Improvement of Intermediate Public Transport (IPT) in Udyog Vihar

SUSHANT SCHOOL OF PLANNING and DEVELOPMENT

PROPOSAL 3

IMPROVEMENT OF INTERMEDIATE PUBLIC TRANSPORT (IPT) IN UDYOG VIHAR

1

UDYOG VIHAR OVERVIEW

Udyog Vihar

Udyog Vihar is located near DelhiGurgaon Border and 8 km from Indira Total site area – 1927.42 acres Gandhi International Airport on National Worker’s population – 3 lakhs Highways 8. Udyog Vihar has more than Industrial Units – 2075 approx.

1.5 lakh cars PLying on its roads on a Vehicular traffic in Udyog Vihar – 1.5 L daily basis.

GMUC MASTER PLAN 2031

SMALL AND MEDIUM SCALE INDUSTRIES

BASE MAP

SMALL, MEDIUM AND LARGE SCALE SMALL, MEDIUM AND INDUSTRIES LARGE SCALE INDUSTRIES

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INTRODUCTION TO THE INTERMEDIATE PUBLIC TRANSPORT (IPT) SCENARIO

EXISTING PHOTOS (PRIMARY SURVEYS)

CURRENT SCENARIO OF IPT IN UDYOG VIHAR 850 e-rickshaws and 600 shared autos Mostly used by office goers and industrial workers No designated routes or stipulated fares No designated or parking stations UDYOG VIHAR OVERVIEW

ISSUES OF UDYOG VIHAR : 1. Lack of infrastructure(parking space, charging station) for IPT. 2. The increase in the vehicular population has resulted in the rise of the air pollution, accidents and congestions.

3. Among all the modes of transport; road transport contributes the major share of around 73 percent towards total Carbon dioxide (CO2) emissions.

SOLUTION: 1. Promotion of e-rickshaw over diesel autos.

2. Provision of charging stations.

3. Provision of on-street parking.

Covers only fewer junctions and roads of the site No boarding or drop-off points EXISTING CONNECTIVITY TO THE SITE

WHY NEED FOR IPT : ADVANTAGES OF IPT Comfort and convenience

ADVANTAGES OF AN E-RICKSHAW Less expensive maintenance Greater turning radius

Low fuel consumption compared to passenger cars Low running cost Greater maneuverability in congested streets Lower cost as compared to other modes

Zero pollution

Point to point and door to door service capacity

High income at less expenditure

Provision of jobs and a means of livelihood for the weaker sections

Short-distance communication

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UNDERSTANDING EXISTING SCENARIO OF IPT IN UDYOG VIHAR

Average number of IPT modes calculated at Nodes : 1. Shankar Chowk - Hanuman Chowk : E-rickshaws:300; Shared Autos:200 2. Shankar Chowk – Kapashera Border : E-rickshaws:200; Shared Autos:100 3. Shyam Chowk to Old- delhi Gurgaon road : E-rickshaws:150; Shared Autos:100 4. Shankar Chowk to Atlas Chowk : E-rickshaws:200; Shared autos:100 5. Old Delhi-Gurgaon Road: E-rickshaw:50; Shared-autos:100

Note : The e-rickshaws in the site have regular movement in an around the main roads of NH8 and Old-Delhi Gurgaon road and in the Phases of 1,2 and 3 and to and fro movement in the major nodes and junctions of Udyog Vihar.

Fare/ price of different IPT modes : • E Rickshaw : Rs. 10 • Shared Autos : Rs. 10- 20 • Pvt. Auto : Rs. 50-70 from nearest Metro stations • Cabs : Rs. 200 – 300 (from Udyog Vihar to Delhi)

Capacity of different IPT modes : • • • •

E Rickshaw : 5 people Shared Autos : 8 people Pvt. Auto : 3-4 people Cabs : 4 people

EXISTING PREFERRED IPT MODES ON DIFFERENT NODES •EACH NODE AND JUNCTION HAS ITS OWN REQUIREMENT AND DEMAND FOR IPT BASED UPON THE LAND USE OF THE NEARBY AREA, THE GENRE OF POPULATION AND THE EXISTING COMAPNIES AND WORKPLACES LOCATED NERABY. •WORKS WELL ON IMPORTANT JUNCTIONS , I.E ON THE ENTRY AND EXIT POINTS OF UDYOG VIHAR VIA DELHI AND GURUGRAM.

• ORIGINALLY WORKERS AND DAILY COMMUTERS ARE FROM DELHI .

•THE PREFERRED DESTINATION IS UDYOG VIHAR PHASE 1,2 AND 3 •PURPOSE IS WORK , WHCIH COMPRISES OF 95% •AROUND 40% CUMMUTERS PREFER IPT MODE OF TRANSPORT AS PER SURVEYS CONDUCTED, WHICH IS QUITE CONVINIENT.

