Planning for a Multi-Modal Transportation Hub at Rourkela

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A documentation of our study, critical appraisal and analysis of the area around the Rourkela Railway Station and the attempt to transform the zone into a Multi-Modal Hub keeping in purview the close proximity of the Bus Station and Intermediate Public Transport service.

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Planning for a Multi-Modal Transportation Hub at Rourkela

  1. 1. MULTI MODAL INTERCHANGE HUB at Rourkela… Action Area Plan : TRANSPORTATION
  2. 2. A I M : To promote the utility of the area under consideration for the purpose of functioning as a multimodal interchange hub for transit oriented development of the area. OBJECTIVES: The major objectives of the study are:  To strengthen the link between various modes of transport present in close proximity , thus achieving the ultimate goal of a multi-modal interchange that combines various modes and their associated functions in order to achieve a better degree of transport network.  Encourage integrated development of traffic movement & networks, transportation facilities & their linkages and associated functions/ activities prompting landuse modifications to suit the context of the development. MULTIMODAL INTERCHANGE HUB: A PROLOGUE . . . SCOPE:  Development of transit facilities as per user rate, multiple mode linking and passenger comfort and affordability.  Holistic approach to commercial bases and their delineation along avenues of relevantly related freight movement and logistics.  Promotion of single landuse zones to facilitate correlativity between the various activities that are related to transport and traffic networking. LIMITATIONS:  The area under consideration is the stretch of road between Madhusudan Chowk and Rourkela railway station’s main entrance (longitudinal) and the stretch of road from the other entrance of the Rourkela railway station to the bus depot (traversal) – as because this part experiences maximum traffic congestion and which is to be addressed to promote better transport network for the area. MULTI MODAL INTERCHANGE : Aim, Need, Methodology, Scope and
  3. 3. Need: SURVEYS & ANALYSIS The need to develop the area under consideration was defined by three basic necessities to be addressed: VISUAL SURVEY    MULTIMODAL INTERCHANGE HUB: A PROLOGUE . . . The LANDUSE ANALYSIS location:  The multiple modes of transport concentrated within USER PERCEPTION SURVEY the same area;  CONNECTIVITY ANALYSIS of the daily market in the vicinity. Strategic location INTERSECTION VOLUME SURVEY The trip generation factor: FACILITIES ANALYSIS  The high O-D data generated to and fro in this area – due to location of varied typology including the huge base of hospitality sector and commercial sector;  Also location of the major railway station for the city – DESIGNING major source for translocation of passengers and goods – major issue: traffic congestion and mismanagement. ACCESS FOR FOOTPATHS DISABLED The importance of Rourkela on the industrial and commercial scenario of India:  Steel industry based development, major INTER. V/C RATIOS transshipment ofVOLUME and materials – both in goods processed and unprocessed states – requires railway services and railway stations in the vicinity helps curb STREETSCAPE transportation charges agglutinating to the production cost / market price. Also passengers consists majorly of entrepreneurs, business based STREET DESIGN companies and individuals.  The Bus stand may act as a major source for easy movement of labor and can prompt affordable rates for travel for the workforce that travels long distances daily – to and fro – within or outside the urban M O D I F I C A T I O N S I N . . . agglomeration. PLANNING PEDESTRIAN MGMT. TRANSPORT VEHICULAR MGMT. SAFETY/ SECURITY COMM. / KIOSKS DRAINAGE STREET LIGHTING SOCIAL INFRA. PHY. INFRA. FREIGHT PARKING CAFETERIA FACILITIES TOILETS WAITING ROOM LANDUSE MULTI MODAL INTERCHANGE : Aim, Need ,Methodology, Scope and
  4. 4. INTRODUCTION A Multi modal Interchange hub is one in which co-ordination and integration of different modes of transport takes place to decongest road, reduce journey time, enhance environment, provide greater convenience for commuters, efficiency and cost effectiveness. The act of changing between modes – The place where one changes the modes – A purpose built facility to improve interchange quality – Interchange Interchange Zone Interchange facility Source: The Intermodal Transport Interchange For London: Best Practice Guidelines MULTI MODAL INTERCHANGE :
