CMP CHD

Comprehensive Mobility Plan for Chandigarh Urban Complex
DRAFT FINAL REPORT – July 2009 Table of Contents
TABLE OF CONTENTS
LIST OF TABLES
LIST OF FIGURES
LIST OF ANNEXURES
EXECUTIVE SUMMARY
CHAPTER – 1 INTRODUCTION
1.1 BACKGROUND
1.2 BASE YEAR POPULATION AND EMPLOYMENT
1.3 EXISTING TRANSPORT SYSTEM
1.4 REVIEW OF EARLIER STUDIES
1.5 NEED OF THE STUDY
1.6 STUDY AREA
1.7 SCOPE OF SERVICES
1.8 COMPOSITION OF THE DRAFT FINAL REPORT
CHAPTER – 2 STUDY OBJECTIVES AND METHODOLOGY
2.1 STUDY METHODOLOGY

2.2 DEVELOPMENT OF DATABASE
2.3 SHORT TERM PLAN/IMMEDIATE IMPROVEMENT MEASURES
2.4 TRANSPORT DEMAND MODELLING
2.5 PLANNING OF MEDIUM AND LONG TERM MEASURES
2.6 IDENTIFICATION OF MASS TRANSPORT SYSTEM TECHNOLOGY
AND ITS INTEGRATION WITH METRO.
2.7 PREPARATION OF BLOCK COST ESTIMATES FOR THE IDENTIFIED
PROJECTS AND ITS IMPLEMENTATION STRATEGY
CHAPTER – 3 ROAD NETWORK CHARACTERISTICS
3.1 BACKGROUND
3.2 ROAD NETWORK CHARACTERISTICS
3.3 SPEED AND DELAY CHARACTERISTICS
3.4 CONCLUSIONS
CHAPTER – 4 TRAFFIC CHARACTERISTICS

4.1 INTRODUCTION
4.2 PRIMARY TRAFFIC SURVEYS
4.3 TRAFFIC VOLUME COUNTS AT OUTER CORDON LOCATIONS
4.4 ORIGIN AND DESTINATION OF INTERCITY TRAFFIC
4.5 CLASSIFIED TRAFFIC VOLUME COUNT AT MID –BLOCK
LOCATIONS
4.6 TRAFFIC VOLUME COUNTS AT INTERSECTION LOCATIONS
4.7 PEDESTRIAN VOLUME COUNTS AT INTERSECTION LOCATIONS
4.8 VOLUME / CAPACITY RATIO
4.9 CONCLUSIONS
RITES LTD. Page 1 of 11

CHAPTER – 5 PARKING CHARACTERISTICS
5.1 INTRODUCTION
5.2 PARKING ACCUMULATION
5.3 PARKING DURATION
5.4 PARKING DEMAND AND SUPPLY
5.5 PARKING INDEX
5.6 PARKING TURNOVER
5.7 CONCLUSIONS
CHAPTER – 6 INTER-CITY PUBLIC TRANSPORT CHARACTERISTICS
6.1 PUBLIC TRANSPORT SURVEYS

6.2 RAIL PASSENGER CHARACTERISTICS
6.3 INTERSTATE BUS PASSENGER CHARACTERISTICS
6.4 INTERSTATE PROXY BUS STOPS PASSENGER SURVEYS
6.5 AIR PASSENGER SURVEYS
6.6 CONCLUSIONS
CHAPTER – 7 SOCIO-ECONOMIC & TRAVEL CHARACTERISTICS
7.1 METHODOLOGY FOR HOUSEHOLD TRAVEL SURVEY

7.2 SOCIO-ECONOMIC CHARACTERISTICS
7.3 TRAVEL CHARACTERISTICS
7.4 CONCLUSIONS
CHAPTER – 8 EXISTING AND PROPOSED LANDUSE DISTRIBUTION
8.1 BACKGROUND
8.2 BASE YEAR POPULATION
8.3 FUTURE GROWTH SCENARIO
8.4 EMPLOYMENT DISTRIBUTION
8.5 CONCLUSIONS
CHAPTER – 9 TRANSPORT DEMAND FORECAST AND SYSTEM

SELECTION
9.1 INTRODUCTION
9.2 TRANSPORTATION PLANNING PROCESS
9.3 TRIP GENERATION
9.4 TRIP DISTRIBUTION
9.5 MODAL SPLIT
9.6 TRIP ASSIGNMENT
9.7 TRANSPORT DEMAND FORECAST
9.8 IDENTIFICATION OF MAJOR TRAVEL CORRIDORS

9.9 EXPECTED SECTION PASSENGER LOADS ON MASS TRANSPORT

CORRIDORS
9.10 SYSTEM SELECTION
9.11 PROPOSED INTERGRATED MASS TRANSPORT NETWORK
9.12 SUMMARY OF TRANSPORT DEMAND FORECAST ON METRO
SYSTEM
9.13 PHASING OF IMPLEMENTATION OF PROPOSED MASS TRANSPORT
SYSTEM
9.14 FUTURE VOLUME / CAPACITY RATIO ON ROAD SYSTEM
CHAPTER – 10 STRATEGIES FOR TRANSPORT DEVELOPMENT
10.1 NEED FOR TRANSPORT STRATEGY

10.2 NATIONAL URBAN TRANSPORT POLICY
10.3 VISION
10.4 GOALS OF COMPREHENSIVE MOBILITY PLAN
10.5 OPTIMISATION OF EXISTING TRANSPORT INFRASTRUCTURE
10.6 DEVELOPMENT OF SATELLITE TOWNS
10.7 MODAL SPLIT
10.8 DEVELOPMENT OF CITY-WIDE MASS TRANSPORT SYSTEM
10.9 DEVELOPMENT OF ROAD SYSTEM
10.10 OBSERVATIONS
10.11 THE PREFERRED STRATEGY FOR TRANSPORT DEVELOPMENT
CHAPTER – 11 IMMEDIATE/SHORT TERM TRAFFIC IMPROVEMENT

MEASURES
11.1 NEED
11.2 PROPOSED SCHEMES
11.3 TRAFFIC ENGINEERING AND MANAGEMENT MEASURES
11.4 PARKING MEASURES
11.5 NON-MOTORISED TRANSPORT
11.6 IMPLEMENTATION OF PROPOSED SCHEMES
CHAPTER – 12 MEDIUM AND LONG TERM TRAFFIC AND TRANSPORT

PLAN
12.1 COMPONENTS OF MEDIUM AND LONG TERM TRAFFIC AND

TRANSPORTATION PLAN
12.2 MASS TRANSPORT SYSTEM
12.3 THE METRO SYSTEM NETWORK
12.4 BUS RAPID TRANSIT (BRT) SYSTEM
12.5 COMMUTER RAIL SYSTEM (CRS)
12.6 AUGMENTATION AND IMPROVEMENT IN CITY BUS SYSTEM

12.7 INTEGRATED INTERCITY AND INTRACITY BUS TERMINALS/ BUS

DEPOTS
12.8 TRANSPORT INTEGRATION
12.9 ROAD INFRASTRUCTURE
12.10 PARKING FACILITIES
12.11 INTEGRATED FREIGHT COMPLEXES (IFC)
CHAPTER – 13 COST ESTIMATES
13.1 UNIT RATES OF VARIOUS PROPOSALS

13.2 COST ESTIMATES OF PROPOSALS AND PHASING OF
IMPLEMENTATION
13.3 COST ESTIMATES FOR PROPOSED REGIONAL PROJECTS
13.4 SUMMARY OF COST ESTIMATES
CHAPTER – 14 ECONOMIC AND FINANCIAL APPRAISAL FOR CHANDIGARH

METRO
14.1 INTRODUCTION
14.2 ANNUAL CAPITAL COST FUND REQUIREMENT
14.3 OPERATION & MAINTENANCE COSTS
14.4 METRO RIDERSHIP
14.5 ECONOMIC APPRAISAL OF CHANDIGARH METRO PHASE I
14.6 FINANCIAL APPRAISAL
CHAPTER – 15 INSTITUTIONAL STRENGTHENING
15.1 AGENCIES INVOLVED IN CHANDIGARH URBAN COMPLEX.

15.2 REGIONAL AND URBAN TRANSPORT DEVELOPMENT BOARD
15.3 CHANDIGARH URBAN COMPLEX MASS RAPID TRANSIT
CORPORATION
15.4 TRAFFIC ENGINEERING CELLS (TEC)

LIST OF TABLES
Table 1.1 Population of the Study Area

Table 1.2 Work Force and Work Force Participation Rate of the Study Area
Table 1.3 Numbers of Registered Motor Vehicles in Chandigarh
Table 1.4 Road Accident Statistics of Chandigarh
Table 2.1 Traffic Surveys and Expected Outputs
Table 3.1 Distribution of Road Length by Right of Way

Table 3.2 Distribution of Road Network as per Carriageway Width
Table 3.3 Distribution of Road Length by Availability of Median
Table 3.4 Distribution of Road Length by Availability of Service Road
Table 3.5 Distribution of Road Length by Availability of Street Lighting Type
Table 3.6 Distribution of Road Length by Street Lighting Location
Table 3.7 Distribution of Roads as per Surface Condition
Table 3.8 Distribution of Road Length by Abutting Landuse
Table 3.9 Distribution of Road Length by Availability of Footpath
Table 3.10 Distribution of Road Length by Peak/Off-Peak Hour Journey Speed
Table 3.11 Distribution of Road Length by Peak/Off-Peak Hour Running Speed
Table 3.12 Distribution of Causes of Delays
Table 3.13 Distribution of Delay Profile
Table 4.1 PCU Conversion Values

Table 4.2 Outer Cordon Survey Locations
Table 4.3 Daily Traffic Volume (24 Hours) at Cordon Locations
Table 4.4 Total Daily Traffic, Peak Hour Traffic and Directional Distribution of Traffic
at Outer Cordon Locations
Table 4.5 Daily Traffic Composition (24 Hours) at Outer Cordon Locations
Table 4.6 Peak Hour Traffic Composition at Outer Cordon Locations
Table 4.7 Occupancy of Fast Passenger Vehicles at Outer Cordon Locations
Table 4.8 Daily Passenger Trips at Outer Cordon (24 Hours) Locations
Table 4.9 Peak Hour Passenger Trips at Outer Cordon Locations
Table 4.10 Passenger Trips at Outer Cordon Locations
Table 4.11 Freight Movement at Outer Cordon Locations
Table 4.12 List of Mid-Block Locations
Table 4.13 Daily Traffic Volume (16 Hours) At Mid-Block Locations
Table 4.14 Total Daily Traffic, Peak Hour Traffic and Directional Distribution of Traffic
at Mid-Block Locations
Table 4.15 Daily Traffic Composition (16 Hours) At Mid Block Locations
Table 4.16 Peak Hour Traffic Composition at Mid-Block Locations
Table 4.17 Occupancy of Fast Passenger Vehicles at Mid-Block Locations
Table 4.18 Daily Passenger Trips at Mid-Block Locations
Table 4.19 Peak Hour Passenger Trips at Mid-Block Locations
Table 4.20 List of Intersection Locations
Table 4.21 Daily Traffic Volume (16 Hours) At Intersections
Table 4.22 Total Daily Traffic, Peak Hour Traffic and Directional Distribution at
Intersection Locations
Table 4.23 Daily Traffic Composition (16 Hours) At Intersection Locations

Table 4.24 Peak Hour Traffic Composition at Intersection Locations

Table 4.25 Observed PV^2 values at Critical Junctions
Table 4.26 Volume/Capacity Ratio on Various Roads in Study Area
Table 5.1 Mode wise Peak Parking Accumulation

Table 5.2 Mode wise Parking Duration
Table 5.3 Total Parking Demand and Supply
Table 5.4 Parking Index and Parking Turnover
Table 6.1 Distribution of Passengers/Other Users at Major Railway Stations in

Chandigarh Urban Complex
Table 6.2 Distribution of Passengers/Other Users by Trip Purpose at Rail Terminals
Table 6.3 Mode wise Distribution of Rail Passenger Dispersal
Table 6.4 Distribution of Boarding Passengers by Travel Time Taken to Reach Railway
Station from Initial Origin
Table 6.5 Distribution of Alighting Passengers by Travel Time Taken to Reach
Destination from Railway Station
Table 6.6 Distribution of Boarding Passengers by Travel Cost to reach Railway Station
from Initial Origin
Table 6.7 Distribution of Alighting Passengers by Travel Cost to reach destination
From Railway Station
Table 6.8 Daily Arrival/Departure at Major Interstate Bus Terminals
Table 6.9 Distribution of Passenger by Trip Purpose at Bus Terminals
Table 6.10 Mode wise Passenger Dispersal Distribution
Table 6.11 Distribution of Boarding Passengers by Travel Time Taken to Reach Terminal
from Initial Origin
Destination from Terminal
Table 6.13 Distribution of Boarding Passengers by Travel Cost to reach terminal from
Initial Origin
Table 6.14 Distribution of Alighting Passengers by Travel Cost to reach destination from
terminal
Table 6.15 Distribution of Boarding Passengers by Travel Frequency
Table 6.16 Distribution of Alighting Passengers by Travel Frequency
Table 6.17 Daily Arrivals/Departures at Proxy Bus Terminals
Table 6.18 Distribution of Passenger by Trip Purpose at Proxy Bus Stop
Table 6.19 Distribution of Boarding Passengers by Travel Time Taken to Reach Proxy
Bus Stop from Initial Origin
Table 6.20 Distribution of Boarding Passengers by Travel Cost to reach Proxy Bus Stop
from Initial Origin
Table 6.21 Distribution of Boarding Passengers by Travel Frequency (Proxy terminal)
Table 6.22 Distribution of Passengers/Other Users at Airport
Table 6.23 Distribution of Passengers/Other Users by Trip Purpose at Airport
Table 6.24 Mode wise Distribution of Airport Passenger Dispersal
Table 7.1 List of Traffic Analysis Zones and Household Sample Size
Table 7.2 Distributions of Households According to Size
Table 7.3 Distribution of Households According to Vehicle Ownership
Table 7.4 Distribution of Households by Number of Cars Owned
Table 7.5 Distribution of Households by Number of 2-Wheelers Owned

Table 7.6 Distribution of Households by Number of Cycles Owned

Table 7.7 Distribution of Individuals by Occupation
Table 7.8 Distributions of Individuals by Education
Table 7.9 Distribution of Households According to Monthly Income
Table 7.10 Distribution of Households According to Average Monthly Expenditure on
Transport
Table 7.11 Modal Split - 2009 (Including Walk)
Table 7.12 Modal Split - 2009 (Excluding Walk)
Table 7.13 Modal Split - 2009 (Motorised Trips)
Table 7.14 Purpose wise Distribution of Total Trips – 2009
Table 7.15 Distribution of Trips by Trip Length
Table 7.16 Mode wise Average Trip Length
Table 7.17 Willingness to Shift to Good Public Transport System
Table 7.18 Acceptable Time Savings to Shift to MRTS
Table 7.19 Willingness to Pay Extra Fare in Relation to Existing Bus Fare

Table 8.2 Projected Population and Annual Growth Rates
Table 8.3 Distribution of Population by Traffic Zones
Table 8.4 Work Force and Workforce Participation Rate of the Study Area
Table 8.5 Employment Projections for Various Horizon Years
Table 8.6 Distribution of Employment and Annual Growth Rates
Table 8.7 Distribution of Employment by Traffic Zones
Table 9.1 Trip Generation Sub-Models for Home Based one-way Work Trips – 2009
Table 9.2 Trip Generation Sub-Models for Home Based one-way Education Trips –
2009
Table 9.3 Trip Generation Sub-Models For Home Based One-Way Other Trips – 2009
Table 9.4 Trip Generation Sub-Models for Home Based One-Way Total Trips – 2009
Table 9.5 Calibrated Gravity Model Parameters
Table 9.6 Types of Roads and Their Capacities
Table 9.7 (A) Free Flow Speeds
Table 9.7 (B) PCU Conversion Factors
Table 9.8 Summary of Transport Demand Forecast for Chandigarh Urban Complex
Table 9.9 Maximum PHPDT by all modes on major Road Corridors
Table 9.10 Maximum Section Loading on Mass Transport System Corridors
Table 9.11 Proposed Mass Transport System Corridors
Table 9.12 Summary of Transport Demand on Metro System – 2014-Full System
Table 9.16 Phasing Of Implementation of Proposed Mass Transport System
Table 9.17 Expected Ridership on Metro System in Two Phases
Table 9.18 Volume/Capacity Ratio on Various Roads in Study Area before and after
Implementation of the Full MTS
Table 11.1 Existing and Projected Traffic at Intersection Proposed for Improvement
Table 11.2 Intersection Improvement Measures
Table 11.3 Proposed Automatic Multilevel Parking

Table 12.1 Proposed Metro Corridors

Table 12.2 Bus Rapid Transit (BRT) Corridors
Table 12.3 Commuter Rail Corridors
Table 12.4 Existing and Proposed Intercity Bus Terminals
Table 12.5 Existing and Proposed Bus Depot
Table 12.6 Road Improvements
Table 12.7 List of ROB/RUBs
Table 12.8 New Roads / Missing Links
Table 12.9 Proposed Regional New Roads and Road Improvement
Table12.11 Proposed Location of Integrated Freight Complex
Table 13.1 Unit Rates of Various Proposals

Table 13.2 Cost Estimates of Proposed Metro Corridors
Table 13.3 Cost Estimates of Proposed BRT Corridors
Table 13.4 Cost Estimates of Improvement of Existing/Proposed Bus Depot
Table 13.5 Cost Estimates of Proposed Bus Shelters
Table 13.6 Cost Estimates of Low Floor Air Conditioned Buses
Table 13.7 Cost Estimates of Improvement of Existing/Proposed Inter State Bus Terminal
Table 13.8 Cost Estimates of Improvement of Existing/Proposed Integrated Freight
Complexes
Table 13.9 Cost Estimates of Proposed Automatic Multilevel Parking
Table 13.10 Cost Estimates of Proposed Non Motorised Traffic
Table 13.11 Cost Estimates of Road Improvements
Table 13.12 Cost Estimates of Proposed Road Links
Table 13.13 Cost Estimates of Intersection Improvements
Table 13.14 Cost Estimates of Proposed ROB/RUBs
Table 13.15 Cost Estimates of Proposed Regional Proposals (Rs Crore)
Table 13.16 Summary of Cost Estimates for various T& T Plan Phase wise at 2009 Prices
for Chandigarh Urban Complex
Table 13.17 Summary of Cost Estimates of for various Proposals Phase wise at 2009 Prices
State wise – Chandigarh Urban Complex
Table 14.1 Cost Estimate of Chandigarh Metro (Phase I)

Table 14.2 Annual Fund Requirement During Construction
Table 14.3 Operation and Maintenance Cost of Phase I of Chandigarh Metro
Table 14.4. Economic Internal Rate of Return for Chandigarh Metro Phase I
Table 14.5 Financial Analysis of Chandigarh Metro Phase I with Capital Cost and O&M
Cost
Table14.6 Financial Analysis of Chandigarh Metro Phase I with O&M and
Additional/Replacement Costs to be borne by Private Operator
Table 14.7 Financing of Capital Cost and Requirement of Commercial Land
Table 14.8 Estimated Revenue through Dedicated Levies

LIST OF FIGURES
Figure 1.1 Study Areas

Figure 2.1 Study Methodology
Figure 2.2 General Outline of Traffic Forecasting Procedure
Figure 4.1 Outer Cordon Survey Locations

Figure 4.2 Desire Patterns of Passengers in Study Area (2008)
Figure 4.3 Desire Pattern of Goods Traffic in Study Area (2008)
Figure 4.4 Mid-Block Survey Locations
Figure 4.5 Intersection Survey Locations
Figure 4.6 Pedestrian Survey Locations
Figure 5.1 Parking Survey Locations
Figure 7.1 Traffic Zone Map

Figure 7.2 Distributions of Households According to Size
Figure 7.3 Distributions of Households According to Vehicle Ownership
Figure 7.4 Distributions of Households by Number of Cars Owned
Figure 7.5 Distributions of Households by Number of 2-Wheelers Owned
Figure 7.6 Distributions of Households by Number of Cycles Owned
Figure 7.7 Distributions of Individuals by Occupation
Figure 7.8 Distributions of Individuals by Education
Figure 7.9 Distributions of Households According to Monthly Income
Figure 7.10 Distributions of Households According to Average Monthly Expenditure on
Transport
Figure 7.11 Modal Split - 2009 (Including Walk)
Figure 7.12 Modal Split - 2009 (Excluding Walk)
Figure 7.13 Modal Split - 2009 (Motorised Trips)
Figure 7.14 Purpose wise Distribution of Total Trips – 2009
Figure 8.1 Landuse Plan Chandigarh

Figure 8.2 Landuse Plan for Mohali
Figure 8.3 Landuse Plan Panchkula.
Figure 8.4 GMADA Plan
Figure 8.5 Population Growth Trend of Chandigarh Urban Complex
Figure 8.6 Employment Growth Trend of Chandigarh Urban Complex
Figure 9.1 Sequences of Activities for Calibrating Gravity Model

Figure 9.2 (a) Trip Length Frequency Distribution (Public Mode Trips)
Figure 9.2 (b) Trip Length Frequency Distribution (Private Mode Trips)
Figure 9.2 (c) Trip Length Frequency Distribution (Total Trips)
Figure 11.1 Proposed Traffic Circulations for Madhya Marg

Figure 11.2 Proposed Intersection Improvement Locations
Figure 11.3 Proposed Underpass at Matka Chowk Intersection along Madhya Marg
Figure 11.4 Proposed Underpass at Intersection of Madhya Marg and Himalaya Marg
Figure 11.5 Proposed Underpass at Intersection of Madhya Marg and Sukhna path

Figure 11.6 Proposed Underpass along Madhya Marg at Transport Nagar Chowk (Sector-
26)
Figure 11.7 Proposed Underpass at Intersection of Himalaya Marg and Udyog Path
(Sector- 17)
Figure 11.8 Proposed Underpass at Aroma Hotel Intersection
Figure 11.9 Proposed Underpass at Intersection of Dakshin Marg And Himalaya Marg
Figure 11.10 Proposed Underpass at Intersection of Himalaya Marg and Shanti Path
Figure 11.11 Proposed Underpass along Dakshin Marg at Intersection of Dakshin Marg and
Sukhna Path
Figure 11.12 Proposed Junction Improvement at Intersection of Housing Board Chowk
Figure 11.13 Proposed flyover at Intersection of Railway station on Madhya Marg
Figure 11.14 Proposed Underpass along Dakshin Marg at Kishan Bhawan Chowk
Figure 11.15 Proposed Underpass along Dakshin Marg at Intersection of Tribune Chowk
Figure 11.16 Proposed Underpass along Udyog Path at Intersection of Udyog Path and Jan
Marg (Cricket Stadium Rotary)
Figure 11.17 Proposed Geometric Improvements and Traffic Managements Measures at
Intersection of Sarovar Path and Madhya Marg
Figure 11.18 Proposed Geometric Improvements and Traffic Management Measures at
Intersection of Chandi Path and Madhya Marg
Figure 11.19 Proposed Multilevel parking locations
Figure 11.20 Existing and Proposed NMT Tracks
Figure 12.1 Proposed Metro Corridor

Figure 12.2 Proposed Bus Rapid Transit (BRT) Corridors
Figure 12.3 BRT Cross Section for 60m ROW (TYPE I)
Figure 12.4 BRT Cross Section for 30m ROW (TYPE II)
Figure 12.5 Proposed Commuter Rail system
Figure 12.6 Existing ISBT/Bus Depots and Proposed Inter-State Bus Terminals
Figure 12.7 Proposed Integrated Mass Rapid Transport Systems for Study Area
Figure 12.8 Road infrastructure Proposals
Figure 12.9 Regional Proposals
Figure 12.10 Proposed Multilevel parking locations
Figure 12.11 Proposals for Integrated Freight Complex (IFC)

LIST OF ANNEXURES
Annexure 3.1 Road Network Inventory Survey Format

Annexure 3.2 Speed and Delay Survey Format
Annexure 4.1: Classified Traffic Volume Counts at Outer Cordons Road side Origin –
Destination Surveys at Outer Cordons Survey Format
Annexure 4.2 Classified Traffic Volume Counts at Mid-blocks/Screen lines Survey
Format
Annexure 4.3: Classified Turning Movement Counts at Intersections Survey Format
Annexure 4.4: Traffic Composition at Cordon points
Annexure 4.5: Hourly Variation of Traffic at Cordon points
Annexure 4.6: Traffic Composition at Mid Blocks
Annexure 4.7: Hourly Variation of Traffic at Mid Blocks
Annexure 4.8: Traffic Composition at Intersection
Annexure 4.9: Hourly Variation of Traffic at Intersection
Annexure 4.10 Peak Traffic Flows at Intersection
Annexure 4.11 Pedestrian Survey Format
Annexure 5.1 Parking Survey Format
Annexure 6.1 Passenger Terminal Survey (Bus/Rail/Airport Terminal)
Annexure 7.1 Household Interview Survey Format

DRAFT FINAL REPORT – July 2009 Executive Summary
EXECUTIVE SUMMARY
0.1. PROBLEMS AND ISSUES
0.1.1 The population of Chandigarh Urban Complex (CUC) comprising Chandigarh, Mohali
and Panchkula has been growing fast at a rate of over 5% per year in the last decade.
There has been a phenomenal growth in the population of vehicles as well especially the
two and four wheelers in this period and their rising use due to rising household incomes.
Chandigarh has the highest per capita income in the country. Besides nearby towns such
as Zirakpur, Kharar and Dera Bassi in Punjab, Pinjore-Kalka and Alipur Kot Behla in
Haryana and Baddi- Nalagarh and Parwanu in Himachal Pradesh (shown in Figure 0.1)
are also growing fast and have large traffic interaction with the CUC. In the absence of
adequate and quality mass transport system, people are using the personalized modes
which is not only leading to congestion on road network but also increasing
environmental pollution. Such growing congestion is resulting in loss of productivity,
reduced air quality, reduced quality of life, and increased costs for services and goods.
0.1.2 The analysis of collected data from primary and secondary sources has brought the
following major issues regarding the transport system of CUC.
1 Road network capacity in CUC is adequate for now but major travel corridors are
beginning to become congested. Travel speeds are generally good but on some roads,
speeds are declining. Most of the major roads are with four lane/six with limited
scope of their widening. This indicates the need for judicious use of available road
space. Thus there is need to optimise the available capacity by adopting transport
system management measures.
2 Traffic composition on roads indicates very high share of two wheelers on most
roads. The share of cars is also growing. On some of the roads, the share of two
wheelers and cars in total traffic is more than 80%. This indicates inadequate public
transport system. Although V/C ratios on most of the roads are less than 1, these are
approaching their capacity fast. Some roads are already serving traffic volumes more
than the capacity. The situation is likely to worsen considering the high growth
anticipated in CUC and nearby towns. This not only indicates the need of augmenting
road capacity but also the need to plan high capacity mass transport systems on many
corridors.

Figure 0.1 Study Area
CHANDIGARH URBAN COMPLEX AND ITS NEIGHBOUR URBAN AGGLOMERATIONS

AGGLOMERATIONS
BADDI
PARWANU
KALKA
PINJORE
KHARAR CHANDIGARH
MOHALI PANCHKULA
ALIPUR KOT BEHLA

ZIRAKPUR
DERA BASSI
3 Many junctions particularly on Madhya Marg, Himalaya Marg, Dakshin Marg, Jan
Marg, Purv Marg, Udygpath etc have very high approach traffic volumes and most of
the junctions with rotaries have exceeded their capacity. With expected growth of
traffic, the situation at these junctions is likely to deteriorate fast. It is observed that a
high share of traffic at these junctions is straight moving along the major road. Thus
provision of underpasses at these junctions along the major straight travel direction
with rotary being retained seems to solve the problem in the best manner. The balance
traffic can continue to move at grade around the rotary. This also helps in maintaining
the aesthetics of Chandigarh.

4 Outer cordon surveys indicate high through traffic to the CUC. This points to the
need of road bypasses to the CUC. High goods traffic also indicates the need of
freight terminals at the periphery of the CUC.
5 The household travel surveys indicate high ownership of cars and two wheelers. 86%
of households own at least one car or two-wheeler. In the absence of city wide and
high quality mass transport system, their use is growing. The household surveys also
indicate high share of work trips. This segment of travel demand needs to be mostly
satisfied by public transport system. Considering the large employment centres being
planned in the CUC and nearby towns, the mass transport system needs to be
upgraded/extended substantially.
6 At present, modal split in favour of public transport is only 16% of total motorised
person trips. This modal share is very low. Adequate and quality public transport
system needs to be provided to the people in order to increase the share of mass
transport trips. Share of two wheelers and cars in travel (73% of total motorised
person trips) is disturbingly very high. This trend needs to be arrested.
7 Out of total person trips in CUC, the share of walk trips is 17%. Walk trips as feeder
to buses and other modes are additional. There is high pedestrian traffic in core area
and some other areas in Chandigarh. Footpath facilities are generally not adequate
and their condition is deteriorating. Therefore up-gradation of their facilities is very
important. Share of cycle traffic has declined over the years. This mode of transport
needs to be promoted by providing cycle tracks along the roads.
8 Parking is assuming critical dimensions in Chandigarh particularly in Sector 17.

Parking facilities need to be augmented substantially. In the long run, city-wide mass
transport system needs to provide not only to reduce congestion on roads but also to
reduce parking demand.
9 The City Development Plan of Chandigarh has provided for densification of certain
areas. This is likely to have a major impact on traffic demand. The transport network
including mass transport system needs to be planned taking the proposed
development in to consideration.
10 Major developments have been proposed in the suburban towns of CUC. This is
likely to further increase interaction between CUC and these suburban towns. There
will be need to provide adequate and quality commuter services to these towns from
CUC.

