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.
MULTI MODAL INTERCHANGE : Aim, Need, Methodology, Scope and
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.
Need: SURVEYS & ANALYSIS
The need to develop the area under consideration was
MULTIMODAL INTERCHANGE HUB:
defined by three basic necessities to be addressed: A PROLOGUE . . .
VISUAL SURVEY
 The LANDUSE
location: ANALYSIS
PLANNING
 The multiple modes of transport concentrated within
the same area; USER PERCEPTION SURVEY PEDESTRIAN
Strategic location
 CONNECTIVITY ANALYSIS of the daily market in the vicinity.
MGMT. TRANSPORT
INTERSECTION VOLUME VEHICULAR
MGMT.
 The trip generation factor: SURVEY
 The high O-D
FACILITIES data generated to and fro in this area –
ANALYSIS
SAFETY/
due to location of varied typology including the huge
SECURITY
base of hospitality sector and commercial sector; COMM. / SOCIAL INFRA.
 Also location of the major railway station for the city – KIOSKS
DESIGNING
major source for translocation of passengers and
goods – major issue: traffic congestion and DRAINAGE
mismanagement. ACCESS FOR PHY. INFRA.
STREET
FOOTPATHS
DISABLED LIGHTING
 The importance of Rourkela on the industrial and
commercial scenario of India:
FREIGHT
 Steel industry based development, major
INTER.
V/C RATIOS
transshipment ofVOLUMEgoods and materials – both in
PARKING
processed and unprocessed states – requires railway
services and railway stations in the vicinity helps curb
STREETSCAPE
transportation charges agglutinating to the CAFETERIA FACILITIES
production cost / market price. Also passengers
TOILETS
consists majorly of entrepreneurs, business based
STREET DESIGN
companies and individuals.
WAITING ROOM
 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
LANDUSE
M O D I F I C A T I O N S I N . . .
agglomeration.

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 – Interchange
The place where one changes the modes – Interchange Zone
A purpose built facility to improve interchange quality – Interchange facility
Source: The Intermodal Transport Interchange For London: Best Practice Guidelines

MULTI MODAL INTERCHANGE :

DECISION SPACES
Areas where passenger INTRODUCTION
decisions take priority.
Examples include decision OPPORTUNITY SPACES
points such as entrances, ticket Opportunity spaces include those areas
offices or corridor of the interchange
junctions. zone outside the core corridors of
movement or decisions.
At these locations there They can accommodate cafés, retail
should be good sight lines/clear entrances, retail display, seating or
signing or transport landscaping.
information. There should be
no nonessential physical Street furniture, advertising or other
infrastructure or visual fixed or temporary infrastructure located
distractions such as in these zones must be managed so as
advertising/ retail or other not to protrude or interfere with the
land uses that would serve to requirements of decision or movement
distract or confuse passengers. spaces in adjacent areas.

MOVEMENT SPACES
Movement spaces connect decision spaces.
Typically these include corridors and paths specially reserved for passenger movement
and connections to/ from/ between transport modes or the surrounding area.

These spaces should provide clear, unobstructed routes matched to desire lines.
Street furniture, plantings, advertising, information displays, retail boards or any other
fixed items should not protrude into these zones but may be located adjacent to them.

MULTI MODAL INTERCHANGE :

 INTRODUCTION
Example of an Multi modal Interchange

Four interchange themes

which should be considered
at transport hubs:

Efficiency: Operations,
moving around,
sustainability

Usability: Accessibility,
safety and preventing
accidents, personal security,
protection

Understanding: Legibility,
permeability, way-finding,
information

Quality: Perception,
design, spaces, sense of
place

MULTI MODAL INTERCHANGE :

 MULTI MODAL TRANSPORT SYSTEM, DELHI
Access to Transit Station by INFERENCES
Non-Motorized Transport
1. Pedestrian access
- Provisions for pedestrians and their safe movement are an essential access consideration.
- Direct and safe approach for pedestrians

• Pedestrian access-ways that reduce distances to bus services on the adjacent higher order bus streets.
• Continuous and direct footpath networks that permeate neighborhoods.
• Safe, convenient and/or controlled road crossing points should be provided to stops with high passenger
usage.

