1. Assessing Impact of Metro Stations: Integrating Commercial Landuse & Transport in
Vivek Agnihotri (13AR60R17)
Guided By: Prof. S. K. Paul
MCP-4th Semester
Department of Architecture and Regional Planning
Indian Institute of Technology,
Kharagpur

2. “We must recognize that we are on the cusp of a new wave of transportation policy. Today, the
challenge is to take transportation out of its box in order to ensure the health, vitality and
sustainability of our metropolitan areas.”
- Unknown

3. INTRODUCTION
To predict the commercial development trend once the metro rail corridors are executed for selected metro stations and
capacity building of the transportation conditions.
To predict the transformation of existing commercial landuse and transport conditions once metro stations will
start. The study will deliver the future projections and proposals mainly for Commercial Landuse transformation,
Para transit policies and Change in traffic conditions
The study will form the policies for the commercial stretches of metro line in the city of Lucknow and propose the
para transit network for few metro stations where conditions are projected to be more critical.
The study will be limited to extents of metro rail corridors of the city within the municipal boundaries.
AIMS
OBJECTIVES
SCOPE
LIMITATIONS

4. PROCEDURE ADOPTED
Formulation of Aims, Objectives, Scopes & Limitations
Identification of Study Area; Proposed Rail Corridor
Determining the catchment area/ influence zone of metro affecting
transportation and landuse
Literature study of landuse-transportation interactions
Case Studies & Finalization of Data Requirement
Finalizing the surveys need to be done for required data collection
Primary Data Collection and Secondary Data Collection
Inferences from survey results
Landuse & Transportation Analyses
Potentials & Problems identification
Proposals of alternate landuse and transport system in the influence
zones
Introduction
By the study of existing transportation
system, existing landuse, demography and
socio-economic structure of the city, etc.
Literature Studies
By studying basic concepts and issues
regarding urban development, landuse
transportation interactions, impacts of
MRTS in various cities,
Data Collection
Data collection with help of various surveys
viz. Household survey, user interaction
survey, developers’ survey and govt.
authorities.
Data Analyses
With help of DPi and Analytical hierarchy
Process landuse analysis is done whereas
for transportation analysis intersection
studies are done. Based on current
situations final inferences area formed.
Proposals
Landuse and parking regulations, traffic
planning guidelines & proposals are framed
at last.

5. CITY PROFILE AND STUDY AREA
• City is the capital of Uttar Pradesh; most populous state of India, popularly known for
its cultural and intellectual traditions as well as, its current status as a nucleus of
service industry, education & research.
• Lucknow had a population of 22.45 lakh in 2001 and 29.08 lakh in 2011. It is supposed
to raise up to 4 million by 2021
• The inadequate commuter transportation system in Lucknow is overwhelmed by
upsurge of private automobiles. It constitutes 90 percent of total vehicles registered in
Lucknow City.
• The supply of city buses being only 6 per lakh population is inadequate for a city's size
like Lucknow. The benchmark is between 70 to 80 buses per lakh residents in an urban
area in India.
• Lucknow Development Authority commissioned DMRC to propose a Mass Rapid Transit
System (MRTS) for Lucknow City to serve forecast travel up to the horizon year 2030.

6. MRTS AND TOD: AN OVERVIEW
Compact, mixed-use development in a walkable Environment near transit stations typically is
referred to as “Transit-Oriented Development” (TOD).
Generally, a rapid transit, underground, subway, elevated railway, metro or metropolitan
railway system is known as “Mass Rapid Transit System” (MRTS) in an urban area
with a high capacity and frequency, and grade separation from other traffic.
BENEFITS OF METRO:
• Exclusive Right of Way (ROW),
• High passenger carrying capacity,
• Less impact on environment, Required 1/5th energy per passenger-km compared to road transportation,
• More reliable, comfortable and safer than road based system.
• Carries same amount of traffic as 6 lanes of bus traffic and 26 lanes of cars.
• Reduces journey time by 50-75%, Increase in average speed of road vehicles.

7. IMPACTS OF METRO
Social and Demographical Changes
• Increased capacity of catchment
area
• High density of MRTS nodes
• Demand of more FAR
• Attracts HIG and influence activities
accordingly
• Increase in rental housing demand
and more profit making activities
and complementary services
attracted
Traffic and Transportation Changes
• Large portion of traffic expected to
reduce from the major road
networks
• Dependency of people on para
transit will increase
• Increase in demand of parking
spaces near MRTS nodes
• Within immediate impact area,
increase in pedestrian traffic
Physical and Environment Changes
• Accessibility : Improved
accessibility
• Landuse : High Intensity
development
• Land value : Increase in
vicinity
• Concentration of activities
• Environmental and visual impacts

8. URBAN LANDUSE AND TRANSPORTATION
Landuse
Transport
ation
Economy
Landuse
Transporta
tion
Transportati
on
Social
Envi.
Economy
URBAN TRANSPORTATION ISSUES
• Traffic congestion and parking
• Longer commuting distances
• Public transport inadequacy
• Difficulties for non-motorized movement
• Environmental impacts and energy consumption
• Narrow Roads and accidents
Landuse-Transportation Interaction
• Reformation of landuse, Change in building
byelaws,
• Requirement of parking in future,
• Para transit networking, Future projection of
traffic volume,
• Expansion of Metro Rail, Change in trip
generation and attraction.
Landuse-Transportation-Economy Interaction
• Increase in land prices, Increase in Municipal
income through property tax and other taxes,
• Cost of travel,
• Employment generation due to conversion of
landuse as well as due to increment in level of
accessibility.
Transportation-Economy-Social Envi. Interaction
• Future demand of new
commercial/recreational/social facilities,
• Future opportunities due to increased level of
accessibilities,
• Level of satisfaction and efficiency of the
system.