0.1.3 Thus while planning for the transport system of CUC, the above problems and issues
need to be kept in consideration. Developments in Chandigarh have been low rise and
consideration for aesthetics has been important in all planning efforts. Therefore this
aspect has to be considered seriously while planning for transport system. The issues
relating to traffic and transportation in a large and growing city like CUC need to be
viewed in the larger perspective of urban and regional planning and development. Issues
relating to land use planning and development control, public-private transportation
policy and industrial location would need to be integrated at the perspective planning
level. The CUC will require a multi-modal transport system. Thus there will be need to
coordinate inter-modal transport issues.
0.2 FUTURE GROWTH AND TRANSPORT DEMAND FORECAST
0.2.1 Chandigarh and particularly nearby towns are planned to experience high growth in
coming decades. Projected population for Chandigarh and other towns as per their
development plans is given in Table 0.1. Thus population of these towns is expected to
grow from 21 lakh in 2009 to 59 lakh in 2041. Many high density areas are being planned
in Chandigarh. Various industrial areas and other economic activities are being planned
and developed in the CUC and nearby towns. This will increase employment
opportunities in these areas. Therefore it is prudent that a compatible, adequate and
extensive mass transport network system and road system is planned and developed in
order to meet the transport demand up to 2041.
Table 0.1 Projected Population of Chandigarh Urban Complex and Nearby Towns
Population
S.N Name of Town 2001 2009 2011 2021 2031 2041
1 Chandigarh 900635 1326821 1459274 1795461 2349824 2801127
2 SAS Nagar 123484 182456 241451 649472 815308 1029094
3 Panchkula 140925 228800 251054 495975 542253 567284
4 Zirakpur 25022 63204 132807 185162 233028 293305
5 Kharar 42289 70167 79664 111069 139781 175938
6 Kalka-Pinjore 77500 121221 135625 257688 518568 572822
7 Dera Bassi 15841 62903 88796 123801 155805 196106
8 Baddi 22601 42928 50396 88103 130253 192568
9 Alipur -Kot Behla 3324 7215 9050 42399 46834 51733
10 Parwanu 8609 11782 12743 18862 22992 28027
Total 1360230 2117497 2460860 3767992 4954646 5908004
0.2.2 Four stage transport demand model has been adopted to estimate future transport demand
up to 2041. Total daily intra-city person trips in CUC are expected to increase from 24.5
lakh in 2009 to 61 lakh in 2041. Total daily inter-city trips are estimated to increase from

4.8 lakh in 2009 to 12.4 lakh in 2041. Modal split in favour of public transport system
needs to be increased from present 26% to 70% by 2041. Considering proposed land use
in various areas, transport demand modelling and forecasting has been done to identify
major corridors of travel in future. An integrated and multi-modal transport system has
been evolved to cater to projected transport demand in an effective and coordinated
manner.
0.3. THE PREFERRED STRATEGY FOR TRANSPORT DEVELOPMENT
0.3.1 Urban Transport Strategy can play an important role in tackling urban problems, traffic
congestion constraints and business efficiency which degrades the quality of life. Urban
Transport projects can reduce journey times and their unpredictability yielding large
savings of travel time and vehicle operating costs and thus release city’s economic and
social potential. Urban transport problems of CUC have been analysed in the context of
area-wide issues and transport strategy evolved. Special attention has been paid to
aesthetics aspects so that the proposed system gels well with the environment. In order to
prepare the Comprehensive Mobility Plan the following policy measures have been
considered.
1 Provision of high capacity mass transport corridors along trunk corridors and
extension of mass transport system to provide wide coverage and transport integration
with other modes of transport.
2 Provide substantially large network of medium level mass transport system such as
BRT to cover the areas beyond the Metro network and on over loaded corridors.
3 Landuse adjustments and densification of corridors along mass transport corridors
where possible.
4 Provision of commuter rail system upto Ambala, Pinjore-Kalka, Ludhiana and Baddi-
Nalagarh
5 Rationalisation of local bus system and its augmentation.
6 Improvement in traffic management through TSM measures.
7 Special facilities for pedestrians within the entire network specially in the core areas;
provision of pedestrian subways, footpaths and road furniture along the roads where
necessary.
8 Developing V-6 and V-7 roads as pedestrian and cycle pathways across sectors and
facilitate their movement across two adjoining sectors.
9 Diverting through traffic on bypasses, providing transport hubs at the periphery of
CUC.
10 Improving primary, arterial and other important roads (particularly radial and ring
roads) by providing grade separation in the form of underpasses, junction

improvements, adding missing links, widening and other road side facilities wherever
necessary.
0.4. THE PROPOSED TRAFFIC AND TRANSPORTATION PLAN
0.4.1 On the basis of projected traffic, an integrated multi-modal mass transport system plan on
various corridors has been suggested in order to cater to traffic up to the year 2041. The
mass transport systems have been proposed on various corridors considering expected
traffic demand by 2041, available road right-of-ways and system capacity. The balance
traffic should be carried by road system in order to satisfy the needs of normal bus system
and other modes such as two wheelers, cars, bicycles, trucks, pedestrians etc. The
proposed Comprehensive Mobility Plan for CUC contains the following types of
proposals, which will cater to requirements of the projected travel demand up to the year
2041.
0.4.2 Short Term Measures

0.4.2.1 Traffic engineering and management measures have been finalised in the light of problem
identification and included in this report. The schemes have been discussed in various
meetings and agreed. The schemes consists of the following measures:
• Traffic Engineering and Management measures

Intersection improvements (corridor improvement by traffic circulation
measures such as ban on certain turning movements, one way streets etc,
providing Channalisers, underpasses at junctions etc.)
• Provision of automatic multilevel parking lots
• Schemes for non motorised modes
0.4.3 Components of Medium and Long Term Traffic and Transportation Plan
Within Chandigarh Urban Complex

• Mass Transport System
- Metro System
- Bus Rapid Transport (BRT) System
• City Bus System
- Augmentation of Bus Fleet
- Bus Terminals
- Bus Shelters
- Additional Depots
• Inter-city Bus Terminal

• Road Infrastructure
• Parking Facilities
• Inter-modal Interchanges
• Integrated Freight Complexes
Outside Chandigarh Urban Complex

- Bypasses
- Road widening
• Commuter Rail System
• Bus Rapid Transit System
0.4.4 Integrated multi modal transport system has been recommended in order to ensure
seamless travel. For the balance travel demand, road improvement proposals have been
formulated. While making road proposals, entire corridor has been proposed to be
improved instead of isolated improvements.
0.4.5 The proposed mass transport corridors are shown in Table 0.2 and Figure 0.2. Proposals
pertaining to city bus system (other than BRT), parking, pedestrian and road
improvement proposals are shown in Figures 0.3. Regional transportation proposals
outside CUC are shown in Figure 0.4. Summary of proposals is given in Table 0.3.
Table 0.2 Proposed Mass Transport Corridors

S.N Corridor Name Length in (Km)
Metro Corridors
1 Khuda Lahora – IT Park (Madhya Marg) 16.1
2 Sector 1 –Sector 43 Bus Terminal –Sector 52 (Himalaya 10
Marg)
3 Sector 26 – Sector 38 – Dadu Majra 14.6
(Purv Marg/Vikas Marg)
4 Chandigarh Sector 52 – Mohali Sector 104 12
5 Housing Board Chowk – Sector 21 Panchkula 5
Total 57.7
Bus Rapid Transit (BRT) Corridors
1 Police Housing Complex-Zirakpur- (Along Dakshin Marg) 18
2 Sukhna Lake - Sector 49- Kharar (Along Sukhna Path via 20
Sector 62 SAS Nagar)
3 PGI - Pocket F SAS Nagar (Along Vidya Path) 11
4 Zirakpur-Dera Basi (Along Dakshin Marg) 8
5 Kharar – Bannur 18
6 Pocket F SAS Nagar - Chatbir 20

S.N Corridor Name Length in (Km)

7 Sector 28 Panchkula Extension - Mansa Devi Complex via 23
Sector 5 City Centre Panchkula
8 Housing Board Chowk - Sector 1 Panchkula - Zirakpur 14
9 Industrial area Phase 2 Panchkula - Dakshin Marg (along 4
route no. 2)
10 Sector 49 - Sector 87 City Centre Mohali 9
Total 145
Commuter Rail Corridors
1 Ambala - Kalka 70
2 Chandigarh – Mohali – Ludhiana 90
3 Pinjore – Baddi - Nalagarh 35
Total 195
0.5.1 Overall cost for various proposed projects in Chandigarh Urban Complex and Regional
Transport Projects is estimated as Rs 21253 Crore as given in Table 0.3.
0.5.2 Summary of Proposals within Chandigarh Urban Complex

Summary of the cost estimates for various projects in Chandigarh Urban Complex is
given in Table 0.3. Overall cost of the entire plan is estimated as Rs 15638 Crore of
which Rs 10926 Crore is proposed for upto year 2021. Cost of the projects proposed in
Phase II is Rs 4712 Crore.
0.5.3 Summary of Regional Transport Projects

Overall cost of the entire plan is estimated as Rs 5615Crore of which Rs 2300 Crore
(Phase I - Rs 700 Crore and Phase II - Rs 1600 Crore) is for Commuter Rail. Up
gradation and widening of existing National Highway is about Rs 645 Crore (Phase I - Rs
385 Crore and Phase II - Rs 260 Crore). For proposed new bypasses/new roads Rs 2670
Crore in Phase I.
Table 0.3 Summary of Proposed Projects and Cost Estimates (2009 prices)
Length Total Cost

S.N PROPOSALS Phase-I Phase-II
Km/Nos (Rs. Crore.)
CHANDIGARH URBAN COMPLEX
1 Metro System 57.7 11375 8995 2380
2 BRT System 145 1865 515 1350
3 Bus Depots 8 36 18 18
4 Bus Shelters 836 125.4 125.4 0

Length Total Cost

S.N PROPOSALS Phase-I Phase-II
Km/Nos (Rs. Crore.)
5 Bus Terminal 7 155 20 135
6 Low Floor Buses 2570 1028 500 528
7 Integrated Freight Complex 4 140 5 135
8 Parking Facilities (no. of car spaces) 7500 375 225 150
9 NMT Facilities 164 164 0
10 Grade Separators-Road 14 286 286 0
11 Intersection Improvement 2 2 2 0
12 Rail Over Bridges / RUBs 2 40 40 0
13 New Road Links 10.9 30.2 30.2 0
14 Road Improvement 18.8 15.95 0 15.95
Total 15638 10926 4712
REGIONAL PROPOSALS
1 Commuter Rail System 195 2300 700 1600
2 Regional Roads 65 645 385 260
3 Proposed Bypasses and New Roads 122 2670 2670 0
Total 5615 3755 1860
GRAND TOTAL 21253 14681 6572
0.5.4 Summary of State wise Cost Estimate

Summary of the cost estimates for various projects in Chandigarh Urban Complex state
wise is given in Table 0.4. Overall cost of the entire plan is estimated as Rs 15638 Crore
of which Rs 11453 Crore pertains to Chandigarh, Rs 2867 Crore to Punjab and Rs 1318
Crore to Haryana.
Table 0.4 Summary of Cost Estimates of for various Proposals at 2009 Prices State wise –
Cost (Rs Crore)

S.No Proposals Chandigarh Punjab Haryana
1 Metro 8995 1680 700
2 BRT 327.5 1015 522.5
3 Bus Depot 18 12 6
4 Bus Terminal 100 50 5
5 Bus Shelters 80.4 30 15
6 Low Floor Buses 1028
7 IFC 50 45 45
8 Parking 375
9 NMT/ footpath 164
10 Corridor Improvement 15.95
11 New Links 10.9 15 4.3
12 Junction Improvement 288
13 ROB/RUBs 20 20
Total (Rs Crore) 11453 2867 1318
Grand Total (Rs Crore) 15638

0.5 ECONOMIC AND FINANCIAL APPRAISAL OF PHASE I OF METRO SYSTEM
0.5.1 Rail based mass transit systems are characterised by heavy capital investments coupled
with long gestation periods leading to low financial rates of return although the economic
benefits to the society are immense. Considering this, an attempt has been made to carry
out preliminary economic and financial appraisal of Phase I of the Chandigarh Metro.
0.5.2 Economic analysis for the metro system has been carried out within the framework of
“with” and “without” the project. The “without the project” situation assesses the cost to
the economy in case the projected volume of traffic continues to move by the prevailing
modes of transport. The “with the project” situation estimates the total costs that the
economy would have to bear for introducing the metro. The cost under the above two
situations has been evaluated in terms of market prices and then in economic terms, Cost
stream of the project consists of capital cost of infrastructure and rolling stock, additional
capital cost and replacement costs during the operation and O& M cost of the metro for
the appraisal period. Benefits from the project include savings in vehicle operating costs
of vehicles, travel time of passengers, savings in pollution etc apart from many non-
tangible benefits. The EIRR in economic terms works out to 12.86 % for the metro
project. It is accordingly seen that the proposed project is economically viable.
0.5.3 Four scenarios of financial analysis have been carried out. This financial analysis shows
that the project is financially unviable with fare box revenue alone at average fare of Rs
12 per passenger in order to recover capital and O&M costs. The average fare per
passenger will have to be Rs 35 per passenger in order to break even for full recovery of
capital and O&M costs. The fare is high to be affordable to people. This will also not
interest private BOT operator as the return is 0%. In order to get return of 13%, the fare
will have to be Rs 120 per passenger which is very high. This will also not interest
private BOT operator as the return of 13% will cover only debt repayments. The fourth
scenario shows that in order to give return of 25% to the BOT operator, the fare will have
to be Rs 280 per passenger which is very exorbitant. This analysis shows that it seems
impossible to involve private sector or go in for PPP model for funding the entire project
i.e. provision of Civil Works, Electrical & Signaling systems, Rolling Stock and
operating the system with fare box as the only source of revenue. In fact it has also been
observed that even if we try to get the project taken up on PPP basis with assured annuity
payments to the private partner, the amount of annuity payment after providing for atleast
25% returns will be of the order of Rs 3000 crore for atleast 30 years i.e an overall
payment of Rs. 90000 crore.
0.5.4 Thus the entire capital costs will have to be borne by government. Only O & M of the
system can be given to private operator. Further analysis has been done with only O& M

cost and additional/replacement costs to borne by private operator with fare box revenues
and advertisement/limited property development revenues going to the operator. This
analysis has been done for two scenarios- the first with fare box revenue alone going to
operator and the second – with fare box revenue and advertisement/limited property
development revenues (estimated at 50% of farebox revenues) going to operator. In order
to get a return of 25% for the private operator, the average fare will have to be Rs 18.38
per passenger in the first scenario. This average fare is worked out as Rs 12.27 for the
second scenario. It is thus obvious from the above financial analysis that capital cost of
the project will have to be borne by government. Private operator can be involved only in
O & M of the system.
0.5.5 Financing Plan to Meet Capital Cost of Metro
A Special Purpose Vehicle (SPV) may be formed with the participation of Chandigarh
Administration and Ministry of Urban Development, Government as joint venture
partners with 50:50 equity. Later State Governments of Punjab and Haryana may also
join this SPV when the metro system is extended to Mohali and Panchkula. This SPV
will own the metro system and will be responsible for implementation of the system.
Capital cost of Rs 8995 may be funded with debt equity ratio of 3:1. This SPV would
arrange for funds through equity to be contributed by all partners. The SPV would have
the powers to raise debt funds from any of the national/ international F.I’s, Banks and/or
raise long term bonds to meet debt requirements. Annual debt repayment is assumed to
be done for 15 years after moratorium of 4 years of construction period. Scenarios for
rate of interest for the debt are assumed as 3% pa (through international agencies) and
10% pa (national financial institutions).
As the metro project benefits the city of Chandigarh, it is important that substantial part
of the project cost is funded through local sources. The proposed metro system passes
along Himalaya Marg and Vikas Marg where abutting land for commercial purposes is
lying vacant and is still to be sold. The proposed system will greatly benefit the
businesses which will be developed after some time on these roads. Therefore it is
important that this benefit passes to the metro system. In this context it is proposed that
the vacant that unsold commercial land along Himalaya Marg and Vikas Marg (about 230
acres) may be handed over to the SPV for revenue generation through auction. Of this
50% will be available for commercial sale. In the past this commercial land has been
auctioned at the rate of Rs 3 lakh per sq yard. Same auction price is assumed for this
unused land. This is conservative estimate for generating revenue through auction of
unused land. Actual realization may be more. Thus this unused commercial land may be
auctioned in stages every year in 15 years to meet the annual debt repayment

requirement. In case if the finances for equity of Chandigarh Administration cannot be

arranged through budgetary resources, this can also be met through auction of additional
commercial land. The requirement of commercial land for various scenarios of
availability of debt and financing plan are given in Table 0.5
Additiona
Annual Total sale l auction Total
DEBT Debt Annual of comm. of com. auction of
AT EQUITY Payment auction of land Land to com. land
COMP AT COMPLE for 15 years comm. land required meet required to
L-- COMPLE TION after required to to service equity of meet
ETION TION (Rs COST constructio service debt debt CA equity also
ROI(%) (Rs cr) cr) (Rs cr) n (Rs cr) (acre) (acre) (50%) (acre)
3% 6968.88 2322.96 9291.84 583.76 4.02 60.31 8.00 68.30
10% 7488.34 2496.11 9984.45 984.52 6.78 101.71 8.60 110.30
The above table indicates that in case the equity is provided through budgetary sources to
the SPV, and it is able to obtain loan at 3% pa through international funding, the loan can
be repaid over a period of 15 years through an annual sale of around 4 ha of commercial
land. However if the cost of funds increases to 10 % pa, the land required to be auctioned
will be around 6.78 ha per year. In this case the total land required to be auctioned will be
approx. 102 ha in 15 years. It is seen that in worst case scenario, the total land
requirement is 110 acres (saleable land out of total 220 acres) in 15 years which is
available now on Himalaya Marg and Vikas Marg. This even includes equity requirement
of CA. Thus the available unused commercial land on Himalaya Marg and Vikas Marg
can easily meet debt requirements of the project. In order supplement the resource base
for generating funds for debt servicing / repayments, “dedicated levies” on Registration
of Motor Vehicles, Sale of Petrol & Diesel, and Sale of Liquor can also be thought of.
The revenue generated through these measures is estimated as about Rs 100 crores per
year.
0.5.6 Financing Plan to Meet O & M Cost/Addl/Replacement Cost of Metro
The O & M of the metro system may be given to a private operator. The private operator
will also have to meet the additional cost of rolling stock to cater to increase in traffic and
replacement costs in addition to meet O & M Costs for 30 years. As already indicated,
only farebox revenue cannot meet private operator’s costs. The operator will also have to
be given the right to generate revenue through advertisement in trains/stations and limited
property development at stations. These revenue streams will cover operator’s costs and

provide adequate return. In financial bids for selection of operator, the selection criteria
can be the annuity amount which the bidder can ask for to meet all the costs with
adequate return or the bidder can give annuity to the SPV. Alternatively, the SPV may
also keep the right to collect revenues through advertisements and ask the bidder to quote
the annuity amount to be paid to the selected operator. In case, the annuity amount has to
be paid to the selected operator, the SPV can meet this amount through the revenue
collected through dedicated levies as mentioned above.
0.6 INSTITUTIONAL STRENGTHENING
0.6.1 The current structure of governance for the transport sector is not adequately equipped to
deal with the problems of urban transport. Multiplicity of organizations, independent
legislations and inherent conflict in the roles and responsibilities of stakeholders actually
impede in the process of planning and implementation of major schemes aimed at
development. Thus coordination between various agencies becomes a major issue.
Though the Study covers the transportation problems in the Chandigarh Urban Complex
comprising Chandigarh, Mohali and Panchkula. The impact of the traffic from the
neighboring towns has also to be taken into consideration. The extended study region
consists of the towns of Zirakpur, Kharar, Dera-Bassi in Punjab; Alipur-Kot Behla
complex, Kalka-Pinjore Complex in Haryana and Prawanu & Baddi in Himachal
Pradesh. These towns lie in outer belt and the substantial traffic which emanates from or
bound for these passes through the Chandigarh Urban Complex. Thus an agency in the
form of a Regional & Urban Transport Development Board (RUTDB) may be formed on
the lines of the UMTA / NCR Planning Board under Govt. of India with all the respective
state Govts. and concerned central govt. agencies like Railways and NHAI as its
members. This Board could coordinate the planning and implementation of the all the
Transport proposals within the Region as well as the Urban Complex and resolve any
inter-state transport problems.
0.6.2 Metro system has been proposed for the CUC. To implement this project, a special
purpose vehicle by the name of Chandigarh Urban Complex Mass Rapid Transit
Corporation (CUMTC) may be set up. The CUMTC will work under overall guidance of
the Regional & Urban Transport Development Board. CUMTC can be a Joint Venture
company with 50:50 equity participation from Chandigarh Administration and MOUD,
GOI. Later on when the system extends in Mohali and Panchkula. the State Govt. of
Punjab and Haryana may also join this SPV by equity participation. CUMTC would
arrange for funds through equity to be contributed by all partners. It would have the
powers to raise debt funds from any of the national / international F.I.’s, Banks and / or
raise long term bonds.

0.6.3 Engineering Department of the Chandigarh Administration deals with road construction
and maintenance. Traffic Police looks after traffic management in the city. There are
numerous issues of proper road geometrics, traffic circulation, junction design, traffic
signals, road signs/markings, street furniture etc which are not properly attended to by
these agencies due to lack of traffic engineering expertise. Traffic planning is a
continuous affair. It is therefore important that Traffic Engineering Cells (TEC) are
established in these organizations with qualified and adequate staff such as traffic
engineers. This will ensure that the traffic schemes are properly implemented with better
results and fine tuned later, if necessary. This will go a long way to improve traffic flow
in Chandigarh. Similar TECs should also be set up for Mohali and Panchkula in the
concerned agencies i.e HUDA, PUDA, GMADA, Public Works Department, and Traffic
Police etc.

DRAFT FINAL REPORT - July 2009 Chapter 1 – Introduction
CHAPTER 1
INTRODUCTION
1.1 BACKGROUND
1.1.1 Chandigarh, Union Territory of India, has population of 9 lakh as per 2001 Census.
The city is also the capital of the States of Haryana and Punjab. Two towns of
Panchkula (population 1.41 lakh in 2001) in Haryana and Mohali (population 1.23
lakh in 2001) in Punjab are very close and constitute part of Chandigarh Urban
Complex. Besides, Zirakpur and Kharar in Punjab are coming up in the vicinity and
are almost part of this agglomeration now. The towns of Dera Bassi in Punjab, Pinjore
and Kalka in Haryana and Parwanu and Baddi in Himachal Pradesh are also located at
short distances and a large number of passengers travel between these towns and
Chandigarh/Panchkula/Mohali daily. All these towns are just contiguous to
Chandigarh and have very strong interaction with the city, thus making Chandigarh
Urban Complex practically a larger urban area.
1.1.2 Chandigarh is a premier centre for education, medical institutes and emerging fast as a
major IT/ITES hub in North India. The city is having highest per capita income in
India. A modern and well-planned city, it is attracting IT and other industries and is
undergoing an economic surge. It is also fast emerging as an important tourist
destination. The high growth and improvement in living standards has led to
remarkable increase in the number of registered motorized vehicles and their resultant
increased use in the absence of adequate and quality public transport system in
Chandigarh. Decadal growth rate indicate a consistent upward trend. Due to rapid
increase in motor vehicles coupled with marginal increase in road infrastructure,
traffic and transportation problems have been growing rapidly. Being the
administrative centre of two States and a Union Territory, the Chandigarh Urban
Complex also attracts a lot of regional traffic. Traffic congestion is already severe on
many road sections. Parking problems are aggravating. Vehicular pollution is
assuming critical dimensions. Existing mass transport system for inter-city and intra-
city movement in the form of buses is inadequate.
1.2 BASE YEAR POPULATION AND EMPLOYMENT
1.2.1 Population
Base year (2009) population estimation for the study area has been done on the basis
of electoral list, divisional growth trends, proposals for the master plan of Chandigarh
and City Development Plan of Chandigarh, Outline Master Plans of SAS Nagar,
Structural plan 2008-2058 of Greater Mohali Region, Development Plan for
Panchkula Urban Estate Extension and MDC areas, Development Plan of Kalka-

Pinjore 2025, development plan of Baddi-Barotiwala 2025 detailed Census Data

(2001), etc. Combined Population of the urban areas of Chandigarh, SAS Nagar and
Panchkula, Zirakpur, Kharar, Kalka-Pinjore and Dera Bassi etc is almost touching
21.17 lakh for 2009 (refer Table 1.1).
S.No Name of Town 2001* 2009**

1 Chandigarh 900635 1326821
2 SAS Nagar 123484 182456
3 Panchkula 140925 228800
4 Zirakpur 25022 63204
5 Kharar 42289 70167
6 Kalka-Pinjore 77500 121221
7 Dera Bassi 15841 62903
8 Baddi 22601 42928
9 Alipur -Kot Behla 3324 7215
10 Parwanu 8609 11782
Total 1360230 2117497
* Census 2001 data
** Projected population based on past trends
1.2.2 Employment Distribution
Study area employment has been estimated on the basis of total population and Work
Force Participation Rate (WFPR). As per 2009 estimation, aggregate WFPR in the
study area is 36.42 % with Chandigarh having highest WFPR as compared to SAS
Nagar & Panchkula, Zirakpur, Kalka Pinjore, Kharar, Dera bassi expect Baddi having
WFPR of 46% (refer Table 1.2).
Table 1.2 Work Force and Work Force Participation Rate of the Study Area
S.No Name of Town *Population Total Workers WFPR%

1 Chandirarh 1326821 503708 37.96
2 SAS Nagar 182456 60300 33.05
3 Panchkula 228800 75000 32.78
4 Zirakpur 63204 23386 37.00
5 Kharar 70167 23155 33.00
6 Kalka-Pinjore 121221 37578 31.00
7 Dera Bassi 62903 21387 34.00
8 Baddi 42928 19747 46.00
9 Alipur - Kot Behla 7215 1330 18.4
10 Parwanu 11782 4713 40
Total 2117497 770303 -
Aggregate WFPR - - 34.3
*Estimated Employment of year 2009

1.3 EXISTING TRANSPORT SYSTEM
1.3.1 Registered Motor Vehicles
There were more than 6 lakh motor vehicles registered in Chandigarh in 2005 as
shown in Table 1.3. 2-wheelers account for around 71.5% and Cars/Jeeps around
27% of total vehicles registered. Motor vehicles are growing at an average rate of
5.27% per annum whereas cars/jeeps are growing at an average rate of 7.03% per
annum. Motor vehicles ownership in Chandigarh is one of the highest in India. This is
an indirect indication of inadequate public transport services in the study area. The
increase in use of private vehicle directly contributes to increase in total vehicle
kilometers traveled increase traffic congestion on roads and high emission levels of
vehicular pollution.
Table 1.3 Numbers of Registered Motor Vehicles in Chandigarh
M.Cycle\Scooter Auto Rickshaw, Three

Year Cars/Jeep Moped Wheeler (Passenger) Buses Goods Vehicle Total
2005 162263 431063 1788 3871 3744 602729
%age 26.92 71.52 0.30 0.64 0.62 100.00
2004 151998 411847 1702 3778 3710 573035
%age 26.53 71.87 0.30 0.66 0.65 100.00
2003 142443 394606 1606 3721 3685 546061
%age 26.09 72.26 0.29 0.68 0.67 100.00
2002 133972 377581 1505 3697 3643 520398
%age 25.74 72.56 0.29 0.71 0.70 100.00
Source: website wwwchdtransport.gov.in
1.3.2 Existing Bus Transport System
The Chandigarh Transport Undertaking functions under supervision of the Home

Secretary who is also the Secretary, Transport. Director (Transport) carries out day-
to-day management, assisted by three general managers in addition to works
managers, engineers and other staff. When the CTU came into existence in 1966 it
had a fleet of only 30 buses; today there are 417 buses (including 5 Deluxe buses). Of
the total 417 buses: 280 buses run on local/suburban routes; 132 buses run on long
routes (Delhi, Jaipur, Amritsar, Pathankot, Hisar, Katra, Manali and Shimla). CTU
buses travel 1.24 lakh kilometers a day. In addition the commutation to the urban
complex is also handled by the buses of Punjab Roadways, Haryana Roadways and
Himachal Pradesh State Transport Corporation.
1.3.3 Road Accident Trends in Chandigarh
Table 1.4 shows the traffic accident trends in Chandigarh from 2004 to 2007. About
5253 road accidents were recorded in year 2007-08. The heterogeneity and magnitude
of vehicle population, the unpredictability of human behaviour, the economic

constraints, poor road geometrics at certain locations and deficiencies in vehicle

design are some of the factors leading to road accidents.
Table 1.4 Road Accident Statistics of Chandigarh
Year Accident Fatal Fatal Non Minor Total Number of Deaths Due to
related FIR Non Fatal Cases Vehicles Road Accidents
calls to FIR Regd.
P.C.R
per 10,000 per 1 lakh
Registered population
Vehicles
2007 5253 141 1 396 3310 NA NA NA
2006 4492 144 2 379 3345 635382 2.298 13.273
2005 4564 135 3 391 3711 600000 2.300 13.205
2004 3967 143 5 269 3607 577487 2.563 14.668
Source: www.Chandigarhtrafficpolice.org
1.4 REVIEW OF EARLIER STUDIES

1.4.1 Centre for Research and Planning in Highway and Transportation System
(CRAPHTS) carried out a study on “Comprehensive Transportation Plan and Mass
Transport related Options for Chandigarh Complex” in 1999 and recommended the
augmentation of existing transport systems and also proposed a mass transport system
(Monorail) supplementing the existing bus system of Chandigarh Transport
Undertaking.
1.4.2 An Electric Trolley Bus (ETB) System was one of the options proposed to
Chandigarh Administration by Bharat Heavy Electrical Limited (BHEL) based on a
techno-economical feasibility study undertaken in the year 2001. A Detailed Project
Report was prepared for implementation of the ETB project in Chandigarh between
Mohali and Panchkula covering a track length of 39 Kms approx. on a Build, Own,
Operate & Transfer (BOOT) basis. The recommendations of Detailed Project Report
included the implementation in two phases over two years after the financial closure.
The first phase of track length included 26 Kms between Panchkula and PGI,
Chandigarh whereas second phase was proposed to cover 13 Kms approx. between
Mohali and Sector 1, Chandigarh. However this project was not pursued due to
aesthetic reasons.
1.4.3 RITES conducted a feasibility study of ‘Mass Rapid Transit System for Chandigarh
Urban Complex’ consisting of Chandigarh, Panchkula and Mohali in 2005-06. A
mass rapid transit system on three corridors with 36 km length and 38 stations
including an interchange station at Sector 17 was proposed to be provided in
Chandigarh Urban Complex in Phase I to meet the growing mass transport demand.
Considering the characteristics of various mass transit systems and expected transport

demand, Monorail based Light Metro system on the three corridors was recommended
for implementation in Chandigarh Urban Complex.
1.4.4 In 2007, an Expert Committee was formed to examine the issue of system selection
for mass transport system. The committee recommended surface light rail transport
system. Later in the meeting in year 2008 between Ministry of Urban Development,
Government of India and Governments of Haryana, Punjab and Chandigarh
Administration, it was decided to have an underground metro system on the select
corridors of Chandigarh due to aesthetic reasons.
1.5 NEED OF THE STUDY
1.5.1 The Chandigarh Urban Complex is poised for a higher growth in coming decades.
The above problems are bound to grow in magnitude unless advance actions are
undertaken now. There is an urgent need for significant improvements in the transport
system including mass transport system keeping in view the long term requirements.
The Chandigarh Administration., Government of Punjab, Government of Haryana and
Government of Himachal Pradesh are seized of the matter and are contemplating to
take up advance measures.
1.5.2 Considering above, the Chandigarh Administration commissioned the services of
RITES to prepare “Comprehensive Mobility Plan” for Chandigarh Urban Complex
and its linkages to the towns of Kharar, Zirakpur, Dera Bassi, Pinjore, Kalka, Alipur
Kot Behla and Baddi.
1.6 STUDY AREA
The area extending to Chandigarh, Panchkula, Mohali and Zirakpur has been taken as
the study area. However for the purpose of the transport linkages to Chandigarh
Urban Complex the towns of Kharar, Derabassi, Pinjore, Kalka, Alipur Kot Behla,
Parwanu and Baddi have also been considered. The effect of traffic coming from
outside Chandigarh Urban Complex and using Chandigarh transport system has also
been taken into account. The Study Area is shown in Figure 1.1.