  5. 5. DECISION SPACES Areas where passenger decisions take priority. Examples include decision points such as entrances, ticket offices or corridor junctions. At these locations there should be good sight lines/clear signing or transport information. There should be no nonessential physical infrastructure or visual distractions such as advertising/ retail or other land uses that would serve to distract or confuse passengers. INTRODUCTION OPPORTUNITY SPACES Opportunity spaces include those areas of the interchange zone outside the core corridors of movement or decisions. They can accommodate cafés, retail entrances, retail display, seating or landscaping. Street furniture, advertising or other fixed or temporary infrastructure located in these zones must be managed so as not to protrude or interfere with the requirements of decision or movement spaces in adjacent areas. MOVEMENT SPACES Movement spaces connect decision spaces. Typically these include corridors and paths specially reserved for passenger movement and connections to/ from/ between transport modes or the surrounding area. These spaces should provide clear, unobstructed routes matched to desire lines. Street furniture, plantings, advertising, information displays, retail boards or any other fixed items should not protrude into these zones but may be located adjacent to them. MULTI MODAL INTERCHANGE :
  6. 6. INTRODUCTION Example of an Multi modal Interchange Four interchange themes which should be considered at transport hubs: Efficiency: moving sustainability Operations, around, Usability: Accessibility, safety and preventing accidents, personal security, protection Understanding: Legibility, permeability, way-finding, information Quality: Perception, design, spaces, sense of place MULTI MODAL INTERCHANGE :
  7. 7. Access to Transit Station by Non-Motorized Transport MULTI MODAL TRANSPORT SYSTEM, DELHI INFERENCES 1. Pedestrian access - Provisions for pedestrians and their safe movement are an essential access consideration. - Direct and safe approach for pedestrians • • • Pedestrian access-ways that reduce distances to bus services on the adjacent higher order bus streets. Continuous and direct footpath networks that permeate neighborhoods. Safe, convenient and/or controlled road crossing points should be provided to stops with high passenger usage. 2. Bicycle access • Can increase the service area of transit stations. • Bicycle parking facilities located to provide protection from weather, theft and conflicts with other modes. Parking areas i.e. active areas with high pedestrian activity, or under the observation of station attendants preferred. • Well Lit and designated by signages. Accessibility by Intermediate Para Transit (IPT) • • Various modes of IPT such as auto, taxi, phatphat, etc are considered as feeder modes to bring passengers from various parts of the neighborhood to the multi modal transit station. IPT zone is desirable. IPT area must be covered and seating may be provided. MULTI MODAL INTERCHANGE :
  8. 8. Accessibility by Public Transport • • MULTI MODAL TRANSPORT SYSTEM, DELHI INFERENCES Bus stop design capacity for a station is based on the individual requirements for each station either as a single station, interchange station or integration point. The following designs may be used for various types of bus loading zones, depending on specific conditions: i. Recessed Bus Bay: It is used where more mixed traffics are on the road. The bus loading zone is recessed from the through traffic lane. A recessed bus bay is designed parallel to close enough to the curb so that passengers may enter and leave any door by an easy step to the curb. Upon leaving, the merging lane enables the bus an easy re-entry into the through traffic lane. ii. Parallel- to-curb Bus Bays It should have 3 mt wide lanes and an overall length of 73.2 mt. This layout for bus loading area provides the minimum roadway width but requires the longest length for a bus loading zone. The critical movement in this layout is moving into position ahead of the parked bus. This leaves the rear door of the bus offset from the platform curb by approximately 0.45 mt. iii. Sawtooth Bus Bays Sawtooth bus bays reduces the length of loading zone and therefore reduces walking distances but increases the width of the roadway. MULTI MODAL INTERCHANGE :
  9. 9. Accessibility by Private Modes • • • • MULTI MODAL TRANSPORT SYSTEM, DELHI INFERENCES Parking space for car, two wheelers at the station. Entry and exit points should be at mid block. Parking aisles should be lined perpendicular to the station entrance/exit are to minimize the no. of potential conflicts between pedestrians and automobiles. Collapsible posts or signs should be used to delineate drives and pedestrian. Major pedestrian walkways should be raised 0.15 mt above the parking pavement. Right angle parking should be used because it allows better circulation, more orderly parking, and in most cases has lower average area requirement per space. Accessibility to Transit Station/Stops: Current Practices in Delhi • • “Cycle-for-Hire Scheme” Encourage people to use bicycles for short distances at Delhi University Metro station and near by areas. The charge of a bicycle on rent is Rs 10/= for 4 hours. Pedestrian way to the BRT Corridor in Delhi: To provide safe and comfortable sidewalk to access public transport. • • • • Continuity of the sidewalks. Wide and well surfaced sidewalks and is disable friendly. Sidewalks are easily negotiable by women, children, senior citizens, as the height is close to 15 cm. Width of sidewalks varies from 1.5 mt (min) to 4.5 mt (max) along the corridor. Sidewalks are well lit. Crossings are easily accessible with kerbed ramps and there is a holding area for people to want at the side and at the pedestrian refuge islands. Pedestrian path on the BRT corridor has the least permanent and temporary obstructions on the sidewalks MULTI MODAL INTERCHANGE :