9. PORTLAND
• Proper landuse development guidelines had been formed to foster the development along transit corridors in
downtown areas.
• High level of accessibility through good pedestrian and cycling networking were planned around transit stations..
• Affordability had been promoted by accommodating mixed income groups in housing.
• Lack of parking areas next to the station premises created chaotic conditions and congestion in the traffic movements.
• Development had not taken place as assumed due to non availability of land, increased land prices and interest of
communities.
CASE STUDIES
SAN FRANCISCO
SEOUL
• Commuter preferred activities were accommodated around the station areas viz. cafes, malls & multiplexes, which led
to an increase of competition in the influenced zone of the corridor. As a result increment in employment took place.
Therefore many new public facilities and offices came up around the nodes.
• The residential sector developed towards the peripheral limits which were generally multi block complexes and 20-25
stories high.
• To control the growth rate of density, land policies regarding FAR, ground coverage and land use regulations were
made separately for MRTS corridor.
• Landuse development was very much guided to enhance quality of station areas, preferred landuse were
residential, mixed use and commercial.
• To encourage pedestrian movement concept compactness in the physical planning were adopted.
• Post occupancy analysis were done for the station areas to improve efficiency of future TOD plans.
• Development had not occurred or occurred slow than anticipated wherever the local economy was not strong.
• The business community helps create pedestrian friendly environment through the formation of local improvement
districts.

10. NEW DELHI
CASE STUDIES
BOSTON
CURITIBA
• Affection of private vehicle use had been separated from the people’s perception by encouraging them to opt for
pedestrian circulation or bicycle rides as a result of it parking requirement decreased from 1:1 to 1:0.7, which helped
developers to fetch incentives.
• Preservation of matters of historical significance and new development had been taken care of. Since public transport
system was established in 1850, various transit stations were also there in the list of buildings of historical significance
and had been restored or preserved.
• Stage wise planning initiatives were adopted which led a successful TOD development.
• To support metro rail network proper feeder links had been provided, due to this use of private vehicles reduces
drastically.
• Coordinated transportation investments and land use regulations, like higher density mixed use in transit corridors to
direct growth of transit corridors had been placed hand in hand.
• Suburbanization took place after a good level of connectivity reached to every part of the city.
• Commercial activities increased around metro stations as per the demand of the commuters.
• Increase in employment, per capita income, purchasing power came into picture.
• Development of new recreational areas had taken place too.
• The final plan had allowed increased Floor Area Ratio (FAR); that was about more floors and construction on all
plots including residential, schools and all other educational institutes, hospitals, nursing homes and even industrial
plots for the first time.

11. DATA COLLECTION AND SURVEY
SL
No
Type of Survey Nos. Remarks
1
User Interaction
Survey
120
Includes user's choice, their perception
regarding metro corridor development,
willingness to pay for parking,
willingness to park private vehicle and
walk, preference of facilities along
upcoming metro corridors, etc.
2
Neighbourhood
Household Survey
50
Includes household size, family type,
mode use for transportation, preference
for development around upcoming
metro corridor, willingness to walk,
willingness to shift the residence, review
of public transportation, problems faced
during daily life activities, etc.
3
Real Estate Expert
Survey
15
Includes preferable location for
commercial development, preferable
location for residential development,
preferred facilities alround proposed
metro stations, type of upcoming
projects, review of existing services in
different areas, etc.
4
Traffic Volume Count
Survey
4 Proposed Nodes
includes traffic load on each road of the
intersection, etc.
5
Reconnaissance
Survey
30 Proposed
Stations
Includes characteristics of existing
landuse, condition of buildings, traffic
conditions, special remarks, etc.
SL
No
Description Authority Objective/Use/Details
1 GIS Database
Lucknow Development
Authority (LDA)
For the analysis of the project through
various models
2
Landuse Master Plan-2001
(Hard Copy) & 2021 Map
Lucknow Development
Authority (LDA)
To study the change in landuse pattern and
project future landuse pattern for the
surroundings of upcoming metro rail
corridor
3 Census Data Census of India-2011
To analyse Ward-wise Population,
Household details, Housing Typologies,
Workforce Participation, Population
Projections, Workforce Projections, Income
Groups, etc.
4
Ward Information & Ward
Map
Lucknow Nagar Nigam
Map to be digitised and to be used during
the analysis through urban sim model along
with ward wise population
5 Municipal Budget Lucknow Nagar Nigam
To check the details of property tax
collection and calculate the future
projection increment in municipal income
through increased property tax due to
change in landuse after commissioning of
metro rail.
6 City Development Plan
Lucknow Development
Authority (LDA)
To study the current scenario of city
7 Land Circle Rates SDO/LDA
To study the current land values at different
node points of metro
8 List of Parking Lucknow Nagar Nigam
To calculate the deficiency in parking area
and to propose the new parking areas
based on the upcoming requirements
9 List of Parks Lucknow Nagar Nigam
To check the feasibility of parking area
proposals based on "park on park" concept
10 Metro DPR
Lucknow Metro Rail
Corporation (LMRC)
To study the ridership data and other
various information related to the metro
rail
11 Annual valuation of Rents Lucknow Nagar Nigam
To study the current rent valuations and
calculate the new rents for the future
PRIMARY DATA COLLECTED SECONDARY DATA COLLECTED