Figure 1.1 Study Area
CHANDIGARH URBAN COMPLEX AND ITS NEIGHBOUR URBAN AGGLOMERATIONS

AGGLOMERATIONS
BADDI
PARWANU
KALKA
PINJORE
KHARAR CHANDIGARH
MOHALI PANCHKULA
ALIPUR KOT BEHLA

ZIRAKPUR
DERA BASSI
1.7 SCOPE OF SERVICES
Comprehensive Mobility Plan would integrate mobility plan with land use plan and
spelled out the projected mobility needs of the cities as also the manner in which such
mobility needs are proposed to be met.
The focus would be on analyzing the existing transportation scenario; examine the
pattern of growth of the town and projecting the passenger and freight mobility
requirements for the next 30 years, keeping in view the attributes like population,
employment, business, commerce, industry, growth of the cities, among others.
As a part of this exercise and in order to meet the present and projected mobility
needs of the cities and region, several projects for implementation under short,
medium and long term would get identified for the cities. The broad scope of work
for the study is as follows

• Collection appraisal of data/reports

• Demographic & Socio-Economic Analysis
• Traffic and Travel Surveys
• Data Processing
• Engineering studies
• Development of Transportation Model
• Planning of short term/immediate improvement measures
• Planning of medium and long term measures
• Identification of Technologies and integration with Metro.
• Cost Estimate for the Identified Projects
• Prioritization of Projects
1.8 COMPOSITION OF THE DRAFT FINAL REPORT

The Draft Final Report contains the Comprehensive Mobility Plan (CMP) along with
final recommendations with details of all the surveys/studies conducted in the study
area. The report comprises fifteen chapters. Chapter 1 presents a write-up on the
background, need and scope of the study. Chapter 2 describes the
methodology/approach adopted broadly for the study along with details of primary
traffic and travel surveys to be conducted for the study. Chapter 3 indicates the
details of road network inventory in the study area. Chapter 4 presents the existing
traffic characteristics emerging from various classified traffic volume surveys
conducted on outer-cordons, mid-blocks and intersections including travel pattern at
outer-cordons by O-D survey for passengers and goods vehicles. Parking
characteristics on identified parking locations in Sector 17 are presented in Chapter
5. Chapter 6 describes inter-city public transport characteristics for rail, bus and air
passengers. Outcome of Household Interview Surveys is discussed in Chapter 7.
Existing and projected landuse distribution is described in Chapter 8. Chapter 9
presents the transport demand forecast on various corridors for different scenarios.
Strategies for transport development are given in Chapter 10 of this report.
Immediate/ short term improvement measures are described in Chapter 11 whereas
Chapter 12 presents the medium and long term improvement measures for the study
area as part of mobility plan. Cost estimates and phasing of the proposals are
mentioned in Chapter 13. Chapter 14 presents the economic and financial analysis
for the proposed metro. Measures for Institutional Strengthening are given in Chapter
15.

DRAFT FINAL REPORT - July 2009 Chapter 2 – Study Objectives and Methodology
CHAPTER 2
STUDY OBJECTIVES AND METHODOLOGY

2.1 STUDY METHODOLOGY
2.1.1 Components of the study

The study has six main components:
1. Development of database
2. Planning of short term/intermediate improvement measures.
3. Development of four stage transport demand model taking into consideration ‘Do-
nothing Alternative’.
4. Planning of medium and long term measures.
5. Identification of mass transport system technologies and its integration with
metro.
6. Preparation of block cost estimates for the identified projects and implementation
strategy.
2.1.2 The methodology chart covering above mentioned six components is given in Figure
2.1. Detailed methodology for each stage is given below.
2.2 DEVELOPMENT OF DATABASE

To better understand the existing traffic and travel characteristics of the study area,
data collection and analysis are required. Necessary data and information has been
obtained through secondary data collection and field surveys.
2.2.1 Secondary Data Collection

Base year (2008-09) data like population, employment, master / development plans,
CDP etc. have been collected from various sources like Chandigarh Administration
(CA), development authorities, municipal corporations, and Town & Country
Planning Organisations of Government of Chandigarh, Punjab, Haryana and
Himachal Pradesh.
The following secondary data was collected as part of the study
• Ward maps of Chandigarh, Panchkula, Mohali and Zirakpur.
• Master Plans for Chandigarh, Panchkula, Pinjore - Kalka Urban Complex,
Baddi, Mohali, Zirakpur, Kharar, Derabassi, Bannur, Mullapur, Kurali,
Lalru, Alipur – Kot Behla, Parwanu
• Statistical Handbook of Chandigarh

• Sector Plans for Chandigarh and Panchkula

• Ward-wise population of Chandigarh, Panchkula, Mohali, Zirakpur and
Derabassi, Pinjore and Kalka
• Sector-wise development/layout plans of Chandigarh, Panchkula, Pinjore
and Kalka
• Voter list of Chandigarh
• Voter list for Mohali and Zirakpur, Kharar, Derabassi, Bannur
• Bus Route Network Details for Chandigarh
• Proposals within the Union Territory Chandigarh for
Amusement Park
IT Parks and New Industrial Park
New Institutional Areas
High Density Group Housing Pockets
Location of proposed Grade Separators
2.2.2 Primary Traffic and Travel Surveys

The various primary surveys as carried out as part of the study are as under:
a) Speed & Delay Surveys

b) Classified Traffic Volume Counts at mid block locations
c) Classified Turning Movement Survey at Intersections
d) Roadside Origin-Destination Survey at cordon points
e) Pedestrian Survey
f) Parking Survey
g) Household Interview Survey
h) Commuter Survey at Public Transport Terminals
i) Mass Transport and Intermediate Public Transport (IPT) Passengers Survey
j) Road Network Inventory
2.2.3 Data Compilation & Analysis

The data collected from various field surveys and secondary sources was screened,
coded and punched as per the pre-designed survey formats. The coded data was then
analysed with the help of computer packages available with RITES Ltd.
The output from various types of surveys and their respective usages are summarized
below in Table 2.1:

Table 2.1 Traffic Surveys and Expected Outputs
S.No SURVEY OUTPUTS DATA USE

- Journey & running speed
- Identification of bottlenecks along the
- Delays
1 Speed & Delay corridors
(locations/cause/duration)
- Travel demand forecasting
- Speed Flow relationship
- Short term traffic improvement
- Daily and Peak hour traffic
schemes
Classified Traffic Volume intensity
- Road capacity analysis
2 Counts (outer cordons/ - Composition of traffic
- Road widening
screen line /mid-block) - Directional distribution
- Calibration of demand model
- Hourly variation
- Validation of traffic demand forecast
- O-D matrix (external to - Planning of bus/IPT terminals
Roadside Origin-
3 external, external to internal - Public transport routing
Destination at cordon
& internal to external - Demand modelling
- Approach volume
- Preparation of junction improvement
- Directional movements
Turning movement survey plans
4 - Saturated capacity at
at junctions - Short term traffic improvement
junctions
schemes
- PV2 Value
- Intensity of daily pedestrian - Provision of footpaths
Pedestrian Volume Counts traffic - Planning for ‘cross’ pedestrian traffic
5
(along & across) - Peak hour pedestrian flow (zebra crossings)
- PV2 Value - Grade separated facilities
- Parking accumulation
- Preparation ‘on- & off-street’ parking
- Parking duration
plans
6 Parking Patrol - Parking space hours
- Suggest parking management measures
- Parking index
- Parking fee
- Parking turnover
- Socio-economic
characteristics
- Travel demand modelling and forecast
- Zonewise employment details
7 Household Travel Survey - Scope of passenger shift from existing
- Travel characteristics
modes to the recommended system
- Mode & purpose-wise O-D
matrices
- Formulation of transport strategy
- Comfort level of use transport - Improvement measures/system
Public Transport Terminal
8 infrastructure selection
OD and passenger counts
- Planning of existing and new terminal
infrastructure
Mass Transport/ - Improvement in facilities for public
- Comfort level of use IPT
Intermediate public transport/IPT operation
9 transport infrastructure
transport passengers - IPT parking stands
Survey - Current transport cost
- Details of cross-section
- Network characteristics
- Abutting landuse
- Planning for road improvement
- Road/footpath/surface
10 Road Network Inventory measures
conditions
- Pedestrian facilities
- Street furniture
- Node Link Diagram
- TSM Measures

2.2.4 Problem Audit

The outputs from the analysed data have been used to identify the major problem
areas and their quantification in the Study Area. The demand-supply ratios of various
transport facilities give an insight into the type and extent of problems in various
areas, corridors and junctions.
The following parameters have been taken into consideration for problem
identification:
1. Volume to Capacity Ratio (V/C)

2. Parking Parameters
3. Pedestrian Movement (PV2 Value)
2.3 SHORT TERM PLAN/IMMEDIATE IMPROVEMENT MEASURES
2.3.1 Traffic Management Plans

The short-term plans are prepared with a 5-year perspective. Traffic management is
the most cost-effective measure to alleviate traffic congestion, which gives immediate
results. Experience in the cities if India and other countries show that there is large
scope to exploit the potential of available transport infrastructure efficiently. Various
transport improvement strategies, which can prove helpful in solving the traffic
problem, related to smooth flow and parking, etc. have been explored.
2.3.2 Junction Improvement Plans
This component of work includes preparation of improvement plans for identified

critical/congested junctions in the study area. Junctions requiring improvements are
identified based on traffic characteristics and importance. Opinion from Chandigarh
Administration officials has also been sought to include priority junctions for
improvement. The geometric improvement plans have been prepared for 13 critical
junctions.
The improvement plans includes the detailed analysis of existing physical & traffic
characteristics of the junction and development of alternative improvement options.
The improvement measures included are:

- Grade Separation
- Geometric design of the intersection (including channelisation, easing of
curves, provision of suitable median design, etc.)
- Defined curve line
- Footpath of adequate width with provision of guardrails
- Traffic signs
- Road markings

- Pedestrian/Zebra Crossings
Necessary traffic management measures have also been examined for the junctions
including turning restrictions in general to certain nodes. The proposals have been
developed in consultation with the Client and local police in order to incorporate their
views in the proposal.
2.3.3 Planning of Pedestrian Facilities

It is proposed to plan the necessary pedestrian facilities for ‘along’ as well as ‘across’
movement of pedestrians on all major corridors and junctions in the study area. For
the ‘along’ movement, the citywide footpaths have been proposed to be
upgraded/improved. The basic aim is to reduce pedestrian conflicts with vehicular
traffic to the minimum.
Efforts have also been made to ensure that pedestrians are not exposed to safety risks.
Zebra markings are recommended at appropriate places where ‘across’ pedestrian
traffic is significant and an analysis of PV2 (pedestrian-vehicular conflict) has also
been done to assess the need for grade-separated pedestrian facilities viz. subways and
pedestrian over-bridge. It has been proposed to provide pedestrian subways/foot over
bridges at all metro stations and at-grade pedestrian crossing at all critical junctions.
2.3.4 Parking Demand Management

The unprecedented growth in the number of motor vehicles, especially the two-
wheelers and cars along with the concentration of activities has led to acute parking
problems in the Chandigarh Urban Complex. Parking demand far outstrips the supply
equation since the road space is limited and ‘on-street’ parking is not possible on all
the roads. Moreover, there are no ‘off-street’ parking lots leading to spillover of ‘on-
street’ parking on the main carriageway, thereby impeding the movement of the
traffic stream. Thus, parking demand and the extent of short- and long-term parking
demand as obtained from the parking survey have been analysed and suitable
measures suggested to ease the parking problem.
2.4 TRANSPORT DEMAND MODELLING

2.4.1 Development of Traffic Zone System
A traffic zone system was developed for study area taking into account the
sector/census/ward boundaries, physical barriers like road, railway line, river, drain
etc. The zones were formed so that they are homogeneous within themselves with
respect to broad socio-economic characteristics. The cordon O-D survey and
household travel surveys were specifically based on this zoning system. The zone
centroids are the generation and attraction node for a zone.

2.4.2 Preparation of Transport Network

The total transport network of study area has been prepared in terms of links and
nodes. The road nodes are the road intersections. The zone centroids are connected to
the surrounding road/rail nodes from where users can access the available transport
network/facility for movement from one zone to the other zone. The links in the
transport network represents section of road network between two successive nodes.
The existing link characteristics in terms of link capacity, speed, type of link,
associated zone, and other such properties are associated to each link.
2.4.3 Development of Four Stage Transport Demand Model

• Trip End Prediction or Trip Generation: determination of the number of
person trips leaving a zone irrespective of destination, and number of trips
attracted to a zone irrespective of origin.
• Trip Distribution: linking of trip origins (production) with their destinations
(attraction).
• Modal Split: separation of trips by public transport and private modes.
• Trip Assignment: allocation of trips between a pair of zones to the most likely
route on the network.
General Outline of Traffic Forecasting Procedure is shown in Figure 2.2

Figure 2.2 General Outline of Traffic Forecasting Procedure
ZONING SYSTEM LANDUSE AND ROAD AND PUBLIC

SOCIOECONOMIC TRANSPORT
DATA NETWORK
TRIP GENERATION HOW MANY TRIPS?

BY TYPE
TRIP DISTRIBUTION WHAT IS THE

PATTERN OF TRIP
MAKING?
MODAL SPLIT WHICH MODE OF

TRANSPORT IS
USED?
ASSIGNMENT WHICH ROUTE IS

TAKEN?
• Landuse Estimation for Base Year

One of the important aspects of traffic demand modelling exercise is the
estimation of base and horizon year landuse parameters. Base year landuse
parameters like population and employment have been taken from 2001 Census
Data, and data collected from Chandigarh Administration, Development
Authorities, Municipal Corporations, Town & Country Planning Organisation, etc.
Landuse parameters for various horizon years have been estimated as envisaged in
the Master Plans of Chandigarh, Outline Master Plan of SAS Nagar and Interim
Development Plans for Panchkula Urban Estate, Extension & Mansa Devi
Complex (MDC), GMADA Report, City Development plan of Chandigarh,
Development Plans of Kalka-Pinjore, Baddi, Alipur, KotBehla, Parwanu etc
2.5 PLANNING OF MEDIUM AND LONG TERM MEASURES

2.5.1 On the basis of transport demand forecasts and identification of major travel corridors
for passenger traffic, a comprehensive set of transport planning proposals has been
detailed out. The medium term planning measures mainly related to bus system
planning and planning for IPT, NMV and pedestrians. Identification of road stretches
for widening/strengthening, suggestions on various acts affecting traffic and transport
systems.
Options for an integrated multi-modal network have been developed and evaluated
and a feasible and acceptable system has been proposed for further detailing.
All the proposals relating to public transport infrastructure, terminals, depots, road
widening and new links has been integrated with metro rail based mass transit system
for Chandigarh Urban Complex.
The medium/long term improvement measures broadly includes the improvement/

development of pedestrian and other non-motorized transport, public
transportation/MRTS, motorized transport, intermediate public transport, road
network, new links and bypasses, intersections, railway level crossings/ ROB & RUB,
parking facilities, freight movement, multi-modal transport options/integration of
modes, traffic signage, lane marking, street furniture, passenger and freight terminals
and safety.
2.5.2 Development and Evaluation of Alternative Mass Transport Networks

Forecast of intra-city and intercity passenger trips are assigned on road only network
comprising existing and proposed links so as to identify potential high-density
corridors. Mass transit corridors with average speed more than expected future speeds
on road in mixed traffic conditions are superimposed along potential corridors on this

road network to generate more than one alternative road-cum-mass transport

networks.
Assignments on road-cum-mass transport network has been repeated for alternative
average mass transport speeds corresponding to bus on segregated right-of-way, bus
on mixed ROW and rapid rail based mass transit. For this purpose, tentative transit
lines has been formulated with tentative stops and station spacing.
These alternatives has been evaluated on the basis of pre-determined set of evaluation
criteria such as transport demand satisfied, length of networks, cost and productivity
of networks, operational and economic feasibility.
2.6 IDENTIFICATION OF MASS TRANSPORT SYSTEM TECHNOLOGY AND

ITS INTEGRATION WITH METRO.
After making an estimate of travel demand on the public transport network that needs
to be developed, an assessment about possible alternative transport systems in relation
to various corridors has been undertaken and an objective and technology neutral
evaluation has been carried out based on a set of parameters as listed hereunder:
(a) Capacity
(b) Right-of-way requirements
(c) Speed
(d) Capital & Operating Costs of various systems
(e) Affordability
(f) Environmental impacts
(g) Social impacts
Road based systems are the first choice of mass transit systems as generally the
infrastructure is available and can be upgraded at minimal cost. Alternative road
based systems are:
- buses operating in mixed traffic conditions
- buses operating in segregated busways (at grade)
- Buses operating on segregated right of way.
Alternative rail based system are metro rail, light rail transit, monorail etc. The
Chandigarh Administration has, however, with the approval and consent of Ministry
of Urban Development, Government of India, decided to adopt underground Metro
Rail based Mass Rapid Transit System for the main corridors for the Chandigarh
Urban Complex. Therefore, other modes of transport should be planned to integrate
with Metro.

The most appropriate option for multi-modal network and system has been
recommended on the basis of above evaluation as well as in consultation with the
Client.
2.7 PREPARATION OF BLOCK COST ESTIMATES FOR THE IDENTIFIED

PROJECTS AND ITS IMPLEMENTATION STRATEGY
2.7.1 Broad Cost Estimates

Preliminary broad cost estimates has been prepared for short, medium and long-term
measures. The cost estimates are on the basis of per km. development of new road/rail
infrastructure, per sqm of bridge, over-bridge construction etc. The unit rates have
been taken from recently completed/designed similar projects in and around study
area. The unit costs for short-term measures have been adopted from standard
practices of transport planning projects.
2.7.2 Prioritization of Projects/Implementation Plan

2.7.2.1 Phase-wise Implementation Strategy
A Phased Implementation Plan has been prepared for developing the transport
infrastructure in the study area on the basis of expected transport demand and
investment required. The implementation plan has been finalised in consultation with
various stakeholders in order to have an idea of the likely availability of funds for
development of various transport infrastructure and priority areas.

DRAFT FINAL REPORT – July 2009 Chapter 3 – Road Network Characteristics
CHAPTER- 3
ROAD NETWORK CHARACTERISTICS
3.1 BACKGROUND
3.1.1 Road Network Inventory within the Chandigarh Urban Complex (Chandigarh,
Panchkula, Mohali and Zirakpur) was carried out as a part of the study for primary
and secondary roads. A coded road network has been prepared covering all primary
and secondary roads. Each junction has been numbered as a node and the road
connecting any two nodes is defined as a link. For the purpose of the network survey
V1, V2 and V3 roads are considered. The total existing road network of Chandigarh
Urban Complex considered for this study consists of total 514 links. The total length
of covered road network is 487 Km with average link length of 0.95 Km.
3.1.2 The basic character of Chandigarh plan is based on the sector plan and the transport
network grids. Each sector is practically self contained, planned inwords, with all the
properties having back on the sector dividing V3 roads. The entry for these sectors
from the V2 & V3 roads is limited to a single intermediate entry either through V4 or
V5. Thus there functions of V4/V5 with sector dividing roads V3 are the main points
of traffic discharge and inlets for the sectors.
3.1.3 The data collected as part of this survey includes carriageway width, right of way,
availability of footpath, median, street lighting and abutting land-use. The summary of
road network characteristics as emerging from this survey is presented in subsequent
paragraphs. Road network inventory survey proforma is given as Annexure 3.1.
3.2 ROAD NETWORK CHARACTERISTICS
3.2.1 Right of Way (ROW)
About 44% of the surveyed road length has ROW between 30 to 40 m, 25% has ROW
between 20 to 30 m and 12% has ROW less than 20m & about 13% road network has
ROW more than 60m as indicated in Table 3.1. This indicates the limitation of
widening of roads for many of the roads.
Table 3.1 Distribution of Road Length by Right of Way
Right Of Way (m) Road Length (in km) Percentage (%)

<10 9.5 1.95
10--20 48.65 10.00
20--30 121.7 25.01
30--40 214.08 44.00
40--60 28.45 5.85
RITES LTD Page 1 of 7

Right Of Way (m) Road Length (in km) Percentage (%)

≥60 64.14 13.18
Total 486.52 100.00
Source: RITES Primary Surveys – 2008-09
Majority of the roads as per the above table are V3 roads with ROW of 30 meter,
which are sector periphery roads. The higher category roads, with ROW of 60 meter
are just few arterial roads like Madhya Marg, Dakshin Marg, Vikas Marg and Jan
Marg between Cricket Stadium, Sector 16 and Secretariat.
3.2.2 Carriageway Width
The distribution of Road Network as per carriageway width is presented in Table 3.2.
It can be observed that about 30% of surveyed road network length consists of three
lane width, about 24% has 6-lane width and 17% has six or more lane widths. 12% of
Road Network has carriageway width of 2-lane.
Table 3.2 Distribution of Road Network as per Carriageway Width

S.no Carriageway Road Length (Km) Percentage (%)
1 2-Lane 56.38 11.56
2 3-Lane 144.33 29.67
3 4-Lane 89.72 18.45
4-Lane Divided 9.95 2.05
4-Lane Undivided 79.77 16.40
4 6-Lane 115.86 23.83
6-Lane Divided 84.56 17.38
6-Lane Undivided 31.30 6.45
5 ≥6-Lane 80.23 16.49
Total 486.52 100
3.2.3 Median
The median is available on about 36% of the road network as shown in Table 3.3
Table 3.3 Distribution of Road Length by Availability of Median
Median Road Length (in km) Percentage (%)

Present 174.73 35.91
Absent 311.79 64.09
TOTAL 486.52 100.00
3.2.4 Service Roads
It is observed from Table 3.4 that about 15% of the road network has service lanes
and rest of the network is without service lane. Thus most of the primary roads do not

have a service road which affects their capacity adversely. Majority of the road length
with service road is having service lane on both sides.
Conceptually most of the V3 sector dividing roads has back of abutting properties and
as such since there is no access, no service roads are provided. Only in case of V2
roads where commercial and institutional buildings, are facing the roads, service
roads and where necessary parking along these are provided.
Table 3.4 Distribution of Road Length by Availability of Service Road
Service Road Road Length (Km) Percentage (%)

Present 73.42 15.09
One-Side 11.84 2.43
Both-Sides 61.58 12.66
Absent 413.10 84.91
Total 486.52 100.00
3.2.5 Street Lighting
Availability of street lights by type and their locations has been presented in Table
3.5 & Table 3.6. It is observed that about 62% of road network is having sodium
street lights. It has also been observed that about 26% of the road network has street
lights located on median and another 33% of road network has street light located on
one side of the road and 5% of road network has street lights located on both sides of
the road. About 36% of the road network is without street lights.
Table 3.5 Distribution of Road Length by Availability of Street Lighting Type
Light Type Length (in km) Percentage (%)

Filament 0 0
Fluorescent 9.95 2.05
Sodium 300.64 61.79
No Light 175.93 36.16
Total 486.52 100.00
Table 3.6 Distribution of Road Length by Street Lighting Location
Location Length (in km) Percentage (%)

On Median 125.46 25.79
One Side Only 160.07 32.90
Both Side 25.06 5.15
No Light 175.93 36.16
Total 486.52 100.00

3.2.6 Condition of Roads
The distribution of road network as per the road condition is presented in Table 3.7. It
is observed that about 58% of road network has good road condition, and about only
9% has poor road surface condition.
Table 3.7 Distribution of Roads as per Surface Condition
S.no Road Condition Road Length (Km) Percentage

1 Good 280.72 57.70
2 Fair 163.64 33.63
3 Poor 42.16 8.67
Total 486.52 100.00
Source: RITES Primary Surveys – 2008 - 09
3.2.7 Abutting Land-use
The distribution of road network with respect to land-use is presented in Table 3.8. It
has been observed that nearly 41.47% road network is abutted by residential landuse
and about 10.14% by commercial landuse. About 30% of the road network is abutted
by vacant land.
Table 3.8 Distribution of Road Length by Abutting Landuse
Abutting Left Side Right Side

S.no Total %
Land use Length (Km) % Length (km) %
1 Residential 221.46 45.52 181.06 37.42 41.47
2 Commercial 41.91 8.61 56.73 11.66 10.14
3 Institutional 18.81 3.87 20.08 4.13 4.00
4 Industrial 5.35 1.10 4.75 0.98 1.04
5 Agriculture 59.84 12.30 70.39 14.46 13.38
6 Vacant 139.15 28.60 152.51 31.35 29.97
Total 486.52 100.00 486.52 100.00 100.00
3.2.8 Foot Paths/ Cycle Tracks
3.2.8.1 In the V7 hierarchy of the road network planned for Chandigarh, foot paths and cycle
tracks were supposed to play a critical role. The V7, were specifically meant for
cycles and pedestrian. Though provision for V7 has been made through the centres of
practically each sector, they have not been fully developed as pedestrian paths and
still rarely used by the pedestrians. In addition along few V3 sector roads such
cycle/pedestrian paths have been provided.

3.2.8.2 Footpaths are available along about 38% of the road length as presented in Table 3.9.
Thus a large length of road network is without footpaths. However, quality of
footpaths in terms of surface, width and geometrics leaves much to be desired.
Table 3.9 Distribution of Road Length by Availability of Footpath
S.no. Footpath Road length (km) Percentage (%)

1 Present 182.83 37.58
2 Absent 303.69 62.42
Total 486.52 100.00
Source: RITES Primary Surveys – 2008 – 09
3.3 SPEED AND DELAY CHARACTERISTICS
3.3.1 Traffic speed as delay survey was conducted on the identified road network by
moving car method during peak and off-peak periods. The survey proforma is given
as Annexure 3.2.
3.3.2 Distribution of road length by peak/Off-peak journey speed of traffic in given in

Table. 3.10. It is seen that 70% of road length has peak hour journey speed less than
40 Kmph. During off-peak period this share of road length is 45%. Average journey
speed during peak period for a city as a whole is 32 kmph and for off-peak period it is
36 kmph.
Table 3.10 Distribution of Road Length by Peak/Off-Peak Hour Journey Speed
Journey Speed Study Area Road Length (in km)

(in kmph) Peak Period Percentage Off-Peak Period Percentage
(%) (%)
=<10 0.22 0.05 0.39 0.08
11-20 19.11 3.92 13.1 2.69
21-30 128.26 26.31 83.43 17.12
31-40 193.76 39.75 122.57 25.14
>40 146.11 29.97 267.97 54.97
TOTAL 487.46 100.00 487.46 100.00
Source: RITES Primary Surveys – 2007 -0 8
3.3.3 Distribution of road length by peak/off-peak period running speed of traffic is given
in Table 3.11. It is observed that 61% of road length has running speed less than 40
Kmph. This figure comes down to 44% for off-peak period. Average running speed
for peak and off-peak period for city as a whole is found as 34 Kmph and 37 Kmph
respectively.
Table 3.11 Distribution of Road Length by Peak/Off-Peak Hour Running Speed
Running Speed Study Area Road Length (in km)

(%) (%)
=<10 0 0.00 0 0.00
11-20 5.18 1.06 1.19 0.24
21-30 76.64 15.72 68.04 13.96

Running Speed Study Area Road Length (in km)

(%) (%)
31-40 215.99 44.31 145.17 29.78
>40 189.66 38.91 273.06 56.02
TOTAL 487.46 100.00 487.46 100.00
3.3.4 There is not greatly significant variation between peak and off-peak speeds. The
travel speeds are generally good, however on certain corridors the speed are low due
to high traffic.
3.3.5 Delay to traffic stream occurs due to traffic signals at junctions. Traffic congestions
on road sections (due to traffic, road side encroachments, road accidents, lack of lane
discipline etc.), presence of signals at short length etc. Table 3.12 shows that there are
about 133 locations of delay in Chandigarh urban complex. Traffic signals accounts
for majority of delays. This indicates junction improvements are necessary to
minimize delays. Traffic congestions on road section (due to reasons as listed above)
are also the major reason.
Table 3.12 Distribution of Causes of Delays
Causes of Delays Study Area Road Length

Number of Points Percentage (%)
Traffic Signals 121 90.97
Traffic Congestion 3 2.26
Traffic Signal + Traffic Congestion 4 3.01
Toll Plaza 3 2.26
Bad Road Condition 1 0.75
Under Const. Road 1 0.75
TOTAL 133 100.00
3.3.6 Distribute of amount of delay at various locations is given in Table 3.13. Over 87%
of locations have delays upto1 minute.
Table 3.13 Distribution of Delay Profile
Delay Time Study Area Road Length

(in seconds) Number of Points Percentage (%)
=<30 74 55.64
31-60 42 31.58
61-120 14 10.53
121-180 2 1.5
181-240 0 0.00
240-300 1 0.75
>300 0 0.00
Total 133 100.00

3.4 CONCLUSIONS
3.4.1 Majority of the roads are V3 roads with ROW of 30 meter, which are sector periphery
roads. The higher category roads, with ROW of 60 meter are just few arterial roads
like Madhya Marg, Dakshin Marg, Vikas Marg and Jan Marg between Cricket
Stadium, Sector 16 and Secretariat.
3.4.2 There is not greatly significant variation between peak and off-peak speeds. The
travel speeds are generally good, however on certain corridors the speed are low due
to high traffic.
3.4.3 It indicates that there is practically no scope for further widening of V3 roads except
some geometric improvement at junctions. Further if the traffic grows with the
existing pace the existing major road network will get choked in the following decade.
Therefore to overcome the problem a citywide good public mass transport system is
urgently required for Chandigarh Urban Complex.

