traffi and transportation

Master Plan Report (Startup Phase) (Draft) Page 1 31/12/2008 Confidential

1: TRAFFIC AND TRANSPORTATION

1.1 EXTERNAL CONNECTIVITY

Gurgaon Manesar Development Plan 2021 has proposed following roads which give access to RHSEZ:

1) National Highway 8

2) State highway 26 (Pataudi Road) (proposed 75 m RoW)

Other than the existing roads, following are the additional roads proposed in Gurgaon Manesar Development Plan 2021 which provide access to RHSEZ site:

1) Proposed Northern Peripheral Road (NPR) (150 m RoW)

2) Proposed Southern Peripheral Road (SPR) (90 m RoW)

3) Proposed Central Peripheral Road connecting SPR and NPR (90 m RoW)

4) Master Plan road connecting NPR and RHSEZ at northern corner cutting across SH-26.

5) Master Plan road connecting NH-8 to RHSEZ originating from Km-37.6 at NH-8.

FIGURE (1): REGIONAL CONNECTIVITY TO RHSEZ STARTUP PHASE


To enhance the connectivity of RHSEZ and for the better accessibility, following projects have being initiated on priority basis for the Startup Phase of SEZ:

1) Interchange facility at NH8 - NH8 is one of the major access road to Startup Phase RHSEZ from Delhi. For the faster movement of traffic from and to SEZ, it is propose to have a grade separated intersection at NH8, SPR and proposed access road junction.

2) Link Roads to RHSEZ Connecting link from CPR to RHSEZ Startup Phase which will have 90m ROW and 4 Lane dual carriageway with 30m green belts on either side has been proposed.

3) Widening of State highway 26 SH 26 (Gurgaon-Pataudi road) is presently 2 lane undivided road which passes through the identified RHSEZ area. This road is crucial for the project as it shall bring traffic from Gurgaon to RHSEZ. Thus it has been proposed that this road is upgraded and widened to 6 lane divided carriageway. Fig above shows regional connectivity of RHSEZ.

4) Bypass at NH 8 - Being the NH 8 as access control road, a bypass road within has been proposed to connect proposed RHSEZ 90m road to the GMDP master plan road

5) Underpass at SH-26 For uninterrupted flow of traffic form NPR to RHSEZ site via 60 mts master plan road through sector 37, an underpass is proposed at SH-26.

Other than the proposed road connectivities, metro rail connectivity proposed in GMDP-2021 also enhances passenger movement to RHSEZ. Following proposed networks in GMDP-2021 provide direct access to RHSEZ Start-up Phase:

1) Proposed metro corridor along NPR cuts across western corner of RHSEZ site. This connection provides direct connectivity from IGI airport and South west Delhi to RHSEZ site.

2) Proposed metro corridor along SPR terminates at proposed metro hub in GMDP-2021 at southern corner of RHSEZ site. This connection provides connectivity from east Gurgaon and South East Delhi to RHSEZ site

1.2 INTERNAL CONNECTIVITY

For the better circulation of traffic in RHSEZ area and reduce congestion at the entry, six entries are designed. These entries are well connected with the external linkages.

1) RHSEZ Entry Road-1 from Pataudi Road: On the northern side of RHSEZ Startup Phase one entry has been proposed from the existing Pataudi Road (SH-26) majorly for the old Gurgaon traffic. It has been proposed that this road is upgraded and widened to 6 lane divided carriageway (ROW 75m) from existing 2 lane divided


carriageway. Overpass has been proposed on the Pataudi road for the through traffic and only exclusive SEZ traffic will be there under the overpass. There will be signalized junction below the overpass to cater the SEZ traffic. Future expansion of SEZ across the Pataudi road will be through proposed underpass to make the area contiguous. Dedicated oneway underpass for light passenger vehicle only has been proposed for traffic entering to the east processing area and the remaining traffic will use the central loop.