2. Bicycle access
• Can increase the service area of transit stations.
• Bicycle parking facilities located to provide protection from weather, theft and conflicts with other modes.
Parking areas i.e. active areas with high pedestrian activity, or under the observation of station attendants
preferred.
• Well Lit and designated by signages.

Accessibility by Intermediate Para Transit (IPT)

• Various modes of IPT such as auto, taxi, phatphat, etc are considered as feeder modes to bring passengers from
various parts of the neighborhood to the multi modal transit station.
• IPT zone is desirable. IPT area must be covered and seating may be provided.

MULTI MODAL INTERCHANGE :

 MULTI MODAL TRANSPORT SYSTEM, DELHI
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.

MULTI MODAL INTERCHANGE :

 MULTI MODAL TRANSPORT SYSTEM, DELHI
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

MULTI MODAL INTERCHANGE :

Attributes to enhance the MULTI MODAL TRANSIT ORIENTED DESIGN
accessibility to transit station:

• People Place: Transit station area is a place for people/commuters. Hence, it must be well used,
safe, comfortable, and attractive; and need to be distinctive and offer variety, choice and fun.
• Streetscape Design: M2OD should promote and enrich the qualities of existing urban places at
neighborhood and street level. It is important to develop streetscape design elements for each of
the transport corridor by incorporating various architectural elements.
• Urban Form: Transit station is considered as a part of urban design and sky line. It is blended with
different building forms, colors, materials, textures, forms, etc. Such areas should be integrated
physically and visually with its surroundings having better access by foot, bicycles, bus, cars, metro,
etc. Amenities that are stimulating, enjoyable and convenient should be offered to a wide range of
possible users.
• Transit in Landscape: These areas should provide balance between the natural and the manmade
environment and utilize each locations intrinsic resource – the climate, land form, landscape, and
ecology – to maximize the experience. Design must put such built environment in proper land
scape environment.
• Design in Flexibility: New development near and around transit station take very little time. New
development needs to be flexible enough to respond to future change in use, lifestyle, and
demographics. Flexibility must be evident in the use of property, public spaces, and infrastructure.
Integration of any new modes with the station area requires more space for loading, unloading,
transfer, integration, parking, traffic management, etc.

MULTI MODAL INTERCHANGE :

 CONNECTIVITY: CITY LEVEL

RAILWAY STATION
BUS TERMINAL
DAILY MARKET

CONNECTIVITY
NODE AND NETWORK PHYSICAL ACCESSIBILITY
EXISTING SITUATION
 ROURKELA RAILWAY STATION
ROURKELA
RAILWAY STATION

BUS STAND
SCHEMATIC LAYOUT OF RAILWAY STATION
5- PLATFORMS
3- SIDINGS
11 TRACKS BROAD GAUGE
2 FOOT OVER BRIDGES.
BOOKING CYCLE
OFFICE PARKING
CONCOURSE
RICKSHAWS

NO. OF USERS PER DAY 6000

NO. OF PASSENGER TRAINS 52
CAR PARKING NO. OF GOODS TRAINS 38

2-WHEELER MONTHLY TICKET SALE (OFF PEAK) 2 LAKHS

PARKING
MONTHLY TICKET SALE (PEAK) 2.45 LAKHS

THE EXISTING SITUATION

 ROURKELA RAILWAY STATION
FACILITY LOCATION
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 BOOKING OFFICE
COUNTERS
OBSERVATIONS: ATM CONCOURSE
•Ramps/ elevators/ lifts are not available at the DORMITORY 1ST FLOOR
station
RETIRING ROOMS 1ST FLOOR
•Provision of seating is less
•No provision of proper drop off bay at the CLOAK ROOM GROUND FLOOR
entrance for arriving vehicles POLICE STATION ON FRONT SIDE OF STATION
POST OFFICE ON FRONT SIDE OF STATION
CAFETERIA 1ST FLOOR
BOOKSTALL PLATFORM 1
SNACKS SHOPS(6-7) ALL PLATFORMS

