TRANSPORT Final Project Report

Final Project Study on Public Transport Accessibility Levels (PTAL)
Report in Delhi
Study on Public
Transport
Accessibility Levels
(PTAL) in Delhi
Final Project Report

1
September 2021
Disclaimer:
The study was commissioned by NIUA for preparation of Master Plan for Delhi-2041 as
an enabling Strategic Plan (A DDA-NIUA Collaboration) and the accuracy and
responsibility of data vests with NIUA. DDA does not accept any legal liability for the
accuracy of information presented in the report or for any consequences arising from the
use of this material.
Report in Delhi
Contents
1 Introduction .................................................................................................................... 7
1.1 Background............................................................................................................. 7
1.2 Need for study ........................................................................................................ 7
1.3 Study Objectives ..................................................................................................... 7
1.4 Scope ..................................................................................................................... 7
1.5 Structure of Report.................................................................................................. 9
2 Public Transport Accessibility Levels and Adopted Methodology ................................. 11
2.1 Evolution of PTAL ................................................................................................. 11
2.2 Impact of different parameters on Public Transport Accessibility Levels ............... 12
2.3 Limitation of PTAL................................................................................................. 12
2.4 Application of PTAL .............................................................................................. 13
2.5 PTAL Methodology ............................................................................................... 13
2.6 PTAL Demonstration............................................................................................. 18
2.7 PTAL Components Comparison............................................................................ 19
2.8 Assumptions and adaptation of PTAL for NCT of Delhi ......................................... 20
2.9 Strategy for Suggesting Parking Norms Rationalization based on PTAL ............... 23
3 City Transport Profile ................................................................................................... 27
3.1 Study Area and Road Network .............................................................................. 27
3.2 Public Transport Network ...................................................................................... 29
3.3 Parking Norms for NCT of Delhi ............................................................................ 30
3.3.1 Master Plan Delhi, 2021 ................................................................................. 30
3.4 Delhi TOD Policy .................................................................................................. 32
4 Public Transport Accessibility Levels Analysis for NCT of Delhi ................................... 34
4.1 Base Year Model Input ......................................................................................... 34
4.2 PTAL for Base Year .............................................................................................. 35
4.3 Horizon Year Model Input ..................................................................................... 35
4.4 PTAL for Future Year ............................................................................................ 36
4.5 PTAL Results ........................................................................................................ 36
5 Rationalization of Parking Standard ............................................................................. 39
5.1 Background........................................................................................................... 39
5.2 Parking Demand Model and Analysis.................................................................... 39
5.2.1 Residential Vehicle Ownership Choice Model ................................................ 39
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5.2.2 Mode choice model (for Commercial and other land use) .............................. 40
5.2.3 Parking Rationalisation Recommendations for Transit Oriented Zone ........... 42
5.3 Results.................................................................................................................. 42
6 Application and Way Forward ...................................................................................... 44
6.1 Application of PTAL Maps ..................................................................................... 44
6.2 Way Forward ........................................................................................................ 44
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Tables
Table 2-1 Calculation of Accessibility index for the POI 21114 - Demonstration .................. 18
Table 2-2 PTAL Components Comparison .......................................................................... 19
Table 3-1 Number of registered vehicles in Delhi (as of March 2019) ................................. 28
Table 3-2 Public Transport statistics for NCT of Delhi ......................................................... 29
Table 3-3 Parking standards for residential developments in Delhi as specified in MPD 2021
........................................................................................................................................... 30
Table 3-4 Parking standards for commercial developments in Delhi as specified in MPD
2021.................................................................................................................................... 31
Table 3-5 Parking standards for other developments in Delhi as specified in MPD 2021 .... 32
Table 4-1 Public Transport modes in Delhi for the year 2019 and 2041 .............................. 34
Table 5-1 Calibrated choice model for vehicle ownership .................................................... 39
Table 5-2 Calibrated model for mode choice ....................................................................... 40
Table 5-3 Recommendations for reduction of parking norms for residential and commercial
areas................................................................................................................................... 42
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Figures
Figure 2-1 Approach for estimation of parking provisions recommendations ....................... 11
Figure 2-2 Evolution of Public Transport Accessibility Levels .............................................. 12
Figure 2-3 Impact of different PTAL parameters on public transport accessibility levels ...... 12
Figure 2-4 Flowchart showing the process of estimation of PTAL for point of interests ....... 17
Figure 2-5 Snapshot from GIS showing shortest path to different modes from POI 21114 .. 18
Figure 2-6 Comparison of the spatial efficiency of hexagonal (A) vs. square grids (B) ........ 20
Figure 2-7 Regular hexagon geometry ................................................................................ 21
Figure 2-8 Accessible distance to service access point such as bus stops.......................... 21
Figure 2-9 Access distance to service access points such as metro stations, lighter shade
indicates use of e-rickshaw as last-mile connectivity and darker shade indicating walk as
mode of last-mile connectivity ............................................................................................. 22
Figure 2-10 Illustration of Distance and displacement ......................................................... 22
Figure 2-11 Defining Station Access Points based on bus stop groups ............................... 23
Figure 2-12 Flowchart showing methodology for development of residential parking norms
for NCT ............................................................................................................................... 24
Figure 2-13 Flowchart showing methodology for development of commercial parking norms
for NCT ............................................................................................................................... 25
Figure 3-1 Population projection for NCT of Delhi ............................................................... 27
Figure 3-2 Vehicle Registration trend and growth rate of vehicles ....................................... 27
Figure 3-3 Total number of registered vehicles (as of March 2019) ..................................... 28
Figure 3-4 Road Network and road width in NCT of Delhi .................................................. 29
Figure 4-1 PTAL Map (Base Year) ...................................................................................... 35
Figure 4-2 PTAL Map (Horizon Year) .................................................................................. 36
Figure 4-3 PTAL values with respect to area ....................................................................... 37
Figure 4-4 PTAL values with respect to Population ............................................................. 37
Figure 5-1 Residential parking demand for proposed PTAL levels ...................................... 40
Figure 5-2 Commercial and other land use parking demand for proposed PTAL levels ....... 41
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Introduction
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1 Introduction
1.1 Background
The study area National Capital Territory of Delhi (NCT) is a city as well as a union territory of
India. NCT receives its special status as it envelops New Delhi, the capital of India. The
population of NCT was 16.8 million in 2011 and is currently (2021) estimated as 20.46 million.
The NCT occupies an area of 1,484 square kilometres, making it the second-largest city in the
country. Master Plan Delhi, 2041( MPD-2041) requires a detailed analytical study of the Public
Transport Accessibility Levels (PTALs) in Delhi to support in various decision making related
to urban development and development policies in the city. In general, PTALs will be used for
the development of policies related to densification, public transport accessibility gaps,
rationalisation of parking norms, locations of social infrastructure, and future infrastructure
proposals.
Based on above, National Institute of Urban Development (NIUA) has assigned the task of
conducting PTAL study for Delhi to Delhi Integrated Multimodal Transit System Limited
(DIMTS). This Final Project Report is being submitted to fulfil the requirements of Terms of
Reference of study.
1.2 Need for study

The need for studying public transport accessibility levels are -
1. To assess the outreach of public transport in the city by evaluating PTAL which is a
data-driven approach.
2. To spatially distinguish high PT accessibility areas from low and enable framing of
strategies related to transport for MPD-2041.
3. To assess the likely impacts on public transport access of various public transportation
improvement proposals.
4. To devise broad strategies for recommending parking supply based on PTAL value in
MPD-2041.
1.3 Study Objectives