ANALYSIS OF EXISTING ROADS – PRIMARY SURVEY

KATYAL MARG FROM SIKANDERPUR TO SHANKAR CHOWK KAPASHERA TO SHANKAR CHOWK ANATH ROAD

EXISTING E-RICKSHAW ROUTES

EXISTING BUS STANDS

KEY LERANINGS : 1. THE PUBLIC TRANSPORT (PT) SYSTEM SHOULD BE MERGED WITH THE IPT SYSTEM, SINCE THE BUS STOPS ARE LOCATED AT EVERY JUNCTION, BUT NOT PROVIDING LAST MILE CONNECTIVITY TO THE ALL THE INTERNAL ROADS AND IMPORTANT NODAL POINTS OF THE SITE. 2. THE E-RICKSHAWS TRAVEL TO ONLY IMPORTANT ROUTES OF THE SITE SUCH AS THE SHANKAR CHOWK ROAD , KATYAL SINGH MARG ROAD AND ANATH ROAD.

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5

UNDERSTANDING THE POTENTIALS OF IPT AT DIFFERENT NODES

Points

Avg Time From 12% Origin To Public 9% Transport 11% Phase 2/3 10-12mins 63% Sector 17+ Sector 15mins 18 Atlas Chowk Village Sahrol 25 Mins

VACANT LAND

SHANKAR CHOWK

VACANT LAND

ATLAS CHOWK

SHYAM CHOWK

VACANT LAND

Avg Time From Public Transport To Destination 15 Mins 15 Mins 35 Mins

Last Mile Connectivity has been observed from primary survey, from the nodes of “Atlas chowk, Shyam chowk, Shankar chowk, Jwala mill chowk.

The nodes facilitate the movement only on the major roads of Katyal marg, Shankar Road, Anath road, Jwala Mill road, thus, the need for movement in the internal roads stands of importance.

Also, parking of e-rickshaws stands very haphazard , thus planning for designated parking of IPT where one can park and charge their respective vehicles, and also a point for boarding and drop-off can be assigned for the convenience of commuters and drivers, and fix upon routes.

90%

82%

80% 70%

Attributes Shankar Chowk Modes E Rickshaw, Auto Parking No Pick Up And Drop Of Yes Eyes On Street Fair Activity Fair

Atlas Chowk Auto No Yes Fair Poor

Katyal Marg Point E Rickshaw, Auto No Yes Fair Poor

63%

61%

60% 50% 40% 30%

28%

24%

20% 10%

10%

10%

9%

3%

2%

7% 1%

0% Shankar Chowk work

katyal point education

shopping

Atlas chowk residential

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VILLAGE APPRECIATION : DUNDAHERA

WORKING CLASS PATTERN

HOUSE OWNERSHIP

PURPOSE OF TRAVEL

KEY MAP LOCATING DUNDAHERA

SALIENT FEATURES : •

Majority of the Workers are working in: Phase I, II, IV • Migrants: 60%(with family) & 40%(without family) • Average Household Size: 4.4 • Area: 0.33 km2 out of which 0.2 km2 falls under study area • Population(2020): 47710 out of which 42,938 resides in study area Population Density: 8890 people per km2 (More Dense) • The drivers of the e-rickshaws mostly reside from the village and the drivers go back to their residences to park and charge their respective vehicles at night hours.

• Marks as one of the important point from where maximum workers reside and work in Phase1,2 ,3.

TYPES OF EMPLOYEES

VEHICULAR OWNERSHIP

Major sources of income of village residents are either from rent or job.

Certain %age of population is self dependent to earn from own small businesses like kirana shops, repairing shops or tuition centres etc.

Most preferred mode of local commute is either walk or any IPT mode

Work/ Study (Mostly young above 6-7 years to 45-55 years)

OBSERVATION:

Most of the commuters from the village consider opting for IPT for work purpose.

There is a strong need for The purpose of travel of people surveyed and residing a depot for e-rickshaws. in Dundahera shows that most of the regular trips are either for work/study followed by local commute and very few distant trips from village

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VISION , MISSION AND OBJECTIVES

VISION : “To increase intermediate public transport system and provide last mile connectivity through improvement in routes and existing routes of e-rickshaws”

MISSION :

POLICY FRAMEWORKS AND RECOMMENDATIONS The Metro Act, MV Act, RTC Act and Taxi policy guidelines cater to various modes of shared mobility modes i.e. city buses, paratransit or Intermediate Public Transport (IPT) systems like three wheeled auto-rickshaws and minibuses, technology based aggregators separately.

Regulation as per MV ACT, Section 74, sub-section 3 “Contract Carriage” issued can regulate teh number of auto issued by RTO.