THE EXISTING SITUATION

 FACILITY CONDITION
WAITING HALL ABSENT
ROURKELA BUS STAND
PAY AND USE PRESENT Poorly maintained. Requirement of
TOILET additional toilets for increase in
demand ROURKELA
RAILWAY STATION
SIGNAGES ABSENT Required
FACILITATION PRESENT Located in a corner. Difficult to locate
CENTRE
STD BOOTH PRESENT -
DRINKING WATER PRESENT Unhygienic BUS STAND
RESERVATION AND PRESENT Unhygienic
REFUND COUNTERS
ATM ABSENT Required
CLOAK ROOM PRESENT -
POLICE STATION/ ABSENT Unsafe Environment
POST
CAFETERIA PRESENT Sufficient NO. OF USERS PER DAY 2000
BOOKSTALL PRESENT - NO. OF DAILY BUSES 300
COMMERCIAL ZONE PRESENT Meant for Hardware (Auto Spare parts TIMINGS (Departure) 7 PM TO 10 PM
etc)
(Arrival) 6 AM TO 10 AM

THE EXISTING SITUATION

 railway station
1000
PARKING
800
no of vehicles

600
400
200
0
GOODS
BICYCLE 2W CARS
VEHICLES
railway station 43 877 62 3

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:
Bus stand
Space for 30 autos 35
18 autos observed 30

no of vehicles
25
20
Parking lot Peak timing Possibility of 15
10
rejection 5
Railway station 7:30-9 am 2w- no 0
GOODS
BICYCLE 2W CARS
6:30pm-8pm 4w- yes VEHICLES
Bus stand 18 30 14 0
Bus stand (pvt) 6-8pm no

THE EXISTING SITUATION

 ON-STREET PARKING

Unauthorized on street
parking

Auto rickshaw stand

THE EXISTING SITUATION
•OBSERVATIONS:
•Unauthorized parking along the streets
is leading to congestion along the main
roads
•Trucks have been illegally parked near
the Fakir Mohan market hence
compromising on the space available to
commuters.
NO. OF AUTOS PRESENT 80 PARA – TRANSIT STAND
DAILY TRIPS ~ 20
ROURKELA
RAILWAY STATION
FACILITY ISSUES
Toilet Facility Absent
Drinking Water facility Absent
Shelter for Auto Drivers Absent BUS STAND

Cleanliness Garbage Disposed PARA-TRANSIT

along the stretch

Routes taken by Autos from the Railway Station:

Station Road to Sectors
Station Road to Panposh
Station Road to Bandamunda
Station Road to Fertilizer colony
Station Road to Civil township
Station Road to Vedvyas
Station Road to Kaswal Rajganjpur
Station Road to Kwarmunda
Station Road to Birmitrapur

Data obtained from Primary Survey

Under - Construction Para-transit Stand

THE EXISTING SITUATION

 LENGTH OF ROAD 400 m ROAD STRETCH
WIDTH OF THE ROAD Effective width 4.5 m to
7.5 m

THE EXISTING SITUATION

NODE AND NETWORK PHYSICAL ACCESSIBILITY
 LANDUSE
ANALYSIS

EXISTING SITUATION
EXISTING SITUATION LANDUSE
Mixed use 767
Authorized parking 3350
LANDUSE
vacant land (railways) 17465
Mixed use
vacant land (Govt) 2681 1% 1% Authorized parking
2%
Public-semi public area 5069 10% 11% 3% vacant land (railways)
1%
vacant land (Govt)
hospitality zone 2267
26% Public-semi public area
Railway station/bus station 45702 hospitality zone
29%
commercial 14879 Railway station/bus station
6%
9% commercial
Informal Commercial 1000
Informal Commercial
Residential 9986 Residential
1%
Informal residential 41582 Informal residential
Open Ground
Open Ground 15700

EXISTING ISSUES
Presence of discordant activities such as schools and Might lead to chaos due to irrelevance in terms of
gurudwaras along the stretch activities
Informal market along the stretch Unorganised traffic movement and creation of
bottlenecks
Hospitality + Residential (Mixed Zones) present along the Diametrically opposite to the proposed multi modal
road leading to Panposh road interchange concept
Existing economic activities caters to auto service/ spare Might lead to chaos due to irrelevance in terms of
parts etc which is incompatible with the proposed idea activities

THE EXISTING SITUATION

 FACILITY
ANALYSIS

EXISTING SITUATION
 Frequency of using the station
FACILITY ANALYSIS : User Profile
45.0
40.0
% of respondents