The study aims to assess public transport accessibility levels and establish a high-level
rationale in recommending differential parking requirements and norms for Delhi by achieving
the following objectives:
1. Estimate public transport accessibility index for centroids of (100m x 100m) square grid for
the base year (December 2019) and horizon year (2041) and develop a GIS-based heat
map for the study area.
2. Establish a framework for high-level recommendations on ECS rationalisation ranges in
existing parking norms of MPD 2021 for various land uses in different areas based on PTAL.
1.4 Scope
The scope of the work for the study is listed below,
1. For the study,
a. The study area will be NCT of Delhi.
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b. Public transport would refer to all shared modes with ‘fixed routes and fixed
fares’, including contract IPT modes such as gramin sewa, maxi cabs, RTVs,
etc.; apart from buses and metro and its feeder services.
c. The entire study area will be divided into a grid size of 100m X 100m.
d. ‘Access Index’ across all modes of PT will be calculated for each square of the
grid, using the following data:
i. Geo-coordinated location of all public transport access points (stations
and stops) in Delhi.
ii. Data on all existing (December 2019) and proposed public transport
systems in Delhi - their operational routes and directional frequencies,
etc. The frequency of service on the proposed network could be
assumed to in line with the services at nearest operational station/stop.
iii. Delhi’s walk network, including all the streets and paths that can be
used for walking.
2. A universally acceptable methodology for computation of the ‘Access Index’ values
would be adopted considering but not limited to, the following:
a. people will walk up to 500 metres to access a bus service and up to 800 metres
to access a rail-based service (including sub-urban rail),
b. all separate public transport services and all overlapping public transport
routes,
c. service frequency and average waiting time for each public transport mode
during peak hours on a weekday,
d. The mode-specific factor for the reliability of each of the public transport
services.
3. The Access Index values generated for each square of the grid will be aggregated as
a colour-coded range of PTAL (from low to high).
4. The methodology adopted for computation of the Access Index values and PTAL
mapping will be subject to the approval of NIUA.
5. Suggest high-level recommendations of ECS rationalisation ranges in existing parking
norms of MPD 2021 for various land uses in different areas based on PTAL. The
proposed norms should be dynamic and vary from case to case considering the use
premise, accessibility of public transportation node/s from the premise. The analysis
shall be carried out based on secondary data available on various related aspects.
6. Recommend parking supply strategy for various categories of Transit Stations such as
Multimodal transit hubs, railway stations, ISBTs, metro stations, etc.; depending upon
their adjoining land use and user profile.
7. Develop a GIS-based PTAL heat map for the entire study area considering the existing
(operational as of December 2019) and proposed (under construction or approved) PT
network. Two separate PTAL heat maps will be generated as an outcome of this Phase
– one with the existing (operational) PT system, and the other including the proposed
(under construction or approved) PT network.
The underlying layers of the PTAL heat map would include the boundary of all Planning
Zones and Sub-Zones of Master Plan Delhi-2021, road network, all major heritage and
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commercial landmarks, and predominant natural features like the river, major drains,
ridge, etc., in the city.
Based on the outcomes of the PTAL heat map, suggest high-level recommendations
of ECS rationalisation ranges for various land uses in different areas of the city.
1.5 Structure of Report

Chapter 1 – Introduction
Introduction chapter establishes the project background, need for the study, objectives and
scope of the project.
Chapter 2 – Public Transport Accessibility Levels and adopted Methodology
The PTAL and adopted methodology chapter explain the steps in the PTAL Estimation
process including the assumptions to be adopted for the study. The chapter also briefs the
process of rationalizing parking norms for Delhi based on the PTAL values.
Chapter 3 – City Transport Profile
City Transport profile summarises the existing public transport systems and routes in the city.
Also summarizes parking norms of Delhi from MPD 2021 and Delhi Maintenance and
Management of Parking Places Rules, 2019. The chapter also discusses the trend of
registered vehicles.
Chapter 4 – Public Transport Accessibility Levels for NCT of Delhi
The chapter comprehends the public transport accessibility levels for NCT of Delhi for the
base and horizon year. The details of the modes considered in the base and the proposals
considered for horizon year model is detailed in the chapter.
Chapter 5 – Rationalization of Parking Standard
The chapter details the background, methodology, analysis and high-level recommendations
for parking rationalization based on the developed public transport accessibility levels.
Chapter 6 – Application and Way Forward
This chapter summarizes the different applications of PTAL maps and presents the way
forward for effective utilisation of study.
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PTAL & adopted Methodology
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2 Public Transport Accessibility Levels and Adopted

Methodology
An approach is laid out to recommend parking norm rationalization ranges based on PTAL
clusters for NCT, Delhi for various land uses. The recommended standards will meet with the
city’s objectives and targets consistent with Delhi’s Transport strategy. The approach can be
largely divided into two major steps –
1. PTAL Estimation for point of interests
2. High-level recommendation for parking norm rationalization1
The approach for rationalization of ECS norms is as depicted in Figure 2-1.
Figure 2-1 Approach for estimation of parking provisions recommendations
A total of ~ 1.5 Lakh points of interest/ grids is generated as a part of the public transport
accessibility mapping exercise and the PTAL is calculated for the POIs as described in section
2.5. Further based on the planning zones of the POIs, PTAL values and socio-economic
values the opportunities for travel and travel behaviour is analysed. The detailed methodology
for ECS rationalization for various use premises is described in Chapter 5.
2.1 Evolution of PTAL

The PTAL was developed by Borough of Hammersmith and Fulham in 1992, and was later
adopted by Transport for London in 2004. Later, variations of PTAL was adopted by
government organisations and academic institutions across the world in order to assess the
accessibility of public transport in cities.
1 Recommendations based on planning variables, socio-economic variables and PTAL values.
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Figure 2-2 Evolution of Public Transport Accessibility Levels
2.2 Impact of different parameters on Public Transport

Accessibility Levels
Public Transport Accessibility Levels (PTAL) is a simple method used to assess the
accessibility of geographical areas to public Transport. PTAL simply indicates the density of
the public transport network in an area. This is calculated based on the walk time, number of
services, reliability and the waiting time.
Figure 2-3 Impact of different PTAL parameters on public transport accessibility levels
The PTAL (accessibility index) increases with decrease in headway, decreasing in walking
time, increase in routes and increase in number of access points.
2.3 Limitation of PTAL

PTAL is a good indicator of accessibility, that considers walking time, waiting time, reliability
and the number of routes. Though, there are limitations of PTAL.
1. PTAL does not reflect the number of destinations covered.
a. Two services to two different destinations will not be considered better than two
services to same destination
b. A service for every 10 minutes to out skirts of the city will be considered better
than a 12 minutes service to city centre.
2. The use of walking distance cut-off such as 500 m for bus stops underestimates
accessibility to locations.
a. A point within 200m from PT interchange could have highest PTAL whilst a
point 501m from the interchange could have a low PTAL.
3. PTAL does not address crowding or discomfort.
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2.4 Application of PTAL