2) RHSEZ Entry Road-2 from CPR: Delhi and south Gurgaon bound traffic from NH 8 and SPR will enter through proposed interchange facility at NH 8. So the CPR is well connected with the NH 8 and SPR. One link road from the CPR connects the SEZ area via proposed Trumpet facility dedicated for the SEZ on the CPR for uninterrupted flow. One dedicated oneway underpass for light passenger vehicle has been proposed for the entry to the eastern processing area and remaining traffic will use the central loop. One dedicated underpass has been proposed for the entry to the parking lot.

3) RHSEZ Entry Road-3 from V3(a) Road: GMDP 2021 has proposed 60m ROW road which connect NPR and crosses Pataudi road. So this road has been used as entry for SEZ which will segregate the traffic from NPR and old Gurgaon.

4) RHSEZ Entry Road-4 from Link Road: Another direct entry for the processing zone has been proposed on the south-east side of RHSEZ Startup Phase from the proposed 90m ROW Link Road with a left-in - left-out connectivity to NH-8 and through connectivity providing underpass across NH-8 with the south Gurgaon.

5) RHSEZ Entry Road-5 from Pataudi Road: An exclusive entry for the west processing area with at-grade signalized intersection on Pataudi Road has been proposed.

6) RHSEZ Entry-6 from NPR: A direct entry from NPR has been proposed through an at-grade roundabout below elevated NPR road within RHSEZ site. NPR traffic will be through by overpass and for uninterrupted traffic from the non processing area two-way underpass (only for the light passenger vehicles) has been designed. Remaining traffic will pass through the roundabout.

1.3 INTERNAL ROAD HIERARCHY

The objective of the road layout plan is to facilitate the smooth and efficient flow of traffic in the arterial roads as well as safe and convenient access for land parcels along access roads. Internal Road network is presented in Figure 2. The road network within the SEZ can be classified or grouped in to three broad categories as below and cross section are presented in Figure 3:


Primary Road Network

1) Dual 4 lane divided carriageway (90 m ROW) connecting SEZ with external roads around SEZ

2) Dual 4 lane divided carriageway (75 m ROW) acting as the primary corridor connecting various sectors of the main Processing Area

3) Dual 3 Lane carriageway (60m ROW) linking western and eastern processing areas and passes through the residential area

4) Dual 3 lane divided carriageway (45 m ROW) dividing commercial and residential areas in the non-processing area

5) One way 4 lane carriageway (45m ROW) which divide the processing and non processing area

Secondary Road Network

1) Dual 2/3 lane divided carriageway (30m ROW)

2) Dual 2 Lane Undivided carriageway

Tertiary/ Local Road Network

1) Dual 2 Lane divided carriageway (including the 2 lane carriageway of the peripheral road of SEZ)

2) 11m wide carriageway

6) Wide 2 Lane (9.0m)


FIGURE (2): INTERNAL ROAD HIERARCHY RHSEZ STARTUP PHASE

TABLE (1): INTERNAL ROAD HIERARCHY ROW (mts) Carriageway (m) Length (km) 90 4 lane Dual Carriageway 0.79 75 4 lane Dual Carriageway 3.17 60 3 lane Dual Carriageway 1.67 45 3 lane Dual Carriageway/ 4 Lane c/w (oneway) 6.00 30 2 lane Dual Carriageway 7.83 24 2 lane Dual Carriageway Undivided 1.40 18 11m wide carriageway 8.01 12 2 lane Carriageway 1.48 9 2 lane Carriageway 1.80 7 2 lane Carriageway 3.89 Total Length of Road Network 36.05


FIGURE (3): INDICATIVE ARTERIAL ROAD CROSS-SECTION (75 M WIDE)

FIGURE (4): INDICATIVE ARTERIAL ROAD CROSS-SECTION (60 M WIDE AT NPR INTERSECTION)

FIGURE (5): INDICATIVE SUB-ARTERIAL ROAD CROSS-SECTION (45 M WIDE, NON PROCESSING AREA)


FIGURE (6): INDICATIVE SUB-ARTERIAL ROAD CROSS-SECTION (45 M WIDE, CENTRAL ONE WAY LOOP, NON PROCESSING AREA)

FIGURE (7): INDICATIVE SUB-ARTERIAL ROAD CROSS-SECTION (45 M WIDE, ONE WAY, PROCESSING AREA)