As per MV Act, RTO can regulate the type of vehicles, seating capacity and areas of operation by issuing Stage carriage permits to operate legally.

Addresses issues of Last mile connectivity ; reducing traffic congestion; Safety of road users and use of NonMotorized transport, which is included in the bill for the first time.

Establish a multi-modal planning framework for the road transport sector; develop a framework for grant of permits and schemes and identify and specify priorities for the road transport system.

The MV Act provide subsidies to owner of vehicle on introducing e-rickshaws and shared autos.

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POLICIES & FRAMEWORKS: FAME POLICY FRAMEWORK : FAME

Monitoring Authority : Department of Heavy Industries

FAME Phase I:

Phase 1 of the scheme was initially launched for over a two-year period starting from FY 2015-16 to FY 2016-17 with an overall outlay of INR 795 Cr. The scheme was later extended four times for six months each with additional outlay of INR 100 Cr. The funds were used to provide direct subsidy to the EV buyers. Along with direct subsidy, grants for specific projects under pilot projects were sanctioned along-with financial support for R&D/technology development and public charging infrastructure. Under the FAME-I scheme, 465 buses were sanctioned to various cities/states.

• 2,877 Electric Vehicle Charging Stations in 68 cities across 25 States/UTs sanctioned in phase-II of FAME-India Scheme.

1576 Charging Stations sanctioned across 9 Expressways and 16 Highways under Phase II of FAME India Scheme

Fame India Scheme has four focus areas.

• Technology development • Demand Creation • Pilot Projects • Charging Infrastructure

FAME Phase II: •

FAME Phase II In March 2019, the MoHI & PE notified FAME–II scheme with an increased outlay of Rs 10,000/- crores, which includes a spill over of Rs 366 Cr from FAME-I.

•

FAME-II scheme has been made applicable from FY 2019-20 till FY 2021-22 and aims to leverage the buzz created by FAME I to boost the uptake of EVs in the country. The scheme is majorly focused on providing suitable incentives to buyers since 86% of the scheme outlay is reserved for demand incentive for purchase of EVs.

Demand Creation •

Incentive, in the form of discount, are provided under FAME. The discount amount is about one-third of the difference between the price of an EV and a comparable petrol vehicle.

• To bring the cost of electric vehicles at par with petrol vehicles, the government under the Faster Adoption and Manufacturing of (Hybrid &) Electric Vehicles in India (FAME India) Scheme supports electric vehicles by way demand incentives. The demand incentive for electric two wheelers has been increased to Rs. 15,000/KWh from Rs. 10,000/KWh with an increase in cap from 20% to 40% of the cost of vehicle from 11th June, 2021.

• Creation of charging infrastructure is being supported under FAME India Scheme to address range anxiety among users of electric vehicles. 520 charging stations have been sanctioned under the Phase-I of FAME India Scheme. Out of 520 charging stations, 452 EV charging stations has been installed.

• In Phase-II of FAME-India Scheme, Rs. 1000 Cr. is allocated for the development of charging infrastructure. This Ministry has sanctioned 2,877 Electric Vehicle Charging Stations in 68 cities across 25 States/UTs. Further, 1576 charging stations have been sanctioned across 9 Expressways and 16 Highways under Phase II of FAME India Scheme.

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STANDARDS

PARKING LAYOUT DESIGNS FOR 3-WHEELERS (3mX1.6m)

Parking Space Requirement Equivalent Car Space

E-RICKSHAW CHARGING STATION 1.

2.

URDPFI Guidelines IRC:SP:12-2015(Guidelines For Parking Facilities In Urban Areas)

ON STREET E-RICKSHAW PARKING

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IPT AT PROPOSED MULTI-LEVEL CAR PARKING ORIGIN

MLCP-A

MLCP-D

MLCP-G

DESTINATION Phase-1 Phase-2 Phase-3 Dhundahera Village Phase-5 Shankar Chowk Jwala Mill Road Phase-4 Phase-5

IPT REQUIRED

747

144

342

NO. OF E-RICKSHAWS REQUIRED AT EACH MLCP

MLCP A PROPOSED MULTI-LEVEL CAR PARKING Capacity of each MLCP:  MLCP A: 4980  MLCP D: 960  MLCP G: 2280  Total = 8220 • MLCP is proposed to be developed in phases.