There are several applications of Public Transport accessibility levels. This includes,
1. PTAL can be used to improve Public Transport system by understanding the low
connectivity settlement areas, where new public transport routes can be introduced.
2. Parking Standards can be developed for cities based on the PTAL levels. The TfL
suggests lower parking provisions for higher PTAL areas and higher parking provisions
for lower PTAL areas.
3. PTAL can be used as one of the criteria for densification of Housing since transport
infrastructure is one of the essential physical infrastructures for urban settlements.
4. PTAL can be a direct input for TOD based developments.
5. PTAL can be one of the most important factors influencing Real Estate Developments
6. The Location of social infrastructure can be decided based on PTAL to ensure good
connectivity.
7. Recommendations based on PTAL can ensure Equitable development in cities
providing transport access to citizens without bias and representativeness heuristics.
2.5 PTAL Methodology

In this sub-section, the PTAL methodology and assumptions for mapping PTAL across NCT
Delhi for the study is detailed in the following steps:
1. Generation of POIs – Generate a hexagonal grid across NCT of Delhi with each grid
representing an area of 10,000 m2. Generate centroids of the grids to develop points
of interest (POIs). The centroid represents the grid and the accessibility index is
calculated for each centroid.
The following steps is repeated twice one for the base year (December 2019) and another for
the horizon year 2041.
2. Mapping Public Transport Access points – Public transport access points (stops
and stations) is mapped for the following modes for existing and proposed scenarios
–
a. Buses
b. Metro Feeder Bus
c. Gramin Sewa, Maxi Cab, RTV, Eco-friendly, Phat Phat Sewa2
d. Metro Station
e. Railway Station (suburban Rail)
f. Regional Rapid Transit System
3. Estimation of accessibility index for each POI - For estimating PTAL for each route
the procedure below is followed for each point of interest.
a. Identification of Access Points – As a first step, for each POI, various service
access points is identified which can be accessed from a particular grid. For
bus access points within a distance of 500m from the grid, centroid is
2For gramin sewa, maxicabs, RTV, eco-friendly and phat phat sewa – the routes are mapped instead
of stops since the service is accessed from any point of the route.
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considered to be accessed by walk. For rail-based access points, a distance of

2000m is considered. It is assumed that the catchment of the rail-based system
is relatively higher and the user can use e-ricks/auto for the distance between
500m to 2000m as their last-mile connectivity option.
b. Calculate walking time – Bird fly distance (displacement) from the point of
interest to the access points is calculated. Further, a correction factor is
estimated and multiplied with the displacement to calculate the walking
distance. This correction factor is calibrated based on a walking distance to the
displacement analysis exercise. The correction factor is estimated for different
zones and subzones to eliminate the bias.
𝐷𝑖𝑗 = 𝑑𝑖𝑗 ∗ 𝑑𝑑𝑟𝑖𝑗

Where,
Dij is distance from the point of interest i to the public transport access point j,
dij is displacement from point of interest i to the public transport access point j
and
ddrij is the distance-displacement ratio from i to j.
𝐷𝑖𝑗
𝑊𝑇𝑖𝑗 = ( ) ∗ 60
𝑠
Where,
WTij is Walking Time (in mins) and
s is walking speed, a speed of 4.0 kmph is adopted.
c. Calculate average waiting time – The scheduled waiting time for each route
based on the headway and frequency of each route for all the modes. Further,
a reliability factor is used to estimate the average waiting time to adjust
deviations in the schedule. This reliability factor is estimated based on the video
graphic schedule adherence survey conducted by DIMTS in the past.
𝐴𝑊𝑇𝑅 = 𝑆𝑊𝑇𝑅 + (𝑟𝑚 ∗ ℎ𝑅 )

Where,
AWTR is average waiting time,
SWTR is scheduled waiting time,
hR is headway of the mode and
rm is reliability factor of the corresponding mode
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d. Calculate Total Access Time – The total access time is the total time taken
to access the bus from the doorstep. It is calculated based on the walking time
and the average waiting time.
𝑇𝐴𝑇𝑖𝑗𝑅 = 𝑊𝑇𝑖𝑗 + 𝐴𝑊𝑇𝑅

Where,
TATijR is the total access time.
e. Calculate Equivalent doorstep frequency – The Equivalent doorstep

frequency is estimated based on the calculated total access time.
𝐸𝐷𝐹𝑖𝑗𝑅 = 60/(𝑇𝐴𝑇𝑖𝑗𝑅 /2)

Where,
EDFijR is Equivalent doorstep frequency
f. Accessibility index – The public transport accessibility index for a POI is

calculated based on the EDFs of individual modes that can be accessed from
different access points.
𝐴𝐼𝑝 = 𝐿𝑎𝑟𝑔𝑒𝑠𝑡 𝐸𝐷𝐹𝑝 + 0.5 ∗ ∑ 𝐴𝑙𝑙 𝑜𝑡ℎ𝑒𝑟 𝐸𝐷𝐹𝑝
Where,
AIi is accessibility index for mode p
Total Accessibility index (AIi) for ith POI is estimated using below equation
𝑚 𝑝
𝐴𝐼𝑖 = ∑ ∑ 𝑊𝑡𝑟 ∗ 𝐴𝐼𝑗𝑟

𝑗=1 𝑟=1
Wtr is the weightage of AI by mode r (it is proposed that weightage for modes
operating under stage carriage viz. metro, RRTS, bus, midi/minibuses is 1
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and for modes operating under contract carriage permit viz. gramin sewa,
phat phat sewa, maxi cabs, eco-friendly sewa etc. is 0.25)
AIjr is AI by mode r from access point j
m is total number of access points from POIi
p is total number of modes from m access points from POIi
Here, the sub-steps (a - f) are repeated until the accessibility index is calculated for all
the points of interest.
4. Public Transport Accessibility Levels – In this step, the continuous values of the
accessibility index are converted to levels. For defining the ranges of PTAL levels,
average-waiting time for public transport users norms from Service Level Benchmarks
(SLBs) for Urban Transport – MoHUA is referred. As per the guidelines based on the
average waiting time 4 level of services are defined as below,
LOS Average Waiting Time (mins)

1 <=4
2 4 to 6
3 6 to 10
4 >10
Based on the above ranges of waiting time and considering the ranges of walk time,
the number of access points and modes from particular POI ranges of Accessibility
levels are defined for categorizing the PTAL levels. The details of PTAL bands with
other associated parameters are as shown in the table below.
Access
Wait Time Walk Dist TAT EDF Modes AI
Points
2 250 5.8 5.2 4 2 31.3
4 300 8.5 3.5 4 2 21.2
6 350 11.3 2.7 3 2 12.0
10 400 16.0 1.9 3 2 8.4
13 425 19.4 1.5 3 2 7.0
18 450 24.8 1.2 3 2 5.5
22 475 29.1 1.0 2 2 3.1
25 500 32.5 0.9 2 1 1.8
To normalize the class intervals of the Accessibility Index for Public Transport
Accessibility levels, the ranges are rounded off to 0.5 until 20 and rounded off to 5 after
20. The proposed ranges of accessibility index for defining the PTAL bands are as
below,
PTAL Access Index Range Map Colour

0 (worst) 0
1 0.1 – 2.0
2 2.0 – 3.0
3 3.0 – 5.5
4 5.5 – 7.0
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PTAL Access Index Range Map Colour

5 7.0 – 8.5
6 8.5 – 12.0
7 12.0 - 20.0
8 20.0 - 30.0
9 (best) >30.0
The flowchart below shows the procedure for calculating the public transport accessibility
level for each point of interest.
Figure 2-4 Flowchart showing the process of estimation of PTAL for point of interests
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2.6 PTAL Demonstration

