paratransit operators often exceed their 'stage carriage' and
'route carriage' permit regulations and switch between routes and modes of operation
Lack of institutional mechanism for multimodal integration among shared mobility
• Government of India (GoI) has been encouraging cities to set up a Unified Metropolitan
Authority (UMTA) towards achieving institutional integration between various agencies
governing urban mobility infrastructure and services
• However, creating a new authority in cities which are already governed by agencies hasn't
taken off in most cities
• Even amongst the existing UMTA's the focus has been on longer term decisions concerning
infrastructure projects in cities
• The focus on shared mobility modes, which needs a more dynamic outlook, has been
limited.
Proposed Regulatory Framework for Integrated Governance of Shared Mobility in India
Despite the few reforms taken up across cities, the following key issues continue to constrain
the growth of shared mobility systems:
i. Lack of an integrated governance framework that ensures complementarity between

various shared modes of transport
ii. Formal public transport systems being constrained by fare and service obligations
without adequate institutional and financial support from State or City transport
authorities
iii. Paratransit operating under a simplistic city level permit system that isn't based on
transport planning inputs, thereby not meeting service requirements adequately
iv. New mobility operating in a regulatory grey space which perceives them as
competition to public transport and not as a demand responsive alternative to personal
vehicles
Towards addressing these gaps, we propose a framework for regulatory, organisational, and
financing reforms that address the key gaps in the ongoing efforts. These have been
summarised further.
Empowering Unified Metropolitan Transport Authorities (UMTA) with regulatory

functions
Cities should adopt a vision where formal public transport systems form the core of the shared
mobility ecosystem, while the paratransit and new mobility services provide a dynamic on-
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demand service that complements the formal public transport system. Towards this, each city
needs to identify a clearly defined pathway for developing their shared mobility ecosystems
across all modes in the city, thereby reducing the ownership and usage of private modes of
transport. The lack of such a vision is one of the reasons for the current fragmented governance
and regulatory practices.
Government of India (GoI) has already recommended cities to constitute a Unified

Metropolitan Transport Authority (UMTA) that streamlines decision making across agencies
and to ensure that they work towards a common vision. We reemphasise the need for such a
framework to integrate planning and regulation of various shared mobility services. Given that
the guidelines issued by GoI on the framework for UMTA focuses more on integrated planning
of various modes, it is proposed to add the regulatory aspects of shared mobility as well and
propose the following functions:
• Facilitating coordination and eliminating overlapping functions in planning and