  10. 10. Attributes to enhance the accessibility to transit station: • • • • • MULTI MODAL TRANSIT ORIENTED DESIGN People Place: Transit station area is a place for people/commuters. Hence, it must be well used, safe, comfortable, and attractive; and need to be distinctive and offer variety, choice and fun. Streetscape Design: M2OD should promote and enrich the qualities of existing urban places at neighborhood and street level. It is important to develop streetscape design elements for each of the transport corridor by incorporating various architectural elements. Urban Form: Transit station is considered as a part of urban design and sky line. It is blended with different building forms, colors, materials, textures, forms, etc. Such areas should be integrated physically and visually with its surroundings having better access by foot, bicycles, bus, cars, metro, etc. Amenities that are stimulating, enjoyable and convenient should be offered to a wide range of possible users. Transit in Landscape: These areas should provide balance between the natural and the manmade environment and utilize each locations intrinsic resource – the climate, land form, landscape, and ecology – to maximize the experience. Design must put such built environment in proper land scape environment. Design in Flexibility: New development near and around transit station take very little time. New development needs to be flexible enough to respond to future change in use, lifestyle, and demographics. Flexibility must be evident in the use of property, public spaces, and infrastructure. Integration of any new modes with the station area requires more space for loading, unloading, transfer, integration, parking, traffic management, etc. MULTI MODAL INTERCHANGE :
  11. 11. CONNECTIVITY: CITY LEVEL RAILWAY STATION BUS TERMINAL DAILY MARKET CONNECTIVITY
  12. 12. NODE AND NETWORK PHYSICAL ACCESSIBILITY
  13. 13. EXISTING SITUATION
  14. 14. ROURKELA RAILWAY STATION ROURKELA RAILWAY STATION BUS STAND SCHEMATIC LAYOUT OF RAILWAY STATION RICKSHAWS 5- PLATFORMS 3- SIDINGS 11 TRACKS BROAD GAUGE 2 FOOT OVER BRIDGES. BOOKING OFFICE CONCOURSE CYCLE PARKING NO. OF USERS PER DAY NO. OF PASSENGER TRAINS CAR PARKING 2-WHEELER PARKING THE EXISTING SITUATION 6000 52 NO. OF GOODS TRAINS 38 MONTHLY TICKET SALE (OFF PEAK) 2 LAKHS MONTHLY TICKET SALE (PEAK) 2.45 LAKHS
  15. 15. ROURKELA RAILWAY STATION FACILITY WAITING HALL (1ST CLASS) 1ST FLOOR WAITING HALL (2ND CLASS) PLATFORM 1 PAY AND USE TOILET AT BOTH ENDS OF STATION TRAIN INDICATION BOARD CONCOURSE AND PLATFORM FACILITATION CENTRE FACING CONCOURSE AND PLATFORM 1 STD BOOTH CONCOURSE AND PLATFORM 1 WATER COOLERS PLATFORM 4 & 5 TOUCH SCREEN CONCOURSE AREA RESERVATION AND REFUND COUNTERS BOOKING OFFICE ATM CONCOURSE DORMITORY 1ST FLOOR RETIRING ROOMS 1ST FLOOR CLOAK ROOM GROUND FLOOR POLICE STATION ON FRONT SIDE OF STATION POST OFFICE ON FRONT SIDE OF STATION CAFETERIA 1ST FLOOR BOOKSTALL PLATFORM 1 SNACKS SHOPS(6-7) OBSERVATIONS: •Ramps/ elevators/ lifts are not available at the station •Provision of seating is less •No provision of proper drop off bay at the entrance for arriving vehicles LOCATION ALL PLATFORMS THE EXISTING SITUATION
  16. 16. FACILITY CONDITION WAITING HALL ABSENT PAY AND USE TOILET PRESENT Poorly maintained. Requirement of additional toilets for increase in demand SIGNAGES ABSENT Required FACILITATION CENTRE PRESENT PRESENT - DRINKING WATER PRESENT Unhygienic RESERVATION AND REFUND COUNTERS PRESENT Unhygienic ATM ABSENT Required CLOAK ROOM PRESENT - POLICE STATION/ POST ABSENT Unsafe Environment CAFETERIA PRESENT Sufficient BOOKSTALL PRESENT - COMMERCIAL ZONE PRESENT Meant for Hardware (Auto Spare parts etc) ROURKELA RAILWAY STATION Located in a corner. Difficult to locate STD BOOTH ROURKELA BUS STAND THE EXISTING SITUATION BUS STAND NO. OF USERS PER DAY 2000 NO. OF DAILY BUSES 300 TIMINGS 7 PM TO 10 PM 6 AM TO 10 AM (Departure) (Arrival)
  17. 17. railway station PARKING 800 600 400 200 0 BICYCLE 2W CARS GOODS VEHICLES 43 877 62 3 railway station Unauthorized parking at railway station: Bicycles: 13 Two wheelers: 60 Cars: 11 (parked in wrong location despite space being available in authorized parking) Rickshaw parking: Space given for 35 rickshaws Around 20 rickshaws were observed Auto rickshaw parking: Space for 30 autos 18 autos observed Parking lot Peak timing Railway station 7:30-9 am 6:30pm-8pm Possibility rejection 2w- no 4w- yes 6-8pm no Bus stand (pvt) of THE EXISTING SITUATION Bus stand no of vehicles no of vehicles 1000 35 30 25 20 15 10 5 0 BICYCLE Bus stand 2W CARS GOODS VEHICLES 18 30 14 0
  18. 18. ON-STREET PARKING Unauthorized on street parking Auto rickshaw stand THE EXISTING SITUATION •OBSERVATIONS: •Unauthorized parking along the streets is leading to congestion along the main roads •Trucks have been illegally parked near the Fakir Mohan market hence compromising on the space available to commuters.