In order to demonstrate the calculation of PTAL, the point of interest (POI) 21114 (Tikri Kalan)
in model is explained here. The image below shows the POI 21114 has three access points
within its coverage. Bus access point 2907, Metro access point MS204 and Eco-Friendly
access point SL2672.
Figure 2-5 Snapshot from GIS showing shortest path to different modes from POI
21114
Based on the nearest station access points, the walking time, scheduled waiting, actual
waiting, equivalent door step frequency and accessibility index is calculated. The calculation
is shown in the table below,
Table 2-1 Calculation of Accessibility index for the POI 21114 - Demonstration
Walking
Freq Mode
SAP Time Mode GIS ID Headway SWT AWT TAT EDF AI
Weight Weight
(min)
SL2672 6.13 Eco ES-94 60.0 30 60 66.1 0.5 1 0.25 0.1
MET_G
MS204 6.29 Metro 6.7 3.34 3.34 9.6 3.1 1 1 3.1
_3
RTV_F9
2907 6.06 RTV 60.0 30 40.5 46.6 0.6 1 1 0.6
06A
2907 6.06 bus 926 15.0 7.5 9.52 15.6 1.9 1 1 1.9
19.0
2907 6.06 bus 938A 30.0 15 25.1 1.2 0.5 1 0.6
5
2907 6.06 bus 970A 60.0 30 38.1 44.2 0.7 0.5 1 0.3
2907 6.06 bus 938B 60.0 30 38.1 44.2 0.7 0.5 1 0.3
The total accessibility index for Tikri Kalan is 7.07 which falls under the public transport
accessibility level 5.
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2.7 PTAL Components Comparison

The Delhi PTAL model is developed based on the transport scenario and condition of Delhi.
To better understand the differences in the components and values, it is listed in the table
below.
Table 2-2 PTAL Components Comparison
S. GMAL (Greater
Component PTAL (London) Delhi
No Manchester)
1 Grid Shape Square Square Hexagon
2 Grid Size 100 x 100m 100 x 100m 10,000 sqm
3 Walk Network GIS network Bird Fly distance BirdFly dist * dist-disp
ratio
4 Walk speed 4.8 kmph 3.0 kmph 4.0 kmph
5 Modes 1. London Bus 1. Buses 1. Metro
2. Underground 2. Metro links 2. Sub-Urban
3. Tram 3. Rail 3. Buses
4. DLR 4. Metro Feeder
5. Overhead Rail 5. RTV
6. Gramin
7. Phat Phat
8. Eco – Friendly
6 Max walk 1. 640 m for 1. 640 m for Max. Displacement of
distance London Buses Buses • 500 m for
2. 960 for 2. 960 for Buses
Underground, Metro links • 2000 m for
Tram, DLR, and rail Metro and rail
Overhead rail
7 Reliability  2 min for London  2 min for  Reliability
Factor Bus Buses factor for each
 0.75 min for rail-  0.75 min for mode is
based services rail-based estimated
services using the
schedule
adherence
video survey
analysis done
in past
𝑝
8 AI Formula AIpoi = Σ(AImode1 + AIpoi = Σ(AImode1 𝑚
AImode2 + … AImode n) + AImode2 + … 𝐴𝐼𝑖 = ∑ ∑ 𝑊𝑡𝑟

AImode n ) + LL 𝑗=1 𝑟=1
Addition of 2.5 to ∗ 𝐴𝐼𝑗𝑟
the overall index Wtr is the weightage
score, if the POI is of AI by mode r (0.25
located within a for gramin sewa, phat
local link operating phat sewa, maxi cabs,
area eco-friendly sewa and
1 for others)
9 Bands 9 Levels 8 Levels 10 Levels
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S. GMAL (Greater
Component PTAL (London) Delhi
No Manchester)
a. Very a. 0 (worst) a. <= 0.5 a. 0
poor b. >40.0 c. > 25 d. > 30
b. Very
good
The rationale for the assumptions and the values adopted is briefed in the section 2.8.
2.8 Assumptions and adaptation of PTAL for NCT of Delhi

The following assumptions and adaptations is considered for the calculation of Public
Transport accessibility levels for NCT of Delhi for calculating access.
1. Grid shape
Hexagon grid is recommended for grid tessellation. Hexagon is better in comparison
to squares for spatial analysis due to,
a. Hexagon has a lower area to perimeter ratio in comparison to a square. It
indicates centroids of hexagons are more representative of the shape in
comparison to square i.e. the difference in distance of centroid of a hexagon to
any other point on its periphery is relatively lesser in comparison to a square.
In other words, regular hexagons are the closest shape to a circle and can be
effectively used for the regular tessellation of a geographic area.
b. Hexagons have six neighbouring grids of the same centroid to centroid
distance, while square has only four. With the centroids of hexagon
tessellations, better clustering analysis can be performed to group grids based
on logic.
c. Hexagons better at curved surfaces due to their shape.
Figure 2-6 Comparison of the spatial efficiency of hexagonal (A) vs. square
grids (B)3
The centroids of the hexagon grids are the best representative of the grid in
comparison to its alternatives like squares or triangles.
2. Grid size
The grid area of 10,000 m2 can be adopted to develop 1.5 Lakh points of interest in
Delhi. This develops dense POI points across Delhi to pick representative PTALs at
any picked location in Delhi.
3Source: Using hexagonal grids and network analysis for spatial accessibility assessment in urban
environments – a case study of public amenities in Toru, Jan Burdziej.
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Figure 2-7 Regular hexagon geometry
3. Accessible distance to each service access point (SAP)

A maximum displacement of 500m from the access point is considered as the
maximum walking distance.
Figure 2-8 Accessible distance to service access point such as bus stops4
Although an additional displacement of 1500m shall be considered for e-rickshaw/auto

for last-mile connectivity for metro and suburban rail.
4 Image showing the service area of access point 326 and 327, a 500m range from SAP.
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Figure 2-9 Access distance to service access points such as metro stations, lighter
shade indicates use of e-rickshaw as last-mile connectivity and darker shade indicating
walk as mode of last-mile connectivity
4. Walk network
To calculate walking distance, walk network from crowd source data is used to map
walking distance between multiple POIs to access points for 5000 samples using API
based service. This is further used to calculate the distance displacement ratio for
homogenous zones. Thus, the walk distance for each POI to access points is
calculated based on the displacement.
Figure 2-10 Illustration of Distance and displacement
5. Station access points

Stops that are close to each other, for example, the bus stops that are on the near-
side and far-side of a junction is grouped as one SAP.
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Figure 2-11 Defining Station Access Points based on bus stop groups
6. Walking speed and Rickshaw speed