• Phase 1 targets to provide 50% of parking at each MLCP. • Therefore, total no. of car parking provided in first phase for each MLCP will be:  MLCP A: 2490  MLCP D: 480  MLCP G: 1140  Total = 4110

• • • •

1st Phase Development (50%): 2490 No. Of Passengers (Multiple Factor 1.5): 2490*1.5= 3735 Target Population (80%): 3735*0.8= 2988 No. Of E-rickshaw required: 2988/4= 747

MLCP D • • • •

1st Phase Development (50%): 480 No. Of Passengers (Multiple Factor 1.5): 480*1.5=720 Target Population (80%): 720*0.8= 576 No. Of E-rickshaw required: 576/4= 144

MLCP G • • • •

1st Phase Development (50%): 1140 No. Of Passengers (Multiple Factor 1.5): 1140*1.5=1710 Target Population (80%): 1710*0.8= 1368 No. Of E-rickshaw required: 1368/4= 342 WALKABLE DISTANCE FROM MLCP

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IPT AT PROPOSED MULTI-LEVEL CAR PARKING-A MLCP A

• No. Of E-rickshaw required: 747 • No, of floating e-rickshaw (considering 70%): 523 • No of parking bays(considering 30%) : 224 • No. of Charging points: ZOOMED OUT VIEW OF IPT (E-RICKSHAW) CHARGING + PARKING STATION INTEGRATED WITH MLCP –A PROPOSED PARKING

KEY MAP BRIEF DESCRIPTION The MLCP A is proposed on the extension of Kapashera border in parallel to the Shankar Chowk – Hanuman chowk road. This road is adjacent to IT industry players. The ground floor of the Parking is proposed for the IPT stands along with 85 charging stations. The below plan explains the integration of IPT station and parking along with major Multi-level car parking, that is going to serve the highest population working and residing in Udyog Vihar, i.e of Phase1,2 and 3.

ZOOMED IN DETAIL VIEW OF PARKING AND CHARGING STATION AT MLCP - A

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IPT FOR PROPOSED MULTI-LEVEL CAR PARKING-D

KEY MAP SITE AREA: 1750 sq. m Parking for 80 E-rickshaw Space for battery exchange

SITE PLAN OF PROPOSED IPT NEAR MLCP-D MLCP D • • • •

No. Of E-rickshaw required: 144 No, of floating e-rickshaw (considering 70%): 101 No of parking bays(considering 30%) : 43 No. of Charging points: 3

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SITE PLAN OF PROPOSED IPT NEAR MLCP-G

KEY MAP

E-RICKSHAW PARKING and CHARGING STATION NEAR MLCP-G

SITE PLAN OF PROPOSED IPT NEAR MLCP-G

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PROPOSED IPT CHARGING & BATTERY SWAPPING NEAR MLCP - G

1

2 1

2

CHARGING POINTS AT MLCP-G

16

17

IPT CHARGING DEPOT NEAR DUNDAHERA VILLAGE

EXIT KEY MAP

Charging point for 292 E-rickshaw Space for battery exchange COMPONENTS OF AN E-RICKSHAW CHARGING STATION/DEPOT: 1. Entrance/Exit 2. Parking Space 3. Charging points 4. Battery Interchange 5. Technician 6. Maintenance department 7. Store 8. Public Toilet/Amenities

ENTRY

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PROPOSED IPT STOPS AT INTERNAL ROADS

2

1 30m WIDE ROAD

3 8m WIDE ROAD

15m WIDE ROAD

3

2

1

KEY MAP

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IPT AT PROPOSED BUS STANDS

EXISTING BUS ROUTES PROPOSED E-BUS ROUTES

WALKABLE DISTANCE FROM BUS STANDS

Stop

Passengers alighting in peak hour

Passengers travelling in 40mins

Total no. of e-rickshaw

Parking (15%)

Floating (85%)

Shankar Chowk (30%)

2119

353

88

13

75

Iffco Chowk

1413

235

59

9

50

Bus Stand 1

706

118

29

4

25

Bus Stand 2

706

118

29

4

25

Bus Stand 3

706

118

29

4

25

Bus Stand 4

706

118

29

4

25

Bus Stand 5

706

118

29

4

25

NODE 2

3437

573

143

57

122

NODE 4A

4134

689

172

69

146

NODE 3

24

4

1

1

1

NODE 4

29

5

1

1

1

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EXISTING and PROPOSED IPT ROUTE

TOTAL NO. OF IPT REQUIRED IN UDYOG VIHAR: =[0.80*Total No. Of E-rickshaw Required At MLCP (MLCPA+MLCP-D+MLCP-G)] + No. Of E-rickshaw Required At Bus Stands + No. Of E-rickshaw Required At Old Delhi-Gurgaon Road =[0.80*(747+144+342)]+(88+59+29+29+29+29+29)+(143+172+ 1+1) =987+292+317 =1596

DEMAND 1596

EXISTING and PROPOSED IPT ROUTE

SUPPLY 850

GAP 746

Conclusion: • The gap is presently catered by shared autos.

• Therefore, the provision of IPT is sufficient in Udyog Vihar at present, but the shared autos are fuel based which is contributing in increasing carbon footprint.

• For which we propose to shift from shared autos to Erickshaws i.e., eco-friendly vehicles.

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THANK YOU