  19. 19. NO. OF AUTOS PRESENT 80 DAILY TRIPS ~ 20 FACILITY ISSUES Toilet Facility Absent Drinking Water facility Absent Shelter for Auto Drivers Absent Cleanliness Garbage Disposed along the stretch PARA – TRANSIT STAND ROURKELA RAILWAY STATION BUS STAND PARA-TRANSIT Routes taken by Autos from the Railway Station: Station Road to Sectors Station Road to Panposh Station Road to Bandamunda Station Road to Fertilizer colony Station Road to Civil township Station Road to Vedvyas Station Road to Kaswal Rajganjpur Station Road to Kwarmunda Station Road to Birmitrapur Data obtained from Primary Survey Under - Construction Para-transit Stand THE EXISTING SITUATION
  20. 20. LENGTH OF ROAD WIDTH OF THE ROAD ROAD STRETCH 400 m Effective width 4.5 m to 7.5 m B A B THE EXISTING SITUATION
  21. 21. NODE AND NETWORK PHYSICAL ACCESSIBILITY
  22. 22. LANDUSE ANALYSIS EXISTING SITUATION
  23. 23. EXISTING SITUATION LANDUSE
  24. 24. Mixed use 767 Authorized parking 3350 vacant land (railways) 17465 vacant land (Govt) 2681 Public-semi public area 5069 hospitality zone 2267 Railway station/bus station 45702 commercial Mixed use 1% 10% 1% Authorized parking 2% 11% 3% vacant land (railways) 1% 26% 14879 Informal Commercial LANDUSE vacant land (Govt) Public-semi public area hospitality zone 29% 1000 6% Railway station/bus station commercial 9% Informal Commercial Residential 9986 Informal residential 41582 Open Ground 15700 Residential 1% Informal residential Open Ground EXISTING ISSUES Presence of discordant activities such as schools and gurudwaras along the stretch Might lead to chaos due to irrelevance in terms of activities Informal market along the stretch Unorganised traffic movement and creation of bottlenecks Hospitality + Residential (Mixed Zones) present along the road leading to Panposh road Diametrically opposite to the proposed multi modal interchange concept Existing economic activities caters to auto service/ spare parts etc which is incompatible with the proposed idea Might lead to chaos due to irrelevance in terms of activities THE EXISTING SITUATION
  25. 25. FACILITY ANALYSIS EXISTING SITUATION
  26. 26. 45.0 40.0 35.0 30.0 25.0 20.0 15.0 10.0 5.0 0.0 FACILITY ANALYSIS : User Profile Mode used to reach station < than once /month Series1 once a/month 2 times/mont h 1-2 times/ week 5-6 times/week 5.6 38.9 16.7 11.1 45.0 40.0 35.0 30.0 25.0 20.0 15.0 10.0 5.0 0.0 % of respondents % of respondents Frequency of using the station 27.8 auto % of respondents Trip purpose 50.0 45.0 40.0 35.0 30.0 25.0 20.0 15.0 10.0 5.0 0.0 Series1 Series1 work education shopping other 38.9 5.6 11.1 44.4 USER – PERCEPTION SURVEY bus car two wheeler walk 38.9 22.2 27.8 5.6 5.6 Observations: •Most respondents use the station once every month. •Daily users amount to around 28 %. •Work and other (including family engagements) are the main reasons for making trips. •Almost 40% respondents use auto rickshaw to reach the station indicating importance of the mode. Requirement: •Parking space for cars and auto rickshaws •Drop off bay for passengers who are coming to station .
  27. 27. 120.0 FACILITY ANALYSIS :Accessibility 100.0 100.0 90.0 80.0 66.7 55.6 60.0 83.3 80.0 70.0 44.4 33.3 40.0 50.0 20.0 0.0 willing to use feeder services 44.4 38.9 40.0 0.0 Buses conjested? 61.1 55.6 60.0 Do you think bus /auto stops are too far? 30.0 16.7 20.0 10.0 yes % no% 0.0 parking enough? 120.0 Direct entrance from road More no. of entrances to to platform station 100.0 100.0 88.9 80.0 60.0 yes % 72.2 55.6 50.0 50.0 44.4 40.0 27.8 11.1 20.0 0.0 0.0 Do you prefer surface walkways over subway? Are the walkways safe?` Do you want escalator? yes % Do you want ramp? travelator necessary? no% USER – PERCEPTION SURVEY no% Observations: •All respondents willing to opt for feeder services •Almost 2/3rd of the respondents feel that bus/auto stops are too far from the station . •An overwhelming majority in favor of provision of ramps and escalators at the station. •Safety of walkways a major concern. Requirements: •Feeder services •Accessible interchange facilities •Ramps/escalators for easy barrier free access •Well lit secure walkways
  28. 28. 100.0 88.9 90.0 80.0 77.8 72.2 FACILITY ANALYSIS : Facilities 77.8 70.0 Recreational facilities desired 60.0 120 50.0 27.8 30.0 22.2 100 22.2 20.0 11.1 10.0 0.0 Integrated ticket system ticket vending machines? yes % internet booking? do you have a monthly pass? % of respondents 40.0 80 60 40 20 no% 0 90.0 80.0 70.0 60.0 50.0 40.0 30.0 20.0 10.0 0.0 83.3 77.8 Series1 61.1 50.0 50.0 38.9 22.2 waiting areas be air conditioned? 16.7 Do you use dorm Are seating areas Do you want facilities? enough? covered platform for entire length? yes % no% USER – PERCEPTION SURVEY tv magazine stands audio 100 50 44.4 Observations: •High demand for ticket vending machines. •Maximum people are using internet booking options. •Air conditioned waiting areas desired •Dorm facilities not required •More seating required for the general public Requirements: •Ticket vending machines •Internet kiosks for bookings •More seating •Recreational facilities: TV in the waiting areas •Magazine stands required.