The speed for walking is considered as 4 kmph (as per IRC 93 average walking speed
of 4.32 kmph is considered for designing pedestrian crossing facilities) and speed for
E-rickshaw is considered as 10 kmph.
7. Reliability factor
The reliability factor/ adjustment term is calculated for each mode based on the sample
survey using a schedule adherence analysis (done by DIMTS in the past) and it is
accounted for with the scheduled waiting time. The reliability adjustment term is
estimated as a portion of headway.
2.9 Strategy for Suggesting Parking Norms Rationalization based

on PTAL
The parking norms for NCT is drafted in accordance to the transport strategy and goals of the
MPD 2041. The recommended parking policy will discourage vehicle ownership and
encourage the use of public transport, especially in areas where public transport is highly
accessible. The existing parking norms is rationalized to support sustainable transport modes
and will be an instrumental transport demand management tool in achieving the sustainable
development goals of India. Separate models are developed for residential and commercial
use premises for proposing norms for ECS rationalization.
The design of the parking standard for residential use premises involve the following steps.
1. Identify independent variables to estimate household vehicle ownership.
2. Develop a household vehicle ownership model with identified independent variables
and PTAL.
3. Identify statistical mean of household vehicle ownership.
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4. Develop rationale for residential parking norms based on the visions, targets and
transport strategy for Master Plan 2041
5. Recommend parking norms for residential developments based on the developed
rationale and the vehicle ownership for the planning zones.
Figure 2-12 shows the methodology for the development of residential parking norms for NCT
based on a statistical model for vehicle ownership estimation and a rationale for the
development of norms based on vehicle ownership.
Figure 2-12 Flowchart showing methodology for development of residential parking

norms for NCT
The design of the parking standard for commercial use premises involve the following steps.
1. Identify independent variables to estimate private modal share for commercial trips.
2. Develop a relationship between private mode share and the identified independent
variables, PTAL values.
3. Identify the relationship between peak parking demand in commercial areas and
private mode share.
4. Develop rationale for commercial parking norms based on the visions, targets and
transport strategy for Master Plan 2041
5. Recommend parking norms for commercial developments based on the developed
rationale and the private mode share.
Similarly, the model is developed for commercial land use based on the mode share of private
vehicles in the zone and PTAL.
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Figure 2-13 Flowchart showing methodology for development of commercial parking

norms for NCT
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City Transport Profile
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3 City Transport Profile

To set the base for the project, it is important to understand the current public transport network
and the parking standards/norms for the city. The chapter outlines the network characteristics
and transport system in the city with a focus on the public transport system, current parking
policies and parking issues in the city.
3.1 Study Area and Road Network

Delhi in the past decade has seen increasing population and vehicle growth leading to
increasing traffic congestion and requirement for parking. The current population of Delhi is
estimated as 20.5 million and is forecasted as 25.1 million in the year 2031 and 30.8 million in
the year 2041.
35 30.8
Population (in million)
30
25.1
25 20.5
20 16.8
15
10
5
0
2011 2021 2031 2041
Census Estimated Projected
Figure 3-1 Population projection for NCT of Delhi
The total number of vehicles registered in Delhi are 113.9 Lakhs in the year 2019 according
to statistical handbook of Delhi. The annual growth rate of the vehicles based on the previous
year is 3.7%. The total number of vehicles and the growth rate of vehicles are as shown in
Figure 3-2.
120.0 8.0%
Number of vehicles (in Lakhs)
7.0%
115.0 7.0%
Annual Growth rate
5.8% 113.9
110.0 6.0%
109.9
5.0%
105.0 103.8 4.0%
100.0 3.7%
97.0 3.0%
95.0 2.0%
90.0 1.0%
85.0 0.0%
2015-16 2016-17 2017-18 2018-19
Year
Total Number of Vehicles Growth rate
Figure 3-2 Vehicle Registration trend and growth rate of vehicles
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Although the rate of growth of vehicles is decreasing, there is a steady growth in vehicle
registration in Delhi since 2016. The registered vehicles by type and the total number of
vehicles from the statistical handbook of Delhi, 2019 is shown in Table 3-1.
Table 3-1 Number of registered vehicles in Delhi (as of March 2019)
Total Number of vehicles (in Lakhs)

S. No. Name of the Vehicle
2015-16 2016-17 2017-18 2018-19
1 Cars and Jeeps 29.87 31.53 32.47 32.50
2 Motor Cycles and Scooters 61.04 66.08 70.78 75.56
3 Auto Rickshaws 1.98 1.05 1.13 1.13
4 Taxis 0.91 1.18 1.18 1.10
5 Buses 0.34 0.35 0.35 0.32
6 Other Passenger Vehicles 0.06 0.60 0.76 0.81
7 Ambulances 0.03 0.03 0.03 0.02
8 Tractors, All Goods Vehicles & Others 2.81 3.00 3.15 2.47
The number of cars and two-wheelers constitutes 95% of the motorized vehicles in Delhi. The
remaining 5% includes goods vehicles, taxis, autos, buses among other vehicles. Figure 3-3
shows the number of registered vehicles as of March 2019.
Motor Cycles and Scooters 75.6
Cars and Jeeps 32.5
Tractors, All Goods Vehicles & Others 2.5
Auto Rickshaws 1.1
Taxis 1.1
Other Passenger Vehicles 0.8
Buses 0.3
Ambulances 0.02
0 10 20 30 40 50 60 70 80
Registered vehicles (in Lakhs)
Figure 3-3 Total number of registered vehicles (as of March 2019)
It can be inferred that the total number of vehicles in Delhi is steadily increasing year on year
from 9.7 million in 2016 to 11.4 million in 2019. So, currently, the population of 19.9 million is
using more than 11.4 million vehicles in Delhi. In a general belief, a typical personal vehicle is
parked for 95% of its lifetime. The parking norms is developed considering the number of
vehicles in Delhi and the trend of the growth of vehicles in Delhi. Although, catalysing the trend
or discouraging the ownership is dependent on the vision and goals of the Master plan in
accordance with the transport strategy of the city.
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In Delhi, the road assets are owned and managed by 23 different road owning agencies. The
major road network in Delhi is under PWD, Municipal Corporations of Delhi (North, South and
West), New Delhi Municipal Council (NDMC), Delhi Cantonment Board and DDA. A total of
33,734 km of the road network is present in Delhi of which 87% of the network is owned and
maintained by ULBs, cantonment board, and public works department. NCT of Delhi has a
road network density of 22.72 km sqkm-1.
Figure 3-4 Road Network and road width in NCT of Delhi
3.2 Public Transport Network

At present, there are multiple public transport modes operating in the city both stage carriage
and contract carriage. The road based public transport modes in the city includes bus routes,
metro feeder bus routes, gramin sewa, maxi cabs, RTV, eco-friendly sewa, and phat phat
sewa. Metro and Sub-Urban rail constitutes rail-based public transport system in Delhi.
The table below summarises the public transport statistics of Delhi.
Table 3-2 Public Transport statistics for NCT of Delhi
S. Number of
Modes Capacity Fare Route Length Permit Type
No. Routes
~ 300 Stage Carriage with
Rs. 10 4 km to 57
1 Metro 10 per given Time Table &
to 60 km
coach Route
Stage Carriage with
Sub urban
2 104 152 km given Time Table &
rail
Route
Stage Carriage with
Standard Rs. 7.5 km to 63
3 499 41+20 given Time Table &
Bus 5,10,15 km
Route
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Stage Carriage with

RTV/Mini Rs.
4 72 24+1 6 km to 40 km given Time Table &
Bus 5,10,15
Route
Gramin Rs. Contract Carriage Permit
5 161 6+1 5 km to 26 km
Sewa 5,10,15 (5 year) with Route
Metro Stage Carriage Permit
Rs.
6 Feeder 44 24+1 4 km to 30 km with given Time Table &
5,10,15
Bus Route
Phat Phat 7 to
7 13 -- -- Contract Carriage
Sewa 12+1
Approved–
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8 Maxi Cab 12+1 -- 6 km to 22 km Contract Carriage
Operational
- 14
Eco-
9 206 6+1 -- 2 km to 36 km Contract Carriage
friendly
3.3 Parking Norms for NCT of Delhi

The parking norms and policies for Delhi are currently set by ‘Master Plan Delhi 2021’ and the
‘Delhi Maintenance and Management of Parking Places Rules 2019’. This sub-section
summarizes the parking norms as per master plan Delhi, 2021.
3.3.1 Master Plan Delhi, 2021