FIGURE (8): INDICATIVE SUB-ARTERIAL ROAD CROSS-SECTION (45 M WIDE, WEST PROCESSING AREA)


FIGURE (9): INDICATIVE SUB-ARTERIAL ROAD CROSS-SECTION (30 M WIDE, COMMERCIAL ZONE, NON- PROCESSING AREA)

FIGURE (10): INDICATIVE SUB-ARTERIAL ROAD CROSS-SECTION (30 M WIDE, EAST PROCESSING AREA)

FIGURE (11): INDICATIVE SUB-ARTERIAL ROAD CROSS-SECTION (30 M WIDE, WEST PROCESSING AREA)


1.4 ESTIMATION OF TRAFFIC FLOW

The traffic has been estimated based on the landuse and employee density of each landuse category. Transport infrastructure facility is one of the major components of traffic estimate. The major component of traffic estimates depends on the:

Number of employees and their distribution Type of employment (industry type) Transport infrastructure and facilities etc.

1.4.1 Employment Distribution & Zoning

The SEZ has been planned to attract an employment of 486162 in the processing area and non processing area. The distribution of employment by industry or landuse is as in table below:

TABLE (2): DISTRIBUTION OF EMPLOYMENT AND POPULATION Industry Employment

IT 4,11,885Media 29,587Business 21,142Finance 21,142Public & Semi-Public (PSP) 1,296Commercial 1,111Total Employment 4,86,162

Except the employment under commercial and PSP, all others are located in the two processing areas. The PSP employment is distributed in both processing and non-processing areas. Of the two processing areas, the east processing area is the largest with projected employment of over 3.75 lakhs and the west processing area has an estimated employment of 1.1 lakhs.

For the purpose of traffic estimation and distribution, the entire SEZ area has been

subdivided in to 89 traffic analysis zones (refer fig) and the area external to SEZ in to 6

broad zones based on the road network and the access roads to the SEZ.

The proposed residential development in the non-processing area of the SEZ has

approximately 10,000 dwelling units including studio apatments housing a population of 0.44

lakhs. Apart from this the service apartments are estimated to house another 1200

employees.


FIGURE (12): TRAFFIC ZONING - SEZ

1.4.2 Transport System

The transport system considered for meeting the travel demand needs of employment generated in the SEZ is as below:

Road Network System as presented in Figure 2

Bus transport system For commuting between Gurgaon, Delhi and other NCR towns and SEZ For commuting within SEZ

Rail system (Figure 8) Metro Rail system as per GMDP LRT system, as feeder system from the metro to western processing area of SEZ


FIGURE (13): PUBLIC TRANSPORT NETWORK

1.5 PARAMETERS FOR TRAFFIC ESTIMATION

To estimate traffic flows, it is essential to understand and quantify the parameters that generate the traffic flows in terms of passenger vehicles and freight in terms of quantity, since RHSEZ is house industries which are mainly IT and ITES therefore demand for movement of goods will be very low. Assumptions/ parameters considered while estimating traffic demand in SEZ (passenger and freight) are:

1.5.1 Share of BPO in IT

Following the general and expected trend in the IT industry and considering the facility being created in the proposed SEZ, it has been considered that IT industry involved in the development and servicing will be in SEZ. However a 30% share in the IT employment has been considered to be in the Business Process Outsourcing (BPO) sector.


1.5.2 Distribution of Employee Residences

Of the total employment in the SEZ only 17500 are residing in SEZ while the rest (531984) are to commute from areas outside SEZ. Based on the distribution of population in Gurgaon, Delhi and other NCR Towns and the distance to SEZ, following distribution has been considered:

TABLE (3): DISTRIBUTION OF FLOATING EMPLOYMENT IN NCR Zone/ Entry Corridor Distribution (Percentage) Areas in Delhi along NH 8 15.0% Areas in Delhi along MG Road 10.0% Faridabad 10.0% South Gurgaon & Sohna 10.0% Manesar 5.0% Areas along NPR, Gurgaon & Dwarka, Delhi 30.0% Areas along Pataudi Road (East) 10.0% Areas along Pataudi Road (West) 10.0%

1.5.3 SEZ Resident Employee Categories

Total resident employment within SEZ is 17500. Residential areas are categorized into three group i.e High-end apartment, studio apartment and service apartment. It has been assumed that one person per household work in SEZ from High-end apartment and the remaining work in areas outside SEZ, and working employees residing in Studio and service apartments, work within the SEZ.