DRAFT FINAL REPORT – July 2009 Chapter 4 – Traffic Characteristics
CHAPTER- 4
TRAFFIC CHARCTERISTICS
4.1 INTRODUCTION
The first and foremost step to be initiated in the development of any Comprehensive
Mobility Plan for a city is the collection of data relevant to the traffic and travel
pattern of the residents of the city and the factors which influence the travel pattern.
Transportation studies have revealed that the travel pattern in any urban
agglomeration is strikingly regular and a definite pattern develops in the movement of
people which can be anticipated for the future years also. This in turn helps in
developing a transportation plan with a reasonable level of confidence. This data
collection is done through secondary sources and conduct of primary surveys. Some
of the data collected through secondary sources has already been given in Chapter 2.
This chapter gives account of primary traffic surveys conducted as a part of this study
and emerging traffic characteristics. This database will help in identifying issues and
in travel demand modeling and forecasting exercise.
4.2 PRIMARY TRAFFIC SURVEYS
4.2.1 A number of primary traffic volume surveys have been conducted to collect the traffic
data for the present day scenario as part of existing traffic characteristics appreciation
for the study area.
1 Road side origin-destination survey at 12 cordon locations (9 outer cordon and
4 inner cordons) along with classified traffic volume counts and occupancy
surveys.
2 Classified traffic volume count survey at mid blocks including occupancy
surveys (15 location)
3 Classified traffic volume count survey at major intersections (20 Intersections)
4.2.2 The survey proforma for these surveys is given in Annexure 4.1, 4.2 and 4.3. The
data collected through the above field surveys have been analysed to assess the
present classified traffic volumes and movement pattern at various identified
corridors/locations. Sailient features of the traffic characteristics are given in this
chapter.
4.3 TRAFFIC VOLUME COUNTS AT OUTER CORDON LOCATIONS
4.3.1 Survey Locations

Outer Cordon survey locations are shown in Figure 4.1 and presented in Table 4.2.
The survey has been conducted at 13 cordon locations, which are primarily the major

entry points from Chandigarh, Panchkula and Mohali. The quantum and temporal
variation of total daily traffic, peak hour traffic, Intensity and directional distribution
of traffic and composition of vehicles and passenger trips moving in the study area are
presented in the following sections. The passenger car unit (PCU) factors adopted are
presented in Table 4.1
Table 4.1 PCU Conversion Values
SNo Mode PCU Value

1 Car/Jeep/Van 1.0
2 2-wheeler 0.5
3 3-wheeler 1.0
4 Bus 3.0
5 Mini-bus 1.5
6 Truck 3.0
7 LCV 1.5
8 MAV 4.5
9 Cycle 0.5
10 Cycle Rickshaw 1.5
Source IRC 106-1990 (Modified)
Table 4.2 Outer Cordon Survey Locations
Location No. Outer Cordon Locations

1 NH-21 Outside Dera Bassi (Ambala road)
2 NH-64 Near Zirakpur (Patiala Road))
3 Sarhind Road
4 NH-21 (Outside Kharar)
5 Near Chandigarh Out Side Khuda Lohra
6 NH-21 Outside Baddi
7 NH-22 Outside Kalka (Shimla Road)
8 Near Panchkula (Morni Road)
9 NH-73 Outside Panchkula
Location No. Inner Cordon Locations
1 NH-22 Between Panchkula and Pinjore
2 NH-21 Between Zirakpur and Dera Bassi
3 NH-21 Between Chandigarh and Kharar
4 NH-21A Between Pinjore and Baddi
The traffic volume counts both in terms of numbers of vehicles and passenger car
units (PCUs) have been computed for the total daily (24 hour) traffic at various outer
cordon locations are presented in Table 4.3. It is observed that the traffic at different
locations varies from 1272 PCU’s (1137 Vehicle) Morni Road to 46951 PCU’s
(46176 Vehicle) at NH-21 between Chandigarh and Kharar throughout a normal fair
weather working day. It is seen that about 1,52,650 vehicles enter or leave Chandigarh
Urban Complex on a typical working day.

Table 4.3 Daily Traffic Volume (24 Hours) at Cordon Locations

Loc.no. Name of Location
Total Vehicles Total PCU’s
Outer Cordon
1 NH-21 Outside Dera Bassi (Ambala road) 32998 37404
2 NH-64 Near Zirakpur (Patiala Road)) 19678 26190
3 Sarhind Road 5952 6174
4 NH-21 (Outside Kharar) 34012 40140
5 Near Chandigarh Out Side Khuda Lohra 15438 13867
6 NH-21 Outside Baddi 15729 24031
7 NH-22 Outside Kalka (Shimla Road) 15530 17985
8 Near Panchkula (Morni Road) 1137 1272
9 NH-73 Outside Panchkula 12176 19273
Total 152650 186334
Loc.no. Inner Cordon Total Vehicles Total PCU’s
1 NH-22 Between Panchkula and Pinjore 26769 39401
2 NH-21 Between Zirakpur and Dera Bassi 35370 39167
3 NH-21 Between Chandigarh and Kharar 46176 46951
4 NH-21A Between Pinjore and Baddi 29071 42475
Total 137386 167994
Source: RITES Primary Survey 2008-09
4.3.2 Peak Hour Traffic

The peak hour traffic at the cordon locations is presented in Table 4.4. The morning
peak hour volume varies from 116 PCUs (108 vehicles) at Morni Road near
Panchkula to 3619 PCUs (4090 vehicles) at NH-21 (Between Chandigarh and
Kharar). Evening peak hour volume varies from 109 PCUs (100 vehicles) at Morni
Road near Panchkula to 3833 PCU’s (4153 vehicles) at NH-21 (Between Chandigarh
and Kharar). Peak hour factor is observed to be 6% to 11% at various locations. At
most places peak hour factor is 7% to 9%.
4.3.3 Directional Distribution of Traffic

Peak hour peak directional traffic at cordon locations varies from 50% to 68% as
shown in Table 4.4. The average peak hour direction distribution is 56:44.
4.3.4 The modewise composition of traffic and hourly variation of traffic volume at outer
cordon locations is presented in Annexure 4.4 and 4.5.

Table 4.4 Total Daily Traffic, Peak Hour Traffic and Directional Distribution of Traffic at Outer Cordon Locations
Total Traffic Morning Peak Evening Peak Directional Distribution

% of % of % of % of
Name of Location (Veh.) (PCU's) (Veh.) Total (PCU's) Total (Veh.) Total (PCU's) Total Peak Off Peak
Loc.no. Traffic Traffic Traffic Traffic Direction % Direction %
(PCU,s) (PCU,s)
Outer Cordon
1 NH-21 Outside Dera Bassi (Ambala road) 32998 37404 2552 7.7 2752 7.4 2987 9.1 3144 8.4 1779 56.6 1366 43.4
2 NH-64 Near Zirakpur (Patiala Road)) 19678 26190 1856 9.4 2150 8.2 1627 8.3 2068 7.9 1119 52.0 1032 48.0
3 Sarhind Road 5952 6174 476 8.0 477 7.7 454 7.6 448 7.3 326 68.3 151 31.7
4 NH-21 (Outside Kharar) 34012 40140 2901 8.5 2888 7.2 2631 7.7 2986 7.4 1597 53.5 1389 46.5
5 Near Chandigarh Out Side Khuda Lohra 15438 13867 1755 11.4 1322 9.5 1296 8.4 1096 7.9 676 51.1 646 48.9
6 NH-21 Outside Baddi 15729 24031 1501 9.5 1865 7.8 1314 8.4 2201 9.2 1154 52.4 1047 47.6
7 NH-22 Outside Kalka (Shimla Road) 15530 17985 1344 8.7 1456 8.1 1036 6.7 1163 6.5 972 66.8 484 33.2
8 Near Panchkula (Morni Road) 1137 1272 108 9.5 116 9.1 100 8.8 109 8.6 60 51.3 57 48.7
9 NH-73 Outside Panchkula 12176 19273 940 7.7 1297 6.7 1010 8.3 1497 7.8 1017 67.9 480 32.1
Loc.no. Inner Cordon
1 NH-22 Between Panchkula and Pinjore 26769 39401 1947 7.3 2585 6.6 1764 6.6 2404 6.1 1349 52.2 1237 47.8
2 NH-21 Between Zirakpur and Dera Bassi 35370 39167 2746 7.8 2908 7.4 3100 8.8 3187 8.1 1606 50.4 1582 49.6
3 NH-21 Between Chandigarh and Kharar 46176 46951 4090 8.9 3619 7.7 4153 9.0 3833 8.2 2227 58.1 1606 41.9
4 NH-21A Between Pinjore and Baddi 29071 42475 1786 6.1 2402 5.7 2118 7.3 2995 7.1 1509 50.4 1486 49.6

Preparation of Comprehensive Mobility Plan for Chandigarh Urban Complex
4.3.5 Composition of Traffic

4.3.5.1 The daily traffic composition at outer cordon locations exhibits predominance of fast
moving passenger traffic varying from 56% to 84%. The traffic at cordons location of
the study area consists of about 70% of light fast moving passenger vehicles. The
share of slow moving vehicles varies from 1% to 14% with the average of about 6%.
The share of bus traffic is as low as 1.4% at Mullapur Road and as high as 10.2% at
Morni Road with an average of about 4.6%. The fast passenger vehicles
predominantly consist of two wheelers and cars while slow vehicles consist of cycles
and cycle rickshaws. Share of cars in total traffic is maximum at Sirhind Road (47%),
Ambala Road (45.4%) and between Zirakpur and Derabassi (43.3%). The share of
goods traffic varies from 7% to 43% and the average is about 20%. Composition of
traffic at outer cordon locations is presented in Table 4.5.
Table 4.5 Daily Traffic Composition (24 Hours) at Outer Cordon Locations
Composition (%)
Name of Location
Loc. No. Other Fast Slow
Car/ Goods
Bus Moving
Outer Cordon Jeep TW Auto Vehicle
vehicle
1 NH-21 Outside Dera Bassi (Ambala road) 45.43 29.84 2.09 5.84 11.97 4.82
2 NH-64 Near Zirakpur (Patiala Road) 32.50 30.63 3.87 5.65 23.53 3.82
3 Sarhind Road 47.40 30.53 3.36 2.00 8.90 7.81
4 NH-21 (Outside Kharar) 42.19 26.22 3.19 5.97 14.36 8.07
5 Near Chandigarh Out Side Khuda Lohra 29.90 42.49 4.62 1.35 7.31 14.33
6 NH-21 (Outside Baddi) 29.67 26.69 0.62 5.93 34.63 2.46
7 NH-22 Outside Kalka (Shimla Road) 42.09 32.47 0.03 2.74 22.33 0.33
8 Near Panchkula (Morni Road) 33.16 40.02 0.35 10.2 9.15 7.12
9 Nh-73 Outside Panchkula 29.07 21.37 2.07 3.70 42.66 1.13
Loc. No. Inner Cordon
10 NH-22 Between Panchkula and Pinjore 36.09 21.52 3.66 4.06 34.21 0.44
11 NH-21 Between Zirakpur and Dera Bassi 43.33 30.0. 3.86 5.29 8.66 8.84
12 NH-21 Between Chandigarh and Kharar 32.39 33.89 8.94 4.37 7.53 12.89
13 NH 21 A Between Pinjore And Baddi 31.57 26.91 0.92 2.78 33.82 4.00
4.3.5.2 Table 4.6 presents the peak hour traffic composition at outer cordon locations. The
table shows that the share of bus traffic in peak hour is as high as 10.2% at Morni
road near Panchkula. Average peak hour composition for bus is about 4.3%. Goods
traffic varies from 2.5% at outside Khuda Lahora to 38.6% at outside Baddi (NH21A
Baddi Nalagarh Road) at peak periods. Average peak hour share of goods traffic is
about 15.8%. Similarly, the share of slow moving passenger traffic varies from 0.2%
at NH-22 (Outside Kalka-Shimla road) to 20.6% at NH 21 (between Chandigarh and
Kharar). On an average, slow passenger vehicles have share of about 7.3%. The share
of fast moving passenger traffic varies from 50.5% at NH 21 (outside Baddi) to 82%
at between Zirakpur and Derabassi with an average of about 72.7%. Peak hour varies

from 0830 Hrs to 1100 Hrs (Morning) and 1515 Hrs to 1900 Hrs (Evening).
Table 4.6 Peak Hour Traffic Composition at Outer Cordon Locations
Peak Hour Composition (%)
Loc.no Name of the Location Peak Total Total Total Total
Hour Fast Buses Goods Slow
Outer Cordon
1100-1200 81.66 4.94 8.89 4.51
1 NH-21 Outside Dera Bassi (Ambala road)
1730-1830 77.60 4.12 10.85 7.43
915-1015 79.20 4.90 14.22 1.67
2 NH-64 Near Zirakpur (Patiala Road))
1645-1745 70.44 5.47 18.07 6.02
845-945 80.25 2.73 6.72 10.29
3 Sarhind Road
1730-1830 80.40 1.98 6.39 11.23
900-1000 75.77 4.52 6.72 13.00
4 NH-21 (Outside Kharar)
1630-1730 75.52 7.11 10.57 6.80
845-945 77.83 1.20 2.51 18.46
5 Near Chandigarh Out Side Khuda Lohra
1745-1845 77.16 0.54 4.17 18.13
830-930 74.42 4.93 18.92 1.73
6 NH-21 Outside Baddi
1515-1615 50.46 9.06 38.58 1.90
0845-0945 81.25 3.20 15.33 0.22
7 NH-22 Outside Kalka (Shimla Road)
1800-1900 76.93 2.99 19.69 0.39
0800-0900 72.22 10.19 4.63 12.96
8 Near Panchkula (Morni Road)
1500-1600 73.00 9.00 9.00 9.00
1115-1215 63.72 3.19 32.13 0.96
9 NH-73 Outside Panchkula
1630-1730 57.33 4.95 36.63 1.09
1100-1200 68.88 2.93 27.53 0.67
1 NH-22 Between Panchkula and Pinjore
1545-1645 65.87 4.54 29.08 0.51
0945-1045 78.22 4.48 8.19 9.10
2 NH-21 Between Zirakpur and Dera Bassi
1645-1745 81.81 3.39 6.55 8.26
0845-0945 75.79 3.25 4.87 16.09
3 NH-21 Between Chandigarh and Kharar
1715-1815 72.09 2.67 4.65 20.59
0845-0945 63.10 0.95 31.30 4.65
4 NH-21A Between Pinjore and Baddi
1530-16-30 58.73 3.21 34.18 3.87
4.3.6 Occupancy of Vehicle and Passenger Trips

4.3.6.1 Average occuopancy of fast passenger vehicles at outer cordon locations is present in
Table 4.7. Bus occupancy varies from 28 to 41 and averages out at 35.5. Average
occupancy for cars, two wheelers and Tempo, is found to be 2.9, 1.3, and 3.6
respectively. The mini buses have an average occupancy of 14.8.
Table 4.7 Occupancy of Fast Passenger Vehicles at Outer Cordon Locations

Average Occupancy
Loc. no. Name Of Locations Car/Jeep/ Two Mini
Auto Bus
Van Whleer. Bus
Outer Cordon
1 NH-21 Outside Dera Bassi (Ambala road) 3.21 1.48 5.20 36.00 15.00
2 NH-64 Near Zirakpur (Patiala Road)) 2.54 1.33 3.77 41.00 16.00
3 Sarhind Road 1.87 1.15 2.98 35.00 14.00
4 NH-21 (Outside Kharar) 3.08 1.48 5.66 34.50 16.00
5 Near Chandigarh Out Side Khuda Lohra 2.73 1.37 4.09 35.00 15.00
6 NH-21 Outside Baddi 3.18 1.32 2.00 38.00 16.00

Average Occupancy
Loc. no. Name Of Locations Car/Jeep/ Two Mini
Auto Bus
Van Whleer. Bus
Outer Cordon
7 NH-22 Outside Kalka (Shimla Road) 3.49 1.30 3.65 28.00 14.00
8 Near Panchkula (Morni Road) 2.23 1.04 2.00 36.00 13.00
9 NH-73 Outside Panchkula 3.15 1.34 3.48 31.50 12.00
1 NH-22 Between Panchkula and Pinjore 3.07 1.36 3.38 33.00 16.00
2 NH-21 Between Zirakpur and Dera Bassi 3.14 1.43 4.62 36.50 15.00
3 NH-21 Between Chandigarh and Kharar 2.97 1.40 4.37 38.50 15.00
4 NH-21A Between Pinjore and Baddi 3.15 1.32 2.00 38.33 14.00
4.3.6.2 Table 4.8 shows daily passenger trips at cordon locations. It is observed that the daily
passenger trips at different locations varies from 2144 trips at Morni road near
Panchkula to 140673 trips between Chandigarh and Kharar throughout the normal fair
weather working day. Locations handling more than 1 lakh trips per day are Ambala
Road, NH 21 outside Kharar and between Zirakpur and Derabassi. More than 8.3 lakh
passengers trips cross study area daily (bothways) on a typical working day. Bigger
traffic interaction of Chandigarh is with Kharar followed by Ambala, Derabassi and
Zirakpur. 50% of total trips are by buses. Cars account for 28% of the total trips. This
reflects the need of good public transport system for the study area, upto atleast the
outer cordons points at Derabassi, Kharar and Baddi which will inter-alia include
other intermediate towns enroute.
4.3.6.3 Locations handling more than 50,000 bus passenger trips per day are Ambala road
and Kharar road.
Table 4.8 Daily Passenger Trips at Outer Cordon (24 Hours) Locations
Daily Passenger Trips

Loc.no. Name of Location
Car Jeep Van 2-Wh Auto Bus Mini Bus Total Trips
Outer Cordon
1 NH-21 Outside Dera Bassi (Ambala road) 32229 13393 2754 70434 2475 121285
2 NH-64 Near Zirakpur (Patiala Road)) 13879 7897 3132 35530 1888 62326
3 Sarhind Road 5642 2362 832 2664 392 11892
4 NH-21 (Outside Kharar) 31711 12397 4408 73880 1536 123933
5 Near Chandigarh Out Side Khuda Lohra 9001 8396 2808 3496 870 24571
6 NH-21 Outside Baddi 9801 5583 370 19565 4288 39607
7 NH-22 Outside Kalka (Shimla Road) 14512 6959 16 9984 1134 32606
8 Near Panchkula (Morni Road) 716 651 11 714 52 2144
9 NH-73 Outside Panchkula 7257 3513 968 12274 828 24839
Total Outer Cordon 124748 61151 15299 228541 13463 443203
1 NH-22 Between Panchkula and Pinjore 20290 7203 3876 33640 2640 67649
2 NH-21 Between Zirakpur and Dera Bassi 30654 14656 5506 68334 2400 121550
3 NH-21 Between Chandigarh and Kharar 27667 20655 16687 73759 1905 140673
4 NH-21A Between Pinjore and Baddi 28911 10326 514 17517 3724 60992
Total Inner Cordon 107522 52839 26583 193250 10669 390863

4.3.6.4 Peak hour fast moving passenger trips at cordon location, is presented in Table 4.9. It
is observed that the peak hour passenger trip varies from 161 trips at Morni road near
Panchkula to 10364 trips Between Chandigarh and Kharar throughout the fair weather
normal working day.
Table 4.9 Peak Hour Passenger Trips at Outer Cordon Locations
Peak Hour Passenger Trips

Loc.no. Name of Location Car Jeep 2-Wh Auto Bus Mini Total Peak
Van Bus Hour Trips
Outer Cordon
1 NH-21 Outside Dera Bassi (Ambala road) 2711 1044 219 4788 135 8897
2 NH-64 Near Zirakpur (Patiala Road)) 1387 979 345 3116 128 5954
3 Sarhind Road 450 190 46 288 56 1030
4 NH-21 (Outside Kharar) 2369 1293 798 4440 128 9028
5 Near Chandigarh Out Side Khuda Lohra 768 1155 276 266 90 2555
6 NH-21 Outside Baddi 1258 682 20 1470 400 3830
7 NH-22 Outside Kalka (Shimla Road) 1305 696 0 1053 126 3180
8 Near Panchkula (Morni Road) 61 66 0 34 0 161
9 NH-73 Outside Panchkula 685 323 103 912 48 2070
Total Outer Cordon 10994 6426 1806 16367 1111 36704
1 NH-22 Between Panchkula and Pinjore 1390 749 312 2160 48 4659
2 NH-21 Between Zirakpur and Dera Bassi 2350 1238 303 4872 105 8868
3 NH-21 Between Chandigarh and Kharar 1669 2474 1311 4715 195 10364
4 NH-21A Between Pinjore and Baddi 2986 964 26 1840 266 6082
Total Inner Cordon 8395 5424 1953 13587 614 29973
4.4 ORIGIN AND DESTINATION OF INTER-CITY TRAFFIC
4.4.1 Origin – Destination survey of vehicles entering Chandigarh Urban complex was
conducted at 9 outer cordon locations. Overall daily traffic desire of Inter – city
traffic (passenger and freight) is shown in Figure 4.2 and Figure 4.3 respectively.
4.4.2 Figure 4.2 and Figure 4.3 indicates the need of bypass link between:
1. Kharar and Derabassi

2. Derabassi and Parwanu
3. Derabassi and Baddi
4. Parwanu and Baddi
4.4.3 Table 4.10 indicates that of the total traffic of 4.93 lakh trips (cars, 2wheelers, auto
rickshaw and bus) about 1.41 lakh are through which is 28.7% of total traffic. Traffic
desire for through traffic is also shown in Figure 4.2. This indicates the need of road
bypass to Chandigarh Urban complex.
4.4.4 Table 4.11 indicates that of the total traffic of 26934 Vehicle (LCV, Trucks and

MAV) about 11062 Vehicle are through which is about 41% of total traffic. Traffic
desire for through traffic is also shown in Figure 4.3. This also indicates the need of
road bypass to Chandigarh Urban complex.
Table 4.10 Passenger Trips at Outer Cordon Locations
All Private and Bus Passenger Trips

OC _1 to 9
Car TW Tempo Bus Total %age
External to Internal 69227 20675 3521 83413 176835 35.8
Internal to External 64331 17293 3300 90478 175403 35.5
External to External 42103 24708 10191 64568 141569 28.7
Total 175661 62675 17012 238460 493807 100.00
Table 4.11 Freight Movement at Outer Cordon Locations
All Goods in Vehicles

OC _1 to 9
Truck LCV MAV Total %age
External to Internal 3819 3823 331 7973 29.6
Internal to External 3459 4159 280 7899 29.3
External to External 5746 5004 312 11062 41.1
Total 13024 12987 924 26934 100.00

Figure 4.2 Desire Patterns of Inter-City Passengers in Study Area (2008)

Figure 4.3 Desire Pattern of Inter-City Goods Traffic in Study Area (2008)

4.5 CLASSIFIED TRAFFIC VOLUME COUNT AT MID –BLOCK LOCATIONS

Mid-Block survey locations are shown in Figure 4.4 and presented in Table 4.12.
Classified traffic volume count surveys have been conducted at 15 Mid Block points
for 16-hour period (0600AM to 2200PM) on a typical fair weather working day. The
quantum and temporal variation of total daily traffic, peak hour traffic, intensity and
directional distribution of traffic and composition of vehicles and passenger trips
moving in the study area are presented in the following sections.
.
Table 4.12 List of Mid-Block Locations
Location no. Mid-block Locations

1 Vidya Path between Sec-14&15
2 Sarovar Path between Sec-18&19
3 Chandi Path between Sec-27 & Sec-28
4 Vidya path between Sec-37&38
5 Udyan Path between sec-36&37
6 Sarovar Path Sec 33,34
7 Sukhna Path between Sec -32,33
8 Chandi Path Sec -31,32
9 Himalaya Path Sec -51,52
10 Himalaya Path Sec -77 & 78 Mohali
11 Between Sec-10 and Sec-15 (Panchkula)
12 Between Sec-5 & Sec-6 (Nr. General Hospital Pamchkula)
13 Between Sec 11 & 15( Madhya Marg)
14 Near Sec-1 Shimla Road (Panchkula)
15 NH - 21 Dakshin Marg Check Post
4.5.2 Traffic Volume (Average Daily Traffic – 16hrs)

The traffic counts both in terms of numbers of vehicles and passenger car units
(PCUs) have been computed for the total daily (16 hour) traffic at various mid-block
locations and presented in Table 4.13. It is observed that the traffic at different
locations varies from 23,177 PCU’s (26,677 Vehicle) between Sec-5 & Sec-6 (Nr.
General Hospital) in Panchkula to 67,198 PCU’s (73,338 Vehicle) at Himalaya Path
Sec -51,52. Other locations which exhibit high traffic volumes (more than 40,000
PCU’s) are Sarovar Path between Sec-18 &19, Sarovar Path Sec 33,34, Himalaya
Path Sec -77 & 78 Mohali, Between Sec-10 and Sec-15 (Panchkula), Near Sec-1
Shimla Road (Panchkula) and NH - 21 Dakshin Marg Check Post.
Table 4.13 Daily Traffic Volume (16 Hours) At Mid-Block Locations
Loc.no. Name of Location Total Vehicles Total PCU's

1 Vidya Path between Sec-14&15 36340 29143
2 Sarovar Path between Sec-18&19 56294 45666
3 Chandi Path between Sec-27 & Sec-28 30412 25054

Loc.no. Name of Location Total Vehicles Total PCU's

4 Vidya path between Sec-37&38 43999 35391
5 Udyan Path between sec-36&37 33159 25957
6 Sarovar Path Sec 33,34 54483 42757
7 Sukhna Path between Sec -32,33 44234 34275
8 Chandi Path Sec -31,32 41878 34569
9 Himalaya Path Sec -51,52 73338 67198
10 Himalaya Path Sec -77 & 78 Mohali 51823 46811
11 Between Sec-10 and Sec-15 (Panchkula) 53776 43115
12 Between Sec-5 & Sec-6 (Nr. General Hospital, Panchkula) 26677 23177
13 Between Sec 11 & 15 (Madhya Marg) 46263 36049
14 Near Sec-1 Shimla Road (Panchkula) 39487 52180
15 NH - 21 Dakshin Marg Check Post 64456 61202
Source:RITESPrimarySurvey2008-09

The peak hour traffic at the Mid-Block locations is presented in Table 4.14. The
morning peak hour volume varies from 2,016 PCUs (2589 vehicles) at Chandi Path
between Sec-27 & Sec-28 to 5,392 PCUs (5898 vehicles) at Himalaya Path Sec -
51,52 and evening peak hour volume varies from 1802 PCUs (2148 vehicles) at
Between Sec-5 & Sec-6 (Nr. General Hospital) to 5123 PCU’s (5609 vehicles) at NH
- 21 Dakshin Marg Check Post. Peak Hour Factor is observed to be ranging from 8%
to 14%. At most places peak hour factor is about 8% to 9%. Morning peak hour is
varying during 0830 AM to 1100 AM and evening peak hour during 1715PM to 1900
PM.
4.5.4 Directional Distribution of Traffic

Peak hour peak directional traffic at Mid-Block location varies from 29% to 71% and
presented in Table 4.14. The average peak hour directional distribution is 57:43.
4.5.5 The modewise composition of traffic and hourly variation of traffic volume for mid
block locations are presented in Annexure 4.6 and 4.7.