An important development observed while drafting master plan 2021 was the phenomenal
growth of automobiles in Delhi and rising problems such as congestion, pollution, safety and
rising parking demand. Hence, development of new parking policy including private sector
development of parking facilities, increase in norms for parking space, multi-level parking and
underground parking was a focus point in MPD 2021. The parking requirements for the
residential developments are shown in Table 3-3.
Table 3-3 Parking standards for residential developments in Delhi as specified in MPD
2021
Parking
S. Standard
Use/ use premises FAR
No (ECS/100 sqm.
of floor area)
1 Residential Plot - Plotted Housing 200 – 350 ~1
2 Residential Plot – Group Housing 200 2
As per housing
3 Cluster Court Housing 175
norms
4 Foreign Mission 75 -
Hostel / Guest House / Lodging & Boarding House /
5 120 2
Dharamshala
6 Night Shelter 200 Max. 2 (total)
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Parking
S. Standard
No (ECS/100 sqm.
of floor area)
50% of plot area
7 Low-density residential area5 20 - 30 for soft parking &
landscape
8 Studio Apartments 200 2
9 State Bhawan/ State Guest House 200 2
Similarly, development controls related to parking norms for commercial centre’s as drafted in
MPD 2021 are shown in Table 3-4.
Table 3-4 Parking standards for commercial developments in Delhi as specified in
MPD 2021
Parking
S. Standard
No (ECS/100 sqm.
of floor area)
a) Commercial Areas
Convenience Shopping Centre / Local Shopping Centre /
1 100 2
Local Level Commercial areas
2 Service Market 100 2
3 iii. Organised Informal Bazaar. 40 -
4 iv. Community Centre / Non-hierarchical Commercial
125 3
Centre
v. District Centre/ Sub-Central Business District / Sub-City
5 150 3
Level Commercial areas
b) Metropolitan City Centre/ Central Business District
Retail & Commerce Metropolitan City Centre i.e.
6 Connaught Place 150 3
& its Extension
Commercial Complex at Fire Brigade Lane and Janpath
7 150 3
Lane
c) Hotel
8 Hotel 325 - 375 3
d) Service Apartments
9 Service apartments 225 2
e) Any other commercial centre
(Including Commercial component along with Railway /
10 100 3
MRTS Stations / ISBT)
Asaf Ali Road (the area shown as commercial strip in Delhi
11 200 3
Gate – Ajmeri Gate scheme)
f) Motels
12 Motels 175 3
The parking norms for all the other use premises are tabulated in Table 3-5.
5A list of 23 villages are declared as Low-Density Residential Area (LDRA) in Urban Extension by
MPD 2021.
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Table 3-5 Parking standards for other developments in Delhi as specified in MPD 2021
Parking
S. Standard
No (ECS/100 sqm.
Of floor area)
a) Wholesale Trade
1 Integrated Freight Complex / Wholesale Market 80 3
b) Industrial Areas
2 Industrial Plot 150 – 200 2
3 Flatted group Industry 150 2
c) Government Land use
District Court, Integrated Office Complex, Government
4 300 2
Offices (Central/State Government/ Local Bodies)
It can be noticed that the residential developments have a parking standard of 1-2 ECS per
100 sqm of floor area. The commercial developments have a parking standard of 2-3 ECS per
100 sqm of floor area. Other developments such as industrial and government land use are
proposed with 2 ECS per 100 sqm of floor area.
However, the MPD 2021 identifies an acute shortage of parking space. The document states
that the valuable road space is being used for vehicular parking and broadly classifies the
parking problems in four categories.
1. Along streets
2. In planned commercial areas
3. In residential colonies
4. In large institutional complexes
MPD 2021 reveals that violation in parking provisions, lack of enforcement, and inadequate
policy interventions as the root cause for parking spill overs. The document also recommends
the parking pricing, parking permits, parking management, enforcement, planning and design
to tackle parking problems of the city.
3.4 Delhi TOD Policy

The summary of the Delhi Transit Oriented Development Policy is listed below,
1. In TOD zones, the permissible ECS (Permissible Equivalent Car Spaces) per 100 sqm.
of floor area is 1.33.
2. Additional parking may be created within integrated schemes only as paid, shared
parking facilities accessible to the general public at all times.
3. Planned commercial centres may be developed/ redeveloped as per integrated
schemes, in which mixed-use component may be introduced along with
comprehensive Parking Management Districts (PMD) plans, feeder systems, public
spaces, etc.
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PTAL Analysis 33
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4 Public Transport Accessibility Levels Analysis for NCT

of Delhi
The PTAL for Delhi is estimated based on the above methodology. For the exercise, a
comprehensive route dataset of public transport network and operations of the NCT of Delhi
is used. The PTAL is estimated for the base year 2019 and the horizon year 2041 to appreciate
the proposed public transport and network infrastructure improvements.
The public transport modes in NCT of Delhi for the year 2019 and the year 2041 is shown in
Table 4-1. It is anticipated that vehicles operational under different schemes viz. RTV, Gramin
Sewa, Maxi Cab, Eco-friendly & Phat Phat will be rationalized and will operate as part of feeder
services by different vehicle sizes.
Table 4-1 Public Transport modes in Delhi for the year 2019 and 2041
S. No Mode 2019 20416

1 DTC and Cluster Bus Routes ✔ ✔
2 Gramin Sewa ✔ ✘
3 Maxi Cab ✔ ✘
4 Metro Feeder Bus ✔ ✔
5 RTV ✔ ✘
6 Eco-Friendly ✔ ✘
7 Phat Phat Sewa ✔ ✘
8 Metro ✔ ✔
9 Sub Urban ✔ ✔
10 Regional Rapid Transit System ✘ ✔
11 Feeder Services (by Midi, Mini or ✘ ✔
smaller vehicles)
4.1 Base Year Model Input

The base model is developed to replicate the pre-covid scenario and the following modes
and network is considered in development of the model,
1. Standard Bus routes operated by DIMTS and DTC
2. Metro Feeder routes by DMRC
3. RTV Routes
4. Gramin Sewa
5. Phat Phat Sewa
6. Maxi Cabs
7. Eco-Friendly Sewa
8. Metro Services
9. Sub Urban Train
6For the horizon year the strategic transport corridors and the new urban links will be integrated to
suitable mode such as bus routes and metro based on the type of the transport corridor and the
proposal details.
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The schedules of the modes from Feb 2020 is used and the coverage and the network of each
mode is shown in the Annexure maps (sheet 2 – 10).
4.2 PTAL for Base Year

The map below shows the Public Transport Accessibility levels for the base year for all the
modes as stated in the Table 4-1.
Figure 4-1 PTAL Map (Base Year)
4.3 Horizon Year Model Input

For the horizon year model, the upcoming proposals in the city is considered and based on
the likelihood, the following proposals are included in the development of PTAL for the horizon
year,
1. Standard bus routes as per Delhi bus route rationalization study
2. Mini Midi routes as per Delhi bus route rationalization study
3. Metro Phase IV network
4. RRTS network (3 corridors)
5. New Urban Links and Strategic Corridors7
6. Dwarka Expressway and UER II
7. Karawal Nagar – Shastri Park – Gandhi Nagar BRTS
7 Alignment adopted are tentative and same needs to be finalized.
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The network of each proposal for the horizon year is shown in the Annexure maps (sheets
12- 18).
4.4 PTAL for Future Year