12. RECONNAISSANCE SURVEY
CHARBAGH
Existing Major Landuse:- Public, Semi-
Public, Transportation Hub
Upcoming Developments:- Commercial,
Hotels & Restaurants
Nearby Catchment Points:- KKC College, Bal
Vidya Mandir, Ravindralay, Canal Colony,
Lalkuan,
Road Conditions:- Wide Roads, Good
Condition
Traffic Condition:- Heavy traffic flow due to
plenty of auto rickshaws and city buses
Major Issue:- Going to become common
node in both the metro lines
AMINABAD
Existing Major Landuse:- Retail Commercial,
Street Shopping
Upcoming Developments:- Retail Shopping
points
Nearby Catchment Points:- Aminabad Street
Shopping Area, Dugawan, Nazirabad
Road Conditions:- Wide Roads, Good
Conditions
Traffic Condition:- Mostly Pedestrian Traffic
and auto rickshaws but congested due to
street shopping
Major Issue:- Uncontrolled Development of
retail outlets
MEDICAL COLLEGE
Existing Major Landuse:- Public Semi-Public
& Commercial
Upcoming Developments:- Medical Shops
& Lodges
Nearby Catchment Points:- Hospital City
Station, Kaiserbagh Bus Station
Road Conditions:- Roads are not wide
enough and condition is also not good
enough
Traffic Condition:- High traffic volume and
congestion
Major Issue:- Control the heavy volume of
traffic and maintain a good space for
commercial activities

13. RECONNAISSANCE SURVEY
SRINGARNAGAR
Existing Major Landuse:- Mixed use
development
Upcoming Developments:-Mixed use
buildings
Nearby Catchment Points:- VIP Marg,
Pheonix Mall, Gopal Puri, Kasiram Smarak,
Madhuban Nagar,
Road Conditions:- Wide Road, Good
Conditions
Traffic Condition:- Congestion in traffic
Major Issue:- Heavy traffic flow and weak
pedestrian environment
ALAMBAGH BUS STATION
Existing Major Landuse:- Transportation Hub
and commercial
Upcoming Developments:- Hotels &
Restaurants, Anchor stores
Nearby Catchment Points:- Bus Station, Manak
Nagar Railway Station, Om Nagar, Kailash Puri,
Road Conditions:- Wide Roads, Good
Conditions
Traffic Condition:- Congestion due to large
amount of bus movement
Major Issue:- Heavy flow of traffic no proper
signalling and bad pedestrian environment
SACHIVALAYA
Existing Major Landuse:- Public, Semi-Public,
Hotels
Upcoming Developments:- Renovation of
old houses into commercial buildings
Nearby Catchment Points:- Raj Bhawan
Colony, Vidhan Bhawan, Bapu Bhawan, GPO,
Lalbagh, Vidhayak Niwas
Road Conditions:- Wide Roads. Good
conditions
Traffic Condition:- Congestion in traffic
Major Issue:- Heavy use of private vehicles
makes the environment unhealthy and
worse of pedestrian movement.

14. RECONNAISSANCE SURVEY
HAZRATGANJ
Existing Major Landuse:- Central Business
District of Lucknow City
Upcoming Developments:- Commercial &
Office Spaces
Nearby Catchment Points:- Jawahar Bhawan,
Shakti Bhawan, Ganj, Sahar Ganj, Narhi,
Sikandar Bagh, Dainik Jagran Chouraha, Zoo,
Botanical Garden, Various Institutions
Road Conditions:- Wide Roads & Good
Condition.
Traffic Condition:- Heavy amount of traffic
volume but proper signalling
Major Issue:- Reduction in use of private
vehicles is required.
MAHANAGAR
Existing Major Landuse:- Mixed Use,
Residential.
Upcoming Developments:- Office Spaces and
commercial
Nearby Catchment Points:- Scout Bhawan,
Montfort Inter College, GIC, New Hyderabad,
Gurudwara, Management & Other Colleges
Road Conditions:- Roads are not wide
enough but condition is good
Traffic Condition:- Normal traffic but not
signalled properly.
Major Issue:- Road needs to be proper
signalised to accommodate future growth
LEKHRAJ
Existing Major Landuse:- Commercial &
Residential
Upcoming Developments:- Office Spaces
and commercial
Nearby Catchment Points:- Lekhraj Market,
Kukrail Picnic Spot, Rabindra Palli Colony
Road Conditions:- Wide roads and good
condition
Traffic Condition:- Normal traffic flow
Major Issue:- Since the location is a premium
location from commercial point of view,
guidelines may be reviewed.

15. USER INTERACTION AND HOUSEHOLD SURVEY RESULTS
Yes
78%
No
22%
Preference for Walk
<100 mtrs
2%
100-250
mtrs
20%250-500
mtrs
37%
500-750
mtrs
29%
750-1000
mtrs
12%
Distance For Walk
Yes
28%
No
72%
Preference for Parking
<100 mtrs
27%
100-250
mtrs
28%
250-500
mtrs
37%
500-750
mtrs
8%
Distance Preferred Banks & Public
Campus
8%
Hotels &
Restuarants
7%
Institutions
6%
Malls/Multipl
ex/Theatre
18%
Office Spaces
33%
Residential
6%
Retail
Commercial
22%
Preferable Development Along Metro
Commercial
17% Institiutional
8%
Others
3%
Recreational
13%
Workplace
59%
Use of Metro
• Most of the people are ready to walk from upcoming metro
stations to their destination point, if closer.
• Most preferred distance to walk is between 250 to 500 m.
• Most of the people don’t want to park their private vehicle and
then use metro, the main reason behind it is lack of parking spaces.
• Most desirable activities are office activities and commercial
activities around metro stations.
• Most of the people will be using metro to reach to their
workplaces.