35.0
30.0 Mode used to reach station
25.0 45.0
20.0 40.0
15.0 35.0

% of respondents
10.0
30.0
5.0
25.0
0.0
2 20.0
< than once once 1-2 times/ 5-6
times/mont 15.0
/month a/month week times/week
h 10.0
Series1 5.6 38.9 16.7 11.1 27.8 5.0
0.0
two
auto bus car walk
wheeler
Trip purpose
Series1 38.9 22.2 27.8 5.6 5.6
50.0
45.0
40.0 Observations:
•Most respondents use the station once every
% of respondents

35.0
30.0 month.
25.0 •Daily users amount to around 28 %.
20.0
•Work and other (including family engagements)
15.0
10.0 are the main reasons for making trips.
5.0 •Almost 40% respondents use auto rickshaw to
0.0 reach the station indicating importance of the
work education shopping other
Series1
mode.
38.9 5.6 11.1 44.4

Requirement:
•Parking space for cars and auto rickshaws
•Drop off bay for passengers who are coming to
USER – PERCEPTION SURVEY station .
120.0
100.0 FACILITY ANALYSIS :Accessibility
100.0

80.0 90.0 83.3

66.7
80.0
60.0 55.6
44.4 70.0
61.1
40.0 33.3 60.0 55.6

20.0 50.0 44.4

38.9
0.0 40.0
0.0
30.0
Buses conjested? willing to use feeder Do you think bus /auto
20.0 16.7
services stops are too far?
10.0
yes % no%
0.0
parking enough? Direct entrance from road More no. of entrances to
120.0 to platform station
100.0
100.0 88.9 yes % no%
80.0 72.2
55.6
Observations:
60.0
44.4
50.0 50.0
•All respondents willing to opt for feeder
40.0 27.8 services
20.0 11.1 •Almost 2/3rd of the respondents feel that
0.0
0.0 bus/auto stops are too far from the station .
Do you prefer Are the Do you want Do you want travelator •An overwhelming majority in favor of
surface walkways escalator? ramp? necessary? provision of ramps and escalators at the station.
walkways over safe?`
subway? •Safety of walkways a major concern.
yes % no%
Requirements:
•Feeder services
•Accessible interchange facilities
•Ramps/escalators for easy barrier free access
USER – PERCEPTION SURVEY •Well lit secure walkways
100.0
88.9
90.0
77.8 77.8
FACILITY ANALYSIS : Facilities
80.0 72.2
70.0
60.0
Recreational facilities desired
50.0 120
40.0
27.8 100
30.0 22.2 22.2

% of respondents
20.0 11.1 80
10.0
0.0 60
Integrated ticket ticket vending internet booking? do you have a
system machines? monthly pass? 40

yes % no% 20

0
tv magazine stands audio
90.0 83.3
77.8 Series1 100 50 44.4
80.0
70.0 61.1 Observations:
60.0
50.0
50.0 50.0 •High demand for ticket vending machines.
40.0
38.9
•Maximum people are using internet booking
30.0 22.2 options.
16.7
20.0 •Air conditioned waiting areas desired
10.0 •Dorm facilities not required
0.0
•More seating required for the general public
waiting areas be Do you use dorm Are seating areas Do you want
air conditioned? facilities? enough? covered platform
for entire length? Requirements:
yes % no%
•Ticket vending machines
•Internet kiosks for bookings
•More seating
•Recreational facilities: TV in the waiting areas
USER – PERCEPTION SURVEY •Magazine stands required.
 Requirement of more shops FACILITY ANALYSIS : Facilities
yes % no%

22% 120.0
100.0
100.0 94.4
88.9 88.9
80.0
60.0 44.4 44.4
78% 38.9
40.0 33.3

20.0
0.0

Willingness to pay for extra facilities

yes % no%
Type of shop that you want

44%

56%
Requirements:

•snacks/juice bar
•fruits/veg shops
•books/magazine shops
•medicine shops

USER – PERCEPTION SURVEY

9 8.5 FACILITY ANALYSIS :Time
8 7.6

7 Observations
6 5.4 5.16 •Average present waiting time at the
5 4.5 4.5
Average auto stop was found to be 3.7minutes
3.7
4 Maximum which is more than the desired ( 3
3
3 Desired minutes)
2 1.5
•Average present waiting time at the
1
bus stop was found to be 5.16
0 minutes which is more than the
Waiting time at autostop Waiting time at bus stop Ticketing time
desired ( 4.5 minutes)
20
17.5
•Average present ticketing time at
18 railway station was found to be
16 4.5minutes which is more than the
14 desired (1.5minutes)
12
10 Average
10 8.5 8.5
•Average time spent walking was
Maximum found to be 8.5minutes which is more
8
6 5
Desired than the desired (2.5minutes) and
which is equal to the maximum .
4 2.5
2
•Average waiting time at platform
0
was found to be 4.5minutes which is
Average time spent walking Average waiting time at platform
more than the desired (5minutes) and
even more than the maximum which
USER – PERCEPTION SURVEY is 10 minutes.
 IMPORTANCE SATISFACTION ANALYSIS
Bus Stop
4.5
4 Interchange
3.5 6
3 5
2.5 4
2 importance 3
1.5 satisfaction 2
1 1 importance
0.5 0 satisfaction
0
bus stop frequency of bus feeder service
performance service

Paratransit
3.5
3
2.5
2
1.5 importance
1 satisfaction
0.5
0
paratransit stop frequency of auto safety of stand distance from building
performance service

USER – PERCEPTION SURVEY

 IMPORTANCE SATISFACTION ANALYSIS

Railway Station
6

importance
1
satisfaction

USER – PERCEPTION SURVEY

100% 100%
APPROPRIATENESS
90% 90%
80% 80%
70% 70%
60% 60%
50% No 50% No
40% Yes 40% Yes
30% 30%
20% 20%
10% 10%
0% 0%
Students LIG MIG HIG Primary Class XII Graduate
Willingness to pay for extra services v/s income Willingness to use internet booking v/s level of
group education level
100% 100%
90% 90%
80% 80%
70% 70%
60% 60%
50% No 50% No
40% Yes 40% Yes
30% 30%
20% 20%
10% 10%
0% 0%
Students LIG MIG HIG <18 yrs 18-40 yrs 40-60 60<
Willingness to have more shopping area v/s income levels Willingness to use ramps v/s age group

USER – PERCEPTION SURVEY

Facilities at para transit stop
importance satisfaction ANALYSIS
paratransit stop
1 3
IMPORTANCE SATISFACTION ANALYSIS
performance

frequency of auto service 2 2 SATISFACTIO

safety of stand N 5 4 3 2 1
1 3
IMPORTANCE
distance from building
2 2 1
Facilities at bus stop 2
importance satisfaction
bus stop performance 3
1 4
4
frequency of bus service 1 3 5
feeder service
2 4
Miscellaneous Observations
importance satisfaction
parking areas
1 4
The most critical aspects which are to be
pedestrian pathways taken care of
1 4
disable access
1 5
- Feeder service
- Parking areas
level changes
2 3 - Pedestrian pathways
Surveillance
1 3 - Disable access
Toilet facilities - Toilet facilities
1 4
- Cleanliness
Cleanliness
1 4 - Weather protection
Organised areas in the
1 5
interchange
weather protection in
Second most critical aspects
2 4
interchange areas -Safety of para transit stop
Safety
2 3 -frequency of bus service
- level changes in the railway station
-Safety
USER – PERCEPTION SURVEY
Facilities at railway station
importance satisfaction ANALYSIS IMPORTANCE SATISFACTION ANALYSIS
building entrances
2 2
accessible
location of entrances
2 2
walking distance to ticket
2 2
counter Observations
queuing time
2 3
The most critical aspects which are to be
Queuing space
2 3 taken care of
No. of ticket counters
2 3
-Goods loading and unloading area
Location of ticket counters -Total railway station performance
2 2
Real time information
1 3 Second most critical aspects
Information system
2 3
placement -Queuing time
Walking distance (from
2 3
- Queuing space
ticket counter to platform) – No. of ticket counters
Alignment of platform and
2 3 – Real time information
the entrance location
Goods loading/unloading
–Information system
area on platform
2 5 –Waiting area in plat form
Safety or surveillance of
2 3
platform Third most critical aspects
Waiting area in platform
1 3
Railway station
- Building entrances
2 4 - location of entrances
performance
- walking distance to ticket counter
- Location of ticket counters