The map below shows the Public Transport Accessibility levels for the horizon year for all the
modes as stated in the Table 4-1.
Figure 4-2 PTAL Map (Horizon Year)
4.5 PTAL Results

The PTAL for the base and horizon years are calculated. The PTAL values by area is
calculated in order to compare and understand the improvement of PTAL across Delhi. The
figure below shows that as expected the area under lower PTAL range is decreased in the
future and redistributed among higher PTAL values.
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35.0%
31.8%
30.0%
25.0%
21.2%
% of Area
20.0%
14.7%
15.0% 11.9% 13.2%
12.1%
10.8% 10.0% 9.2%
10.0% 8.9% 8.6%
7.7%
6.6% 5.8% 5.9%
5.4% 5.0%
3.6% 4.4%
5.0% 3.3%
0.0%
0 0.01 - 2 2-3 3 - 5.5 5.5 - 7 7 - 8.5 8.5 - 12 12 - 20 20 - 30 30 - 200
Existing AI (% Area) Future AI (% Area)
Figure 4-3 PTAL values with respect to area

However, it is important to calculate and understand the population under each AI range since
it is a better indicator of the performance of the public transport accessibility. It is noticed that
the population under PTAL 0 will be decreased from 7.8% from the base year to 5% in the
horizon year. The figure below shows the population under each pre-defined AI range.
35.0% 32.7%
30.0% 28.4%
25.0%
% of Population
20.0% 17.5%
16.3%
16.1%
14.6%
15.0%
11.1%
10.0%
10.0% 7.8% 7.2% 7.2%
4.8% 4.4% 4.4%
4.0% 3.5%
5.0% 3.6% 3.3%
2.1%
1.0%
0.0%
0 0.01 - 2 2-3 3 - 5.5 5.5 - 7 7 - 8.5 8.5 - 12 12 - 20 20 - 30 30 - 200
Existing AI (% Pop) Future AI (% Pop)
Figure 4-4 PTAL values with respect to Population
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Rationalization of Parking
Standards
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5 Rationalization of Parking Standard

5.1 Background
Higher parking provisions induces higher parking demand and demotivates people to use
public transport. Increasing parking provisions leads to higher private vehicle ownership,
higher private vehicle trips and traffic congestion. Hence, it is important to rationalize parking
provisions based on the public transport availability and use parking management strategies
as a traffic demand management tool.
The principles of UTTIPEC Parking management policy suggests to use parking management
as a tool to decrease use of private vehicles and this reduce overall demand of parking and
shift travel to public transport, para-transport and non-motorized transport modes. 60% of all
trips made in Delhi are short trips which can easily be made on these alternate modes.
UTTIPEC suggests to provide parking caps in TOD Zones based on PTAL and distance from
the MRTS stations. Accordingly this chapter present a high level approach for rationalisation
of parking norms for Delhi based on PTAL.
5.2 Parking Demand Model and Analysis

For estimating the vehicle ownership and trip behaviour, TOD Policy model developed in 2014
is used. The Choice models (Logit) were developed as a part of the study to understand the
vehicle ownership and trip behaviour for Delhi for varying characteristics of public transport
accessibility. The model inputs include variables indicating demography, landuse mix,
circulation, transit connectivity and household income distribution. The models developed as
part of transit-oriented development study is updated for the base year (2021) using latest
demographical and transit connectivity estimates and used for high level parking
rationalization recommendations. As described in Chapter 2, separate models is developed
for residential and commercial use premises for proposing norms for ECS rationalization.
5.2.1 Residential Vehicle Ownership Choice Model

The coefficients of the model are shown in the table below for application of the logit model.
The values for each respective Traffic analysis zone is used to predict the car and two-wheeler
ownership.
Table 5-1 Calibrated choice model for vehicle ownership
Regression coefficients
Calibrated Stats Model
Car ownership 2w ownership
1 car 2+ car 1 2W 2+ 2W
Variable vs 0 vs 0 vs 0 vs 0
Regression constant -1.114 -3.592 1.189 -0.654
TAZ population density -2.770 -3.768 - -
TAZ employment density -3.723 -7.962 - -
TAZ weighted dissimilarity index (Landuse Mix) - - 0.00001 -0.00001
TAZ network (link) density - - -10.819 -17.823
TAZ distance centroid to nearest metro station 0.0001 0.0002 - -
TAZ job accessibility auto distance decay 0.000 0.000 0.000 0.000
TAZ job accessibility transit distance decay 0.000 0.000 - -
TAZ proportion households with income under 5,000 R
/ month - - -0.021 -0.035
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Car ownership 2w ownership
TAZ proportion household’s w/ income over 25000
R/month 0.024 0.037 -0.007 -0.022
HH owns no cars - - 0.227 0.173
HH income under 5000 R/ month -4.635 -6.409 -2.203 -3.896
HH income between 5001 - 10000 Rs / month -3.335 -5.993 -0.890 -2.387
HH number workers (capped at 5) - - -0.168 0.391
Using the model, the mean values of the variables for the city is used along with the transit
distances for each analysis zone and a relationship is established with the PTAL. The graph
below shows the relative percentages of the parking demand for each PTAL class interval
considering parking requirement for 0-5.5 PTAL range as the base case (100%).
1.20
Residential parking demand (relative
100%
1.00
82%
0.80 75% 74% 73%
percentage)
0.60
0.40
0.20
0.00
0 - 5.5 5.5 - 12 12 - 20 20 - 30 30 - 300
PTAL (Class Interval)
Figure 5-1 Residential parking demand for proposed PTAL levels
The results indicate a higher parking requirement for the lower range of PTAL with a reduction
of up to 27% with increase in Public transport accessibility index.
5.2.2 Mode choice model (for Commercial and other land use)
Similarly, a mode choice model was developed. The coefficients of the independent variables
are shown in the table below.
Table 5-2 Calibrated model for mode choice
Mode (v2)
2W vs Transit vs NMT vs
Category Variable car car car
Constant Regression constant -0.269 2.591 2.237
D1: Density TAZ population density 0.642 0.695 1.888
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D3: Design TAZ network (link) density 1.671 0.676 4.539