16. USER INTERACTION AND HOUSEHOLD SURVEY RESULTS
8.70%
15.65%
26.96%
14.78%
11.30%
10.43%
12.17%
10.43%
11.30%
30.43%
23.48%
9.57%
11.30%
3.48%
4.35%
9.57%
3.48%
34.78%
34.78%
10.43%
2.61%
5.22%
9.57%
11.30%
11.30%
28.70%
28.70%
5.22%
27.83%
7.83%
13.91%
11.30%
5.22%
28.70%
5.22%
38.26%
33.91%
7.83%
3.48%
2.61%
4.35%
9.57%
5.22%
12.17%
6.09%
0.87%
7.83%
6.09%
61.74%
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Priority-1
Priority-2
Priority-3
Priority-4
Priority-5
Priority-6
Priority-7
Residential Commercial Malls/Multiplex/Theatre Institutional Hotels & Restuarants Office Spaces Banks & Other Public
0%
7%
10%
40%
43%
0%
7%
43%
27%
23%
30%
27%
17%
7%
20%
47%
27%
10%
7%
10%
23%
33%
20%
20%
3%
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
1
2
3
4
5
Public Opinion Regarding upcoming changes
Land/Property Value Corporate Investment Accessibility Travel Time Reduction Retail Activity

17. REAL ESTATE SURVEY RESULTS
0
10
0
7
3
6
8
0
0
0
2
9
GOVERNMENT PRIVATE PARTNERSHIP
SPACE TYPE REQUIREMENT
Shops Large Showrooms Office Spaces Malls/Multiplex Most Preferred Location for Residential Development:
IET Chouraha, Munshipulia, Vasantkunj : 3
Indira Nagar : 2
Most Preferred Location for Commercial Development:
Hazratganj : 7
Lekhraj, Mahanagar : 5
6
9
13
4
8
6
7
0
2
4
6
8
10
12
14
Preferred Facilities Along Metro
3
9 9
12
0
2
4
6
8
10
12
14
Campus
Development
Built to Suit Residential Malls &
Multiplexes
Preferred Development Type
Along Metro
• Demand of individual shops and spaces in malls &
multiplexes are high, various clients seek these
spaces for their office setups as well.
• Parking conditions are a real challenge in proposed
metro areas.
• Real estate developers want development of malls
and multiplexes along the metro corridors, since
these spaces have the largest returns on
investments.
• Individual office spaces are mostly asked by
government organizations, but the demand is not
very much high.

18. DEVELOPMENT PRIORITY INDEX
DPi = LVi x LPi
Where, DPi = Development Priority Index,
LPi = Land Potential Index,
LVi = Land Value Index
Land Potential Index Criteria
1. Existing major landuse,
2. Availability of residential areas in surrounding locations,
3. Accessibility from other parts of the city,
4. Scope of conversion of nearby residential area into
commercial/mixed use,
5. Condition of nearby area,
6. Developers choice of location for commercial development,
7. Types of current commercial activities in the area,
8. Space availability for parking,
9. Household Density,
Land Value Index Criteria
1. Circle rate of commercial land,
2. Rental value for retail outlets,
3. Rental value for offices,
4. Rental value for godowns
5. Chances of rate of return
Sl No Station Name LPI(On Scale of 5) LVI(On Scale of 5) DPI
1 Sringar Nagar 2.3 4.6 10.7
2 Alambagh Bus Station 2.8 3.0 8.3
3 Charbagh 3.4 3.2 11.0
4 Sachivalaya 2.8 2.8 7.8
5 Hazratganj 4.9 2.6 12.7
6 Mahanagar 4.1 3.4 14.0
7 Lekhraj 2.7 3.8 10.1
8 Aminabad 3.6 3.4 12.1
9 Medical College 2.3 4.4 10.3
x

19. FOOTFALL ANALYSIS
Average peak hour boarding footfall wise importance of metro stations Average peak hour alighting footfall wise importance of metro stations
As per peak hour boarding and alighting data, % share in footfall of
Charbagh, Hazratganj, Aminabad & Mahanagar areas at the higher
side in comparison with the other areas having commercial
development potential.

20. 3082
2608
2807
A B C
TRAFFIC FLOW FROM
CHARBAGH
PCU/Hour
Pedestria
n
6%
Cycle/ Cycle
Ricksaw
8%
2-Wheeler
23%
4-Wheeler
32%
Bus/Mini
Bus
28%
LCV
3%
Modal Split
TRAFFIC VOLUME COUNT OF SELECTED AREAS
Congestion
Factor
A B C Total
PCU/Hour 3081.6 2607.6 2806.8 8496.0
Road Type
Sub-Arterial 6-Lane Divided (2-
way)
Capacity as per
IRC
4300 4300 4300 12900.0
Congestion in
2015
0.72 0.61 0.65 0.66
Congestion in
2021
1.01 0.85 0.92 0.92
3667
3684
3577
3492
A B C D
TRAFFIC FLOW FROM
HAZRATGANJ
PCU/Hour
Pedestr
ian
4%
Cycle/ Cycle
Ricksaw
11%
Auto
Ricksaw
31%
2-Wheeler
14%
4-Wheeler
26%
Bus/Mi
ni Bus
12%
LCV
2%
Modal Split
Congestion
Factor
A B C D Total
PCU/Hour 3667.2 3684.0 3577.2 3492.0
14420.
4
Road Type Sub-Arterial 4-Lane Divided (2-way)
Capacity as
per IRC
2900 2900 2900 2900
11600.
0
Congestion in
2015
1.26 1.27 1.23 1.20 1.24
Congestion in
2021
1.77 1.78 1.73 1.69 1.74

21. TRAFFIC VOLUME COUNT OF SELECTED AREAS
2106
1930
2048
2058
A B C D
TRAFFIC FLOW FROM
MAHANAGAR
PCU/Hour
Pedestrian
5%
Cycle/ Cycle
Ricksaw
8%
Auto
Ricksaw
20%
2-Wheeler
22%
4-Wheeler
26%
Bus/Mi
ni Bus
15%
LCV
4%
Modal Split
Congestion
Factor
A B C D Total
PCU/Hour 2106.0 1930.8 2048.4 2058.0 8143.2
Road Type Collector 2-Lane Undivided (2-way)
Capacity as
per IRC
900 900 900 900 3600.0
Congestion in
2015
2.34 2.15 2.28 2.29 2.26
Congestion in
2021
3.28 3.01 3.19 3.21 3.17
2550
2569
2946
2522
A B C D
TRAFFIC FLOW FROM
AMINABAD
PCU/Hour
Pedestrian
5%
Cycle/ Cycle
Ricksaw
8%
Auto
Ricksaw
35%
2-Wheeler
16%
4-Wheeler
20%
Bus/Mi
ni Bus
14%
LCV
2%
Modal Split
Congestion
Factor
A B C D Total
PCU/Hour 2550.0 2569.2 2946.0 2522.4
10587.
6
Road Type Collector 4-Lane Undivided (2-way)
Capacity as
per IRC
1800 1800 1800 1800 7200.0
Congestion in
2015
1.42 1.43 1.64 1.40 1.47
Congestion in
2021
1.99 2.00 2.30 1.97 2.06