Table 4.14 Total Daily Traffic, Peak Hour Traffic and Directional Distribution of Traffic at Mid-Block Locations
Total Traffic Morning Peak Evening Peak Directional Distribution

% of % of % of % of
Loc. Name of Locations (Veh.) (PCU's) (Veh.) Total (PCU's) Total (Veh.) Total (PCU's) Total Peak Off Peak
No. Traffic Traffic Traffic Traffic Direction % Direction %
(PCU,s) (PCU,s)
1 Vidya Path between Sec-14&15 36340 29143 5165 14.21 3902 13.39 3521 9.68 2740 9.40 2113 54.14 1790 45.86
2 Sarovar Path between Sec-18&19 56294 45666 5278 9.37 4081 8.937 4469 7.93 3583 7.85 1898 52.97 1685 47.03
3 Chandi Path between Sec-27 & Sec-28 30412 25054 2589 8.51 2016 8.045 2686 8.83 2222 8.87 1168 52.57 1054 47.43
4 Vidya path between Sec-37&38 43999 35391 5476 12.4 4256 12.03 4119 9.36 3278 9.26 2408 56.57 1849 43.43
5 Udyan Path between sec-36&37 33159 25957 4547 13.71 3126 12.04 3208 9.67 2388 9.20 2219 70.96 908 29.04
6 Sarovar Path Sec 33,34 54483 42757 4920 9.03 3761 8.796 4687 8.60 3582 8.38 2183 58.03 1579 41.97
7 Sukhna Path between Sec -32,33 44234 34275 5118 11.57 3679 10.73 3399 7.68 2668 7.78 2535 68.90 1144 31.10
8 Chandi Path Sec -31,32 41878 34569 3868 9.23 3045 8.808 3801 9.07 3073 8.89 1813 59.00 1260 41.00
9 Himalaya Path Sec -51,52 73338 67198 5898 8.04 5392 8.023 5629 7.67 4995 7.43 2937 54.47 2455 45.53
10 Himalaya Path Sec -77 & 78 Mohali 51823 46811 4163 8.03 3785 8.086 4260 8.22 3765 8.04 1938 51.47 1827 48.53
11 Between Sec-10 and Sec-15 (Panchkula) 53776 43115 4746 8.82 3683 8.541 4980 9.26 3827 8.88 2073 54.15 1755 45.85
12 Between Sec-5 & Sec-6 (Nr. General Hospital,
Panchkula) 26677 23177 2519 9.44 2120 9.147 2148 8.05 1802 7.77 1114 52.52 1007 47.48
13 Between Sec 11 & 15 (Madhya Marg) 46263 36049 5160 11.15 3860 10.71 3538 7.64 2803 7.77 2069 53.59 1792 46.41
14 Near Sec-1 Shimla Road (Panchkula) 39487 52180 3898 9.87 5708 10.94 3650 9.24 4572 8.76 3896 68.26 1812 31.74
15 NH - 21 Dakshin Marg Check Post 64456 61202 5603 8.69 5037 8.23 5609 8.70 5123 8.37 2604 50.83 2519 49.17


4.5.6.1 Daily traffic composition of fast moving passenger, goods and slow moving vehicles
at mid block locations are presented in Table 4.15. It is observed that most of the
locations exhibit predominance of fast moving passenger traffic varying from 62% to
91%. On an average about 81% of traffic consists of light fast moving passenger
vehicle. The share of slow moving vehicles varies from 5% to 19% and an average is
about 13%. The share of bus traffic is as low as 0.62% at Vidya Path between Sec-14
& 15 and as high as 4.2% at NH - 21 Dakshin Marg Check Post with an average of
about 1.7%. The fast moving passenger vehicles predominantly consist of two
wheelers, cars and auto rickshaw while slow vehicle consist of cycles and cycle
rickshaws. It is seen that share of two wheeler and auto in total traffic is maximum at
most of the locations. The share of goods traffic varies from 1 % to 25% and the
average goods traffic in study area is about 4.2%.
Table 4.15 Daily Traffic Composition (16 Hours) At Mid Block Locations
Composition (%)
S. Other Fast Slow
Name of Location Car/ Goods
No. Bus Moving
Jeep TW Auto Vehicle
Vehicle
1 Vidya Path between Sec-14&15 31.68 42.21 7.36 0.62 1.13 17.00
2 Sarovar Path between Sec-18&19 26.39 45.02 7.98 1.38 2.03 17.20
3 Chandi Path between Sec-27 & Sec-28 35.93 45.04 2.61 1.99 4.34 10.09
4 Vidya path between Sec-37&38 34.13 42.85 4.83 1.02 1.44 15.74
5 Udyan Path between sec-36&37 34.43 45.08 2.31 1.08 1.50 15.60
6 Sarovar Path Sec-33,34 25.92 48.78 7.05 1.05 1.70 15.49
7 Sukhna Path between Sec -32,33 24.10 47.93 6.39 0.87 1.57 19.14
8 Chandi Path Sec -31,32 36.15 45.42 2.42 1.89 4.81 9.31
9 Himalaya Path Sec -51,52 47.14 37.76 2.74 2.68 4.45 5.24
10 Himalya Path Sec -77 & 78 Mohali 47.64 38.17 3.03 2.36 3.62 5.18
11 Between Sec-10 and Sec-15 (Panchkula) 37.85 42.24 3.16 1.18 1.04 14.54
Between Sec-5 & Sec-6 (Nr. General
12
Hospital, Panchkula) 47.47 31.05 3.28 1.47 2.41 14.32
13 Between Sec 11 & 15 (Madhya Marg) 23.71 51.28 7.83 1.25 1.32 14.61
14 Near Sec-1 Shimla Road (Panchkula) 28.21 25.36 7.05 2.21 25.25 11.93
15 NH - 21 Dakshin Marg Check Post 39.59 39.61 3.16 4.26 6.44 6.93
4.5.6.2 Table 4.16 presents peak hour traffic composition at Mid-Block locations. It is
observed that bus traffic share in peak hour is as high as 3.75% at NH - 21 Dakshin
Marg Check Post. Average bus traffic share is about 1.40%. The goods traffic
constitutes 0.56% at Vidya Path between Sec-14&15 to 34.25% Near Sec-1 Shimla
Road (Panchkula). Average goods traffic is about 3.93%. Similarly, the share of slow
moving passenger traffic varies from 5.59% at Himalaya Path Sec -77 & 78 Mohali to
25.89% at Sarovar Path between Sec-18&19. On an average, slow moving passenger
vehicles have share of about 14.40%. The share of fast passenger traffic varies from
54.80% Near Sec-1 Shimla Road (Panchkula) to 89.79% at Himalaya Path Sec -77 &
78 Mohali with an average of about 80.27% fast passenger traffic. Peak hour varies
from 0830 Hrs to 1100 Hrs (Morning) and 1715 Hrs to 1915 Hrs (Evening).
Table 4.16 Peak Hour Traffic Composition at Mid-Block Locations

Loc.no Name of Locations Peak Total Total Total Total
Hour Fast Buses Goods Slow
Vidya Path between Sec-14&15 8.45-9.45 79.94 0.31 0.56 19.19
1 17:15-18:15 80.23 0.82 1.22 17.72
Sarovar Path between Sec-18&19 12:15-1315 84.27 0.85 1.06 13.81
2 18:45-19:45 71.43 0.98 1.70 25.89
Chandi Path between Sec-27 & Sec-28 8.30-9.30 79.41 2.09 4.40 14.10
3 18:00-19:00 83.40 1.41 4.06 11.13
Vidya path between Sec-37&38 8.45-9.45 78.31 0.47 0.97 20.25
4 17:45-18:45 85.65 0.97 1.14 12.24
Udyan Path between sec-36&37 8.45-9.45 80.34 0.57 0.97 18.12
5 17:00-18:00 83.07 1.06 1.50 14.37
10.00-11.00 85.47 0.65 0.83 13.05
6 Sarovar Path Sec 33,34 17:30-18:30 78.49 0.53 1.58 19.39
Sukhna Path between Sec -32,33 9.00-10.00 77.92 0.47 0.66 20.95
7 18:00-19:00 75.82 0.74 1.50 21.95
Chandi Path Sec -31,32 8.45-9.45 85.16 1.37 3.88 9.59
8 18:45-19:45 84.35 1.55 4.08 10.02
Himalaya Path Sec -51,52 10.00-11.00 87.54 2.31 3.81 6.34
9 18:00-19:00 87.17 2.42 3.91 6.50
Himalaya Path Sec -77 & 78 Mohali 9.00-10.00 89.14 1.99 2.98 5.89
10 17:30-18:30 89.79 2.21 2.42 5.59
Between Sec-10 and Sec-15 (Panchkula) 8.30-9.30 74.15 1.16 0.78 23.91
11 18:15-19:15 83.19 1.24 0.80 14.76
12 Between Sec-5 & Sec-6 (Nr. General Hospital, Panchkula) 8.45-9.45 79.20 1.31 2.02 17.47
16:45-17:45 78.86 1.44 2.42 17.27
Between Sec 11 & 15 (Madhya Marg) 9.00-10.00 82.69 0.81 0.74 15.76
13 17:15-18:15 82.84 1.33 1.72 14.10
Near Sec-1 Shimla Road (Panchkula) 9.45-10.45 54.80 1.67 34.25 9.29
14 17:45-18:45 60.58 1.75 20.85 16.82
NH - 21 Dakshin Marg Check Post 9.45-10.45 82.53 3.75 5.41 8.32
15 18:15-19:15 82.39 3.64 5.72 8.25
Source: RITES Primary Survey 2008 – 09
4.5.7 Occupancy of Vehicles and Passenger Trips
4.5.7.1 Average occupancy of fast moving passenger vehicles is presented in Table 4.17. Bus
occupancy varies from 31 to 49 and averages out at 38. Average occupancy for cars,
two wheelers and auto rickshaws, is about 2.07, 1.33, and 3.9 respectively. The mini
buses have an average occupancy of 15.5.

Table 4.17 Occupancy of Fast Passenger Vehicles at Mid-Block Locations
Average Occupancy
Loc. Two Bus Mini
Name of Locations Auto
no. Car Jeep Van Whlr. Bus
1 Vidya Path between Sec-14&15 2.00 1.36 3.87 32.00 11.00

2 Sarovar Path between Sec-18&19 1.76 1.24 4.21 35.00 13.00
3 Chandi Path between Sec-27 & Sec-28 2.15 1.30 4.05 40.00 16.00
4 Vidya path between Sec-37&38 2.10 1.39 3.85 38.00 12.00
5 Udyan Path between sec-36&37 1.71 1.28 4.42 39.00 15.00
6 Sarovar Path Sec 33,34 2.44 1.33 3.52 42.00 22.00
7 Sukhna Path between Sec -32,33 2.32 1.38 3.64 31.00 12.00
8 Chandi Path Sec -31,32 2.38 1.43 4.39 38.00 14.00
9 Himalaya Path Sec -51,52 2.25 1.35 3.54 41.00 20.00
10 Himalaya Path Sec -77 & 78 Mohali 1.87 1.25 3.83 40.00 18.00
11 Between Sec-10 and Sec-15 (Panchkula) 1.77 1.38 4.49 49.00 23.00
12 Between Sec-5 & Sec-6 (Nr. General Hospital,

Panchkula) 1.66 1.32 3.57 38.00 12.00
13 Between Sec 11 & 15 (Madhya Marg) 1.79 1.31 4.04 43.00 16.00
14 Near Sec-1 Shimla Road (Panchkula) 2.65 1.43 3.62 36.00 16.00
15 NH - 21 Dakshin Marg Check Post 2.16 1.26 3.72 34.00 13.00
4.5.7.2 Daily passenger trips at mid-block are presented in Table 4.18. It is observed that the
daily passenger trips at different locations varies from 43,687 trips Between Sec-5 &
Sec-6 (Nr. General Hospital) to 1,93,840 trips at Himalaya Path Sec -51,52. Roads
having more than 1 lakh passenger trips are Himalaya Path Sec -77 & 78 Mohali,
Sarovar Path between Sector 33 & 34 and NH - 21 Dakshin Marg Check Post.
4.5.7.3 Roads having more than 20 thousand bus passenger trips are Chandi Path, Himalaya
Path, between sector 10&15 road in Panchkula Shimla road near Sector 1 and
Dakshin Marg
Table 4.18 Daily Passenger Trips at Mid-Block Locations
Fast Moving Passenger Trips

Loc.no. Name of Location 2-Wh Auto Bus Mini Total
Car/Jeep/Van
Bus Trips
1 Vidya Path between Sec-14&15 23024 20860 10105 3072 528 57588
2 Sarovar Path between Sec-18&19 26145 31427 18920 14770 3055 94316
3 Chandi Path between Sec-27 & Sec-28 23491 17806 3212 19040 880 64429
4 Vidya path between Sec-37&38 31538 26206 8070 9880 564 76257
5 Udyan Path between sec-36&37 19521 19135 3280 6474 1035 49445
6 Sarovar Path Sec 33,34 34460 35346 13527 12768 2904 99006
7 Sukhna Path between Sec -32,33 24734 29256 10181 6851 888 71910
8 Chandi Path Sec -31,32 36031 27200 4245 24396 504 92376

Fast Moving Passenger Trips

Loc.no. Name of Location 2-Wh Auto Bus Mini Total
Car/Jeep/Van
Bus Trips
9 Himalaya Path Sec -51,52 77789 37380 7115 66215 5340 193840
10 Himalaya Path Sec -77 & 78 Mohali 46170 24726 6013 40120 3312 120342
11 Between Sec-10 and Sec-15 (Madhya Marg) 36025 31347 7521 19208 1610 95710
Between Sec-5 & Sec-6 (Nr. General Hospital,
12 Panchkula) 21021 10935 3063 7828 840 43687
13 Between Sec 11 & 15 (Madhya Marg) 19636 31077 14451 16340 1792 83297
14 Near Sec-1 Shimla Road (Panchkula) 29521 14317 9995 23220 1904 78957
15 NH - 21 Dakshin Marg Check Post 55123 32169 7585 76432 4797 176106
4.5.7.4 Peak Hour passenger trips at Mid-Block are presented in Table 4.19. It is observed
that the peak hour passenger trips at different location varies from 3991 trips at
Between Sec-5 & Sec-6 (Nr. General Hospital) to 15,034 trips at Himalaya Path Sec -
51,52. Roads having bus passengers trips more than 2000 during peak hour are
Between Sec-10 and Sec-15 (Panchkula), Near Sec-1 Shimla Road (Panchkula),
Sector 5& 6 (Near General Hospital) Himalaya Path Sec -77 & 78 Mohali and NH -
21 Dakshin Marg Check Post.
Table 4.19 Peak Hour Passenger Trips at Mid-Block Locations
Peak Hour Passenger Trips

Loc.no. Name of Location Total Peak
Car Jeep Van 2-Wh Auto Bus Mini Bus
Hour Trips
1 Vidya Path between Sec-14&15 2642 3226 1660 128 55 7711
2 Sarovar Path between Sec-18&19 2540 3318 1385 840 195 8278
3 Chandi Path between Sec-27 & Sec-28 1550 1668 207 1720 48 5193
4 Vidya path between Sec-37&38 3738 3094 1074 646 12 8564
5 Udyan Path between sec-36&37 1879 3174 314 390 105 5863
6 Sarovar Path Sec 33,34 3406 3361 993 672 154 8586
7 Sukhna Path between Sec -32,33 2524 3634 965 496 36 7654
8 Chandi Path Sec -31,32 3301 2631 277 1672 28 7909
9 Himalaya Path Sec -51,52 7056 2533 535 4551 360 15034
10 Himalaya Path Sec -77 & 78 Mohali 4254 1664 402 2800 216 9336
11 Between Sec-10 and Sec-15 (Panchkula) 2963 2350 620 2009 69 8011
Between Sec-5 & Sec-6 (Nr. General
12 Hospital, Panchkula) 1813 1077 307 722 72 3991
13 Between Sec 11 & 15 (Madhya Marg) 1683 3698 2024 1333 128 8866
14 Near Sec-1 Shimla Road (Panchkula) 2041 1617 847 2124 80 6709
15 NH - 21 Dakshin Marg Check Post 4247 3068 830 5678 455 14277

4.6 TRAFFIC VOLUME COUNTS AT INTERSECTION LOCATIONS

Intersection survey locations are shown in Figure 4.5 and presented in Table 4.20.
Classified traffic volume count surveys have been conducted at 20 major intersection
points for 16-hour period (0600AM to 2200PM) on a typical fair weather working
day. The quantum and temporal variation of total daily traffic, peak hour traffic,
intensity and directional distribution of traffic and composition of vehicles and
passenger trips moving in the study area are presented in the following sections.
Table 4.20 List of Intersection Locations
Location no. Intersection Locations

1 Near Chandigarh Housing Board
2 Cricket Stadium (Rotary)
3 Rotary Of Dakshin Marg and Jan Marg
4 Sector-62 Mohali Bus Stand
5 Sector -43 Chandigarh I.S.B.T.
6 Bhakra Colony Chowk
7 Aroma Hotel Chowk
8 Sec -17 ISBT Chandigarh
9 K.C. Cinema chowk
10 Rotary Of Madhya Marg and Sukhna Path
11 Rotary of Udyog Path & Sukhna Path
12 Rotary of Dakshin Marg & Sukhna Path
13 Sirhind chowk near Sector-51
14 Rotary on Sukhna Path Sector -49&50
15 Rotary Near Sec -47 (Poorvi Marg)
Rotary of Dakshin Marg and Poorvi Marg Near sector-31
16 (Tribune Chowk)
17 Madhya Marg NearTimber Market
18 Chandigarh Railway Station Intersection
19 Housing Board Chowk
20 Sector-04 Panchkula ISBT
4.6.2 Traffic Volume (Average Daily Traffic – 16hrs)

The traffic counts both in terms of numbers of vehicles and passenger car units
(PCUs) have been computed for the total daily (16 hour) traffic at various intersection
locations and presented in Table 4.21. It is observed that the traffic at different
locations varies from 47,917 PCU’s (54,262 Vehicle) at Rotary Near Sec -47 (Poorvi
Marg) to 1,43,123 PCU’s (1,45,157 Vehicle) at Madhya Marg NearTimber Market.
Other locations which exhibit high traffic volumes (more than 100,000 PCU’s) are
Housing Board Chowk, Chandigarh Railway Station Intersection, Tribune Chowk,
K.C cinema chowk, and rotary of Dakshin marrg and Sukhna path

Table 4.21 Daily Traffic Volume (16 Hours) At Intersections

Loc.no
Name of Location Total Vehicles Total PCU's
1 Near Chandigarh Housing Board 54378 49248

2 Cricket Stadium (Rotary) 89910 77762
3 Rotary Of Dakshin Marg and Jan Marg 87340 74839
4 Sector-62 Mohali Bus Stand 83340 69154
5 Sector -43 Chandigarh I.S.B.T. 103075 81272
6 Bhakra Colony Chowk 108602 90377
7 Aroma Hotel Chowk 101414 86971
8 Sec -17 ISBT Chandigarh 114156 97872
9 K.C. Cinema chowk 120030 99972
10 Rotary Of Madhya Marg and Sukhna Path 90582 77383
11 Rotary of Udyog Path & Sukhna Path 72900 62170
12 Rotary of Dakshin Marg & Sukhna Path 116794 99903
13 Sirhind chowk near Sector-51 58626 54973
14 Rotary on Sukhna Path Sector -49&50 86356 75136
15 Rotary Near Sec -47 (Poorvi Marg) 54262 47917
Rotary of Dakshin Marg and Poorvi Marg Near sector-31
16 (Tribune Chowk) 143170 135805
17 Madhya Marg NearTimber Market 145157 143123
18 Chandigarh Railway Station Intersection 141366 133143
19 Housing Board Chowk 148481 133499
20 Sector-04 Panchkula ISBT 59147 51754
Source:RITESPrimarySurvey2008-09
The peak hour traffic at the various intersection locations is presented in Table 4.22.
The morning peak hour volume varies from 3665 PCUs (4679 vehicles) at Rotary
Near Sec -47 (Poorvi Marg) to 12,653 PCUs (14238 vehicles) at Chandigarh Railway
Station Intersection and evening peak hour volume varies from 4202 PCUs (4651
vehicles) Near Chandigarh Housing Board to 14,769 PCU’s (14,111 vehicles) at
Madhya Marg NearTimber Market. Peak Hour Factor is observed to be 7% to 11%.
At most places peak hour factor is 8% to 9%. Morning peak hour is varying during
0830AM to 1030AM and evening peak hour during 1730PM to 1930PM.
4.6.4 The modewise composition and hourly variation of traffic at intersection locations are
presented as Annexure 4.8 and Annexure 4.9. Annexure 4.10 shows the morning
and evening peak directional flows at 20 surveyed intersections.

Table 4.22 Total Daily Traffic, Peak Hour Traffic and Directional Distribution at Intersection Locations
Total Traffic Morning Peak Evening Peak

% of % of % of % of
Loc. Name of Locations (Veh.) (PCU's) (Veh.) Total (PCU's) Total (Veh.) Total (PCU's) Total
No. Traffic Traffic Traffic Traffic
1 Near Chandigarh Housing Board 54378 49248 5200 9.56 4603 9.34 4651 8.55 4202 8.53
2 Cricket Stadium (Rotary) 89910 77762 7972 8.86 7350 9.45 7930 8.82 6833 8.79
3 Rotary Of Dakshin Marg and Jan Marg 87340 74839 6837 7.82 5885 7.86 9693 11.1 7830 10.46
4 Sector-62 Mohali Bus Stand 83340 69154 6820 8.18 5550 8.02 9033 10.84 7120 10.30
5 Sector -43 Chandigarh I.S.B.T. 103075 81273 10458 10.15 7914 9.73 9812 9.51 7547 9.29
6 Bhakra Colony Chowk 108602 90378 8544 7.86 6982 7.72 9752 8.98 7887 8.73
7 Aroma Hotel Chowk 101414 86971 8223 8.10 7015 8.06 9462 9.33 8017 9.22
8 Sec -17 ISBT Chandigarh 114156 97872 8250 7.22 7141 7.29 11725 10.27 9540 9.75
9 K.C. Cinema chowk 120030 99972 11225 9.35 8859 8.86 10075 8.39 8474 8.48
10 Rotary Of Madhya Marg and Sukhna Path 90582 77383 8432 9.30 7028 9.08 8047 8.88 6705 8.66
11 Rotary of Udyog Path & Sukhna Path 85931 73054 6592 7.67 5382 7.36 6439 7.49 5525 7.56
12 Rotary of Dakshin Marg & Sukhna Path 116794 99903 10430 8.93 8627 8.63 11645 9.97 9929 9.94
13 Sirhind chowk near Sector-51 58626 54973 6299 10.74 5216 9.48 5166 8.81 4649 8.46
14 Rotary on Sukhna Path Sector -49&50 86356 75136 7898 9.14 6072 8.08 8563 9.91 7484 9.96
15 Rotary Near Sec -47 (Poorvi Marg) 54262 47917 4679 8.62 3665 7.64 4912 9.05 4455 9.30
16 Rotary of Dakshin Marg and Poorvi Marg
Near sector-31 (Tribune Chowk) 143170 135805 12825 8.95 11198 8.24 13251 9.25 12361 9.10
17 Madhya Marg NearTimber Market 145157 143123 13334 9.18 11981 8.37 14111 9.72 14769 10.32
18 Chandigarh Railway Station Intersection 141366 133143 14238 10.07 12653 9.50 12543 8.87 11600 8.71
19 Housing Board Chowk 148481 133499 12399 8.35 10665 7.98 14285 9.62 12388 9.28
20 Sector-04 Panchkula ISBT 59147 51754 5883 9.94 4976 9.61 5492 9.28 4594 8.88

DRAFT FINAL REPORT – July 2009 Chapte 4 – Traffic Characteristics

4.6.5.1 Daily traffic composition of fast moving passenger, goods and slow moving
vehicles at intersection locations are presented in Table 4.23. It is observed that
most of the locations exhibit predominance of fast moving passenger traffic
varying from 70% to 84%. On an average about 76% of traffic consists of light fast
moving passenger vehicle. The share of slow moving vehicles varies from 13% to
28% and an average is about 19%. The share of bus traffic has an average of about
1.9%. The fast moving passenger vehicles predominantly consist of two wheelers,
cars and auto rickshaw while slow vehicle consist of cycles and cycle rickshaws. It
is seen that share of two wheeler and autos in total traffic is maximum at most of
the locations. The share of goods traffic varies from 0.5% to 10% and the average
goods traffic in study area is about 3%.
Table 4.23 Daily Traffic Composition (16 Hours) At Intersection Locations
Composition (%)
Loc Slow
Name of Location Car/ Good
.no TW Auto Bus Moving
Jeep Vehicle
Vehicle
1 Near Chandigarh Housing Board 43.64 28.89 8.30 1.86 0.97 16.34
2 Cricket Stadium (Rotary) 27.39 40.23 9.26 2.70 1.14 19.28
3 Rotary Of Dakshin Marg and Jan Marg 34.31 39.50 8.00 1.69 1.44 15.06
4 Sector-62 Mohali Bus Stand 35.65 39.31 7.50 1.13 1.76 14.65
5 Sector -43 Chandigarh I.S.B.T. 32.90 41.78 4.47 0.79 0.60 19.46
6 Bhakra Colony Chowk 28.18 33.95 7.78 2.26 0.47 27.36
7 Aroma Hotel Chowk 25.79 40.34 8.22 2.07 0.50 23.08
8 Sec -17 ISBT Chandigarh 28.32 40.52 10.19 2.19 0.64 18.14
9 K.C. Cinema chowk 34.59 32.75 7.23 0.86 1.41 23.16
10 Rotary Of Madhya Marg and Sukhna Path 27.91 39.27 10.83 1.61 1.37 19.01
11 Rotary of Udyog Path & Sukhna Path 30.34 36.99 5.67 1.64 2.42 22.94
12 Rotary of Dakshin Marg & Sukhna Path 34.62 37.64 7.07 1.67 1.82 17.18
13 Sirhind chowk near Sector-51 36.66 34.55 3.42 2.66 5.48 17.23
14 Rotary on Sukhna Path Sector -49&50 32.26 39.06 4.60 2.09 3.92 18.07
15 Rotary Near Sec -47 (Poorvi Marg) 26.71 40.87 2.51 1.74 6.81 21.36
Rotary of Dakshin Marg and Poorvi Marg Near sector-
16 31(Tribune Chowk) 31.08 36.44 3.78 2.52 10.17 16.01
17 Madhya Marg NearTimber Market 32.00 29.57 6.27 1.44 7.59 23.13
18 Chandigarh Railway Station Intersection 34.68 34.98 4.96 1.56 7.03 16.79
19 Housing Board Chowk 42.36 35.30 3.27 1.77 4.27 13.03
20 Sector-04 Panchkula ISBT 37.18 34.11 3.55 3.06 1.84 20.26
4.6.5.2 Table 4.24 presents peak hour traffic composition at intersection locations. It is
observed that bus traffic share in peak hour is as high as 4.1% at Cricket Stadium
Rotary. Average bus traffic share is about 1.6%. The goods traffic constitutes 0.3%
at Bhakra Colony rotary to 11% at Timber Market. Average goods traffic is about
2.5%. Similarly, the share of slow moving passenger traffic varies from 14% at
Kisan Bhawan Rotary to 31% at Bhakra Colony (Rotary). On an average, slow
moving passenger vehicles have share of about 21%. The share of fast passenger
traffic varies from 63% at Timber Market Chowk to 83% at Kisan Bhawan Chowk,

Matka Chowk and Phase 7 Mohali Chowk with an average of about 75% fast
passenger traffic.
Table 4.24 Peak Hour Traffic Composition at Intersection Locations

Loc.n Peak Total Total Total Total
Name of Locations Hour
Fast Buses Goods Slow
Near Chandigarh Housing Board 0900 - 1000 77.70 1.78 0.62 19.90
1 1745 - 1845 82.35 1.42 0.62 15.61
Cricket Stadium (Rotary) 0915 - 1015 74.75 4.08 0.74 20.43

2 1730 - 1830 75.71 2.22 0.73 21.34
Rotary Of Dakshin Marg and Jan Marg 0930 - 1030 77.39 1.70 1.04 19.87
3 1745 - 1845 82.70 1.23 1.16 14.92
Sector-62 Mohali Bus Stand 0930 - 1030 82.87 0.79 1.15 15.19
4 1800 - 1900 78.68 0.73 1.37 19.22
Sector -43 Chandigarh I.S.B.T. 0915 - 1015 75.25 0.58 0.47 23.70
5 1730 - 1830 77.01 0.68 0.39 21.92
Bhakra Colony Chowk 0915 - 1015 72.42 2.27 0.30 25.00

6 1730 - 1830 67.83 1.30 0.35 30.52
Aroma Hotel Chowk 0945 - 1045 72.69 1.31 0.36 25.63
7 1745 - 1845 76.06 1.73 0.40 21.80
Sec -17 ISBT Chandigarh 1030 - 1130 79.53 2.52 0.46 17.48
8 1730 - 1830 79.70 1.58 0.43 18.29
K.C. Cinema chowk 0915 - 1015 74.57 0.53 0.89 24.01
9 1800 - 1900 75.54 0.63 1.24 22.59
0900 - 1000 75.93 1.33 0.75 21.99
10 Rotary Of Madhya Marg and Sukhna Path 1730 - 1830 78.27 1.26 1.55 18.93
0900 - 1000 72.73 1.22 2.25 23.80
11 Rotary of Udyog Path & Sukhna Path 1730 - 1830 73.66 1.66 2.61 22.07
0915 - 1015 79.06 1.40 1.18 18.36
12 Rotary of Dakshin Marg & Sukhna Path 1730 - 1830 78.74 1.37 1.53 18.36
0845 - 0945 73.46 1.76 3.18 21.61
13 Sirhind chowk near Sector-51 1800 - 1900 74.31 1.76 4.01 19.92
0830 - 0930 71.71 1.93 2.17 24.19
14 Rotary on Sukhna Path Sector -49&50 1800 - 1900 72.56 1.60 3.96 21.88
0845 - 0945 67.48 1.68 3.91 26.93
15 Rotary Near Sec -47 (Poorvi Marg) 1730 - 1830 66.23 1.67 7.74 24.37
Rotary of Dakshin Marg and Poorvi Marg Near sector- 0915 - 1015 70.85 2.20 7.03 19.92
16 31(Tribune Chowk) 1730 - 1830 71.44 1.96 9.11 17.49
0900 - 1000 67.95 1.22 3.94 26.89
17 Madhya Marg NearTimber Market 1830 - 1930 63.89 1.52 10.80 23.79
0915 - 1015 76.85 1.02 3.88 18.24
18 Chandigarh Railway Station Intersection 1830 - 1930 72.27 1.07 6.29 20.37
0830 - 0930 75.72 1.56 2.67 20.04
19 Housing Board Chowk 1730 - 1830 80.27 1.78 3.73 14.21
0845 - 0945 71.18 2.75 0.99 25.08
20 Sector-04 Panchkula ISBT 1745 - 1845 76.91 2.04 1.17 19.88

4.7 PEDESTRIAN VOLUME COUNTS AT INTERSECTION LOCATIONS
4.7.1 Pedestrians form a major proportion of commuters. Not only trips are conducted by
walk in its entirety but every public transport trip will also have component of
walk at its both ends. Though they are short distance travelers, they are spread all
over the city. As facilities furnished for them are encroached upon by vendors or
for road space, they have to spill on roads. These contribute to accidents also. One
alternative for their facility and controlling their spill on roads is to provide good
footpath with railings covering about two meters width on either side of the road
with openings at desired crossing points. Table 4.25 below shows the max PV^2
values at 10 critical junctions in study area. It is observed that the all the location
has observed PV^2 more than 2 X 10^8. As per IRC guidelines grade separation
facilities need to be provided for pedestrians. It is assumed that after coming up of
the MRT system the pedestrian movement across roads will be taken by the grade
separated facilities proposed to be provided at Metro and BRT stations and at grade
pedestrian facilities at all junctions. The choice between lift/escalator operated
underpasses will depend upon the specific site conditions. Pedestrian count survey
location is shown ion Figure 4.6 and survey proforma as Annexure 4.11.
Table 4.25 Observed PV^2 values at Critical Junctions
S.no Name of Location Max PV^2 Observed

1 Kishan Bhawan 3.86E+09
2 Ph-VII Mohali 4.7E+09
3 Bhakra Colony Chowk 6.86E+09
4 Aroma Hotel Chowk 4.65E+09
5 Sec-17 ISBT 6.4E+09
6 K.C. Cinema 9.4E+09
7 Rotary of madhya Marg and Sukhna Path 1.21E+10
8 Tribune Chowk 9.43E+09
9 Timber Market 1.92E+10
10 Housing Board Chowk 4.31E+10
4.8 VOLUME / CAPACITY RATIO
Table 4.26 below shows V/C ratios at various major roads in study area. It can be
seen from table that most of the roads have V/C ratios for year 2009 less than 1.0
except two corridors namely Madhya Marg and Udyog Path.

Table 4.26 Volume/Capacity Ratio on Various Roads in Study Area
S.No Name of Road V/C Ratio 2009

1 Vidya Path 0.8
2 Udyan Path 0.7
3 Jan Marg 0.8
4 Himalaya Marg 0.7
5 Sarovar Path 0.8
6 Sukhna Path 0.8
7 Chandi Marg 0.6
8 Purv Marg 0.8
9 Madhya Marg 1.2
10 Udyog Path 1.1
11 Dakshin Marg 0.8
12 Between Sec 10 and 15 (Panchkula) 0.8
13 Between Sec 6 and city center (Panchkula) 0.3
14 Near Sec 1 Shimla Road (Panchkula) 0.8
15 NH-21 ( Near Tribune Chowk) 0.7
Source: RITES Primary Survey 2008-09*
4.9 CONCLUSIONS
4.9.1 Overall daily traffic desire of Inter – city traffic (passenger and freight)indicates
the need of bypass link between (Refer Figure 4.2 and Figure 4.3)
• Kharar and Derabassi
• Derabassi and Parwanu
• Derabassi and Baddi
• Parwanu and Baddi
4.9.2 Mid Block counts indicates at present V/C ratio are less than one on most of the
roads except Madhya Marg and Udyog Path. But V/C needs to be stabilized at this
point only by intervention of a citywide good public mass transport system for
Chandigarh Urban Complex.
4.9.3 Intersection Counts indicates high volume of traffic approaching these junctions as
a result the waiting time is increasing on them. Many of these junctions need
immediate grade separation and improvement to reduce the delays at junctions.
Some of the junctions which needs immediate improvement are K.C Cinema
Chowk (Press Chowk), Tribune Chowk, Transport Nagar Chowk, Railway Station
Chowk, Housing Board Chowk.
4.9.4 Traffic surveys shows growing traffic interaction between Chandigarh Urban
Complex and towns such as Kharar, Derabassi, Baddi, Kalka etc. Therefore proper
and adequate transport linkages need to be developed to cater to the future traffic
needs.