TAZ distance centroid to nearest metro
D4: Transit station < 800 0.162 0.371 0.372
TAZ distance to metro is 800 - 2000 K 0.117 0.124 0.330
TAZ job accessibility auto distance decay 0.000 0.000 0.000
D5: Accessibility TAZ job accessibility transit distance
decay 0.000 0.000 0.000
TAZ proportion households with income
under 5,000 R / month -0.001 0.003 0.005
TAZ variables
TAZ proportion household’s w/ income
over 25000 R/month -0.002 -0.005 -0.014
Number of cars owned by HH -1.893 -1.766 -2.039
Previous model
Number of 2W owned by HH 1.708 -0.057 -0.016
HH income under 5000 R/ month 1.959 1.438 2.645
HH income between 5001 - 10000 Rs /
month 1.683 0.926 1.714
Household
variables
month 0.880 0.294 0.746
month 0.312 -0.032 0.233
Using the model, the mean values of the variables for the city is used along with the varying
transit distances and vehicle ownership for each analysis zone and a relationship is
established with the PTAL. The graph below shows the relative percentages of the parking
demand for each PTAL class interval considering parking requirement for 0-5.5 PTAL range
as the base requirement (100%).
1.20
Parking demand (in relative
100.00% 95.57%
1.00 93.85%
87.97%
77.03%
percentage)
0.80
0.60
0.40
0.20
0.00
0 - 5.5 5.5 - 12 12 - 20 20 - 30 30 - 300
PTAL (Class Interval)
Figure 5-2 Commercial and other land use parking demand for proposed PTAL levels
The results indicate a higher parking requirement for the lower range of PTAL with a reduction
of up to 23% with increase in Public transport accessibility index.
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5.2.3 Parking Rationalisation Recommendations for Transit Oriented Zone
The above-mentioned recommendations will apply to all areas except for TOD zones. Since
TOD zones will also have other attributes such as high density, mix use, accessible network
design apart from high transit accessibility, it will require special consideration.
The analysis conducted considering additional parameters of density, diversity & design for
various types of housing and income levels. Multiple runs were performed to understand the
sensitivity of the parameters in the TOD zone. In considerations of number of cars and two
wheelers owned per household, the car ownership has decreased from 44% to 10% w.r.t
household and two wheelers have decreased from 62% to 51%. A combined reduction of
63.5% was noticed in TOD zone considering the ECS requirements for cars and two wheelers.
Considering the requirement of 2 ECS per 100m2 in business as usual scenario and a
reduction of 63.5% in demand, the analysis indicates that the parking standard at TOD zones
can be fixed at 0.75 ECS/100 m2 on overall basis.
5.3 Results
The parking norms can be rationalized in residential and commercial areas based on the
above analysis. The high-level recommendations for reduction of parking norms for residential
and commercial areas are show in the table below.
Table 5-3 Recommendations for reduction of parking norms for residential and
commercial areas
PTAL
S. Residential parking norms Commercial and other land use
Class
No reduction (in %) parking norms reduction (in %)
Interval
1 0 - 5.5 0% 0%
2 5.5 - 12 12% 4%
3 12 - 20 25% 6%
4 20 - 30 26% 12%
5 >30 27% 23%
Proposed parking norm for TOD areas having elements of density, diversity & design for
various types of housing and income levels will be 0.75 ECS/100 m2.
For ease of implementation of above rationalized parking norms, it is recommended to cluster
the areas with similar PTAL levels and propose parking standards accordingly.
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Application and Way

Forward
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6 Application and Way Forward

6.1 Application of PTAL Maps
As presented earlier there are various applications of PTAL tool which can help in
development of various strategies as mentioned below:
1. PTAL can be used to improve Public Transport system by understanding the low
connectivity settlement areas, where new public transport routes can be introduced.
2. Establishing Dynamic Parking Standards based on the PTAL levels.
3. PTAL can be used as tool to develop densification strategy.
4. The Location of social infrastructure (schools, hospitals etc.) can be decided based
on PTAL to ensure good connectivity or devising strategy to improve the PTAL of
existing social infrastructure locations.
5. PTAL can set basis for all travel demand management techniques from congestion
pricing to parking pricing.
6. PTAL can also provide important information to users about accessibility of their areas
in city.
7. To check the connectivity option between different areas in terms of mode, number of
transfers and travel time.
8. To check the areas that can be accessed within different time bands.
6.2 Way Forward

As a part of study PTAL heat maps are developed for the city, however it is crucial from the
city’s perspective that this work is used for formulating future proposals related to transport
infrastructure. At present, the PTAL maps are for base & horizon year and are static. As
described earlier the PTAL values mainly depends on public transport route layout and the
service levels (or headways) on the routes. Out of the two parameters, generally route layout
may not change frequently over a period of time however the service levels on routes changes
multiple times. In this regard, it is recommended that an automated dynamic web-based GIS
tool can be developed for the city to estimate the PTAL values. In addition to creating, a
dynamic web-based tool there will be a need to set a process to update the route data both
layout and service levels regularly. Different stakeholders (authority and public users) based
on their requirements and permissions can use this web tool. The tool can provide flexibility to
the user to add/edit/delete any input parameter data like public transport network, grid size,
service frequency, walking speed, reliability etc. and generate the subsequent PTAL heat map.
44

TRANSPORT Final Project Report

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Final Project Study on Public Transport Accessibility Levels (PTAL)

Final Project Report

1.2 Need for study

1.3 Study Objectives

1.5 Structure of Report

PTAL & adopted Methodology

2 Public Transport Accessibility Levels and Adopted

Figure 2-1 Approach for estimation of parking provisions recommendations

2.1 Evolution of PTAL

1 Recommendations based on planning variables, socio-economic variables and PTAL values.

Figure 2-2 Evolution of Public Transport Accessibility Levels

2.2 Impact of different parameters on Public Transport

2.3 Limitation of PTAL

2.4 Application of PTAL

2.5 PTAL Methodology

considered to be accessed by walk. For rail-based access points, a distance of

𝐷𝑖𝑗 = 𝑑𝑖𝑗 ∗ 𝑑𝑑𝑟𝑖𝑗

𝐴𝑊𝑇𝑅 = 𝑆𝑊𝑇𝑅 + (𝑟𝑚 ∗ ℎ𝑅 )

𝑇𝐴𝑇𝑖𝑗𝑅 = 𝑊𝑇𝑖𝑗 + 𝐴𝑊𝑇𝑅

e. Calculate Equivalent doorstep frequency – The Equivalent doorstep

𝐸𝐷𝐹𝑖𝑗𝑅 = 60/(𝑇𝐴𝑇𝑖𝑗𝑅 /2)

f. Accessibility index – The public transport accessibility index for a POI is

𝐴𝐼𝑝 = 𝐿𝑎𝑟𝑔𝑒𝑠𝑡 𝐸𝐷𝐹𝑝 + 0.5 ∗ ∑ 𝐴𝑙𝑙 𝑜𝑡ℎ𝑒𝑟 𝐸𝐷𝐹𝑝

𝐴𝐼𝑖 = ∑ ∑ 𝑊𝑡𝑟 ∗ 𝐴𝐼𝑗𝑟

LOS Average Waiting Time (mins)

PTAL Access Index Range Map Colour

PTAL Access Index Range Map Colour

2.6 PTAL Demonstration

2.7 PTAL Components Comparison

AImode2 + … AImode n) + AImode2 + … 𝐴𝐼𝑖 = ∑ ∑ 𝑊𝑡𝑟

2.8 Assumptions and adaptation of PTAL for NCT of Delhi

Figure 2-7 Regular hexagon geometry

3. Accessible distance to each service access point (SAP)

Although an additional displacement of 1500m shall be considered for e-rickshaw/auto

Figure 2-10 Illustration of Distance and displacement

5. Station access points

6. Walking speed and Rickshaw speed

2.9 Strategy for Suggesting Parking Norms Rationalization based

Figure 2-12 Flowchart showing methodology for development of residential parking

Figure 2-13 Flowchart showing methodology for development of commercial parking

City Transport Profile

3 City Transport Profile

3.1 Study Area and Road Network

Figure 3-1 Population projection for NCT of Delhi

Total Number of Vehicles Growth rate

Figure 3-2 Vehicle Registration trend and growth rate of vehicles

Total Number of vehicles (in Lakhs)

Motor Cycles and Scooters 75.6

Cars and Jeeps 32.5

Tractors, All Goods Vehicles & Others 2.5

Auto Rickshaws 1.1

Other Passenger Vehicles 0.8

Figure 3-3 Total number of registered vehicles (as of March 2019)

Figure 3-4 Road Network and road width in NCT of Delhi

3.2 Public Transport Network

Stage Carriage with

3.3 Parking Norms for NCT of Delhi

3.3.1 Master Plan Delhi, 2021

3.4 Delhi TOD Policy