22. ANALYTICAL HEIRARCHY PROCESS
4 Major commercial
Activities
A- Malls/ Multiplex,
B- Office/Bank,
C- Retail Shops,
D- Big Showrooms/Hotels
Road
Width
Land Price
Parking
Facility
People’s
Choice
Campus
Develpmnt
Built to
Suit Envi.
Traffic
Conditions
Priorities of Commercial Development Along Metro Stations Using AHP
Metro Station Malls/Multiplex
Big
Showrooms/Hot
els
Offices/Banks Retail Shops
Charbagh 19.98% 23.73% 30.48% 25.81%
Hazratganj 30.54% 17.15% 28.92% 23.39%
Mahanagar 25.97% 23.36% 17.07% 33.59%
Aminabad 21.21% 23.15% 14.55% 41.08%
• Analytic Hierarchy Process (AHP) is one of Multi Criteria decision
making method that was originally developed by Prof. Thomas L.
Saaty.
• It is a method to derive ratio scales from paired comparisons.
• Commercial activities have been divided into 4 major categories.
• 7 different factors have been considered to judge the situation.
• Comparison of factors have been done for each of 4 selected nodes.
• Weightages have been provided based on the survey results,
opinions of real estate developers and observations made during
surveys.

23. MAJOR INFERENCES RELATED TO TRANSPORTATION
CHARBAGH HAZRATGANJ
• Proper parking areas to be proposed to accommodate upcoming
parking requirements.
• Mixed nature of traffic makes the transport conditions congested. Main
issue regarding congestion is unavailability of proper Auto-stand.
Planning of an auto stand is required near upcoming metro station.
• Since the major part of footfall uses Charbagh Railway Station for their
further journey, provision of pedestrian movement to be made from
metro station to railway station.
• Since possibility of office space development is highest in the area,
development guidelines to be reviewed and revised in the same context.
• Main reason for congestion is on street parking which needs to be
resolved, hence proper parking areas to be proposed to fulfil future
requirements of parking.
• Major footfall is because of office areas and retail commercial activities,
provision for pedestrian movements to be made up to 500-750 m
distance from metro station.
• Since possibility of malls and multiplex development is highest in the
area, development guidelines to be reviewed and revised in the same
context.

24. MAJOR INFERENCES RELATED TO TRANSPORTATION
MAHANAGAR AMINABAD
• Main reason of congestion is mixed traffic conditions with non-
signalized flow. Intersection needs to be signalized for better traffic flow.
• Proper Parking areas to be proposed to fulfil future requirements of
parking.
• Since possibility of retail commercial development is highest in the area,
development guidelines to be reviewed and revised in the same context.
• Intersection needs to be signalized for better traffic flow.
• Main reason of congestion is encroachment along the roads by illegal
vendors, guidelines to be established to avoid such chaotic conditions
and deduce congestion in traffic.
• Proper Parking areas to be proposed to fulfil future requirements of
parking.
• The area is best known for street shopping and road side eateries, hence
pedestrian movement to be proposed to preserve and enhance such
activities in the area legally.
• Since possibility of retail commercial development is highest in the area,
development guidelines to be reviewed and revised in the same context.

25. TARGETED MODAL SPLIT
Mode 2014 2015
Per year
Change
2020 2025 2030 2041
Auto Rickshaw/Toto 24.3% 24.3% + 0.22% 25.5% 26.5% 27.5% 30.0%
Cycle 0.9% 0.9% + 0.04% 1.1% 1.3% 1.5% 2.0%
Office Bus/Cab 7.8% 7.8% + 0.08% 8.2% 8.6% 9.1% 10.0%
Pedestrian 3.5% 3.5% + 0.25% 4.8% 6.0% 7.3% 10.0%
Private 2W 30.4% 30.4% - 0.40% 28.4% 26.5% 24.5% 20.0%
Private 4W 11.3% 11.3% - 0.13% 10.7% 10.0% 9.4% 8.0%
Public Bus 21.7% 21.7% - 0.07% 21.4% 21.0% 20.7% 20.0%
Total 100% 100% 100.0% 100.0% 100.0% 100.0%
Parking is one of the most essential requirements of commercial areas. To develop a good, pedestrian
friendly and efficient commercial area, availability of adequate parking is a must. To calculate the future
peak hour parking requirement projections help of following main components have been taken:
• Modal split through user interaction survey,
• Peak hour boarding footfall,
• Peak hour alighting footfall,
• Willingness to park and ride through user interaction survey, etc.
Peak Hour Parking Requirement