USER – PERCEPTION SURVEY

 TRAFFIC
ANALYSIS

EXISTING SITUATION
Traffic Volume Count
TRAFFIC ANALYSIS

LINK NAME PEDESTRIANS PCU V/C PAVEMEN ENCROACHMENT ENCROACHMEN ON STREET PROMINENT
T OF PAVEMENT T OF ROAD PARKING MODE
ALONG THE
LINK
Railway Station to Panposh 108 6.3% 130.8 0.12 Absent NA Very Less Very Less Two-Wheeler
Road, via Hotel Aastha

Railway Station to 456 26.6% 450.6 0.41 Absent NA Informal Sector Present Non Specific
Madhusudhan Marg near the Para- along the
Transit Stand Commercial
Stretch
Towards the Railway 586 34.1% 156.6 0.14 Absent NA Nil Nil Non Specific
Station

Towards the Bus Stand 438 25.5% 180 0.16 Absent NA Informal shops Truck Parking Pedestrians
situated along in front of Cyclists
the stretch at Fakir Mohan
certain locations market.
Otherwise
negligible
Along Alternative 126 7.5% 51.6 - Absent NA Very Less Nil Pedestrians
Entrance/ Exit 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% 5% 0%
Mode Availability and Usage of Mode
Cycle
-Pedestrians constitute most of the traffic, and no provisions are made 23%
Cycle rickshaw
for their circulation.
2 Wheelers
11%
57% Auto Rickshaw
- Two wheelers ranks the highest in modal choice followed by four
Car/jeep
wheelers and auto rickshaw.
Lcv

Parameters Probable Solutions for Implementation

Responsive to street congestion
Responsive to travel costs
Responsive to Availability of Public transport
Responsive to the growth of the Surroundings
OBSERVATIONS
• Dedicated Corridors for Pedestrian and Motorized
Modes of transport
• Road Widening of roads at strategic locations
• Strategic Relocation of Encroachments
• Pedestrianisation of corridors to the possible extent
Reduction of unnecessary travel movements
• Explore scope of Para-Transit/ Feeder Service
• Incorporation of ancillary activities along the stretch
Mapping Pedestrian Routes & Demand TRAFFIC ANALYSIS

RAILWAY STATION
438 Pedestrians

586 Pedestrians

456 Pedestrians BUS STAND

PARA-TRANSIT

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

NO PEDSTRAIN PATHWAY ON THE ROAD STREET LIGHT ON THE 1 SIDE OF ROAD ONLY

ROAD LINKING THE RAILWAY

STATION AND BUS STAND

ROAD IN FRONT OF
RAILWAY STATION
ROAD IN FRONT OF
BUS STAND

OPEN DRAINS IN SOME AREA NO PEDESTRAIN AREA

 EXISTING STREET LIGHTING ,
ELECTRICTY DISTRIBUTION LINES

CCTV LOCATIONS
TRANSFORMER

FLOOD LIGHTS
Improper street
lighting
STREET LIGHT

ELECTRIC LINE
Crossing of the
electric lanes over
the road NO Segregation
of pedestrian STREET LIGHT WIRE
and vehiclular
movement
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

OPEN ROADSIDE DUMPING

Major problems of
drainage and solid
waste CLOSED DRAINS

OPEN DRAINS
This area is Drains are not well
highly maintained as in some OPENING TO DRAINS
polluted due area are these are open .
to the
presence of No proper waste disposal
vendor 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 are independent of the utility grid. PROPOSALS FOR THE ELECTRIC
Hence, the operation costs are minimized. LANES AND STREET LIGHTING
• Solar street lights require much less maintenance
compared to conventional street lights.
• Since external wires are eliminated, risk of accidents is Regular Street Light
minimized. Uses standard size/connection
90 W high pressure sodium
• This is a non polluting source of electricity
5500 Lumens (3850 effective)
• Separate parts of solar system can be easily carried to the 30-50 Lumen / Watt
remote areas Photo-sensor or wire control
No Back Up Power Source
No solar array
Requires electricity
Works only when grid is
energized
Cable requires expensive
trenching
Additional wiring in the ground
Wire in the pole
Significant resources to install
Special crews for safe
installation & commission
Attracts insects
DX3 Solar Street Light
Uses standard size/connection
30W Ultra High Efficient Array
3400 Lumens
120+ Lumen / Watt
Photo-sensor, wire or solar panel
Internal Battery, fully integrated
into Street Light Head (Approx. 3
nights autonomous
operation/battery reserve)
Integrated solar array
Solar powered
Works during power outages
No trenching
No wire in ground
No wire in pole
Simple install
Safe to install (12V)
Does not attract insect
 Municipal
waste