1.5.4 Public Transport System

As the employment generated is quite large, to keep traffic low in the processing area, public transport and park and ride has been promoted and given higher preferences. Following is the proposed system:

Extensive road based public transport system connecting SEZ with the influence areas not serviced by Metro system

Only limited vehicles will be allowed to enter the eastern processing area. Rest of the parking demand is through specially developed multilevel parking lots at the each entrance to the Processing area which are well connected to the LRT and bus transport system for connectivity

Exclusive parking lots at the entry to wes`tern processing area


1.5.5 Modal Split

Modal split plays a major role in the estimation of total travel demand. As on date there is no effective public transport system. Efforts are being taken by the local government in establishing/creating public transport system in the Gurgaon City. For the purpose of present case, the modal spit considered is based on the prevailing modal split in the neighbouring city Delhi and other South-east Asian cities.

A recent study for the City of Gurgaon also targeted about 60% in favour of public transport by 2021. The modal split for the present case has been assumed based on the proposed public transport system for SEZ, type of industry and its categories, socio-economic characteristics of residents etc.

1) BPO Industry: The mode of transport for the employees in BPO sector is company provided shared car/van (Cab) and thus a modal split of 90% by Cabs and rest (management and senior staff) by personal car has been assumed for the project scenario.

2) Resident Employees: All the residences are high ended so it has been assumed that they will travel by personal vehicles only. Studio and service apartments are generally bachelor accommodation and so based on the travel distance they will be traveled by the public transport. Modal split for the resident employees is considered as below:

TABLE (5): MODAL SPLIT INTRA SEZ TRAFFIC Residence Category No. of Employees Car Public Transport

High End Apartment 5761 100% 0%

Studio Apartment 13242 0% 100%

Service Apartment 1240 0% 100%

3) Employees Residing Outside: The majority of the employee generated in SEZ will commute from the outside area, so based on the past studies and expected travel characteristics from the influence area, the targeted modal split considered is as given in the table below.

TABLE (4): TYPICAL MODAL SPLITS IN THE REGION Motorized mode Taiwan Singapore Delhi

Two-wheelers 32% 6% 18% Cars 28% 29% 10% Public Transport 28% 57% 59% Others 12% 8% 12%


TABLE (6): MODAL SPLIT FLOATING POPULATION Zone/ Entry Corridor PT Car Two Whlr Cab Total

Delhi NH 8 65.0 15.0 10.0 10.0 100.0MG Road 65.0 15.0 10.0 10.0 100.0Faridabad 65.0 15.0 10.0 10.0 100.0South Gurgaon & Sohna 65.0 15.0 10.0 10.0 100.0Manesar 45.0 25.0 20.0 10.0 100.0NPR (Dwarka Side) 65.0 15.0 10.0 10.0 100.0Pataudi Road (East) 45.0 25.0 20.0 10.0 100.0

Pataudi Road (West) 65.0 15.0 10.0 10.0 100.0

4) Occupancy: The average occupancy by various modes is assumed based on the observed trend in the influence area. The average occupancy figures adopted for the present case is as below:

Average occupancy Particular PT (Bus) Car Two Wheeler Cab

Occupancy 50 1.5 1 7

1.5.6 Traffic Generation

Passenger Trips

The estimated passenger trips generated per employee is 2 per day. Non-working population residing in the SEZ and external trips to the commercial establishments in non-processing area of the SEZ are very limited due to IT/ITES based SEZ. Further, this traffic is expected in the off-peak periods and in the evening period. The larger patronage is expected to be in the weekends when other work trips to SEZ are minimal compared to the normal working days.