26. PARKING REQUIREMENT
Mode
2030 2041
Model
Split
Footfall
Parking
Requiremen
t
Model
Split
Footfall
Parking
Requiremen
t
Auto
Rickshaw/Toto
27.5% 2838 27.5% 3265
Cycle 1.5% 155 1.5% 178
Office Bus /Cab 9.1% 939 9.1% 1080
Padestrian 7.3% 753 7.3% 867
Private 2W 24.5% 2529 759 24.5% 2909 931
Private 4W 9.4% 970 291 9.4% 1116 357
Public Bus 20.7% 2136 20.7% 2458
Total 100.0% 10321 1050 100.0% 11872 1288
Mode
2030 2041
Model
Split
Footfall
Parking
Requiremen
t
Model
Split
Footfall
Parking
Requiremen
t
Auto
Rickshaw/Toto
27.5% 1535 27.5% 2070
Cycle 1.5% 84 1.5% 113
Office Bus /Cab 9.1% 508 9.1% 685
Pedestrian 7.3% 407 7.3% 549
Private 2W 24.5% 1367 410 24.5% 1844 590
Private 4W 9.4% 525 157 9.4% 707 226
Public Bus 20.7% 1155 20.7% 1558
Total 100.0% 5581 568 100.0% 7526 816
Peak Hour Parking Requirement at Mahanagar Peak Hour Parking Requirement at Aminabad
Mode
2030 2041
Model
Split
Footfall
Parking
Requiremen
t
Model
Split
Footfall
Parking
Requiremen
t
Auto
Rickshaw/Toto
27.5 11612 30.0 15600
Cycle 1.5 633 2.0 1040
Office Bus /Cab 9.1 3842 10.0 5200
Padestrian 7.3 3082 10.0 5200
Private 2W 24.5 10345 3104 20.0 10400 3328
Private 4W 9.4 3969 1191 8.0 4160 1331
Public Bus 20.7 8741 20.0 10400
Total 100.0 42225 4294 100.0 52000 4659
Mode
2030 2041
Model
Split
Footfall
Parking
Requiremen
t
Model
Split
Footfall
Parking
Requiremen
t
Auto
Rickshaw/Toto
27.5% 2079 27.5% 2407
Cycle 1.5% 113 1.5% 131
Office Bus /Cab 9.1% 688 9.1% 797
Pedestrian 7.3% 552 7.3% 639
Private 2W 24.5% 1852 556 24.5% 2145 686
Private 4W 9.4% 711 213 9.4% 823 263
Public Bus 20.7% 1565 20.7% 1812
Total 100.0% 7559 769 100.0% 8754 950
Peak Hour Parking Requirement at Charbagh Peak Hour Parking Requirement at Hazratganj

27. NODE-WISE BROAD RECOMMENDATIONS
Parking:
• Since metro line is elevated,
parking will be provided below it.
• In front of railway station prepaid
auto stand will be proposed.
• Space from city bus stand will be
taken and additional parking will
be accommodated.
• Roads are wide enough to serve
the traffic but on street parking
makes condition worse, hence it
should be strictly prohibited.
Special Recommendations:
• It would be better if development
takes place in form of
offices/hotels or restaurants.
Parking:
• Since metro station is underground,
parking will be proposed based on
park on park concept.
• Since it is CBD of city these parks
will be operated for public
gathering and leisure activities.
Special Recommendations:
• Ganjing is a tradition of Lucknow
since ages, hence to improve the
quality of Ganjing pedestrian
movement should be encouraged.
Parking:
• Since metro line is elevated,
parking will be provided below it.
• To fulfil additional requirement of
parking, in highlighted areas
multilevel parking will be
provided.
Special Recommendations:
• This area can be a future retail
hub for the city, it would
complement the surrounding
residential zones if developed as
daily basis retail activity point.
Parking:
• Since metro line is elevated, parking
will be provided below it.
• To fulfil the additional requirement
of parking park on park system will
be encouraged.
• In these parks retail vendors will be
invited to put their shops on daily
basis and daily rent will be collected
from them as revenue.
Special Recommendations:
• Any kind of vehicular movement
should be restricted with in the
street shopping zones, since it
increases chaotic conditions in the
area.
CHARBAGH HAZRATGANJ MAHANAGAR AMINABAD

28. PARKING GUIDELINES
• Encourage Park and Ride Culture.
• Full charges for those who do not car pool.
• Reduced charges for those who car pool.
• Introduce car park guidance: Help drivers to direct car parks where occupancy levels are low.
• Encourage Park on Park culture.
• Approval of commercial building renovation or new plan only if sufficient parking facilities are
provided, incentives to big investors on additional parking.
• Parking areas should be developed with help of BOT.
• Wherever metro lines are elevated parking will be provided below line to avoid wastage of huge
public spaces.
• Wherever space is a constrain such as in Charbagh Multilevel car parking will be proposed.

29. PEDESTRIAN MOVEMENT AND CYCLE TRACK
Recommendation of same kind of
pedestrian friendly road
environment development around
the metro stations to bind the city
in an unique and uniform feel.

30. PEDESTRIAN MOVEMENT AND CYCLE TRACK
BENEFITS:
• Reduction in traffic congestion due to
segregation of modes.
• Reduction in encroachment through
increment in pedestrian movement.
• Environment Friendly.
• Entire city can be developed in an unique
and uniform manner.
1
2
3
1
2
3
24M WIDE ROAD
36M WIDE ROAD
45M WIDE ROAD

31. SIGNAL DESIGN
Formula Used
C = (1.5L+5) / (1-CS)
Gp = 7+W/4 – Y
Where; C = Cycle Length
Gp = Pedestrian Check
L = Total Lost Time
CS = Sum of the flow ratio of critical movements
W = Width of crossing in ft.
Y = Total clearance interval
Assumptions:
Lost time per phase = 4 seconds
Clearance Time = 5 seconds
Phase
Cycle
Length
Y+AR
Available Cycle
Length
Flow
Ratio
Critical
Sum
Allocati
on
Green Gp
Pedestrian
Check
Actual Green
Time (Sec)
1
113.3
5
104.3
0.20
0.85
23.29% 24.30 12 Ok 23
2 0.23 27.45% 28.64 12 Ok 28
3
4
0.22 26.35% 27.49 12 Ok 26
4 0.19 22.90% 23.89 12 Ok 23
A (P1)
B (P4)
C (P3)
D (P2)
A: To HAL
B: To Vidhan Sabha
C: To Mandir marg
D: To Polytechnic
MAHANAGAR SIGNAL DESIGN