DRAFT FINAL REPORT– July 2009 Chapter 5 – Parking Characteristics
CHAPTER- 5
PARKING CHARACTERISTICS
5.1 INTRODUCTION
In order to ascertain parking characteristics such as parking accumulation, parking

duration, parking demand, parking supply, parking index, and parking turnover,
parking surveys have been conducted on 40 locations around the city center of
Chandigarh in Sector 17 which covers all the parking lots in Sector 17. Parking
surveys have been carried out for 12 hour duration. Survey proforma is given as
Annexure 5.1. The parking survey locations have been shown in Figure 5.1.
5.2 PARKING ACCUMULATION
Parking Accumulation is the number of vehicles parked at a particular location at a

particular time. Peak hour parking accumulation at various locations is given in Table
5.1. Table 5.1 indicates that at Sector 17E (in front of Sagar Ratna restaurant, PK 18)
and sector 17B (in front of Haryana Cooperative Apex Bank, PK 37) are most popular
parking sites where parking demand is maximum.
5.3 PARKING DURATION
Table 5.2 gives the parking duration of various modes at parking survey locations
slected across the study area. Long term parking is observed mainly at parking lots
near offices, banks and hotels. This is mainly due to fact that employees park their
vehicles in the morning and go to their work place and pick them up in the evening at
the time of return. At most other locations short term parking (upto 4 hrs) is
significant due to shopping areas.
5.4 PARKING DEMAND AND SUPPLY
Parking demand at a location is the number of vehicles parked over a period at time.
Parking demand and parking supply at various locations are given in Table 5.3. The
table indicates that parking demand is very high at most locations and parking
demand outstrips supply at most locations. Peak parking demand for Sector 17 is
about 10074 ECS whereas the supply is only 6658 ECS. Thus there is an unful filled
demand of approx 3400 ECS required to be met through multilevel parking.

5.5 PARKING INDEX
Parking Index is the ratio of peak hour parking accumulation to parking supply of
spaces. Table 5.4 gives the Parking Index at various locations. Parking indices are
more than 1 at most of the survey locations. Average parking index for Sector 17 is
1.7.
5.6 PARKING TURNOVER
Parking Turnover is the number of times a parking space is used during a day. Parking
turnover at various locations is given in Table 5.4. At most of the locations where
parking is long term, parking turnover is less. At other locations, (like near Hotel Park
View PK5, Near High Court PK6 and between Telephone Bhawan and GPO building
PK32) parking turnover is high indicating short term parking duration. Average
parking turnover in Sector 17 is 4.5.
5.7 CONCLUSIONS
As parking demand oustrips parking supply in Sector 17 by about 3400 ECS.

Additional parking spaces need to be created to meet the demand in the short term.
For the long term a good quality mass public transport system should be developed
and linked to major work centers/offices/populated pockets of the urban complex.
This will help in stabilizing the parking demand. A parking policy should also be
evolved for major city centers of the urban complex.

Table 5.1 Modewise Peak Parking Accumulation
Peak Accumulation Peak

Accumulation Parking
S.No Location Landmark
Peak Time Car 2-Whlr. Equivalent Car Type
spaces (ECS)
1 PK - 1 Infront of Secretriat Haryana near ISBT -17 1530 - 1600 140 - 140 Off
2 PK - 2 Infront of Fire Station & Backside ISBT -17 1430 - 1500 - 712 178 Off
3 PK - 3 Infront of High Court 1100 - 1130 - 447 112 Off
4 PK - 4 Infront of High Court 1400 - 1430 179 191 227 Off
Infront of Main Gate of Police Station To near Hotel Park View (On On
5 PK - 5 Road Parking) 1030 - 1100 25 113 53
Infront of Main Gate of Police Station To Main Gate of High Court On
6 PK - 6 (On Road Parking) 1030 - 1100 36 51 56
7 PK - 7 Infront of PT Drill Ground & near High Court 1030 - 1100 - 87 22 Off
8 PK - 8 Infront of High Court (On Road Parking) 1030 - 1100 100 1 100 On
9 PK - 9 Near Backside of Police Station Sec. -17 1100 - 1130 113 - 113 Off
10 PK - 10 Infront of Post Master General Office 1530 - 1600 95 169 137 Off
11 PK - 11 Backside of Micky Chhabra Shop Sec. -17E, (SCO-5-6) 1630 - 1700 188 260 253 Off
12 PK - 12 Backside of Giordano Shop Sec. -17E, 1230 - 1300 - 227 57 Off
13 PK - 13 & PK - 14 Near Neelam Cinema and infront of B.R. Tailor Sec.-17E (SCO-18) 1530 - 1600 66 150 104 Off
14 PK - 15 Infront of Student Tailor Sec.-17E (SCO-21) 1730 - 1800 136 199 186 Off
15 PK - 16 Infront of Jagat Singh & Sons Shop Sec.-17E 1130 - 1200 - 416 104 Off
16 PK - 17 Opposite of Accountant General Punjab Office 1630 - 1700 172 568 114 Off
17 PK - 18 Infront of Sagar Ratna Restaurant Sec.-17E 1900 - 1930 1075 476 1094 Off
Infront of Capital Book Depot Sec.-17E & State Bank of Bikaner & Off
18 PK - 19 jaipur Sec. 17D (SCO-106-108) 1300 - 1330 292 262 398
Off
Infront of Oriental Insurance Company Sec. 17D (SCO-109-110-

19 PK - 20 111) 1330 - 1400 476 671 644
20 PK - 21 Near Social Promoter Booth 1200 - 1230 - 379 95 Off
Infront of Canara Bank Sec.-17C (SCO-114-115) & Sidhu Travels Off
21 PK - 22 Sec. 17C (SCO-123-124) 1230 - 1300 685 924 916
22 PK - 23 Infront of Telephone Bhawan 1230 - 1300 185 85 206 Off

Peak Accumulation Peak

Accumulation Parking
S.No Location Landmark
Peak Time Car 2-Whlr. Equivalent Car Type
spaces (ECS)
23 PK - 24 Infront of GPO & Speed Post Sec. 17 1600 - 1630 61 217 115 Off
Infront of United Bank of India Sec.-17C (SCO-32-33-34) & near Off
24 PK - 25 D.C. office 1200 - 1230 93 161 133
Infront of National Gallery Sec.-17C & Wine Shop (SCO-156-158) ,
25 PK - 26 near D.C. office 1130 - 1200 - 211 53 On
26 PK - 27 Infront of National Gallery Sec.-17C 1530 - 1600 164 - 164 Off
27 PK - 28 Infront of D.C. Office & near National Gallery Sec.-17C 1530 - 1600 103 498 228 Off
28 PK - 29 Infront of Krishna Carpet Company & Udyog Bhawan Sec.-17C 1530 - 1600 631 150 894 Off
29 PK - 30 Infront of Employees Provident Fund Sec.-17D (SCO- 4-7) 1230 - 1300 70 17 74 On
30 PK - 31 Infront of Employees Provident Fund Sec.-17D (SCO- 4-7) 1100 - 1130 12 174 56 On
31 PK - 32 Between Telephone Bhawan & GPO Building 1530 - 1600 114 570 257 Off
32 PK - 33 Infront of New India Assurance Co. Ltd. Sec.-17A (SCO- 36-37) 1530 - 1600 397 451 510 Off
33 PK - 34 Infront of Income Tex Deptt. Sec.-17A (SCO- 40-41) 1300 - 1330 - 88 22 On
34 PK - 35 Infront of Haryana Financial Corporation Sec.-17C 1400 - 1430 - 178 45 Off
35 PK - 36 Infront of Jeevan Prakash Building & PNB Bank Sec.-17B 1200 - 1230 102 194 151 Off
Infront of Haryana Co-operative Apex Bank Sec.-17B (SCO- 78-80) Off
36 PK - 37 & Punjab & Sindh Bank (SCO-84-91) 1100 - 1130 663 1284 984
37 PK - 38 Infront of SBI Bank Administrative Office Sec.-17B (SCO- 107-108) 1230 - 1300 128 182 174 Off
38 PK - 39 Infront of SBI Life Insurance Sec.-17B (SCO- 109-110) 1130 - 1200 124 126 156 Off
39 PK - 40 Near PNB High Value Branch Sec.-17B (SCO- 125-127) 1230 - 1300 317 590 465 Off
40 PK - 41 Near Wine Shop, Sec.-17A (SCO- 68-70) 1130 -1200 186 392 284 Off

Table 5.2 Modewise Parking Duration
Duration (Hours)
0--2 2--4 4--6 6--8 >8
S.No Location Landmark Mode Total
Long
Short Term Medium Term
Term
Car 183 9 26 17 98 333
% 54.95 2.70 7.81 5.11 29.43 100.00
1 PK - 1 Infront of Secretriat Haryana near ISBT -17
2-Whlr. - - - - - -
% - - - - - -
Car - - - - - -
Infront of Main Gate of Police Station To near Hotel Park % - - - - - -
2 PK - 2
View (On Road Parking) 2-Whlr. 383 102 116 94 550 1245
% 30.76 8.19 9.32 7.55 44.18 100.00
Car - - - - - -
% - - - - - -
3 PK - 3 Infront of High Court
2-Whlr. 379 148 114 151 105 897
% 42.25 16.50 12.71 16.83 11.71 100.00
Car 44 28 32 64 91 259
% 16.99 10.81 12.36 24.71 35.14 100.00
4 PK - 4 Infront of High Court
2-Whlr. 259 69 58 63 61 510
% 50.78 13.53 11.37 12.35 11.96 100.00
Car 77 19 3 0 0 99
Infront of Main Gate of Police Station To near Hotel Park % 77.78 19.19 3.03 0.00 0.00 100.00
5 PK - 5
View (On Road Parking) 2-Whlr. 469 68 8 1 0 546
% 85.90 12.45 1.47 0.18 0.00 100.00
Car 113 22 3 0 0 138
Infront of Main Gate of Police Station To Main Gate of % 81.88 15.94 2.17 0.00 0.00 100.00
6 PK - 6
High Court (On Road Parking) 2-Whlr. 334 29 16 5 0 384
% 86.98 7.55 4.17 1.30 0.00 100.00
7 PK - 7 Infront of PT Drill Ground & near High Court (On Road Car - - - - - -
Parking) % - - - - - -

Duration (Hours)
0--2 2--4 4--6 6--8 >8
Long
Term
2-Whlr. 142 20 22 23 27 234
% 60.68 8.55 9.40 9.83 11.54 100.00
Car 342 42 8 - - 392
% 87.24 10.71 2.04 0.00 0.00 100.00
8 PK - 8 Infront of High Court (On Road Parking)
2-Whlr. 19 0 1 1 0 21
% 90.48 0.00 4.76 4.76 0.00 100.00
Car 140 41 33 18 17 249
% 56.22 16.47 13.25 7.23 6.83 100.00
9 PK - 9 Near Backside of Police Station Sec. -17
2-Whlr. - - - - - -
% - - - - - -
Car 83 23 24 34 34 198
% 41.92 11.62 12.12 17.17 17.17 100.00
10 PK - 10 Infront of Post Master General Office
2-Whlr. 252 71 47 38 95 503
% 50.10 14.12 9.34 7.55 18.89 100.00
Car 406 103 57 37 49 652
% 62.27 15.80 8.74 5.67 7.52 100.00
11 PK - 11 Backside of Micky Chhabra Shop Sec. -17E, (SCO-5-6)
2-Whlr. 290 100 81 57 119 647
% 44.82 15.46 12.52 8.81 18.39 100.00
Car - - - - - -
% - - - - - -
12 PK - 12 Backside of Giordano Shop Sec. -17E,
2-Whlr. 459 106 57 57 83 762
% 60.24 13.91 7.48 7.48 10.89 100.00
Car 129 21 18 21 21 210
Near Neelam Cinema and infront of B.R. Tailor Sec.-17E % 61.43 10.00 8.57 10.00 10.00 100.00
13 PK - 13 & PK - 14
(SCO-18) 2-Whlr. 133 62 45 48 67 355
% 37.46 17.46 12.68 13.52 18.87 100.00
14 PK - 15 Infront of Student Tailor Sec.-17E (SCO-21) Car 205 56 28 32 48 369
% 55.56 15.18 7.59 8.67 13.01 100.00

Duration (Hours)
0--2 2--4 4--6 6--8 >8
Long
Term
2-Whlr. 154 62 57 52 100 425
% 36.24 14.59 13.41 12.24 23.53 100.00
Car - - - - - -
% - - - - - -
15 PK - 16 Infront of Jagat Singh & Sons Shop Sec.-17E
2-Whlr. 363 128 103 138 149 881
% 41.20 14.53 11.69 15.66 16.91 100.00
Car 402 85 74 82 84 727
% 55.30 11.69 10.18 11.28 11.55 100.00
16 PK - 17 Opposite of Accountant General Punjab Office
2-Whlr. 266 161 152 168 296 1043
% 25.50 15.44 14.57 16.11 28.38 100.00
Car 1512 400 242 259 214 2627
% 57.56 15.23 9.21 9.86 8.15 100.00
17 PK - 18 Infront of Sagar Ratna Restaurant Sec.-17E
2-Whlr. 389 112 120 127 224 972
% 40.02 11.52 12.35 13.07 23.05 100.00
Car 890 113 61 65 95 1224
Infront of Capital Book Depot Sec.-17E & State Bank of % 72.71 9.23 4.98 5.31 7.76 100.00
18 PK - 19
Bikaner & jaipur Sec. 17D (SCO-106-108) 2-Whlr. 458 63 60 76 125 782
% 58.57 8.06 7.67 9.72 15.98 100.00
Car 949 229 103 107 170 1558
Infront of Oriental Insurance Company Sec. 17D (SCO- % 60.91 14.70 6.61 6.87 10.91 100.00
19 PK - 20
109-110-111) 2-Whlr. 341 137 115 127 442 1162
% 29.35 11.79 9.90 10.93 38.04 100.00
Car - - - - - -
% - - - - - -
20 PK - 21 Near Social Promoter Booth
2-Whlr. 375 144 104 107 124 854
% 43.91 16.86 12.18 12.53 14.52 100.00
21 PK - 22 Infront of Canara Bank Sec.-17C (SCO-114-115) & Sidhu Car 1110 307 178 166 234 1995
Travels Sec. 17C (SCO-123-124) % 55.64 15.39 8.92 8.32 11.73 100.00

Duration (Hours)
0--2 2--4 4--6 6--8 >8
Long
Term
2-Whlr. 546 227 217 262 554 1806
% 30.23 12.57 12.02 14.51 30.68 100.00
Car 137 48 46 63 57 351
% 39.031 13.675 13.105 17.949 16.239 100.000
22 PK - 23 Infront of Telephone Bhawan
2-Whlr. 32 21 24 31 30 138
% 23.19 15.22 17.39 22.46 21.74 100.00
Car 143 36 11 10 26 226
% 63.27 15.93 4.87 4.42 11.50 100.00
23 PK - 24 Infront of GPO & Speed Post Sec. 17
2-Whlr. 316 50 45 68 106 585
% 54.017 8.547 7.692 11.624 18.120 100.000
Car 40 32 31 30 23 156
Infront of United Bank of India Sec.-17C (SCO-32-33-34) % 25.64 20.51 19.87 19.23 14.74 100.00
24 PK - 25
& near D.C. office 2-Whlr. 225 56 45 46 22 394
% 57.11 14.21 11.42 11.68 5.58 100.00
Car - - - - - -
Infront of National Gallery Sec.-17C & Wine Shop (SCO- % - - - - - -
25 PK - 26
156-158) , near D.C. office 2-Whlr. 613 114 10 0 0 737
% 83.18 15.47 1.36 0.00 0.00 100.00
Car 137 23 38 31 81 310
% 44.19 7.42 12.26 10.00 26.13 100.00
26 PK - 27 Infront of National Gallery Sec.-17C
2-Whlr. - - - - - -
% - - - - - -
Car 133 38 36 23 41 271
% 49.08 14.02 13.28 8.49 15.13 100.00
27 PK - 28 Infront of D.C. Office & near National Gallery Sec.-17C
2-Whlr. 395 128 152 141 225 1041
% 37.94 12.30 14.60 13.54 21.61 100.00
28 PK - 29 Infront of Krishna Carpet Company & Udyog Bhawan Sec.- Car 842 218 199 202 212 1673
17C % 50.33 13.03 11.89 12.07 12.67 100.00

Duration (Hours)
0--2 2--4 4--6 6--8 >8
Long
Term
2-Whlr. 698 349 307 358 491 2203
% 31.68 15.84 13.94 16.25 22.29 100.00
Car 161 38 15 14 4 232
% 69.40 16.38 6.47 6.03 1.72 100.00
29 PK - 30 Infront of Employees Provident Fund Sec.-17D (SCO- 4-7)
2-Whlr. 41 7 4 3 1 56
% 73.21 12.50 7.14 5.36 1.79 100.00
Car 44 6 5 1 0 56
% 78.57 10.71 8.93 1.79 0.00 100.00
30 PK - 31 Infront of Employees Provident Fund Sec.-17D (SCO- 4-7)
2-Whlr. 332 126 53 31 9 551
% 60.25 22.87 9.62 5.63 1.63 100.00
Car 222 26 24 34 42 348
% 63.79 7.47 6.90 9.77 12.07 100.00
31 PK - 32 Between Telephone Bhawan & GPO Building
2-Whlr. 687 139 219 214 199 1458
% 47.12 9.53 15.02 14.68 13.65 100.00
Car 432 165 99 118 138 952
Infront of New India Assurance Co. Ltd. Sec.-17A (SCO- % 45.38 17.33 10.40 12.39 14.50 100.00
32 PK - 33
36-37) 2-Whlr. 225 82 92 149 175 723
% 31.12 11.34 12.72 20.61 24.20 100.00
Car - - - - - -
% - - - - - -
33 PK - 34 Infront of Income Tex Deptt. Sec.-17A (SCO- 40-41)
2-Whlr. 259 64 23 11 5 362
% 71.55 17.68 6.35 3.04 1.38 100.00
Car - - - - - -
% - - - - - -
34 PK - 35 Infront of Haryana Financial Corporation Sec.-17C
2-Whlr. 90 30 34 21 124 299
% 30.10 10.03 11.37 7.02 41.47 100.00
35 PK - 36 Infront of Jeevan Prakash Building & PNB Bank Sec.-17B Car 85 47 27 27 39 225
% 37.78 20.89 12.00 12.00 17.33 100.00

Duration (Hours)
0--2 2--4 4--6 6--8 >8
Long
Term
2-Whlr. 205 42 32 49 87 415
% 49.40 10.12 7.71 11.81 20.96 100.00
Car 740 191 161 220 230 1542
Infront of Haryana Co-operative Apex Bank Sec.-17B % 47.99 12.39 10.44 14.27 14.92 100.00
36 PK - 37
(SCO- 78-80) & Punjab & Sindh Bank (SCO-84-91) 2-Whlr. 949 319 371 448 459 2546
% 37.27 12.53 14.57 17.60 18.03 100.00
Car 139 47 38 28 34 286
Infront of SBI Bank Administrative Office Sec.-17B (SCO- % 48.60 16.43 13.29 9.79 11.89 100.00
37 PK - 38
107-108) 2-Whlr. 230 62 52 56 51 451
% 51.00 13.75 11.53 12.42 11.31 100.00
Car 19 23 15 43 56 156
% 12.18 14.74 9.62 27.56 35.90 100.00
38 PK - 39 Infront of SBI Life Insurance Sec.-17B (SCO- 109-110)
2-Whlr. 59 27 20 45 50 201
% 29.35 13.43 9.95 22.39 24.88 100.00
Car 294 105 91 80 152 722
% 40.72 14.54 12.60 11.08 21.05 100.00
39 PK - 40 Near PNB High Value Branch Sec.-17B (SCO- 125-127)
2-Whlr. 370 192 128 192 277 1159
% 31.92 16.57 11.04 16.57 23.90 100.00
Car 339 105 54 43 61 602
% 56.31 17.44 8.97 7.14 10.13 100.00
40 PK - 41 Near Wine Shop, Sec.-17A (SCO- 68-70)
2-Whlr. 378 140 102 115 181 916
% 41.266 15.284 11.135 12.555 19.760 100.000

Table 5.3 Total Parking Demand and Supply
Parking Parking
S.No Location Direction Car 2-Whlr Demand (ECS) Supply (ECS)
1 PK - 1 Infront of Secretriat Haryana near ISBT -17 333 - 333 101
2 PK - 2 Infront of Fire Station & Backside ISBT -17 - 1245 311 87
3 PK - 3 Infront of High Court - 897 224 55
4 PK - 4 Infront of High Court 259 510 387 190
Infront of Main Gate of Police Station To near Hotel Park
99 546 236 20
5 PK - 5 View (On Road Parking)
Infront of Main Gate of Police Station To Main Gate of
138 384 234 25
6 PK - 6 High Court (On Road Parking)
Infront of PT Drill Ground & near High Court (On Road
- 234 59 13
7 PK - 7 Parking)
8 PK - 8 Infront of High Court (On Road Parking) 392 21 397 54
9 PK - 9 Near Backside of Police Station Sec. -17 249 0 249 103
10 PK - 10 Infront of Post Master General Office 198 503 324 104
11 PK - 11 Backside of Micky Chhabra Shop Sec. -17E, (SCO-5-6) 652 647 814 231
12 PK - 12 Backside of Giordano Shop Sec. -17E, - 762 191 22
Near Neelam Cinema and infront of B.R. Tailor Sec.-17E
210 355 299 92
13 PK - 13 & PK - 14 (SCO-18)
14 PK - 15 Infront of Student Tailor Sec.-17E (SCO-21) 369 425 475 190
15 PK - 16 Infront of Jagat Singh & Sons Shop Sec.-17E - 881 220 63
16 PK - 17 Opposite of Accountant General Punjab Office 727 1043 988 270
17 PK - 18 Infront of Sagar Ratna Restaurant Sec.-17E 2627 972 2870 573
Infront of Capital Book Depot Sec.-17E & State Bank of
1224 782 1420 196
18 PK - 19 Bikaner & jaipur Sec. 17D (SCO-106-108)
Infront of Oriental Insurance Company Sec. 17D (SCO-
1558 1162 1849 550
19 PK - 20 109-110-111)
20 PK - 21 Near Social Promoter Booth - 854 214 64
21 PK - 22 Infront of Canara Bank Sec.-17C (SCO-114-115) & Sidhu 1995 1806 2447 528

Parking Parking
S.No Location Direction Car 2-Whlr Demand (ECS) Supply (ECS)
Travels Sec. 17C (SCO-123-124)
22 PK - 23 Infront of Telephone Bhawan 351 138 386 223
23 PK - 24 Infront of GPO & Speed Post Sec. 17 226 585 372 98
Infront of United Bank of India Sec.-17C (SCO-32-33-34)
156 394 255 47
24 PK - 25 & near D.C. office
Infront of National Gallery Sec.-17C & Wine Shop (SCO-
- 737 184 41
25 PK - 26 156-158) , near D.C. office
26 PK - 27 Infront of National Gallery Sec.-17C 310 - 310 119
27 PK - 28 Infront of D.C. Office & near National Gallery Sec.-17C 271 1041 531 93
Infront of Krishna Carpet Company & Udyog Bhawan
1673 2203 2224 296
28 PK - 29 Sec.-17C
29 PK - 30 Infront of Employees Provident Fund Sec.-17D (SCO- 4-7) 232 56 246 72
30 PK - 31 Infront of Employees Provident Fund Sec.-17D (SCO- 4-7) 56 551 194 43
31 PK - 32 Between Telephone Bhawan & GPO Building 348 1458 713 70
Infront of New India Assurance Co. Ltd. Sec.-17A (SCO-
952 723 1133 445
32 PK - 33 36-37)
33 PK - 34 Infront of Income Tex Deptt. Sec.-17A (SCO- 40-41) - 362 91 22
34 PK - 35 Infront of Haryana Financial Corporation Sec.-17C - 299 75 14
35 PK - 36 Infront of Jeevan Prakash Building & PNB Bank Sec.-17B 225 415 329 81
Infront of Haryana Co-operative Apex Bank Sec.-17B
1542 2546 2179 731
36 PK - 37 (SCO- 78-80) & Punjab & Sindh Bank (SCO-84-91)
Infront of SBI Bank Administrative Office Sec.-17B
286 451 399 180
37 PK - 38 (SCO- 107-108)
38 PK - 39 Infront of SBI Life Insurance Sec.-17B (SCO- 109-110) 156 201 206 96
39 PK - 40 Near PNB High Value Branch Sec.-17B (SCO- 125-127) 722 1159 1012 289
40 PK - 41 Near Wine Shop, Sec.-17A (SCO- 68-70) 602 916 831 168

Table 5.4 Parking Index and Parking Turnover
S.No Location Direction Parking Index Parking Turnover

1 PK - 1 Infront of Secretriat Haryana near ISBT -17 1.4 3.3
2 PK - 2 Infront of Fire Station & Backside ISBT -17 2.0 3.6
3 PK - 3 Infront of High Court 2.0 4.1
4 PK - 4 Infront of High Court 1.2 2.0
Infront of Main Gate of Police Station To near Hotel Park View (On Road
2.7 11.8
5 PK - 5 Parking)
Infront of Main Gate of Police Station To Main Gate of High Court (On Road
2.2 9.2
6 PK - 6 Parking)
7 PK - 7 Infront of PT Drill Ground & near High Court (On Road Parking) 1.7 4.4
8 PK - 8 Infront of High Court (On Road Parking) 1.8 7.3
9 PK - 9 Near Backside of Police Station Sec. -17 1.1 2.4
10 PK - 10 Infront of Post Master General Office 1.3 3.1
11 PK - 11 Backside of Micky Chhabra Shop Sec. -17E, (SCO-5-6) 1.1 3.5
12 PK - 12 Backside of Giordano Shop Sec. -17E, 2.6 8.6
PK - 13 & PK -
1.1 3.2
13 14 Near Neelam Cinema and infront of B.R. Tailor Sec.-17E (SCO-18)
14 PK - 15 Infront of Student Tailor Sec.-17E (SCO-21) 1.0 2.5
15 PK - 16 Infront of Jagat Singh & Sons Shop Sec.-17E 1.7 3.5
16 PK - 17 Opposite of Accountant General Punjab Office 0.4 3.7
17 PK - 18 Infront of Sagar Ratna Restaurant Sec.-17E 1.9 5.0
Infront of Capital Book Depot Sec.-17E & State Bank of Bikaner & jaipur
2.0 7.2
18 PK - 19 Sec. 17D (SCO-106-108)
19 PK - 20 Infront of Oriental Insurance Company Sec. 17D (SCO-109-110-111) 1.2 3.4
20 PK - 21 Near Social Promoter Booth 1.5 3.3
Infront of Canera Bank Sec.-17C (SCO-114-115) & Sidhu Travels Sec.
1.7 4.6
21 PK - 22 17C (SCO-123-124)
22 PK - 23 Infront of Telephone Bhawan 0.9 1.7
23 PK - 24 Infront of GPO & Speed Post Sec. 17 1.2 3.8
Infront of United Bank of India Sec.-17C (SCO-32-33-34) & near D.C.
2.8 5.4
24 PK - 25 office
Infront of National Gallery Sec.-17C & Wine Shop (SCO-156-158) , near
1.3 4.5
25 PK - 26 D.C. office

S.No Location Direction Parking Index Parking Turnover

26 PK - 27 Infront of National Gallery Sec.-17C 1.4 2.6
27 PK - 28 Infront of D.C. Office & near National Gallery Sec.-17C 2.5 5.7
28 PK - 29 Infront of Krishna Carpet Company & Udyog Bhawan Sec.-17C 3.0 7.5
29 PK - 30 Infront of Employees Provident Fund Sec.-17D (SCO- 4-7) 1.0 3.4
30 PK - 31 Infront of Employees Provident Fund Sec.-17D (SCO- 4-7) 1.3 4.5
31 PK - 32 Between Telephone Bhawan & GPO Building 3.7 10.1
32 PK - 33 Infront of New India Assurance Co. Ltd. Sec.-17A (SCO- 36-37) 1.1 2.5
33 PK - 34 Infront of Income Tex Deptt. Sec.-17A (SCO- 40-41) 1.0 4.1
34 PK - 35 Infront of Haryana Financial Corporation Sec.-17C 3.2 5.4
35 PK - 36 Infront of Jeevan Prakash Building & PNB Bank Sec.-17B 1.9 4.0
Infront of Haryana Co-operative Apex Bank Sec.-17B (SCO- 78-80) &
1.3 3.0
36 PK - 37 Punjab & Sindh Bank (SCO-84-91)
37 PK - 38 Infront of SBI Bank Administrative Office Sec.-17B (SCO- 107-108) 1.0 2.2
38 PK - 39 Infront of SBI Life Insurance Sec.-17B (SCO- 109-110) 1.6 2.2
39 PK - 40 Near PNB High Value Branch Sec.-17B (SCO- 125-127) 1.6 3.5
40 PK - 41 Near Wine Shop, Sec.-17A (SCO- 68-70) 1.7 4.9

DRAFT FINAL REPORT – July 2009 Chapter 6 – Inter-City Public Transport Characteristics
CHAPTER- 6
INTER-CITY PUBLIC TRANSPORT
CHARACTERISTICS
6.1 PUBLIC TRANSPORT SURVEYS
The following public transport surveys were conducted as part of the study:
1 Rail Passenger surveys
2 Bus Passenger surveys
3 Air Passenger surveys
The data collected through the field surveys has been analysed to assess the various
public transport characteristics of commuters for different modes. The survey
proforma are given as Annexure 6.1, 6.1A, 6.1B and 6.1C
6.2 RAIL PASSENGER CHARACTERISTICS
6.2.1 The Rail Passenger Surveys were conducted to ascertain travel characteristics of
railway passengers. The survey was administered by counting the number of
passengers boarding and alighting the trains along with origin–destination (O-D)
survey on random sampling basis by interviewing passengers waiting to board the
train at railway stations. This survey was conducted at 4 railway stations within the
study area for a period of 24 hours. The information included:
• Boarding/Alighting passenger volume count

• O-D survey of passengers at railway stations
• Trip purpose, travel time, travel cost etc.
• Travel frequency of passengers
6.2.2 It is observed from the analysis of rail terminal survey that Chandigrah Railway
station caters to the maximum number of passengers/other users (28138) followed by
Kalka Railway Station (6125). Mohali Railway station is handling the minimum
number of passengers (136) among all the 4 railway stations surveyed in study area.
The daily passenger volume along with the peak hour factor at the surveyed railway
stations are given in Table 6.1. The table indicates that peak hour factors varies from
11.55 (Chandigarh railway station) to 54.41 (Mohali railway station).