Freight Trips

The office development would attract commercial vehicle traffic for the transport of stationary, food & beverages, goods transport to the commercial establishments, waste collection and disposal etc. As the proposed SEZ is IT service oriented, no large scale goods movement is anticipated. Thus a nominal 2 vehicle (all vehicle types, mostly Pickup/LCV) trips per day per hectare has been assumed. These trips are expected to be happen during the off peak period and in the night hours.


1.5.7 Traffic Distribution

Traffic distribution over the day is crucial as the entire transport system is to be designed for peak traffic load. The SEZ is basically a work place and is expected to have work related trips as the primary trips. Thus the distribution of traffic will be based on:

Number of shifts

Work hours

Number of Shifts

The SEZ is IT and ITES service based and many of these companies work in shifts with start and end times spread all over the day. However many offices will work in general shifts with varying timings and working days (5 day week/ 6 day week). Past studies with the same landuse has been studied and observed observed that the average shift for the employees working at this location works out to 1.67. The same has been adopted for planning purposes.

Working Hours

Normally the offices start from 8 AM to 11AM and end anywhere between 5 PM and 7PM some times extended up to 8PM. In Delhi/NCR, traffic volume counts suggest an extended peak period up to 3 hours both in morning and evening with one hour in these three hours having higher volumes to the extent of about 10%. Thus three hour peak and a peak hour factor of 1.1 has been adopted for peak hour travel demand estimation.

1.6 TRAFFIC ASSIGNMENT

1.6.1 Matrix Development

Trip matrices were developed based on the assumptions on trip generations, planning data (employment and its distribution, population distribution etc), modal split etc. matrices were developed separately for work trips as below:

External areas to SEZ

o To BPO industry/ offices

o Other industries, offices/ establishments PT and Other Modes separately

o Trips to park and Ride

o Park and Ride to Processing area by PT

Internal Trips

o Private Modes


o Public Modes

Shopping, visitor and other trips are not considered during peak hour. The developed matrices are included as Appendix 1.

1.6.2 Traffic Assignment

Traffic assignment is carried out for the morning peak period. Basic network included for the assignment include, internal road network of SEZ and major arterial network for Gurgaon to enable connectivity to various zones considered in the analysis (included earlier in this report).

TABLE (7): ASSIGNMENT RESULTS ALL TRAFFIC (PCU)


FIGURE (14): PERSON TRIPS ROAD BASED PUBLIC TRANSPORT

TABLE (8): PERSON TRIPS RAIL BASED PUBLIC TRANSPOR


Critical Intersection

Based on the assignment 3 critical intersections have been identified. The three critical intersections within SEZ are given in Figure 12. The performance of intersections is measured by adopting HCM approach. The results of this analysis is given in Table 3.

Person Trips rail based public transport

FIGURE (15): CRITICAL INTERSECTIONS

121

130

126

TABLE (9): INTERSECTION PERFORMANCE NETWORK ALTERNATIVE 1

NODE NO

NO OF PHASES

Adopted Cycle Time (sec)

Average Delay per vehicle (sec)

MIN (m) MAX (m)

Vehicle hours Lost per Peak Hour

v/c Ratio*

121 4 100 49 10.0 47.5 61 0.87

126 4 100 45 20.0 37.5 70 0.95

130 3 100 25 7.5 50.0 28 0.74


The cycle time requirement for the fully developed scenario is within the limits (120 sec) and the capacity analysis of these intersections indicates that these intersections are operating under level of service C/D. These can be further improved through traffic management measures like one way (Network Alternative 2), signal coordination. This assessment need to be carried out on the real life situation. The intersection performance results for Network Alternative 2 are given in Table 4.

1.7 EVALUATION OF ROAD NETWORKS

1.7.1 Internal Network

It becomes pertinent to assess the capacity available on each link to accommodate the traffic. As part of this exercise, the task of assigning the traffic has been carried out and the estimated traffic loads on the links is calculated. It has been found that the proposed lane capacity is sufficient to accommodate the traffic generated by the SEZ. The lane capacities are assumed as per Indian Roads Congress (IRC) guidelines. These are more or less comparable with AASHTO (American Association of State Highway and Transportation Officials) guidelines lane widths are proposed to be 3.5m each.