32. SIGNAL DESIGN
Assumptions:
Lost time per phase = 4 seconds
Clearance Time = 5 seconds
Note:
Phase P1 & P3 are allowed to move in 2 lanes where as Phase P2 & P4 are allowed to move in 3 lanes.
Phase
Cycle
Length
Y+AR
Available Cycle
Length
Flow
Ratio
Critical
Sum
Allocati
on
Green Gp
Pedestrian
Check
Actual Green
Time (Sec)
1
159.7
6
153.7
0.18
0.89
19.92% 30.6 15.75 Ok 28.6
2 0.23 25.78% 39.6 15.75 Ok 37.6
3
4
0.18 19.80% 30.4 15.75 Ok 28.4
4 0.31 34.51% 53.0 15.75 Ok 51.0
AMINABAD SIGNAL DESIGN
A (P1)
B (P4)
C (P3)
D (P2)
A: To Hazratganj
B: To Charbagh
C: To Fruit Market
D: To kaiserbagh

33. RECOMMENDATIONS FOR LANDUSE DEVELOPMENT
• No sanction to any building until proper parking arrangements are provided. In case of bigger buildings such as office spaces or
mall & multiplexes, if they allow outside vehicle parking in their parking lots, special incentives to be provided to them such as
additional FAR or Relaxation in height restriction.
• Revision in monthly municipal rents of the commercial entities to increase revenue.
• Promote office space development more since, it will invite more corporate investment to the city which will be beneficial to the
localities through the CSR activities of the companies as well as also increase the employment.
• In Aminabad & Charbagh areas, retail street shopping needs encouragement. Legalization of street vendors and collection of daily
basis rents from them will leads towards the encroachment free areas as well as increase the municipal income through revenue.
• Increase in road side pedestrian movement will reduce the encroachment in footpaths by street vendors.
• Old residential areas such as Narhi near Hazratganj will be reclassified as Mixed use/Commercial Landuse Zone to increase its
land value, to fulfil the future requirement of land for commercial activities and to rejuvenate the old areas.

34. POLICIES FOR PARA TRANSIT
Destination Points from Hazratganj Destination Points from Mahanagar Destination Points from Aminabad
• The furthest destination points are around 7kms, 6 kms & 4 kms from
Hazratganj, Mahanagar & Aminabad Stations respectively.
• Buses will be used as mode of transport on primary roads, connecting
secondary roads will be served by autos and man driven rickshaws.
• Tertiary level streets will be covered by pedestrian movements.
• Area falling within 250-500 m around the station should be restricted as
pedestrian movement areas only. Man driven rickshaws can be permitted but
autos/bus near the metro station should be prohibited.

35. FUTURE REQUIREMENT OF FEEDER SERVICES AND COST ANALYSIS
Auto Requirement 2015 2020 2025 2030 2041
Aminabad 158 210 285 356 489
Charbagh 875 1402 2029 2692 3380
Hazratganj 109 196 309 482 569
Mahanagar 306 414 555 658 772
Bus Requirement 2015 2020 2025 2030 2041
Aminabad 14 19 27 33 47
Charbagh 78 127 191 253 325
Hazratganj 10 18 29 45 55
Mahanagar 27 37 52 62 74
• Parking shall be constructed on BOT models so that the
investment from the municipal side will be null as well as the
problem of parking will be solved.
• Apart from parking the development of proposed road cross-
sections can be easily done with the help of various grants,
aids, MPLAD fund and MLALAD fund provided by the
government.
• Responsibility of providing and maintaining streetscapes will
be imposed on the corporate investors as a part of their CSR
activities.
• Taxes will be imposed on autos as following (Total income
generated has been shown in table.):
• 2015-2020 – Rs 150 per month per auto,
• 2020-2025 – Rs 300 per month per auto,
• 2025-2030 – Rs 450 per month per auto,
• 2030-2040 – Rs 600 per month per auto,
• 2041 onwards – Rs 750 per month per auto.

36. COST ANALYSIS
Income through
Auto Revenue
2015 2020 2025 2030 2041
Total Income up
to 2041
Aminabad 288148 767655 1562770 2597258 4463859 4.35 Cr
Charbagh 1596621 5115706 11107748 19650459 30842500 31.64 Cr
Hazratganj 199231 716434 1693144 3517770 5192216 5.34 Cr
Mahanagar 559000 1510032 3035888 4803135 7041580 8.05 Cr
Total 49.39 Cr
Station
Area
Nos of
Buses
Requir
ed by
2041
per Bus
Cost
Total Cost
Rate of
Interest
Amount
Refundable
Total Amount
Refundable
Income
generated by
buses 2025
Amount
disposed in
maintenance
Income
through Auto
Tax
Total Income
up to 2025
Total Income Net Profit
Aminabad 47
12,00,000 564,45,000
5%
592,67,250
6311,97,000
2157,80,846 863,12,338 52,79,016 1347,47,523
13527,49,410
72.15
Cr
Charbagh 325
12,00,000 3900,00,000
5%
4095,00,000 13455,01,106 5382,00,442 335,61,634 8408,62,297
Hazratganj 55
12,00,000 656,55,000
5%
689,37,750 1814,68,218 725,87,287 45,78,325 1134,59,256
Mahanagar 74
12,00,000 890,40,000
5%
934,92,000 4222,25,284 1688,90,114 103,45,163 2636,80,333
If the investment on the buses has
been done by the municipal
corporation itself, that would be highly
profitable to the municipal income.
For the same loan @5% annum can be
borrowed from ADB which will be
easily repaid up to 2025, afterwards
the entire income will be added as
municipal profit as shown in table.
Assumptions:
• Capacity of each bus is 40.
• 1 bus provides services for 8 trips/day.
• 40% of the income generated through fare will be disposed for
maintenance purposes.
• Average fare collected in 2015-2020 will be Rs 10. In 2020-2025 it
will be Rs 12. For 2025-2030, 2030-2040 and for 2041 average
fare collected will be Rs 15, Rs 20 and Rs 25 respectively.