  29. 29. FACILITY ANALYSIS : Facilities Requirement of more shops yes % no% 22% 120.0 100.0 100.0 88.9 94.4 88.9 80.0 60.0 78% 40.0 44.4 38.9 20.0 0.0 Willingness to pay for extra facilities yes % no% Type of shop that you want 44% 56% Requirements: •snacks/juice bar •fruits/veg shops •books/magazine shops •medicine shops USER – PERCEPTION SURVEY 44.4 33.3
  30. 30. 9 FACILITY ANALYSIS :Time 8.5 7.6 8 Observations 7 6 5.4 5.16 5 4.5 4.5 Average 3.7 4 Maximum 3 Desired 3 2 1.5 •Average present waiting time at the bus stop was found to be 5.16 minutes which is more than the desired ( 4.5 minutes) 1 0 Waiting time at autostop Waiting time at bus stop Ticketing time 20 •Average present ticketing time at railway station was found to be 4.5minutes which is more than the desired (1.5minutes) 17.5 18 16 14 12 10 10 8.5 Average 8.5 Maximum 8 5 6 4 •Average present waiting time at the auto stop was found to be 3.7minutes which is more than the desired ( 3 minutes) Desired •Average time spent walking was found to be 8.5minutes which is more than the desired (2.5minutes) and which is equal to the maximum . 2.5 2 0 Average time spent walking Average waiting time at platform USER – PERCEPTION SURVEY •Average waiting time at platform was found to be 4.5minutes which is more than the desired (5minutes) and even more than the maximum which is 10 minutes.
  31. 31. IMPORTANCE SATISFACTION ANALYSIS Bus Stop 4.5 4 3.5 3 2.5 2 1.5 1 0.5 0 Interchange importance satisfaction bus stop performance frequency of bus service 6 5 4 3 2 1 0 importance satisfaction feeder service Paratransit 3.5 3 2.5 2 1.5 importance 1 satisfaction 0.5 0 paratransit stop performance frequency of auto service safety of stand distance from building USER – PERCEPTION SURVEY
  32. 32. IMPORTANCE SATISFACTION ANALYSIS Railway Station 6 5 4 3 2 1 importance satisfaction 0 USER – PERCEPTION SURVEY
  33. 33. 100% 90% 80% 70% 60% 50% No 40% Yes 30% 20% 10% 0% Students 100% LIG MIG 90% 80% 70% 60% 50% No 40% Yes 30% 20% 10% 0% LIG MIG APPROPRIATENESS No Yes Primary HIG Willingness to pay for extra services v/s income group Students 100% 90% 80% 70% 60% 50% 40% 30% 20% 10% 0% 100% 90% 80% 70% 60% 50% 40% 30% 20% 10% 0% HIG Willingness to have more shopping area v/s income levels USER – PERCEPTION SURVEY Class XII Graduate Willingness to use internet booking v/s level of education level No Yes <18 yrs 18-40 yrs 40-60 Willingness to use ramps v/s age group 60<
  34. 34. Facilities at para transit stop importance satisfaction paratransit stop performance 1 3 frequency of auto service 2 2 1 3 safety of stand ANALYSIS IMPORTANCE SATISFACTION ANALYSIS SATISFACTIO N 5 4 3 2 IMPORTANCE distance from building 2 2 importance satisfaction 1 4 Facilities at bus stop bus stop performance 1 2 3 4 frequency of bus service 3 2 4 importance feeder service 1 satisfaction 1 4 1 4 1 5 2 3 1 3 1 4 1 4 1 5 2 4 2 3 Miscellaneous parking areas pedestrian pathways disable access level changes Surveillance Toilet facilities Cleanliness Organised areas in the interchange weather protection in interchange areas Safety 5 Observations USER – PERCEPTION SURVEY The most critical aspects which are to be taken care of - Feeder service - Parking areas - Pedestrian pathways - Disable access - Toilet facilities - Cleanliness - Weather protection Second most critical aspects -Safety of para transit stop -frequency of bus service - level changes in the railway station -Safety 1
  35. 35. Facilities at railway station importance building entrances accessible location of entrances walking distance to ticket counter queuing time Queuing space No. of ticket counters Location of ticket counters Real time information Information system placement Walking distance (from ticket counter to platform) Alignment of platform and the entrance location Goods loading/unloading area on platform Safety or surveillance of platform Waiting area in platform Railway station performance satisfaction ANALYSIS IMPORTANCE SATISFACTION ANALYSIS 2 2 2 2 2 2 2 3 2 3 2 3 2 2 1 3 Second most critical aspects 2 3 2 3 2 3 2 5 -Queuing time - Queuing space – No. of ticket counters – Real time information –Information system –Waiting area in plat form 2 3 1 3 2 4 USER – PERCEPTION SURVEY Observations The most critical aspects which are to be taken care of -Goods loading and unloading area -Total railway station performance Third most critical aspects - Building entrances - location of entrances - walking distance to ticket counter - Location of ticket counters