1.7.2 Pedestrian Facilities

As RHSEZ is being promoted as a place with an ecologically-friendly environment, pedestrian facilities such as walkways, footpaths and subways are required to be provided to encourage and increase walking within RHSEZ. For short distances (up to 400-600m), walking is the preferred mode of transportation. This is observed to be the practice presently in many SEZs around the world. In this respect, the planning of both neighborhood centers and amenity centers in terms of their location is planned within a walking radius of 400-600m. While planning the pedestrian facilities, the elements of safety, security, convenience, continuity, attractiveness and comfort are to be given due consideration.

1.7.3 DEDICATED PARKING LOTs:

To reduce the traffic load on the internal network enhancing the internal smooth traffic circulation within the RHSEZ Startup Phase, Park and Ride concept has been designed. Only

TABLE (10): INTERSECTION PERFORMANCE NETWORK ALTERNATIVE 2

NODE NO

NO OF PHASES

Adopted Cycle Time (sec)

Average Delay per vehicle (sec)

MIN (m) MAX (m)

Vehicle hours Lost per Peak Hour

v/c Ratio*

121 3 63 90 37 22.5 47.5 42126 3 34 90 21 12.5 27.5 19130 3 37 90 17 10 35 15


limited cars will be allowed inside the processing area, rest will be parked at four entries of the SEZ, which is well connected with the public transport system. Users will park the cars at the entry and use public transport to reach their final destination. To facilitate this concept four dedicated multilevel parking lots have been proposed adjacent to RHSEZ Entry Road 1, 2, 3 and 4.

1.7.3.1 Parking Lot-1: Parking Lot-1 has been proposed at the adjacent pocket on the east of the Entry-1. This parking lot is accessed through Entry Road-1 and also directly from Pataudi Road. Its

parking capacity has been designed as 5032 ECS.

1.7.3.2 Parking Lot-2: A multilevel parking lot for 4944 ECS has been proposed adjacent to the Entry Road-2 on the eastern side and is accessed through this road. There is also an one-way

underground dedicated entry to this parking lot to reduce the traffic load on the central loop.

1.7.3.3 Parking Lot-3: Another multilevel parking lot of 4944 ECS capacity has been proposed on the north side of RHSEZ Entry-3 accessible through a dedicated one-way underpass from this entry.

1.7.3.4 Parking Lot-4: Multilevel Parking Lot-4 has been proposed on the south of RHSEZ Entry-4 with at-grade entry from 90m ROW Link Road and exit through one-way underpass to this road.

Capacity of the parking lot is 5084 ECS.

1.7.4 Parking Demand and Supply

RHSEZ is public transport oriented and there is good connectivity with the Metro. Approx 20000 car park is provided among four entries and limited vehicles are allowed inside the processing areas. Parking has been provided in the three level extended basements. Additional surface parking also provided at selected locations for visitors and employees. Only 80% of the basement area has been considered for the parking. For the basement parking, 35 sqm area and for the surface parking 30 sqm area has been considered for one car..

TABLE (11): PARKING DEMAND Parking Demand (ECS) Parking Supply (ECS) Deficiency/Surplus

65630 73859 Surplus

1.8 CONCLUSIONS

The road network and infrastructure facilities proposed in the Startup Phase of RHSEZ are planned according to the future phases of development. The road capacity designed and


various electronic traffic management systems are capable of handling this anticipated volume. But in order to have a smooth and uninterrupted movement of traffic there is an urgent need to execute all the proposed Master Plan 2021 roads. Also all the proposed metro corridor and proposed extension should be planned and implemented.

RHSEZ is accessible from major highways; NH-8, SH-26, SH-15A, NPR and SPR. The various road and rail projects identified earlier, when executed shall make RHSEZ easily accessible from Delhi and NCR towns.

traffi and transportation

Documents

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rhsez entry road

proposed road connectivities

startup phase rhsez

proposed access road

bypass road

regional connectivity

rhsez startup phase