execution of urban mobility initiatives across various agencies
• Integrated transport planning for the city that identifies the ideal mix of transport modes
in the city including Metro, Bus, Taxi, Auto-rickshaw, Walk, Bicycle and private modes like
Cars and Two-wheelers
• Integrated public transport service planning to provide seamless public transport
services for users across bus and metro systems. Similarly, development and management
of multi-modal interchanges, transit hubs for bus and metro etc. can be carried out
through UMTA
• Integrated fare setting across modes so that various services are priced according to the
affordability of the users and to incentivise them to shift towards more sustainable modes.
Simultaneously, care should be taken to avoid predatory pricing where some services
under-price their fares to attract demand from other shared modes. Rather, the focus
should be on attracting users from Cars and two-wheelers towards shared transport
• Facilitating efficiency in regulation of shared mobility and their permit system in city
i.e., the need for various services like metro rail, buses, taxis, and auto-rickshaws need to
be planned simultaneously and the number of permits to various modes to be issued
accordingly. Care should be taken to ensure that such a permit system does not end up
restricting some modes. Instead, the focus should be on ensuring that the optimal modal
mix of services are made available to meet the users travel needs in a sustainable and
efficient manner
Figure explains the various regulatory pathways that the UMTA can adopt for a city. The current
regulatory environment can be classified into the two extremes presented below i.e., bus and
metro systems operating as public monopolies while taxi and three-wheelers operate as
deregulated market, with licenses for each vehicle to operate but with no service obligations.
Such a framework has led to the current situation of services competing with each other.
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Instead, Cities need to adopt a hybrid approach where various services are operating in a
market with 'regulated competition' where various services are regulated according to their
needs. For example, Public transport can be regulated through service contracts, paratransit
and new mobility services through franchise agreements with service obligations etc.
Figure. Regulatory pathways for Shared Mobility
Introducing Public Transport Service Obligations (PTSO) and Public Transport Service
Contracts (PTSC) to improve formal public transport
Formal bus systems in India haven't scaled up adequately in response to increase in travel
demand. This is primarily due to the service obligations they have to meet in serving low-
demand and low-revenue areas. Additionally, these companies are also burdened financially
through subsidised fares offered to various sections to improve their access to mobility.
In order to meet the sustainable mobility goals of the country, bus systems need to not just
continue providing the current services but even improve upon them while meeting the
financial obligations. Towards safeguarding the interests of the public transport companies in
such a scenario, we propose legislative reforms similar to the Public Transport Service
Obligations (PTSO) introduced in EU. A similar precedent has already been set by the electricity
sector in India, as summarised below –
The Electricity Act, 2003 initiated significant overhaul of the institutional and regulatory
practices of India's electricity sector. Before 2003, the electricity sector in India was controlled
by the state-run public monopolies which were in-charge of generation, transmission, and
distribution of electricity while the electricity taris were strongly influenced by social and
political obligations. An analogy can be drawn to the way current public transport companies
are in charge of functions like planning and operating their services for universal access, while
being constrained by various service and financial obligations. Like the current State Transport
Undertakings (STUs), even the electricity companies suffered from losses due to their tariff and
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service obligations. This further led to them being unable to deliver adequate electricity for
the growing domestic and commercial needs of the country.
The Electricity Act, 2003 has brought in much needed reforms towards rectifying the situation.
As per the act, each state had to split its electricity companies into Generation, Transmission
and Distribution companies. Further, a State Electricity Regulatory Commission (SERC), an
independent and apolitical institution was set up in each state to determine the electricity taris
for various applications i.e., domestic, commercial, industrial etc. If the state government
wishes to offer any subsidy in electricity to different sections of society, for example,
Agricultural usage, it has to reimburse the distribution company for the losses incurred due to
the subsidy. Additionally, separating generation, transmission and distribution functions has
also led to increased private participation in generation of power. These private power
generators have clearly defined Power Purchase Agreements (PPA) with the distribution
companies, thereby balancing their risks as well. This led to the distribution companies being
the only loss-making entity within the electricity sector, thereby helping the Government take
up initiatives to address specific problems of this sub-sector.
Applying the learnings from electricity reforms to public transport - Learning from the EU
PT regulations and the Electricity reforms of India, we propose the public transport sector to
also split its various functions and bring in various legislative reforms required to improve their
financial situation. The public transport sector functions can broadly be divided based on into
policy, planning, and operations. It is recommended that the policy and multimodal transit
planning for the city be taken up by the UMTA. The UMTA will be best positioned to plan for
the travel demand in the city and define the Public Transport Service Obligations (PTSO) across
modes. PTSOs establish the mix of metro, bus and on-demand paratransit and new mobility
services required in various areas and corridors of the city. This shall include the policy
frequencies i.e., the minimum service requirements of each mode on various corridors. The
fares of these modes can either be defined by the UMTA (e.g., Transport for London (TfL)) or
an independent agency (for e.g., Public Transport Council (PTC) of Singapore).
Further, the UMTA contracts out the operation of these services to various agencies as Public
Transport Service Contracts (PTSC). The operating agency can be the State Transport
Undertaking (STU) or a private operator or both. The PTSC defines the Service Level
Agreements (SLA) and the payment terms for the operators. Such a mechanism will insulate
the operators from the financial losses incurred due to social and political obligations and help
them deliver the services. Any losses incurred while honouring PTSOs at the predefined fares
will be borne by the UMTA, which is funded by the City and/ or State Government. Further, the
service planning of each of these modes is carried out by their respective operators.
The proposed framework would allow STUs to scale up their operations and will also allow for
greater private participation in operations in cases where the STUs are unable to scale up in
line with the PTSOs identified by the UMTA
403
Creating a Public Transport Fund
It is to be noted that the success of the framework proposed above hinges on the City and/ or
State Government honouring the PTSCs by funding the gap between cost of operations and
the recovery from fares. Given that public transport is highly likely to incur losses while meeting
the PTSOs, cities should also create an exclusive 'Public Transport Fund' to cover for the gap
in revenues.
Given the weak financial situation of Cities across India, the GoI has already identified the need
to create an exclusive 'Urban Transport Fund' to take up sustainable transport initiatives in
cites. The UTF is primarily targeted at infrastructure measures like street infrastructure,
multimodal hubs, terminals etc. Therefore, a separate Public Transport Fund (PTF), either within
the UTF or as an exclusive fund, managed by the UMTA is recommended to cover the revenue
gaps in honouring PTSCs.
The PTF can be funded either through Government grants and external funding agencies, or
through local measures like parking fees, public transport cess on property tax and other
innovative financing mechanisms suggested by GoI and other agencies.
Improved regulation of paratransit to ensure adequate services across the city
Paratransit services currently operate in a permit-licensing regime, which can be classified