  36. 36. TRAFFIC ANALYSIS EXISTING SITUATION
  37. 37. TRAFFIC ANALYSIS Traffic Volume Count LINK NAME PEDESTRIANS PCU V/C PAVEMEN T ENCROACHMENT OF PAVEMENT ENCROACHMEN T OF ROAD ON STREET PARKING PROMINENT MODE ALONG THE LINK Railway Station to Panposh Road, via Hotel Aastha 108 6.3% 130.8 0.12 Absent NA Very Less Very Less Two-Wheeler Railway Station to Madhusudhan Marg 456 26.6% 450.6 0.41 Absent NA Informal Sector near the ParaTransit Stand Present along the Commercial Stretch Non Specific Towards the Railway Station 586 34.1% 156.6 0.14 Absent NA Nil Nil Non Specific Towards the Bus Stand 438 25.5% 180 0.16 Absent NA Informal shops situated along the stretch at certain locations Truck Parking in front of Fakir Mohan market. Otherwise negligible Pedestrians Cyclists Along Alternative Entrance/ Exit 126 7.5% 51.6 - Absent NA Very Less Nil Pedestrians Two Wheelers TOTAL 1714 918 -
  38. 38. TRAFFIC ANALYSIS Traffic Volume Count -Traffic Count at Railway Station is 918 PCU’s in 1 hour time period. ( 5pm to 6pm) - A large Volume of pedestrian movement was observed along the main entrance, towards the stretch to the Bus Stand and Para Transit Stand present at Madhusudhan Chowk. - The Traffic Volume Count at madhusudhan chowk at peak time is 3426.6 PCU which has to be considered into the proposals. 4% Mode Availability and Usage of Mode -Pedestrians constitute most of the traffic, and no provisions are made for their circulation. Cycle 23% 11% - Two wheelers ranks the highest in modal choice followed by four wheelers and auto rickshaw. 5% 0% Cycle rickshaw 2 Wheelers 57% Auto Rickshaw Car/jeep Lcv Parameters Probable Solutions for Implementation Responsive to street congestion • Dedicated Corridors for Pedestrian and Motorized Modes of transport • Road Widening of roads at strategic locations • Strategic Relocation of Encroachments Responsive to travel costs • Pedestrianisation of corridors to the possible extent Reduction of unnecessary travel movements Responsive to Availability of Public transport • Explore scope of Para-Transit/ Feeder Service Responsive to the OBSERVATIONS growth of the Surroundings • Incorporation of ancillary activities along the stretch
  39. 39. Mapping Pedestrian Routes & Demand RAILWAY STATION TRAFFIC ANALYSIS 438 Pedestrians 586 Pedestrians BUS STAND PARA-TRANSIT 456 Pedestrians CONFLICT POINTS MAX. DEMAND
  40. 40. INFRASTRUCTURE ANALYSIS EXISTING SITUATION
  41. 41. ELECTRIC LINES CROSSING OVER THE ROAD NO STREET LIGHTING ON THE ROAD NO PEDESTRAIN ON THE ROAD NO PEDESTRAIN PATHWAY ON THE ROAD STREET LIGHT ON THE 1 SIDE OF ROAD ONLY NO PEDSTRAIN PATHWAY ON THE ROAD ROAD LINKING THE RAILWAY STATION AND BUS STAND ROAD IN FRONT OF RAILWAY STATION OPEN DRAINS IN SOME AREA ROAD IN FRONT OF BUS STAND NO PEDESTRAIN AREA
  42. 42. EXISTING STREET LIGHTING , ELECTRICTY DISTRIBUTION LINES CCTV LOCATIONS TRANSFORMER FLOOD LIGHTS Improper street lighting Crossing of the electric lanes over the road STREET LIGHT ELECTRIC LINE NO Segregation of pedestrian and vehiclular movement STREET LIGHT WIRE No Defined pedestrain path NO Flood lights at the MADHUSUDAN chowk Existing road section of the road linking bus stand to railway station
  43. 43. EXISTING DRAINAGE AND SOLIDWATSE SITUATION Major problems of drainage and solid waste This area is highly polluted due to the presence of vendor Drains are not well maintained as in some area are these are open . OPEN ROADSIDE DUMPING CLOSED DRAINS OPEN DRAINS OPENING TO DRAINS No proper waste disposal area / collection area.. Existing section through the road in front of the railway station Existing section through road in front of BUS STAND
  44. 44. PROPOSALS FOR THE ELECTRIC LANES AND STREET LIGHTING TRANSFORMER FLOOD LIGHTS STREET LIGHT UNDERGROUND ELECTRIC LINE STREET LIGHT WIRE Proposals •Underground electric lane •Flood lighting at junctions. UNDERGROUND ELECTRIC LANES PITS •Solar panel street lighting . •Lighting also provided along the pedestrian movement .