37. ILLUSTRATION: AMINABAD
• Reasons for selecting Aminabad metro station area for illustration can be stated as:
• Retail shopping destination of the city, hence pedestrian movement will be maximum.
• Intersection is not signalized, hence congestion in traffic exists there.
• Encroachment is maximum amongst all the four station areas.
• Central part of old city of Lucknow and very much dense.
• Old and dilapidated buildings are in plenty.
• Planning area was decided within the range of 500m to 700 from the proposed metro station as per the road layout.
• Within this area, the pockets having dilapidated residential buildings have been considered the pockets which will go under
reconstruction and as per the trend in the city and stated by various real estate the developers, there will be a high chance that
the new construction would be of mixed use instead of residential again. Same condition is applied in case of dilapidated mixed
use buildings, it has been considered that these buildings will be transformed as commercial buildings.

38. ILLUSTRATION: AMINABAD
EXISTING LANDUSE OF AMINABAD PROJECTED LANDUSE OF AMINABAD

39. ILLUSTRATION: AMINABAD
PROPOSED PEDESTRIAN ZONE AROUND
STATION AREA
PROPOSED ROUTING OF FEEDER LINKS
BASED ON ROAD HEIRARCHY

40. ILLUSTRATION: AMINABAD
ESTIMATED CHANGE IN LANDUSE
Landuse Existing (Sqmt) Proposed (Sqmt) Difference
Residential 737257 45.0% 628699 38.4% 6.63%
Commercial 303276 18.5% 434174 26.5% -8.00%
Mixed use 276402 16.9% 254179 15.5% 1.36%
PSP 133240 8.1% 138261 8.4% -0.31%
Open 186404 11.4% 181311 11.1% 0.31%
Total 1636579 100.0% 1636624 100.0%
PARKING AREA REQUIREMENT & COST ESTIMATION
Since parking is a revenue generating facility; it can be easily taken up as a “Built Operate Transfer” (BOT) project.
Description
Peak Hour For 3 Hours Parking Area
2030 2041 2030 2041 2031 2041
2W Parking 410 590 1230 1770 4920 7080
4W Parking 157 226 471 678 11775 16950
16695 24030
Construction cost of Parking/Sqmt 3000
Total Construction Cost 720,90,000

41. ILLUSTRATION: AMINABAD
COST ESTIMATION OF ROAD IMPROVEMENT
Standard rates of construction activities have been taken from various projects related to road work developments. Considered costs
of construction are as following:
• Cost of road renovation (7m wide) : Rs 2625/ m
• Cost of road renovation (9m wide) : Rs 3000/m,
• Cost of footpath construction (2m wide) : Rs 2100/m,
• Cost of footpath construction (3m wide) : Rs 2500/m,
• Cost of cycle track construction : Rs 1500/sqm,
• Development cost of green belt : Rs 1800/sqm,
Street amenities and utilities will be installed under CSR of private organizations. Total estimated cost of road improvement in
Aminabad planning area has been shown in table.
Road Type
Length Width Total
Mtrs Kms Carriageway Footpath
Street
Amenities
Cycle
Track
Divider Utilities
Green
Belt
Total
Width
Cost
Type-1 Road 12875.0 12.9 7 3 2 3 0 2 1 18 223059375
Type-2 Road 8250.0 8.3 18 4 4 4 1.5 2 2.5 36 222750000
Type-3 Road 6450.0 6.5 18 4 6 6 3 2 6 45 241875000
6876,84,375
Escalation @15% Per annum, considering duration of project 6 months 515,76,328
Total Cost 73.92 Cr

42. CONCLUSION AND FURTHER SCOPE
• Although a broad level of proposals have been framed for the entire stretch, detail action area level plan for each station can be
recommended as every area is distinctive with different potentials, issues and challenges.
• Cost analysis and other micro level analyses can be carried out in a more detailed study considering its management and
operational part as well.
• This study further opens up the ways for detailed study of the same in context of its environmental aspects which would be really
helpful for such future projects in tier-II Indian cities.
“The reality about transportation is that it is future-oriented. If we are planning for what we have we are
behind the curve.”
- Unknown

43. REFERENCES
Papers & Journals:
• Colonna, P., et al. (2012). "The Interaction between Land Use and Transport Planning: A Methodological Issue." Procedia - Social and Behavioral
Sciences 53(0): 84-95.
• Coppola, P. and E. Papa (2013). "Accessibility Planning Tools for Sustainable and Integrated Land Use/Transport (LUT) Development: An Application to
Rome." Procedia - Social and Behavioral Sciences 87(0): 133-146.
• Ma, X. and H. K. Lo (2012). "Modeling transport management and land use over time." Transportation Research Part B: Methodological 46(6): 687-
709.
• Bravo, M., et al. (2010). "An integrated behavioral model of the land-use and transport systems with network congestion and location externalities."
Transportation Research Part B: Methodological 44(4): 584-596.
• van Wee, B., et al. (2014). "Policies for synchronization in the transport–land-use system." Transport Policy 31(0): 1-9.
Books & Reports:
A Technical Review of Urban Land Use--Transportation Models
Paul Waddell, UrbanSim: An Evolving Planning Support System for Evolving Communities
Transport Reviews: A Transnational Trans disciplinary Journal
HM Shivanand Swamy, Impact of Delhi Metro on Real Estate
Appendix A-A Review of Best Practices - U.S. Case Studies
Reviving the soul of Seoul: A joint case study by GIZ and KOTI
Cervero R. and Landis J. Twenty years of the bay rapid transit system; Transportation Research
Paul Mees and John Stone The Principles of Public Transport Network Planning: A review of the emerging literature
M’O Moahony, Design of Feeder Route Network
MCP Thesis:
• Impact Of Mumbai Metro On The Traffic Movement Pattern And Surrounding Landuse By Sanjana Goswami
• Feasibility Of Surface Shuttle Services For The Disperasal Of RTS (Metro Rail) Passengers In Calcutta By Amitava Bhowmick