Planning for a Multi-Modal Transportation Hub at Rourkela

MULTI MODAL
INTERCHANGE HUB
at Rourkela…

Action Area Plan :

TRANSPORTATION

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

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

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 :

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.


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


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.


Accessibility by Public Transport
•
•

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.


Accessibility by Private Modes
•
•
•
•

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


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.


CONNECTIVITY: CITY LEVEL

RAILWAY STATION

BUS TERMINAL
DAILY MARKET

CONNECTIVITY

NODE AND NETWORK

PHYSICAL ACCESSIBILITY

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

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


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


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)

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


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

ON-STREET PARKING

Unauthorized on street
parking
Auto rickshaw stand


•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.

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


LENGTH OF ROAD
WIDTH OF THE ROAD

ROAD STRETCH

400 m
Effective width 4.5 m to
7.5 m

B

A

B


LANDUSE
ANALYSIS

EXISTING SITUATION

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


FACILITY
ANALYSIS

EXISTING SITUATION

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 .

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%


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

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%


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.

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


44.4
33.3

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


•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.

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


Railway Station
6
5
4
3

2
1

importance
satisfaction

0


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


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<

Facilities at para transit stop
importance

satisfaction

paratransit stop
performance

1

3

frequency of auto service

2

2

1

3

safety of stand

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


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

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


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


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

TRAFFIC
ANALYSIS

EXISTING SITUATION

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

-

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

Mapping Pedestrian Routes & Demand

RAILWAY STATION

TRAFFIC ANALYSIS

438 Pedestrians

586 Pedestrians

BUS STAND

PARA-TRANSIT

456 Pedestrians

CONFLICT POINTS
MAX. DEMAND

INFRASTRUCTURE
ANALYSIS

EXISTING SITUATION

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

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

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

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 .

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

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

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

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

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

Total no. of people using railway station per day = 1000
Waste generated per person = 100g
Total waste generated= 100kg

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

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

URBAN DESIGN

EXISTING SITUATION

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

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

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

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

Issue identification & broad proposals

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

COMPARISON OF EXISTING AND
PROPOSED LANDUSE
50000
45000
40000
35000
30000
25000
20000
Existing
15000

Proposed

10000
5000
0

PROPOSALS

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

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

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.

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 50 autos and 80 cycles – 7 m wide road
Feeder Parking for 30-35 feeders and prepaid taxi booth

Planning for a Multi-Modal Transportation Hub at Rourkela

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