  45. 45. SOLAR PANEL STREET LIGHTING • • Solar street lights require much less maintenance compared to conventional street lights. • Since external wires are eliminated, risk of accidents is minimized. PROPOSALS FOR THE ELECTRIC LANES AND STREET LIGHTING Solar street lights are independent of the utility grid. Hence, the operation costs are minimized. • This is a non polluting source of electricity Separate parts of solar system can be easily carried to the remote areas DX3 Solar Street Light Uses standard size/connection Uses standard size/connection 90 W high pressure sodium 30W Ultra High Efficient Array 5500 Lumens (3850 effective) • Regular Street Light 3400 Lumens 30-50 Lumen / Watt 120+ Lumen / Watt Photo-sensor or wire control Photo-sensor, wire or solar panel No Back Up Power Source Internal Battery, fully integrated into Street Light Head (Approx. 3 nights autonomous operation/battery reserve) No solar array Integrated solar array Requires electricity Solar powered Works only when grid is energized Works during power outages Cable requires expensive trenching No trenching Additional wiring in the ground No wire in ground Wire in the pole No wire in pole Significant resources to install Simple install Special crews for safe installation & commission Safe to install (12V) Attracts insects Does not attract insect
  46. 46. Municipal waste B. Recyclables A. Organic • • • • Food waste vegetables waste Garden trimmings dry leaves • • • • • • • • Paper Plastics/polyethenes Rubber, leather Glass & ceramics Textile/cottons Earthen wares Metal Coconut shells 63.00 For B i o – degradable wastes For Re-cyclable wastes Solid waste management C. Inert • Dirt • Sand • Dust • soil
  47. 47. Calculations  The stretch will be mostly used by the floating population which depends on the transits  Bins for Commercial Establishments/Shops : It is assumed that one bin will serve 25 shops.  Organic waste will be collected daily & recyclable waste will be collected once in a week.  Providing 100L capacity fibre glass bins for bio degradable waste and 500L capacity bins for recyclable wastes. Waste density for bio degradable waste = 300 kg/cubic metre Waste density for bio degradable waste = 150 kg/cubic metre Total no. of people using the stretch from railway station to Madhusudan chowk per day= around 5000 waste generated per day per pedestrians= 5000X.05kg=250 kg waste generated by the shops=0.5X84=42kg Total waste generated = 292 kg Total no. of people using the stretch from railway station to bus stand, per day= around 4500 Total waste generated per day= 4500X.05kg=225 kg waste generated by the shops=0.5X80=40kg Total waste generated = 265 kg assuming that 1/4th of the total waste is organic Amount of organic waste = 70 kg Amount of recyclable waste= 222 kg assuming that 1/4th of the total waste is organic Amount of organic waste =70 kg Amount of recyclable waste= 195kg Bio degradable waste N=70/(300X0.1X1X1)=3 Bio degradable waste N=70/(300X0.1X1X1)=3 Recyclable waste N=190/(150X.5X1X1.6)=2 Recyclable waste N=195/(150X.5X1X1.6)=2 N=W/(DXSXF1XCF)Where N = Number of collection bins W = Total quantity of waste generated per day in Kg D = Density of waste in Kg/m Solid waste management: Calculations S= Size of bins in m3 F1= Average filling rate of bin. (Generally 80 %) CF = Collection Frequency
  48. 48. At railway station At Bus stand Total no. of people using railway station per day = 6000 Waste generated per person = 100g Total waste generated= 600kg assuming that 1/4th of the total waste is organic Amount of organic waste = 150 kg Amount of recyclable waste= 450 kg Total no. of people using railway station per day = 1000 Waste generated per person = 100g Total waste generated= 100kg assuming that 1/4th of the total waste is organic Amount of organic waste = 25 kg Amount of recyclable waste= 75 kg Bio degradable wastes N=70/(300X0.1X1X1)=5 Bio degradable wastes N=25/(300X0.1X1X1)=1 Recyclable wastes N=190/(150X.5X1X1.6)=4 Recyclable wastes N=75/(150X.5X1X1.6)=1 Bins for Institutions It is assumed that two trash bin will be placed in each institution. Both Organic waste & recyclable waste will be collected daily. Bins for Hotel and Restaurant 2000 litres capacity will be placed at each hotels and restaurant for collection of bulk generation of organic waste. Street sweeping The width of t he roads are different. Considering 2 0% of road length having 12 Mt. width, 40% of the road length having 22 Mt. width & 40% of road length having 6 Mt. width, the length of the roads of different width are as follows 12 Mt. width road = 260km; 22 Mt. width road = 520km; 6Mt. width road = 520km Considering one sweeper can sweep 2500 Sqmt. of road/day and also be allotted the duty for primary collection of waste from road side to dumper placer container. The no of sweeper required For 12Mt.width road = (12x260)/2500 = 2nos. For 22Mt.width road = (22X520)/2500 = 5nos. For 6Mt.width road = (6X520)/2500 = nos. Total = 2 nos. Total no. of workers=2+4+2=9 Solid waste management: calculations
  49. 49. 100L capacity fibre glass green colour bins for bio degradable waste Two types of bins will be placed together 500L capacity fibe glass black colourbins for recyclable waste Solid waste management: positions of bins
  50. 50. URBAN DESIGN EXISTING SITUATION
  51. 51. VISUAL CONNECTIVITY Observations: •There street connecting railway station and madhusudan chowk acts as a view corridor. •The statue in the madhusudhan chowk is a focal point in the view corridor. •No visual connection between railway station and bus stand. View corridor View corridor Statue in the madhusudhan chowk URBAN DESIGN Ratio of enclosure in view corridor (6m-9m height , 21m road width
  52. 52. VISUAL POLLUTION 5 1 3 2 4 URBAN DESIGN Observations: 1.Billboards of various sizes cause visual pollution by making a disturbance to view of street. 2.In some area electric cable is causing visual pollution, it may create accidents also. Condition of road is not good. 3.Irregular parking in the roadside reduces the visual quality of street. 4.Billboards in front of railway station also create visual disturbance. 5.Advertisements in building walls also cause visual pollution. Condition of road is not good. 6.Informal shops in the beginning of road to bus stand from railway station also reduce visual quality of street. Requirement: •Defined parking area. •Good condition road •Control over bill boards and advertisements. •Removal of big billboards over buildings. •Proper maintenance of electric cables. •New location for informal shops