Table 6.1 Distribution of Passengers/Other Users at Major Railway Stations in

Total Peak Hour
S.No Name of Railway Station Passengers/Other Passenger/Users Peak Hour Factor
Users Per Day
1 Chandigarh 28138 3249 11.55
2 Chandimandir 620 256 41.29
3 Kalka 6125 1345 21.96
4 Mohali 136 74 54.41
TOTAL 35019 4924 14.06
6.2.3 It is observed from Table 6.2 that the share of service & business purpose trips is
about 59% followed by about 34% for social & other purposes. The educational trips
contribute only 6%.
Table 6.2 Distribution of Passengers/Other Users by Trip Purpose at Rail Terminals
S.no Trip Purpose Total Passengers Percentage (%)

1 Service 1089 46.82
2 Business 293 12.60
3 Education 147 6.32
4 Social 106 4.56
5 Others 691 29.70
2326 100.00
6.2.4 Table 6.3 shows that about 35% passengers are dispersing through buses. Share of
passenger dispersal by auto rickshaw is about 22%.
Table 6.3 Mode wise Distribution of Rail Passenger Dispersal

S. no Mode Percentage (%)
1 Car 4.34
2 T.W. 3.74
3 Auto 22.44
4 Shared Auto 0.26
5 Bus 34.48
6 Walk 12.04
7 Cycle 1.29
9 Train 19.65
Total 100.00
6.2.5 It is observed from Table 6.4 and Table 6.5 that about 61% of total passengers take
upto 30 minute to reach station from their initial origins and about 51% of total
passengers take upto 30 minute to reach their final destinations.

Table 6.4 Distribution of Boarding Passengers by Travel Time Taken to Reach Railway Station
from Initial Origin
S. no Travel Time Percentage (%)
1 <=15 30.04
2 >15-<=30 31.15
3 >30-<=45 8.88
4 >45-<=60 7.34
5 >60.-<=90 2.92
6 >90-<=150 5.16
7 >150-<=210 2.76
8 >210 11.75
Total 100.00

Destination from Railway Station
1 <=15 27.42
2 >15-<=30 23.37
3 >30-<=45 4.27
4 >45-<=60 10.56
5 >60.-<=90 2.47
6 >90-<=150 10.34
7 >150-<=210 6.29
8 >210 15.28
Total 100.00
6.2.6 It is observed from Table 6.6 and Table 6.7 that about 50% of total passengers spend
upto Rs 10/- to reach station from their initial origins or to reach their final
destinations.
Table 6.6 Distribution of Boarding Passengers by Travel Cost to reach Railway Station
from Initial Origin
S. no. Travel Cost (Rs) Percentage (%)

1 0 12.97
2 <=5 20.73
3 >5-<=10 17.28
4 >10-<=20 12.71
5 >20-<=50 17.44
6 >50.-<=100 9.94
7 >100-<=150 2.76
8 >150 6.17
Total 100.00


From Railway Station
Sr. no Travel Cost (Rs) Percentage (%)

1 0 13.7
2 <=5 17.53
3 >5-<=10 17.3
4 >10-<=20 12.36
5 >20-<=50 23.6
6 >50.-<=100 4.72
7 >100-<=150 2.7
8 >150 8.09
Total 100.00
6.3 INTERSTATE BUS PASSENGER CHARACTERISTICS
6.3.1 The OD data collected and analysed at the 10 major Inter State Bus Terminus (ISBT)
and 20 other bus terminals in study area indicates Sector 17 Chandigarh, Sector 43
Chandigarh, Kharar, Derabassi followed by others (Table 6.8). At Zirakpur bus
terminal the arrival and departure of buses is high but at the same time passenger flow
(boarding/alighting) is low as compared to other bus terminals where buses generally
halt for some time.
The analysis further indicates that about 2.5 lakh commuters use the intercity bus
terminals daily (for 16hrs).
Table 6.8 Daily Arrival/Departure at Major Interstate Bus Terminals
Daily Arrival Daily Departure Total
Passengers Passengers
S.no Terminal Name
Buses Inflow Buses Outflow Buses Passenger
(Boarding) (Alighting)
1 Baddi Bus Terminal 441 4817 441 5040 882 9857
Dera Bassi Bus
2 623 12189 630 9876 1253 22065
Terminal
3 Kalka Bus Terminal 178 3511 168 3326 346 6837
4 Kharar Bus Terminal 716 11691 716 12071 1432 23762

Panchkula sec - 5 Bus
5 351 6480 353 4623 704 11103
Terminal
6 Pinjor Bus Terminal 779 6282 779 5569 1558 11851
7 Sec-62 Mohali Bus
195 2272 194 2031 389 4303
Terminal
8 Sec 17 I S B T 1928 49112 1933 44909 3861 94021
9 Sec 43 I S B T 1406 30206 1542 26107 2948 56313
10 Zirak pur Terminal 1156 3611 1162 4086 2318 7697

Total 130171 117638 247809

6.3.2 It is observed from Table 6.9 that 50% of passengers use buses for their work
purpose and 33% of passengers uses it for social and other purposes.
Table 6.9 Distribution of Passenger by Trip Purpose at Bus Terminals
S. no Trip Purpose Total Passenger Percentage (%)

1 Service 6893 38.1
2 Business 2201 12.16
4 Social 1186 6.56
5 Others 4824 26.67
Total 18091 100.00
6.3.3 Table 6.10 shows that about 76% passengers are dispersing through city buses.
Share of passenger dispersal by auto rickshaw/ shared auto rickshaw is about 12%.
This indicates that intercity buses are being used by lower and lower middle class.
Table 6.10 Mode wise Passenger Dispersal Distribution
1 Car/Van/Jeep 0.59
2 Two Wheeler 1.49
3 Auto Rickshaw 2.36
4 Shared Auto Rickshaw 9.4
5 Bus 76.21
6 Cycle 0.04
8 Walk 9.47
Total 100.00
6.3.4 It is observed from Table 6.11 and Table 6.12 that about 50% of total passengers take
upto 30 minute to reach terminal from their initial origins and about 65% of total
passengers take upto 30 minute to reach their final destinations.
Table 6.11 Distribution of Boarding Passengers by Travel Time Taken to Reach Terminal from
Initial Origin

1 <=15 22.82
2 >15-<=30 27.25
3 >30-<=45 18.21
4 >45-<=60 10.91
5 >60.-<=90 5.53
6 >90-<=150 6.73
7 >150-<=210 2.16
8 >210 2.39
Total 100.00


Destination from Terminal
1 <=15 33.92
2 >15-<=30 32.9
3 >30-<=45 8.0
4 >45-<=60 8.82
5 >60.-<=90 3.91
6 >90-<=150 4.41
7 >150-<=210 1.93
8 >210 6.11
Total 100.00
6.3.5 It is observed from Table 6.13 and Table 6.14 that about 63% of total passengers
spend upto Rs 10/- to reach Terminal from their initial origins and 70% of total
passengers spend upto Rs 10/- to reach their final destinations.
Table 6.13 Distribution of Boarding Passengers by Travel Cost to reach terminal from
Initial Origin

1 0 8.85
2 <=5 36.26
3 >5-<=10 17.6
4 >10-<=20 14.72
5 >20-<=50 11.57
6 >50.-<=100 5.47
7 >100-<=150 2.56
8 >150 2.97
Total 100.00

from terminal
Sr. no Travel Cost (Rs) Percentage (%)

1 0 14.34
2 <=5 37.31
3 >5-<=10 18.47
4 >10-<=20 11.31
5 >20-<=50 9.97
6 >50.-<=100 4.46
7 >100-<=150 2.07
8 >150 2.07
Total 100.00
6.3.6 It is observed from Table 6.15 and Table 6.16 that about 38% of total boarding
passengers at and 42% of total alighting passengers at terminals perform their trips on
daily basis.

Table 6.15 Distribution of Boarding Passengers by Travel Frequency
S. no Travel Frequency Percentage (%)

1 Daily 37.59
2 Weekly 13.02
3 Monthly 25
4 Occasionally 24.39
Total 100.00
Table 6.16 Distribution of Alighting Passengers by Travel Frequency

1 Daily 42.14
2 Weekly 8.5
3 Monthly 35.39
Total 100.00
6.4 INTERSTATE PROXY BUS STOPS PASSENGER SURVEYS

6.4.1 The OD data collected and analysed at the 20 major proxy bus terminus in study area
indicates that about 0.24 lakh commuters use the intercity bus terminals daily (for
16hrs) (Table 6.17) from these locations on typical day. Out of which about 9447
passengers were recorded at 3 major Proxy Bus stops (Tribune chowk, Zirakpur
Pinjore road and Majri chowk).
The analysis further indicates that about 0.24 lakh commuters use the intercity bus
terminals daily (for 16hrs).
Table 6.17 Daily Arrivals/Departures at Proxy Bus Terminals

Daily Paasenger (Nos)
Inflow Outflow Total
S.No Name of Terminal (Boarding) (Alighting) Passenger
1 Sec-26 Madhya Marg(Near Grain Market) 41 6 47
2 Timber Market Madhya Marg 154 26 180
3 Housing Board Chowk(Pinjor) 627 151 778
4 Command Hospital 416 437 853
5 Old Panchkula Chowk(Kalka) 1630 513 2143
6 Old Panchkula Chowk (zirakpur) 246 238 484
7 Housing Board Chowk(Panchkula) 856 317 1173
8 Majri chowk 1782 511 2293
9 Sector 51 86 1 87
10 Sector 70 327 85 412
11 Sohana 841 411 1252
12 Sec-55 (Near Palsora Village Chowk) 182 15 197
13 Ph-6 Mohali (Sec-57, Mohali) 1669 182 1851

Daily Paasenger (Nos)

Inflow Outflow Total
S.No Name of Terminal (Boarding) (Alighting) Passenger
Sec-21(infront of punjab human rights
14 commiosion office 1856 157 2013
15 SEC 30 CHD(near gurudwara) 582 65 647
Sec-29_Dakshin marg (Near food coorporation
16 of India) 500 37 537
17 Tribune Chowk 3282 580 3862
18 Ind. Area Ph-I, Chandigarh 532 197 729
19 Zirakpur Ambala road 1301 389 1690
20 Zirakpur pinjor road 1051 2241 3292
Total 17961 6559 24520
6.4.2 It is observed from Table 6.18 that 61% of passengers use buses for their work
purpose and 23% of passengers uses it for social and other purposes at proxy
terminals.
Table 6.18 Distribution of Passenger by Trip Purpose at Proxy Bus Stop
S. no Trip Purpose Total Passenger Percentage (%)

1 Service 1753 47.66
4 Social 200 5.44
5 Others 658 17.89
Total 3678 100.00
6.4.3 It is observed from Table 6.19 that about 69% of total passengers take upto 30 minute
to reach proxy bus stop from their initial origins.
Table 6.19 Distribution of Boarding Passengers by Travel Time Taken to Reach Proxy Bus Stop
from Initial Origin
1 <=15 42.77
2 >15-<=30 26.26
3 >30-<=45 9.00
4 >45-<=60 7.21
5 >60.-<=90 7.88
6 >90-<=150 3.72
7 >150-<=210 2.01
8 >210 1.14
Total 100.00
6.4.4 It is observed from Table 6.20 about 72% of total passengers spend upto Rs 10/- to
reach proxy bus stop from their initial origins.

Table 6.20 Distribution of Boarding Passengers by Travel Cost to reach Proxy Bus Stop
from Initial Origin

1 0 19.6
2 <=5 24.25
3 >5-<=10 27.38
4 >10-<=20 14.82
5 >20-<=50 11.17
6 >50.-<=100 2.01
7 >100-<=150 0.68
8 >150 0.09
Total 100.00
6.4.5 It is observed from Table 6.21 about 56% of total passengers are daily passengers.
Table 6.21 Distribution of Boarding Passengers by Travel Frequency (Proxy terminal)

1 Daily 55.85
2 Weekly 10.71
3 Monthly 14.35
Total 100.00
6.5 AIR PASSENGER SURVEYS
6.5.1 The Air Passenger Surveys were conducted to ascertain travel characteristics of air
passengers. The survey was administered by counting the number of passengers
boarding and alighting the trains along with O-D survey on random sampling basis by
interviewing passengers. This survey was conducted at 1 Airport within the study area
for a period of 24 hours. The information included:
• Boarding/Alighting passenger volume count

• O-D survey of passengers at railway stations
• Trip purpose, travel time, travel cost etc.
• Travel frequency of passengers
6.5.2 It is observed from the table that Chandigrah Airport caters 1993 total passenger per
day. The daily passenger volume along with the peak hour factor at Chandigarh
Airport is given in Table 6.22. The table also shows the peak hour factors and peak
hour passengers.

Table 6.22 Distribution of Passengers/Other Users at Airport
S.No Name of Airport Total Passengers Peak Hour Peak Hour Factor
Per Day Passenger
1 Chandigarh 1993 220 11.03
6.5.3 Table 6.23 shows that 56% of trips are contributed by service and business purpose and
39% of trips are social and other purposes.
Table 6.23 Distribution of Passengers/Other Users by Trip Purpose at Airport
S.no Trip Purpose Total Passengers Percentage (%)

1 Service 170 28.91
2 Business 157 26.7
3 Education 29 4.94
4 Social 166 28.23
5 Others 66 11.22
Total 588 100.00
6.5.4 Table 6.24 shows that about 90% passengers are dispersing through Cars and Two
wheelers. Share of passenger dispersal by auto rickshaw is only 2%, whereas buses
accounts for merely 1.5% of dispersal trips
Table 6.24 Mode wise Distribution of Airport Passenger Dispersal
1 Car 85.03
2 T.W. 4.59
3 Auto 2.21
4 Bus 1.54
5 Walk 0.51
6 Cycle 6.12
Total 100.00
6.6 CONCLUSIONS
From terminal survey it is concluded that terminals at Chandigarh, Kalka, Derabassi,

and Kharar are major rail and bus terminal where maximum boarding alighting is
observed. These terminals should be upgraded to act as interchanges for mass public
transport system as they are the major points of passenger dispersals.

DRAFT FINAL REPORT – July 2009 Chapter 7 – Socio-Economic & Travel Characteristics
CHAPTER-7
SOCIO-ECONOMIC & TRAVEL CHARACTERISTICS
7.1 METHODOLOGY FOR HOUSEHOLD TRAVEL SURVEY
7.1.1 Zoning
The objective of the survey is to establish the socio - economic and the travel
characteristics of residents of Chandigarh Urban Complex.
The study area was divided into 176 internal and 14 external zones. The 176 zones
consist of Chandigarh Urban Complex, which include Chandigarh, SAS Nagar
(Mohali) Panchkula and Zirakpur Areas. The list of traffic zones is presented in Table
7.1. The traffic zone map has been shown in Figure 7.1.
7.1.2 Sample Size
Household cum opinion survey on a sample basis was carried out as a part of the
study to get the information spread over the study area. A total of 5175 households
have been drawn from all the traffic zones by random sampling method. Stratification
of the sample was done to cover various income groups. Sample size of household in
each zone is given in Table 7.1.
7.1.3 Survey Format
The survey format covered the socio-economic profile of the household providing
details like household size, education levels, income, vehicle ownership, the
individual trip information of the members of the household, which provides the
details of the trips performed on the previous day, by the household members. The
survey format is given as Annexure 7.1.
7.1.4 Training of Enumerators
The enumerators with minimum graduate qualification were selected and were trained
in-house by RITES experts to carryout the survey. Pilot survey was carried out to
obtain the response from the Households and minor modifications were carried out in
the proforma based on the pilot survey. The pilot survey also helped in the training of
the enumerators.
7.1.5 Field Survey
The survey was carried out after 6 PM on weekdays and during daytime on weekends
so that the head of the household and other members were available.

Table 7.1 List of Traffic Analysis Zones and Household Sample Size
Household Household
Traffic Traffic
Name of the Traffic Zone Sample Name of the Traffic Zone Sample
Zone Zone
Size Size
1 Sector-1 0 39 Sector-39 80
10 Sector-10 10 48 Sector-48 65
11 Sector-11 13 49 Sector-49 60
12 Sector-12 17 50 Sector-50 54
13 MDC Sector-6 0 51 Sector-51 22
14 Sector-14 22 52 Sector-52 50
15 Sector-15 49 53 Sector-53 76
16 Sector-16 15 54 Sector-54 72
18 Sector-18 18 56 Sector-56 68
21 Sector-21 34 59 Sector-59 59
22 Sector-22 68 60 Sector-60 46
23 Sector-23 52 61 Sector-61 58
24 Sector-24 33 62 SAS Nagar Sector-62 0
26 Sector-26 & Sec-26 E 122 64 SAS Nagar Sector-64 51
Mani majra Rural,Kishangarh,
77 SAS Nagar Sector-77 8 113 Bhagwanpura 17
78 SAS Nagar Sector-78 8 114 Mani Majra 209
Railway Station, Kalagram, Mouli,
79 SAS Nagar Sector-79 0 115 Raipur Kalan, Daria 291
80 SAS Nagar Sector-80 5 116 Industrianl Area Phase-I, Makhan Majra 86
81 SAS Nagar Sector-81 2 117 Industrianl Area Phase-II, Ram Darbar 125
Bahlana, Bari Majra, Airport, Burail ®,
82 SAS Nagar Sector-82 0 118 Hallo Majra 78
83 SAS Nagar Sector-83 0 119 Maloia, Dadu Majra 20
84 SAS Nagar Sector-84 3 120 Panchkula Sector-1 24
Household Household
Traffic Traffic
Name of the Traffic Zone Sample Name of the Traffic Zone Sample
Zone Zone
Size Size
96 SAS Nagar Sector-96 2 132 Panchkula Sector-12 A 21
Panchkula Sector-18 & Industrial Area
101 SAS Nagar Sector-101 5 137 Ph-II 74
Panchkula Sector-19 & Industrial Area
102 SAS Nagar Sector-102 0 138 Ph-I 51
108 Dadu Majra 38 144 Panchkula Sector-25 6
Dhanas, Sarangpur, Gwal
109 Colony 21 145 Panchkula Sector-26 5
Khuda Lahora, Khuda
110 Jassu 15 146 Panchkula Sector-27 5
111 Khuda Ali Sher 14 147 Panchkula Sector-28 5
112 Kaimbwala, Chungia 11 148 Panchkula Sector-29 5
149 Panchkula Sector-30 1 163 Zirakpur (Ward 10+11) 39
150 Panchkula Sector-31 2 164 Zirakpur (Ward 13+14+15) 66
151 Panchkula Sector-32 1 165 Tehsil SAS Nagar Pocket F 0
152 MDC Sector-1 1 166 Tehsil Kharar, Pocket E 0
153 MDC Sector-2 0 167 Kaku Majra, Dharampur, Jagatpur 2
154 MDC Sector-3 0 168 Landiali, Alipur 2
155 MDC Sector-4 19 169 Bakarpur 2
156 MDC Sector-5 21 170 Dialgarh, Nariangarh 0
157 Zirakpur (ward 1+12) 41 171 Matran 2
158 Zirakpur (ward 2+3) 54 172 Shanpura 0
159 Zirakpur (Ward 4+5) 32 173 Siaun 2
160 Zirakpur (Ward 6) 20 174 Ajitgarh colony 0
161 Zirakpur (Ward 7) 10 175 Paton 2
162 Zirakpur (Ward 8+9) 20 176 Kurari 4
7.1.6 There are some traffic zones where there is very little or no population. Therefore,
household surveys have not been done in these traffic zones

7.2 SOCIO-ECONOMIC CHARACTERISTICS
The following outputs were derived from the analysis of the Household survey.
1 Zone wise distribution of the Households according to Household size,

Household income and Vehicle Ownership.
2 Zone wise distribution of the individuals by their Occupation, Education and
Expenditure on Transport.
3 Distribution of trips by Mode and Purpose
4 Distribution of trips by trip length
7.2.1 Distribution of Household By Size
Distribution of households according to its family size is presented in Table 7.2 and
Figure 7.2. The table indicates that only 1.39% of the households have 1 member and
also 0.85% of the households belong to the category of households, which have over
11 persons per house hold. Majority of households (60.87%) have between 4 to 6
persons per households. The average household size is 4.46.
Table 7.2 Distributions of Households According to Size
Household No. of
S. No. Percentage
by Size Households
1 1 72 1.39
2 2--3 1375 26.57
3 4--6 3150 60.87
4 7--10 534 10.32
5 >11 44 0.85
Total 5175 100.00
Source: RITES Primary Surveys – 2009
Figure 7.2 Distributions of Households According to Size

Distribution of Households according to size
7-10
10%
4-6
61% >11
1%
1
1%
2-3
27%

7.2.2 Distribution of Household By Vehicle Ownership
Distribution of households owning vehicles is presented in Table 7.3 to Table 7.6 and
Figure 7.3 to Figure 7.6. Table 7.3 shows that only 3% of Households have no
vehicle.
Table 7.4 indicates that about 43% of the household have atleast one car and nearly
7% households have more than 1 car. Table 7.5 indicates that about 78% of
households have at least 1 scooter/motor cycle. From Table 7.6 it can be observed
that nearly 30% households own at least 1 cycle.
Table 7.3 Distribution of Households According to Vehicle Ownership
Number of
SI No. Type of Vehicle Percentage
Households
1 No Vehicle 153 2.96
2 Only Car 402 7.77
3 Only 2-Wheeler 1194 23.07
4 Only Cycle 528 10.2
5 Only Auto Rickshaw 11 0.21
6 Car & 2-Wheeler 1344 25.97
7 Car & Cycle 40 0.77
8 Car & Auto Rickshaw 3 0.06
9 2-Wheeler & Cycle 1028 19.86
10 2-Wheeler & Auto Rickshaw 16 0.31
11 Cycle & Auto Rickshaw 18 0.35
12 Car, 2-Wheeler & Cycle 417 8.06
13 Car, 2-Wheeler & Auto Rickshaw 7 0.14
14 2-Wheeler, Cycle & Auto Rickshaw 10 0.19
15 Car, 2-Wheeler, Cycle & Auto Rickshaw 4 0.08
Total 5175 100.00
Figure 7.3 Distributions of Households According to Vehicle Ownership
Distributions of Households According to Vehicle Ownership
0.06% 19.86%
No Vehicle
0.31% Only Car
0.77% 0.35%
Only 2-Whlr.
8.06%
Only Cycle
25.97% 0.14% Only Auto Rick.
0.19% Car & 2-Wheeler

Car & Cycle
0.08% Car & Auto Rick.
2.96% 2-Whlr. & Cycle

2-Whlr. & Auto Rick.
0.21%
7.77% Cycle & Auto Rick.
Car, 2-Whlr. & Cycle
10.20% Car, 2-Whlr. & Auto Rick.
23.07%

Table 7.4 Distribution of Households by Number of Cars Owned
S. No. No. of Cars No. of Percentage

Owned Households
1 Nil 2958 57.16

2 1 1840 35.56
3 2 317 6.13
4 3 and More 60 1.16
Total 5175 100.00
Figure 7.4 Distributions of Households by Number of Cars Owned
Distribution of Households by Number of Cars Owned

2
1 6%
36%
3 and More
1%
Nil
57%
Table 7.5 Distribution of Households by Number of 2-Wheelers Owned
S. No. No. of 2- No. of Percentage

wheelers Households
Owned
1 Nil 1155 22.32

2 1 2399 46.36
3 2 1289 24.91
4 3 278 5.37
5 4 and More 54 1.04
Total 5175 100.00

Figure 7.5 Distributions of Households by Number of 2-Wheelers Owned
Distribution of Households by Number of 2-wheelers

Owned
2
25% 3
5%
4 and More
1%
1
47% Nil
22%
Table 7.6 Distribution of Households by Number of Cycles Owned
S. No. No. of Cycles No. of Percentage

Owned Households
1 Nil 3130 60.48
2 1 1535 29.66
3 2 401 7.75
4 3 89 1.72
5 4 and More 20 0.39
Total 5175 100.00
Figure 7.6 Distributions of Households by Number of Cycles Owned

Distribution of Households by Number of Cycles Owned
1
30%
2
8%
3
2%
Nil 4 and More

60% 0%

7.2.3 Distribution of Individual by Occupation
Distribution of individuals of sampled households according to their occupations is

presented in Table 7.7 and in Figure 7.7. It is observed that nearly 36% of individuals
are engaged in occupations like (Govt. Service, Pvt. Service & Business). The number
of students is accounted for 28% percentage and housewives to 24%.
Table 7.7 Distribution of Individuals by Occupation
S No. Occupation No of Individuals In Percentage

Sampled Households
1 Govt. Service 2682 11.62
2 Pvt. Service 3308 14.34
4 Student 6463 28.01
5 House Wife 5620 24.36
6 Retired 1063 4.61
7 Unemployed 605 2.62
8 Others 1073 4.65
Total 23074 100.00
Figure 7.7 Distributions of Individuals by Occupation
Distribution of Individuals by Occupation
House Wife
24%
Student
27% Retired
5%
Unemployed
3%
Others
Business
10% 5%
Govt. Service
Pvt. Service 12%
14%
7.2.4 Distribution of Individuals by Education
Distribution of individuals of sampled households according to their education is

presented in Table 7.8 and in Figure 7.8. It is observed that about 60% of
individuals are non-matriculates, matriculates or intermediate (12th) pass, with

majority 32% of them being non-matriculate, graduates and post-graduates account

for nearly 31%.
Table 7.8 Distributions of Individuals by Education
SI No. Education No of Individuals In Percentage

Sampled Households
1 Below 10th. 7309 31.68
2 10th to 12th. 6412 27.79
3 Graduate 5441 23.58
4 Post Graduate 1674 7.25
5 Illiterate 549 2.38
6 Child 866 3.75
7 Professional 823 3.57
Total 23074 100.00
Figure 7.8 Distributions of Individuals by Education
Distribution of Individuals by Education
Graduate
10th to 12th. 24%
28% Post Graduate
7%
Illiterate
2%
Child
4%
Below 10th. Professional

31% 4%
7.2.5 Distribution of Households by Monthly Income
Distribution of households according to monthly income ranges is presented in Table

7.9 and in Figure 7.9. It is observed that about nearly 3% of households have monthly
income less or equal to Rs. 5000 and another 19% have income between Rs. 5001 –
10,000 per month. The percentage of household having monthly income more than
Rs. 25,000 was observed about 30%.
Average household income per month in the study area was observed to be Rs. 22857.

Table 7.9 Distribution of Households According to Monthly Income
S. No Income Group No of Sampled Percentage

Households
1 <=Rs 5000 177 3.42
2 Rs 5001 - Rs 10000 988 19.09
3 Rs 10001 - Rs 15000 943 18.22
4 Rs 15001 - 20000 951 18.38
5 Rs 20001-25000 537 10.38
6 >Rs 25000 1544 29.84
7 No Response 35 0.68
Total 5175 100.00
Figure 7.9 Distributions of Households According to Monthly Income
Distribution of Households According to Monthly Income
>Rs 25000 No Response

31% 1%
<=Rs 5000
3%
Rs 20001-25000 Rs 5001 - Rs 10000

10% 19%
Rs 15001 - 20000 Rs 10001 - Rs

18% 15000
18%
7.2.6 Distribution of Households by Average Monthly Expenditure on Transport
Table 7.10 and Figure 7.10 gives the distribution of the households according to
monthly expenditure on Transport. The table indicates that about 12% of households
spend less than or equal to Rs. 500 per month on transport and over 15% have
monthly expenditure on transport ranging between Rs. 500 – 1000. About 35% of
households are having more than Rs. 2500 expenditure per month on transport.
Average expenditure on transport per household is estimated as Rs 2474 per month,
which is about 10.8% of average household income.

Table 7.10 Distribution of Households According to Average Monthly Expenditure on

Transport
S. No. Expenditure on Number of Percentage

Transport Sampled
Households
1 <=Rs 500 619 11.96
2 Rs 501 – 750 254 4.91
3 Rs 751 – 1000 525 10.14
4 Rs 1001 - 1250 304 5.87
5 Rs 1251 - 1500 441 8.52
6 Rs 1501 - 2000 639 12.35
7 Rs 2001 - 2500 496 9.58
8 > Rs 2501 1810 34.98
9 No Response 87 1.68
Total 5175 100.00
Figure 7.10 Distributions of Households According to Average Monthly Expenditure on

Transport
Distribution of Households According to Average Monthly

Expenditure on Transport
Rs 1501 - 2000
Rs 2001 - 2500
12%
Rs 1251 - 1500 10%
9%
Rs 1001 - 1250
6%
Rs 751 – 1000
10% > Rs 2501
34%
Rs 501 – 750
5%
<=Rs 500 No Response
12% 2%
7.3 TRAVEL CHARACTERISTICS
7.3.1 Distribution of Trips by Mode of Travel
Distribution of trips according to mode of travel is given in Table 7.11 to Table 7.13
and Figure 7.11 to 7.13. It is observed that about 17% of the trips are walk trips.
However, the trips performed by 2 wheelers are about 35% and 11% performed by
bus. A trip performed by auto rickshaw and shared auto is about 7% whereas trips

performed by cars are nearly 15%. Per capita trip rate including walk is 1.32,
excluding walk is 1.1 and for motorised trips is 0.9.
Table 7.11 Modal Split - 2009 (Including Walk Trips)
S. No. Mode No. of trips/day Percentage

1 Car 358352 15.07
2 T.W. 841025 35.38
3 Auto 30728 1.29
4 S. Auto 139040 5.85
5 Bus 267268 11.24
6 Cycle 260139 10.94
7 Rick 68160 2.87
9 Walk 412417 17.35
Total 2377129 100.00
Figure 7.11 Modal Split - 2009 (Including Walk Trips)
Modal Split - 2009 (Including Walk)

Walk
Car
17%
15%
Rick
3%
Cycle
11%
T.W.
36%
Bus
11%
S. Auto Auto
6% 1%
Table 7.12 Modal Split - 2009 (Excluding Walk Trips)

1 Car 358352 18.24
2 T.W. 841025 42.81
3 Auto 30728 1.56
4 S. Auto 139040 7.08
5 Bus 267268 13.60
6 Cycle 260139 13.24
7 Rick 68160 3.47
Total 1964712 100.00

Figure 7.12 Modal Split - 2009 (Excluding Walk Trips)
Modal Split - 2009 (Excluding Walk)
Bus
Cycle
14%
13%
S. Auto
7%
Rick
3%
Auto
2%
Car
18%
T.W.
43%
Table 7.13 Modal Split - 2009 (Motorised Trips)

1 Car 358352 21.90
2 T.W. 841025 51.39
3 Auto 30728 1.88
4 S. Auto 139040 8.50
5 Bus 267268 16.33
Total 1636413 100.00
Figure 7.13 Modal Split - 2009 (Motorised Trips)

Modal Split - 2009 (Motorised Trips)
S. Auto
9%
Auto Bus
2% 16%
Car
22%
T .W.
51%

7.3.2 Purpose wise Distribution of Trips
Table 7.14 and Figure 7.14 gives the purpose wise distribution of the trips. It is
observed from the table that about 25% of the trips are performed for work and
business purpose together, where as 19% trips are education and about 6% for other
trips which includes shopping, social heath and recreation. About 50% trips are return
trips.
Table 7.14 Purpose wise Distribution of Total Trips – 2009
S.No. Purpose No of trips/day Percentage

1 Work 598446 25.16
2 Education 457449 19.23
3 Others 138332 5.82
4 Return Work 592445 24.91
5 Return Education 455295 19.14
6 Return Others 136577 5.74
Total 2378544 100.00
Figure 7.14 Purpose wise Distribution of Total Trips – 2009
Purpose wise Distribution of Total Trips – 2009
Return Work
24.91% Return Education
19.14%
Others
5.82%
Return Others
5.74%
Education
19.23% Work
25.16%
7.3.3 Mode wise Distribution of Trips by Trip Length
Mode wise distribution of trips by trip length is presented in Table 7.15 and average
trip length is presented in Table 7.16. Average trip length for walk is 1.09 Km, for 2-
wheeler 6.89 Km and for Bus it is about 11.49 Km.

