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Figure 142 Multiple mode alternative options with NMT and pedestrian facilities in influence area Source: https://smartnet.niua.org/sites/default/files/resources/ delhi_tod_policy_manual_0.pdf
Figure 142 Multiple mode alternative options with NMT and pedestrian facilities in influencearea
Source: https://smartnet.niua.org/sites/default/files/resources/delhi_tod_policy_manual_0.pdf
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Figure 143 Considerations for NMTand pedestrianswithin 500 m zoneofstudy area
Source:https://smartnet.niua.org/sites/default/files/resources/delhi_tod_policy_manual_0.pdf
Figure 144 Recommended proposed cross section of 45 m wide road with metro corridor passingat centre,NMT and bus lanes
Source:https://smartnet.niua.org/sites/default/files/resources/delhi_tod_policy_manual_0.pdf
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Figure 145 Recommended proposed cross section of 24m wide roadwith NMT and bus lanes
Source:https://smartnet.niua.org/sites/default/files/resources/delhi_tod_policy_manual_0.pdf
5.1.6: Scenarios for transportation proposals Scenario 1: (Option for approaching years)
Figure 146 Scenario 1 (option for approaching years withexistingIPT and new feeder bus to access metro station until other new extension)
Source:Author
Inference
• Through Scenario 1, the demand at present is the main focus as the current accessibility factor to reach transit is suffered due to quality, comfort, less active, congested junctions during peak hours, and low frequency of modes during the day. • Hence, a metro feeder service routes are demarcated as per the user demand analysed from primary survey.
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Scenarios 2 & 3: (Horizon Year RRTS: 2023–2025, Metro Phase 1 - 2027, Metro Phase 2 - 2032)
Figure 147 Scenarios2 & 3 (horizon yearforRRTS station: 2023 –2025and for Metro Phase 1 -2027, Metro Phase 2 -2032)
Source:Author
Inference
• Through Scenarios 2 and 3, the proximity distance to transit is considered a priority to assess the user behaviour for using the transit service and not their private modes.
• The map is prepared on the basis of various factors and their impact for near future on mobility/ trip pattern within IZP. • This is the most ideal condition to reduce issues in advance before the transit is
operational.
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Table 26 Factors considered for the three scenarios/ proposals for transportation with recommendations to implement within Influence Zone Area
Source:Author
Major Outcomes: Influence Zone Area
• Shared autos/ E-rickshaws / NMTs share to be increased within sectors once the proposed metro and RRTS stations are operational.
• Hence, routes are demarked for enhancing connectivity to nearest RRTS transit station.
• For smooth commuting, feeder bus routes are also planned (connecting all the major chowks) and moving towards Vaishali metro.
• On street parking on major roads in front of commercial and mixed-use areas resulting in congestion during peak hours.
• Few major junctions of the area also got blocked due to encroachment or illegal parking.
• Routes coinciding with weekly market experience mixed movement.
• The extension of metro lines from Noida sector 62 and Vaishali (intersecting near
RRTS station) will improve the connectivity between Indirapuram, Vaishali, Noida and Vasundhara.
• Workers in Sahibabad industrial area will also get benefitted from this initiative.
• Over 8-10 Lakh residents residing in areas mentioned above, will be able to commute more efficiently.
• Dependency of people on over 1 Lakh private vehicles will be changed and shifted towards public transport modes to commute and use other services thereby such as IPT and NMTs.
5.2: Conclusion with recommendations for UP TOD policy
Plans for Transit Oriented Development are currently regarded as independent proposals, despite the fact that they must be integrated into the greater regional and urban planning of the cities. An integrated planning strategy is needed to achieve the goal of the corresponding TOD Policy, which is to encourage planned sustainable urban development centres with walkable and liveable neighbourhoods and high density mixed land-use. The contemporary institutional structure in metropolitan areas
includes a multiplicity of organizations and institutions involved in planning and development. As a consequence, there are obstacles to a coordinated approach among diverse planning and implementing agencies.
In accordance with current policy regulations, it is proposed that a TOD cell be developed, with participation from the appropriate Development Authorities, Urban Local Bodies, and other associated and relevant departments/organizations. To oversee the implementation of the TOD policy in all IZs and SDAs, the cell will have a Management Board led by the Development Commissioner for TOD. The Development Authority, ULB, and other major departments and agencies would be recognized on the Management Board.
Coordinating for the aim of planning and carrying out the intended TOD development is necessary, which is discussed briefly below:
• To coordinate the development of Master Plans and Zonal Plans for the Influence
Zones/SDAs. • To coordinate forthe improvement of physical and social infrastructure. • To be enabled to monitor and manage land purchases for infrastructure development and to investigate development/redevelopment prospects by promoting land-pooling. • To ensure that the share of all income relevant to the RRTS project from different
State Government entities/ Development Authorities, Urban Local Bodies is determined and credited to the RRTS debt-servicing fund account.
Annexure
Survey Questionnaire: User Preference Survey
Type 1 User Group at Household Level –Residents generating trips locally and intercity via Metro, Sample Size: 110
Q 1.) What is your preference of Public Transport Usage?
Answer:
Yes/ No
Q 2.) Quality of commute/ experience to transit station?
Answer:
Satisfactory/ Non-Satisfactory
Q 3.) Frequency of commute through Metro?
Answer:
Daily/ Weekly/ Monthly/ Never
Q 4.) Waiting time/ frequency of available IPT modes
Answer:
5 Minutes/ 5-10 Minutes / More than 10 Minutes
Q 5.) Need of any other service to access transit station
Answer:
NMT/ Feeder Bus
Q 6.) Rate the available facilities in your area on a scale of 0-10
Answer:
a) Road Conditions b) Footpath Availability c) Road Safety d) Signages e) Shopping/ Market area f) Lane division for different modes g) Street Lighting h) Accessible open Spaces i) IPT Stands/ Stops j) Bus Stops -
Type 2 (User Group –Residents generating trips regionally via different modes) Sample Size: 110
Q 1.) Do you commute within NCR region (far away)
Answer:
Yes/ No
Answer:
Daily/ Weekly/ Monthly/ Rarely
Answer:
a) By rail b) By private vehicle c) By Bus d) Other mode
Answer:
a) Job b) Business c) Education d) Visiting hometown/ relatives
Q 5.) Reason for not staying there
Answer:
a) Expensive b) Own Accommodation c) Less infrastructure/ Facilities d) Otherreasons
Type 3 User Preference Survey at Vaishali Metro Station (User Group –Residents and non-residents generating inter-city trips (to and fro movement via Metro), Sample Size: 80
Q 1.) Origin and Destination (as per User Type)
Answer:
a) Resident (Going outside the city) b) Visitor/ Outsider (Moving in the city)
Q 2.) Reason for using metro as Public Transport to commute (Dependency)
Answer:
a) Work b) Education c) Leisure d) Occasional Visit
Q 3.) Purpose of Trip (as per User Type)
Answer:
a) Accessible b) Comfortable Journey c) Time Saving d) Economical e) Safe & Reliable f) Environment Friendly
Q 4.) Mode Preference in Proximity to Station (Access/ Egress)
Answer:
a) Walk/ Cycle b) Private Vehicle c) Private Auto d) E Rickshaw e) Shared Auto f) Cab/ Taxi
Q 5.) Origin and Destination (Commuting Distance)
Answer:
a) Within 500 m b) 500-1 Km c) 1-3 Km d) 3-5 Km e) Above 5 Km
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