  53. 53. STREETSCAPE Observations: •Signage: signage boards are absent (no signage board from railway station to bus stand). •Side walks: well designed pedestrian pathways are absent. •Cross walks: cross walks are absent, people move randomly, create chaos in the junction. Requirement: • There should be a proper designed signage. As a general rule, it is suggested that the letter height should be at least 1% of the distance at which the message will usually be read boards showing connection to each roads. •Enhance the pedestrian linkage by: 1.Ensuring the continuity of sidewalks, lighting and paving material.2Providing adequate width for both pedestrians and Areas required signage bicyclists.3Maintaining and enhancing accessibility for boards differently-abled individuals. Areas required cross walks •Proper cross walks should be marked. Areas required continues pedestrian connectivity 1 URBAN DESIGN
  54. 54. STREETSCAPE Observations: •Screenings: Screening provides a visual buffer between pedestrian and vehicular spaces and separation of public areas from parking and circulation areas, as well as grade Areas required landscape changes. There are no such screenings present. in road divider •Landscape : trees and plants are less. Area lacking street lighting •utility: no trash receptacles, people drop plastic waste on road side. Areas that can be treated with •Street lighting is not adequate in road connecting railway vegetation station to bus stand. Requirement: •There should be screenings between public parking area and the street. •The road divider can be treated with some small plants. •Trash receptacles are required. •There should be adequate street lighting 1 URBAN DESIGN
  55. 55. PROPOSALS
  56. 56. Issue identification & broad proposals
  57. 57. LANDUSE Proposed Truck parking = 862 sq m on the land available near informal sector. The area can accommodate 15 trucks. Area for 1 truck = 50 sqm . Therefore for 15 trucks = 750 sqm Expansion of existing parking near commercial area = 2681 sqm No. of cars parked = 50 , No. of Two wheelers = 400, No of autos = 15 Proposal = 500 two wheelers, 60 cars and 20 autos Area = (500* 2.5) + (60 * 15) + (20 *8) = 2310 sq m Accquired railway land = 4700 sq m Relocation of informal shops = 1000 sq m Formal Commercial = 430 sq m Plaza = 2200 sq m Feeder Paking = 850 sq m Toilets = 220 sq m Effective road width of bus stand strech is 4.5 m Encroached area = 1.5m Encroachments removed and converted to pedestrian pathway PROPOSALS
  58. 58. PROPOSALS LANDUSE
  59. 59. COMPARISON OF EXISTING AND PROPOSED LANDUSE 50000 45000 40000 35000 30000 25000 20000 Existing 15000 Proposed 10000 5000 0 PROPOSALS
  60. 60. TRAFFIC MANAGEMENT PLAN • The vehicular movement along the stretch of the road is guided by the main principle to decongest the intersection in front of the railway station and put the alternate entrance to maximum use. • The introduction of a feeder service is looked upon as a viable option to make the link between the railway station and the bus stand more accessible. The link being almost 400 m long, cannot be accessed easily by pedestrians. • The entry and exit for the feeder service is separated from the main entrance and exit Traffic Management Plan Indicating The Movement Of Vehicular Traffic PROPOSALS
  61. 61. TRAFFIC MANAGEMENT PLAN • The pedestrian movement which was otherwise chaotic at the intersection is improved by provision of pavements along one side of stretch 1 and along both the sides of stretch 2. • The pavement along stretch 1 is integrated with facilities such as eateries, fruit and vegetable vendors, groceries, etc and a plaza which doubles as a recreational zone. Traffic Management Plan Indicating The Movement Of Pedestrian Traffic PROPOSALS
  62. 62. PARKING MANAGEMENT (Inside Railway Station) • As observed with the help of the survey data, most of the respondents use the station almost once in every month and 28 % of the total users surveyed use the station on a daily basis, the reasons for the regular trips being work and other personal (including family engagements). • Almost 40% respondents use auto rickshaw to reach the station indicating importance of this particular mode. A large portion of the respondents feel that the bus stand and auto stands are too far to travel by foot. • The safety along the walkways to the same mentioned facilities is a major concern here. • Hence as observed, the major concerns to be looked upon here are: • Parking spaces for cars and auto rickshaws, and • The unorganized Drop off/Drop in system for passengers who are coming/leaving to/from the station. • Inconvenient accessibility to public modes of travel. PROPOSALS Views of the Existing Parking and Circulation at the Railway Station • The above illustrates the haphazard parking of the auto rickshaws, taxis and private vehicles. • Also there is no specific pathway demarcated for Pedestrians especially with luggage. The station can be accessed by two entry/exit gates which serve as a major reason for this unorganized vehicular and pedestrian circulation. • Absence of Facilitation centres and Information kiosks lead to probable misguidance in terms of direction and choice of facility to be availed by the people while coming out of the Rourkela railway station. • Since the maximum portion of the vehicular inlet/outlet happen at the main entrance of the railway station, this contrasting distribution leads to more chances of accidents in that zone.
  63. 63. PARKING MANAGEMENT (Inside Railway Station) • As observed, the major concerns to be facilitated here are • Parking spaces for cars and auto rickshaws, and • An organized Drop off bay for passengers who are coming to the station. The additional development strategies and proposals will include the following: • Auto Rickshaw Pre paid Stand • Tourist information Facilitation Centre • Taxis prepaid counter • Bus interchange facilitation Centre • Feeder pickup/drop point and feeder user shaded seating Plan of the Proposed Parking, Zoning and Circulation at the Railway Station PROPOSALS 1 . 2 . 3 . 4 . 5 . 6 . 7 . Parking for 24 four wheelers – 10 m wide road Parking for 56 four wheelers – 10 m wide road Parking for 170 two wheelers – 5 m wide road Parking for 170 two wheelers – 5 m wide road Parking for 170 two wheelers – 5 m wide road Parking for 50 autos and 80 cycles – 7 m wide road Feeder Parking for 30-35 feeders and prepaid taxi booth

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