under the deregulated or passive franchise model explained in. They typically have a license
to operate in the entire city or a particular area or route, depending on the local regulations.
Most cities have a limited regulation on their service obligations i.e., the minimum service-km
to be operated during various hours of the day, minimum number of permits on various routes
etc. Even in cases where route level permits are issued, their enforcement has been limited.
Therefore, it is recommended that the paratransit regulation be taken up under the 'well-
regulated franchise' model presented in the Figure.
404
Figure. Alternative models for regulating paratransit
In such a model, the regulatory authority i.e., either the Transport department or the UMTA
plans for the routes and areas of operation of paratransit services. These permits are issued as
franchises either for individual driver operators or operators with a fleet of vehicles. The
franchises operate under clear contracts that delineate their routes or areas of operation and
minimum service obligations. The regulatory authority will need to develop adequate capacity
to enforce these contracts. In such a scenario, the authority may be required to compensate
the operators serving low demand routes on which they incur losses while meeting their
service obligations.
Alternative models for regulating paratransit
The public transport and paratransit services are recommended to operate on predefined
routes and areas of operation providing at least the minimum service levels identified and
contracted by the regulatory authority. They will form the base of the shared mobility
ecosystem of a city. In spite of these services, a public transport or a paratransit service may
not exactly match the flexibility offered by a personal vehicle i.e., a Car or a Two-wheeler, which
can be parked and used as per user's convenience.
The 'New mobility' solutions like technology-based aggregators of three-wheelers, taxis and
buses offer a flexibility that comes closest to a personal vehicle. Users can hail these services
on-demand, thereby being incentivised further to move away from personal vehicles. Once
the users are familiar with such on-demand transport modes, they are more likely to use other
shared modes like formal public transport and paratransit services. Therefore, cities should
harness the on-demand services in their efforts towards reducing personal vehicle-based
mobility.
405
The current outlook towards New Mobility solutions is that they are competing with the
existing shared modes of transport. As a result, there have been examples of cities trying to
restrict the number of permits and regulating their minimum fares to reduce competition with
other shared modes. Research emerging from the United States of America (USA) has also
indicated that the on-demand service is likely induce users away from existing public transport
systems. In some cities, they are observed to strengthen metro systems by providing first and
last mile connectivity. Additionally, the vehicles operating on on-demand platforms are
positioned around the busiest areas of cities to reduce wait time of users, thereby increasing
the congestion in busy areas rather than reducing it. If USA, which already has a high car
ownership observes increase in car usage due to on-demand services, it is likely that Indian
cities with low vehicle ownership rates have an even higher increase in vehicle usage due to
on-demand services. However, there is a lack of adequate research to establish the change in
travel behaviour in Indian cities as a result of the aggregators. Given the lack of adequate
understanding of the impact of on-demand services, we recommend an open-minded
approach, where the New Mobility services are seen as an on-demand service that can reduce
personal car dependence, rather than as a competition to public transport. However, it is to
be ensured that we do not replace personal cars with commercial cars. Rather, they should be
integrated with public transport for optimal efficiency. A three-pronged approach is proposed
–
i. Create optimal number of assets: The existing regulations need to be eased to enable
market-oriented licensing of vehicle and drivers of commercial vehicles to create the
optimal number of 'assets' in the cities
ii. Use technology for efficiency of assets: The vehicle and driver 'assets' can then be used
optimally using technology-based solutions to provide shared mobility for users whose
needs are not met by the public transport and paratransit services
iii. Incentivise greater adoption of 'shared mobility' technology: The fare and taxation of
these systems should be priced such that the vehicles and drivers are incentivised to
use these technologies and be efficient to minimise their cost and maximise revenues.
Additionally, the regulations for New Mobility services need to classify their issues under the
following categories.
i. Safety
ii. Mobility
iii. Rationale for Motor Vehicle Tax, Permit fee and Fare structure
The lack of such classification has led to an uninformed debate on shared mobility regulations
in India as reflected in the 'Aggregator rules' framed by various states. While the 'Taxi
Guidelines' issued by the MoRTH addresses these issues, a clear delineation of safety, mobility
and pricing is missing. Such classification can help the regulatory authority address issues in a
more scientific manner.
406