B. Recyclables C. Inert
A. Organic
• Paper
•
• Food waste •
Plastics/polyethenes
Rubber, leather
• Dirt
• vegetables waste • Glass & ceramics • Sand
• Garden • Textile/cottons
• Dust
trimmings • Earthen wares
• dry leaves • Metal • soil
• Coconut shells
63.00

For B i o – For
degradable Re-cyclable
wastes wastes

Solid waste management

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 assuming that 1/4th of the total waste is organic
Amount of organic waste = 70 kg Amount of organic waste =70 kg
Amount of recyclable waste= 222 kg Amount of recyclable waste= 195kg

Bio degradable waste Bio degradable waste

N=70/(300X0.1X1X1)=3 N=70/(300X0.1X1X1)=3

Recyclable waste Recyclable waste

N=190/(150X.5X1X1.6)=2 N=195/(150X.5X1X1.6)=2

N=W/(DXSXF1XCF)Where S= Size of bins in m3

N = Number of collection bins F1= Average filling rate of bin. (Generally 80 %)
W = Total quantity of waste generated per day in Kg CF = Collection Frequency
D = Density of waste in Kg/m

Solid waste management: Calculations

 At railway station At Bus stand

Total no. of people using railway station per day = 6000 Total no. of people using railway station per day = 1000
Waste generated per person = 100g Waste generated per person = 100g
Total waste generated= 600kg Total waste generated= 100kg
assuming that 1/4th of the total waste is organic assuming that 1/4th of the total waste is organic
Amount of organic waste = 150 kg Amount of organic waste = 25 kg
Amount of recyclable waste= 450 kg Amount of recyclable waste= 75 kg

Bio degradable wastes Bio degradable wastes

N=70/(300X0.1X1X1)=5 N=25/(300X0.1X1X1)=1

Recyclable wastes Recyclable wastes

N=190/(150X.5X1X1.6)=4 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

Ratio of enclosure in view corridor

URBAN DESIGN (6m-9m height , 21m road width
 VISUAL POLLUTION

5
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.
1 2 Requirement:
•Defined parking area.
•Good condition road
•Control over bill boards and advertisements.
•Removal of big billboards over buildings.
•Proper maintenance of electric cables.
3 4 •New location for informal shops

URBAN DESIGN
 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.

Areas required continues

•Enhance the pedestrian linkage by:
pedestrian connectivity 1.Ensuring the continuity of sidewalks, lighting and paving
material.2Providing adequate width for both pedestrians and
boards
1
Areas required signage
bicyclists.3Maintaining and enhancing accessibility for
differently-abled individuals.
Areas required cross walks •Proper cross walks should be marked.

URBAN DESIGN
 STREETSCAPE

Observations:
•Screenings: Screening provides a visual buffer between
pedestrian and vehicular spaces and separation of public
Areas required landscape areas from parking and circulation areas, as well as grade
in road divider changes. There are no such screenings present.
•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
vegetation
•Street lighting is not adequate in road connecting railway
station to bus stand.
Requirement:
•There should be screenings between public parking
1
area and the street.
•The road divider can be treated with some small plants.
•Trash receptacles are required.
•There should be adequate street lighting

URBAN DESIGN
PROPOSALS
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
PROPOSALS LANDUSE
 COMPARISON OF EXISTING AND
PROPOSED LANDUSE

50000

45000

40000

35000

30000

25000

20000
Existing
15000 Proposed

10000

5000

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
Traffic Management Plan Indicating The Movement Of Vehicular Traffic
exit

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.
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.

PROPOSALS
 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 1 Parking for 24 four wheelers – 10 m wide road
Station .
2 Parking for 56 four wheelers – 10 m wide road
.
3 Parking for 170 two wheelers – 5 m wide road
.
4 Parking for 170 two wheelers – 5 m wide road
.
5 Parking for 170 two wheelers – 5 m wide road
.
6 Parking for 50 autos and 80 cycles – 7 m wide road
.
PROPOSALS 7
.
Feeder Parking for 30-35 feeders and prepaid taxi booth