Report - Comprehensive Mobility Plan For Dwarka Zone K-II

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Comprehensive Mobility Plan for Dwarka (K-II) area - Delhi

Shared Mobility Options in Dwarka.................................................................................... 51

Methodology of Population Estimation............................................................................ 95

Feasibility of ZDP Roads........................................................................................................ 200

Comparison of mass transit systems ........................................................................... 277

Table 3-39 Existing Built-up Classification (Establishment type wise) ...................................................................79

Figure 3-37 : Off Street Parking Duration – Two-Wheeler .........................................................................................62

ATC Average Trip Cost

SUTP Sustainable Urban Transport Planning

1.1. Project Context

1.2. Objectives of the Study

iv. To propose a comprehensive solution for safe movement of motorized and

1.3. Scope of the Study

1.4. Structure of the Report

Chapter 2 Study Area Profile

Chapter 3 Analysis of Existing Traffic and Travel Characteristics

Chapter 4 Service Level Benchmarking

Chapter 5 Base Year Travel Demand Modelling

Chapter 6 Alternate Development Strategies

Chapter 7 Horizon Year Travel Demand Forecast

Chapter 8 Vision and Goals

Chapter 9 Transport Improvement Policies & Strategies

Chapter 10 Comprehensive Mobility Plan Proposals

Chapter 11 Costing and Implementation Plan

Chapter 12 Institutional Framework

CHAPTER 2.STUDY AREA PROFILE

Figure 2-1 Land Use Plan of NCT of Delhi

Road Network System

Mass Transport System

Urban Bus Transport System

Delhi Metro Rail System

Per Capita Trip Rate (PCTR)

Average trip length (ATL)

Table 2-2 Average Trip Length growth trends in Delhi (km)

Table 2-3 Motorised Trips growth trends in Delhi

Modal Shares of trips

Table 2-4 Modal Split trends in Delhi

2.2. Profile of Dwarka

as the administrative headquarters of South – West Delhi. It is in relatively proximity from

Figure 2-3 Map showing Layout of Dwarka (Zone K-II of MPD-2021)

Existing Land Use Pattern

Proposed Land Use

S. No. Land Use Area (in Ha) Share

a) Built-up (Redevelopment) 1933.33 (32.64%) *

a) Commercial (including IFC) 299.77

CHAPTER 3.ANALYSIS OF EXISTING TRAFFIC AND TRAVEL

3.2. Road Network Characteristics

Table 3-1 Distribution of Primary Road Network Length

Speed and Delay

Table 3-2 Speed and Delay Survey details

Parameters Average values

Table 3-3 Speeds on different hierarchy of roads (in kmph)

Hierarchy of Road Minimum Maximum Average value

Table 3-4 Corridor speeds on the arterial roads

From Towards Hierarchy Distance (Km) Time (Mins) Avg. Speed

Table 3-5 Corridor speeds of the sub arterial roads

The distribution of road length by speeds is depicted in Figure 3-2.

3.3. Traffic Characteristics

Table 3-6 LOS at Outer Cordon Locations