Table 7.15 Distribution of Trips by Trip Length
Trip Mode of Travel

Length Two Shared Cycles
(In Km) Car Wheeler Auto Auto Bus Cycle Rickshaw Train Walk Total Percentage
<=2 534 1635 89 218 317 1280 675 7 5361 10116 32.08
3--4 925 2616 137 731 799 1141 239 0 8 6596 20.92
5--6 864 2398 82 537 791 561 15 0 0 5248 16.64
7--8 726 1666 42 153 695 245 0 2 0 3529 11.19
9--10 472 851 6 69 345 119 4 0 0 1866 5.92
11--12 274 586 2 20 212 38 0 0 0 1132 3.59
13--14 172 197 4 8 86 4 0 0 0 471 1.49
15--16 252 380 0 24 227 0 0 0 0 883 2.80
17--18 85 183 0 4 56 0 0 0 0 328 1.04
19--20 110 178 0 0 138 1 0 1 0 428 1.36
21--25 48 112 0 0 140 0 0 0 0 300 0.95
26--30 36 54 0 0 115 0 0 0 0 205 0.65
31--35 22 16 0 0 45 0 0 0 0 83 0.26
>=36 94 43 0 0 208 0 0 6 0 351 1.11
Total 4614 10915 362 1764 4174 3389 933 16 5369 31536 100.00
Table 7.16 Mode wise Average Trip Length
SI No Mode Average Trip

Length (Km)
1 Car/Jeep/Van 9.06
2 2-Wheeler 6.89
3 Auto Rick. 4.17
4 Bus 11.49
5 Cycle 3.68
7 Walk 1.09
7.3.4 Opinion Survey
Opinion survey was carried out to obtain preference of commuter about shifting to
good public transport system. The respondents were asked willingness to pay extra
fare and time saving with respect to their existing transport used.
Table 7.17 shows that about 97% of respondents are willing to shift to a good public
transport system where as 3% of respondents want to use their existing mode of
travel.
Table 7.18 shows 69% are willing to shift if the saving in travel time is up to 10 min
in comparison with their mode of travel and remaining respondents show their
willingness to shift to new public transport if the time saving is about 30 min from
their existing mode of travel.

The willingness to pay extra fare for good public transport system is given in Table
7.19. The table indicates that about 73% respondents want the same fare for new
public transport as existing bus fare, 17% are willing to pay 1.25 times and 8% are
showing their willingness to give 1.5 times fare for new public transport system in
comparison to existing bus fare.
Table 7.17 Willingness to Shift to Good Public Transport System
S. No. Response No of Individuals Percentage

(Surveyed)
1 Yes 5030 97.20
2 No 145 2.80
Total 5175 100.00
Table 7.18 Acceptable Time Savings to Shift to MRTS
S. No. Time Saved No of Individuals Percentage

(Surveyed)
1 10min 3572 69.02
2 20min 975 18.84
3 30min 628 12.14
Total 5175 100.00
Table 7.19 Willingness to Pay Extra Fare in Relation to Existing Bus Fare
S. No. Extra Fare No of Individuals Percentage

(Surveyed)
1 2.5 times 18 0.35
2 2 times 82 1.58
3 1.5 times 436 8.43
4 1.25 times 867 16.75
5 Same Fare 3772 72.89
Total 5175 100.00
7.4 CONCLUSIONS
It is observed that monthly household income per month of the residents of urban
complex is about Rs 22857/- which is quite high w.r.t to other metropolitan cities.
Average monthly household expenditure on transport is about Rs 2474/- which is
about 10.8% of the total monthly income. About 70% of the motorised trips are
performed by private modes due to lack of good and citywide mass public transport
system. Only 10% of the total motorised trips are made by bus system which is very
low. If a good citywide public mass transport system is provided in the urban complex
at a reasonable fare and with good feeder service the use of private vehicle will be
reduced thereby reducing the vehicle loads on the road network.

DRAFT FINAL REPORT – July 2009 Chapter 8 Existing and Proposed Landuse Distribution
CHAPTER 8
EXISTING AND PROPOSED LANDUSE
DISTRIBUTION
8.1 BACKGROUND
8.1.1 One of the important aspects of traffic demand modelling exercise is the estimation of
base and horizon year landuse parameters. Base year landuse parameters like
population and employment have been taken from 2001 Census Data, and data
collected from Chandigarh Administration, Development Authorities, Municipal
Corporations, Town & Country Planning Organisation, etc. Landuse parameters for
various horizon years have been estimated as envisaged in the Master Plans of
Chandigarh, Outline Master Plan of SAS Nagar and Interim Development Plans for
Panchkula Urban Estate, Extension & Mansa Devi Complex (MDC), GMADA
Report, City Development plan of Chandigarh, Development Plans of Kalka-Pinjore,
Baddi, Alipur, KotBehla and Parwanu.
8.1.2 In addition, detailed discussions with various officials of UT Chandigarh

Administration (CA), Chandigarh Transport Undertaking (CTU), Punjab Urban
Planning and Development Authority (PUDA), Haryana Urban Development
Authority (HUDA) and Town & Country Planning Organisations (TCPO) SAS Nagar
and Panchkula, have been carried out throughout the study duration. Their views on
direction of city growth and anticipated population & employment growth across
different sectors for various horizon years have been taken into account. A
preliminary reconnaissance was also carried out by RITES team to make an
assessment of the present level of development in various zones of the study area.
8.2 BASE YEAR POPULATION
8.2.1 Base year (2009) population estimation for the study area has been done on the basis
of electoral list, divisional growth trends, proposals for the master plan of Chandigarh
and City development plan of Chandigarh, outline Master Plans of SAS Nagar,
Structural plan 2008-2058 of Greater Mohali Region, Development Plan for
Panchkula Urban Estate Extension and MDC areas, Development Plan of Kalak-
Pinjore 2025, development plan of Baddi-Barotiwala 2025 detailed Census Data
(2001), etc. Study area population comprising towns of Chandigarh, SAS Nagar and
Panchkula, Zirakpur, Kharar, Kalka-Pinjore and Dera Bassi is almost touching 21.17
lakh for 2009 (refer Table 8.1).

1 Chandigarh 900635 1326821
2 SAS Nagar 123484 182456
3 Panchkula 140925 228800

4 Zirakpur 25022 63204
5 Kharar 42289 70167
6 Kalka-Pinjore 77500 121221
7 Dera Bassi 15841 62903
8 Baddi 22601 42928
9 Alipur -Kot Behla 3324 7215
10 Parwanu 8609 11782
Total 1360230 2117497
* Census 2001 data
** Projected population based on past trends
8.3 FUTURE GROWTH SCENARIO
8.3.1 Chandigarh: The existing sectors are saturated to an extent and hence may see a little
appreciation in the growth. The Capital Complex in Sector 1, main Central Business
District in Sector 17, areas around Sukhna Lake, PGI in Sector 12, commercial/office
areas along Madhya Marg and Dakshin Marg, Sub City Centre of Sector 34, and Mani
Majra will continue to attract a large number of people for their employment,
shopping, trading, medical, education, tourism and other requirements. Chandigarh
was envisaged as a planned service-oriented city of low-rise development.
Chandigarh Administration is aggressively planning new areas of Phase III including
high rise development in Sectors 48, 49, 50, and new institutional area beyond Sector
12, Dhanas and Maloa Rehabilitation areas etc. to accommodate rising populations
and providing upgraded scale of services to its inhabitants. IT Park and its extension,
Industrial Area Phase I and II have already been attracting a large number of people
for their employment needs. The proposed Industrial Area Phase III and Fruit &
Vegetable Market near Raipur Kalan would also be developed and thereby attracting
large number of people for employment requirements. The high density area in
Chandigarh city is shown in Figure 8.1.
8.3.2 SAS Nagar (Mohali): SAS Nagar is basically a developing city. Planning Authorities
have proposed several new sectors to accommodate rising population and provide
upgraded scale of services to its inhabitants. Besides the existing residential areas,
Sectors 77 to 80, 85, 86, 88 to 90, 93 to 99 and 103 to 107 and Pockets B & C would
experience moderate to high population growth as per the Outline Master Plan of SAS
Nagar 1996-2016.
The City Centre in Sector 62, Bulky Market in Sector 65-A and another City Centre in
Sector 87, Regional Commercial Shopping along the sector roads, Wholesale and
Warehousing & Storage depots zone in Sector 102 would be attracting a large number
of people for their employment, shopping, trading, education, medical and other
requirements. Re-densification of already developed areas is under way with new
industry areas having been proposed to be developed in Sectors 66B, 82, 83, 100, 101
and 102. Some areas in Pocket B along Kharar-SAS Nagar bye pass road have been

demarcated for industrial use purposes. The sector wise landuse use map of Mohali is
shown as Figure 8.2.
8.3.3 Panchkula: Like SAS Nagar, Panchkula is also a developing town with new areas
viz. Panchkula Extension and Mansa Devi Complex (MDC) having been developed.
Planning Authorities have proposed several new sectors in these areas to
accommodate rising population and provide upgraded scale of services to its
inhabitants. Sectors 23 (part), 24 to 28 and 31 as per the Development Master Plan of
Panchkula Extension and Sectors 2, 4, 5 and 6 as per Mansa Devi Urban Complex
Development Plan, would experience high population growth.
The District Centre and Mini Secretariat in Sector 1, City Centre in Sector 5, other
district centres in Sectors 14 & 16, Commercial areas including a Mandi in Sector 20
and Industrial Area Phase I & II would be attracting a large number of people for their
employment, shopping, trading, education, medical and other requirements. Re-
densification of existing sectors is under way. IT Park in Sector 3 and commercial
areas in Sector 5B of MDC, commercial areas in Sectors 23, 25 and 27 of Panchkula
Extension would be generating ample opportunities of employment for the people.
The sector wise landuse use map of Panchkula and its Extension is shown as Figure
8.3.
8.3.4 Zirakpur: Zirakpur is a town and a Municipal council in Mohali district in the state
of Punjab. It is located near the state capital, Chandigarh. It is on the Chandigarh-
Delhi highway and just south of the city. It is at a distance of 4km from Chandigarh
airport. Panchkula is 5 Km from Zirakpur. Zirakpur have borders touching
Chandigarh (Union Territory) & Panchkula (Haryana). The GMADA development
plan along with its regional linkages is shown in Figure 8.4.
A four lane flyover has also been constructed by NHAI through Zirakpur to ease the
flow of traffic. The six lanning of Zirakpur-Panchkula-Kalka road is in progress.
The population projection of Zirakpur town has been taken from the Structural Plan
2056 of GMADA report.
The Zirakpur-SAS Nagar-Kharar-Mullanpur corridor is considered one of the most

potential areas as per development point of view. This corridor comprises the air port
and SEZ as per the Structural plan 2056 of GMADA. There are already established
commercial/retail centres at Zirakpur. Numbers of malls are being constructed in
Zirakpur, among all Paras Downtown, region’s biggest mall.

8.3.5 Other Towns:
Kharar: is a small city and a municipal council in Mohali district in the state of
Punjab. It is at a distance of about 10-15 kilometres from Chandigarh and about 4
kilometers from Mohali.
As it has the advantage of proximity to both Chandigarh and Mohali. Also because
the Punjab Government is encouraging development in Kharar, this has given shape
to a lot of colonies approved by PUDA (Punjab Urban Planning and Development
Authority) being developed in the city, prominent among these being Model Town,
Shivalik Enclave, Sunny Enclave and Gillco A major area of Kharar has been
allocated to the GMADA (Greater Mohali Development Authority) for further
development in 2006. The GMADA development plan along with its regional
linkages is shown in Figure 8.4.
Pinjore-Kalka: Kalka-Pinjore urban complex are situated on Ambala-Shimla

National Highway No.22. Both the towns are situated at a distance of 5 Kms, and
have their separate Municipal committee. Due to strategic location on NH No.22 and
close proximity to Chandigarh the development has taken place on both sides of NH
hence there is no gap between these two towns. As per the Integrated Development
plan these towns would witness unprecedented growth. The projected population as
per Development Plan 2025 of Pinjore-Kalka has been taken as base for population
projection.
At present the Commercial area mainly exists along the NH-22 in both the towns.
Additional Commercial area of 487 acres is proposed in the form of Commercial belts
along the 100 Mts. wide road linking Nalagarh Road with Kalka Town. The area
between Kaushalya River & NH-22 near Surajpur is also proposed to be developed as
Commercial Sector 1 & 6 and sector 22 proposed as a city centre and sector-31-A as
District Centre.
Except for Industrial Area of H.M.T., Kalka and Pinjore towns lack in Industrial
activities, 610 acres is proposed under industrial use along the Pinjore-–Nalagarh
road. Since the town is well connected with rail and road network it has potential for
industrial development. Only non-polluting industries will be allowed to be set in the
proposed Industrial area Phase II along Pinjore Nalagarh Road (NH-21-A). The town
also has the potential to provide base for ancillary industries for HMT and other
Industries located at Baddi, Barotiwala and Parwanoo.
Baddi: The major thrust of economy in Himachal Pradesh lies in agriculture,

industries, tourism. In 1982 63 industrial units has been developed in Baddi area by
Industrial Department and in year1987, 20 industrial sheds has been constructed at
Baddi and all the sheds have been rented.

Baddi region lies in the lap of outer Himalayas forming part of Shivaliks. It is
bounded by hills in the north and plains in the south which ran contiguous with the
plains of Haryana. The region is most sought after area in the state for the establishing
industries. Located in the plains with good connectivity to neighbouring states,
entrepreneurs prefer to establish their manufacturing.
At present 642 industrial units are functioning in Baddi- Barotiwala area. Out of
which 130 units area of L & M scale category and 512 units area of SSI category.
Prominent among them area Vardhaman Group, Birla Textile, Dabur India Ltd.
Cadilla Healthcare, Cipla, Cadbury etc.
The projected population as per Development Plan 2025 of Baddi-Barotiwala has

been taken as base for population projection.
Alipur – Kot Bhela: Alipur – Kot Bhela are situated on National Highway No.73.
Both the towns are situated at a distance of 18 Kms from Panchkula as Panchkula
Extension II and 28 Km from Chandigarh. The main population is situated at 400
meters away from NH 73. Industrial activities in this area are basically agricultural
related. However the scenario will change radically as soon as the area is developed
into an integrated township/urban centre of periphery controlled area as well as Alipur
controlled area and Nano city to be developed in the close vicinity of the town. The
city will provide high quality infrastructure to cater both the personal and business
need of the residents. Due to strategic location on NH No.73 it is very well connected
with the other towns of the state.
8.3.6 Expected population growth of the various towns and respective growth rates are
mentioned in Table 8.2. Projected population of Chandigarh Urban Complex is
shown in figure 8.5. Study area population for various horizon years is estimated as
24.6lakhs (2011), 37.68 Lakh (2021), 49.54 lakh (2031) and 59.08 lakh (2041).
Table 8.2 Projected Population and Annual Growth Rates
Sr.
Population Annual growth rate
No Name of Town 2001 2009 2011 2021 2031 2041 2001 2009 2011 2021 2031 2041
1 Chandirarh 900635 1326821 1459274 1795461 2349824 2801127 - 4.96 4.87 2.09 2.73 1.77
2 SAS Nagar 123484 182456 241451 649472 815308 1029094 - 5.00 15.04 10.40 2.30 2.36
3 Panchkula 140925 228800 251054 495975 542253 567284 - 6.24 4.75 7.05 0.90 0.45
4 Zirakpur 25022 63204 132807 185162 233028 293305 - 12.28 44.96 3.38 2.33 2.33
5 Kharar 42289 70167 79664 111069 139781 175938 - 6.53 6.55 3.38 2.33 2.33
6 Kalka-Pinjore 77500 121221 135625 257688 518568 572822 - 5.75 5.77 6.63 7.24 1.00
7 Dera Bassi 15841 62903 88796 123801 155805 196106 - 18.81 18.81 3.38 2.33 2.33
8 Baddi 22601 42928 50396 88103 130253 192568 - 8.35 8.35 5.74 3.99 3.99
9 Alipur -Kot Behla 3324 7215 9050 42399 46834 51733 12 12 16.7 1 1
10 Parwanu 8609 11782 12743 18862 22992 28027 4 4 4 2 2
Total 1360230 2117497 2460860 3767992 4954646 5908004 - - - - - -

8.3.7 The residential densities for various areas as proposed in the various Master Plans and
development plans are used for population projection at traffic zone level. The
population in areas, which are already densely populated and have limited scope of
growth, has been assumed to be saturated. Other traffic zones have been assumed to
grow according to the residential density pattern and the landuse plan. The study area
comprises of 176 internal traffic zones.
Figure 8.5 Projected Population of Chandigarh Urban Complex 2001 to 2041
Population Projections
3000000
2500000
2000000
Population
1500000
1000000
500000
0
2001 2009 2011 2021 2031 2041
Chandirarh 900635 1326821 1459274 1795461 2349824 2801127
SAS Nagar 123484 182456 241451 649472 815308 1029094
Panchkula 140925 228800 251054 495975 542253 567284
Zirakpur 25022 63204 132807 185162 233028 293305
Years
8.3.8 Table 8.3 shows zone wise estimated population distribution in the study area for
various horizon years viz. 2009, 2011, 2021, 2031 & 2041. High residential
concentration in Chandigarh is observed at Sectors 20, 22, 25, 26, 38 to 41, 44, 45, 46,
High-rise flatted development was noted along Sectors 48 to 56. Similarly, dense
residential agglomerations are observed on the northern end of SAS Nagar towards
Chandigarh boundary viz. Sector 59 to 61and 68 to 71. For Panchkula, residential
population is almost equally distributed in the Sectors 25 to 27.
Table 8.3 Distribution of Population by Traffic Zones
Zone Name Pop_2009 Pop_2011 Pop_2021 Pop_2031 Pop_2041

TAZ
CHANDIGARH
1 Sector 1 54 56 62 65 68
2 Sector 2 1762 1833 2025 2129 2237
3 Sector 3 1057 1100 1215 1277 1342
4 Sector 4 1678 1746 1929 2027 2131


TAZ
5 Sector 5 671 698 771 811 852
6 Sector 6 450 500 552 581 610
7 Sector 7 12216 12710 14040 14758 15512
8 Sector 8 6878 7156 7905 8309 8734
9 Sector 9 3108 3233 3572 3754 3946
10 Sector 10 3569 3713 4102 4312 4532
11 Sector 11 4747 4939 5456 5735 6028
12 Sector 12 6193 6443 7118 7482 7864
14 Sector 14 8202 8534 9427 9909 10415
15 Sector 15 18097 18828 20798 21861 22979
16 Sector 16 5431 5650 6241 6560 6896
17 Sector 17 254 264 292 307 323
18 Sector 18 8065 8391 9269 9743 10241
19 Sector 19 13562 14110 15586 16383 17221
20 Sector 20 26784 27866 30781 32356 34010
21 Sector 21 12590 13099 14469 15209 15987
22 Sector 22 22268 23167 25591 26900 28275
23 Sector 23 17150 17843 19710 20718 21778
24 Sector 24 10548 10974 12122 12742 13393
25 Sector 25 25276 26297 29049 30534 32096
26 Sector 26+26E 39594 41193 45503 47830 50276
27 Sector 27 15939 16583 18318 19255 20240
28 Sector 28 11531 11997 13253 13930 14643
29 Sector 29 17645 18358 22378 24720 27306
30 Sector 30 14941 15544 18948 20931 23120
31 Sector 31 18285 19399 21428 22524 23676
32 Sector 32 15598 16548 18279 19214 20196
33 Sector 33 7907 8389 9267 9741 10239
34 Sector 34 5597 5938 6559 6895 7247
35 Sector 35 14822 15725 17370 18258 19192
36 Sector 36 4391 4658 5145 5408 5685
37 Sector 37 22124 23471 25927 27252 28646
38 Sector 38+West 38 and Village 74682 79231 96582 106686 117848
39 Sector 39+39 West+Area adjoining Maloya village 66301 71711 87416 96561 106664
40 Sector 40 29911 32351 43478 64357 95832
41 Sector 41+Baterla and Badheri Village 49463 53499 59096 62119 65295
42 Sector 42+Attawal Village 16597 17951 19830 20844 21910
43 Sector 43 + ISBT + CITY CENTER 12495 13515 18162 26885 43792
44 Sector 44 24928 26962 29783 31306 32907
45 Sector 45+Burail Village 95567 103365 114180 120019 126157
46 Sector 46 25046 27090 29924 31455 33063
47 Sector 47 9577 10358 11442 12027 12642
48 Sector 48 24253 30000 33139 34833 36615
49 Sector 49 21961 30000 37000 37000 37000
50 Sector 50 19998 30000 33139 34833 36615
51 Sector 51 9185 24000 29256 32317 35698
52 Sector 52+Khujeri Village 18629 25000 30475 33663 37185
53 Sector-53+Kadampura and Mohali area+ Slum 26819 28346 46173 50000 50000
54 Sector-54 2 Villages and Mohali area 23840 24944 40631 75000 95968
55 Sector-55+ Palsora and Mohali part 26532 27514 44818 85000 105063
Sector-56+Rehabilitation Cly.Palsora and Mohali
56 part 22331 24865 40502 70000 95656


TAZ
108 Dadu Majra 3979 4140 5563 10000 13414
109 Dhanas, Sarangpur, Gwal Colony 5616 5843 7852 13000 18932
110 Khuda Lahora, Khuda Jassu 5747 5979 8036 14000 19375
111 Khuda Ali Sher 4792 4986 6700 12000 16156
112 Kaimbwala, Chungia 3997 4158 5588 10000 13474
113 Mani majra Rural,Kishangarh, Bhagwanpura 6469 6730 9045 16500 21808
114 Mani Majra 77696 85660 115120 190000 240074
Railway Station, Kalagram, Mouli, Raipur Kalan,
115 Daria 107876 118934 159837 270000 365393
116 Industrianl Area Phase-I, Makhan Majra 31025 34205 45969 75000 110838
117 Industrianl Area Phase-II, Ram Darbar 46086 50810 68285 120000 150645
Bahlana, Bari Majra, Airport, Burail ®, Hallo
118 Majra 28955 31923 42902 85000 101444
119 Maloia, Dadu Majra 7480 8247 11083 19000 25724
TOTAL CHANDIGARH 1326821 1459274 1795461 2349824 2801127
MOHALI
57 Sector-57 5521 5914 7380 7757 8154
58 Sector-58 3240 3612 4982 5237 5504
59 Sector-59 16244 16727 18918 19886 20903
60 Sector-60 12718 14045 18918 19886 20903
61 Sector-61 16586 16978 18918 19886 20903
62 SAS Nagar Sector-62 0 214 1577 1657 1742
63 SAS Nagar Sector-63 10376 10551 11561 12152 12774
64 SAS Nagar Sector-64 14351 14534 15765 16571 17419
65 SAS Nagar Sector-65 21897 22207 24778 27370 30233
66 SAS Nagar Sector-66 4998 6261 11850 13090 14459
67 SAS Nagar Sector-67 0 1143 8618 9520 10516
68 SAS Nagar Sector-68 11728 13660 21546 22648 23806
69 SAS Nagar Sector-69 0 2857 21546 23800 26290
70 SAS Nagar Sector-70 12906 15589 26275 27619 29031
71 SAS Nagar Sector-71 8771 11831 26275 27619 29031
72 SAS Nagar Sector-72 1820 1993 2628 2762 2903
73 SAS Nagar Sector-73 1820 2099 3153 3314 3484
74 SAS Nagar Sector-74 1002 1432 3679 4063 4489
75 SAS Nagar Sector-75 2332 2379 2628 2902 3206
76 SAS Nagar Sector-76 466 476 526 580 641
77 SAS Nagar Sector-77 + Sohan Village 4994 7678 26084 38610 57153
78 SAS Nagar Sector-78 + Sohana Village 4994 7678 26084 38610 57153
79 SAS Nagar Sector-79 0 2143 17389 25740 26000
80 SAS Nagar Sector-80 + Village 3267 5320 20867 30888 45722
82 SAS Nagar Sector-82 0 571 4204 6223 9212
83 SAS Nagar Sector-83 0 643 4730 7001 10363
84 SAS Nagar Sector-84 1806 2266 4204 6223 9212
85 SAS Nagar Sector-85 0 2286 18548 27456 30000
86 SAS Nagar Sector-86 1271 2292 11593 17160 25401
87 SAS Nagar Sector-87 0 357 2898 3046 3202
88 SAS Nagar Sector-88 0 1714 13911 20592 30481
89 SAS Nagar Sector-89 0 1286 10433 15444 22861
90 SAS Nagar Sector-90 1927 3085 11593 17160 25401
91 SAS Nagar Sector-91 0 429 3478 5148 7620


TAZ
94 SAS Nagar Sector-94 0 714 5796 8580 12701
95 SAS Nagar Sector-95 0 857 6956 10296 15241
96 SAS Nagar Sector-96 1244 2117 9274 13728 20321
97 SAS Nagar Sector-97 0 1286 10433 15444 22861
98 SAS Nagar Sector-98 0 1429 11593 17160 25401
99 SAS Nagar Sector-99 1220 2009 8115 12012 17781
100 SAS Nagar Sector-100 0 1143 9274 13728 20321
101 SAS Nagar Sector-101 2922 3589 6306 6629 6968
102 SAS Nagar Sector-102 0 286 2319 2437 2562
103 SAS Nagar Sector-103 0 714 5796 8580 12701
104 SAS Nagar Sector-104 0 461 3744 5543 8205
105 SAS Nagar Sector-105 0 571 4637 6864 10160
106 SAS Nagar Sector-106 0 429 3478 5148 7620
107 SAS Nagar Sector-107 1965 3128 11593 17160 25401
165 Tehsil SAS Nagar Pocket F 0 929 7535 11154 16511
166 Tehsil Kharar, Pocket E 0 714 5796 8580 12701
167 Kaku Majra, Dharampur, Jagatpur 1270 1762 4637 4874 5124
168 Landiali, Alipur 1513 2103 5547 5831 6129
169 Bakarpur 1207 1636 4057 4265 4483
170 Dialgarh, Nariangarh 0 357 2898 3046 3202
171 Matran 497 831 3478 3656 3843
172 Kishanpura 0 429 3478 3656 3843
173 Siaun 828 1299 4637 4874 5124
174 Ajitgarh colony 0 500 4057 4265 4483
175 Paton 648 1090 4637 4874 5124
176 Kurari 2526 3250 7072 7433 7813
TOTAL MOHALI 182456 241451 649472 815308 1029094
PANCHKULA
120 Panchkula Sector-1 8819 8996 9938 10446 10980
132 Panchkula Sector-12 A 7591 7744 8554 9449 9932
137 Panchkula Sector-18 & Industrial Area Ph-II 27156 27702 30601 32166 33510
138 Panchkula Sector-19 & Industrial Area Ph-I 18648 19022 21013 22087 23217

TAZ
152 Mansa Devi Complex Sector-1 500 1500 3238 3577 3760
TOTAL PANCHKULA 228800 251054 495975 542253 567284
ZIRAKPUR
157 Zirakpur (ward 1+12) 8597 18063 25184 31695 39893
158 Zirakpur (ward 2+3) 11228 23592 32892 41395 52103
159 Zirakpur (Ward 4+5) 6809 14307 19947 25104 31598
160 Zirakpur (Ward 6) 5747 12077 16838 21190 26672
161 Zirakpur (Ward 7) 2757 5793 8077 10165 12795
162 Zirakpur (Ward 8+9) 6190 13007 18134 22822 28725
163 Zirakpur (Ward 10+11) 8174 17176 23947 30138 37933
164 Zirakpur (Ward 13+14+15) 13702 28792 40142 50519 63587
TOTAL ZIRAKPUR 63204 132807 185162 233028 293305
OTHER TOWNS
177* Dera Bassi 62903 88796 123801 155805 196106
178* Kharar 70167 79664 111069 139781 175938
179* Baddi 42928 50396 88103 130253 192568
180*,181* Pinjore-Kalka 121221 135625 257688 518568 572822
188* Parwanu 11782 12743 18862 22992 28027
190* Alipur -Kot Behla 7215 9050 42399 46834 51733
GRAND TOTAL 2117497 2460860 3767992 4954646 5908004
*External zones
8.4 EMPLOYMENT DISTRIBUTION
8.4.1 Study area employment has been estimated on the basis of total population and Work
Force Participation Rate (WFPR). As per 2009 estimation, aggregate WFPR in the
study area is 36.42 % with Chandigarh having highest WFPRs as compared to SAS
Nagar & Panchkula, Zirakpur, Kalka Pinjore, Kharar, Dera bassi expect Baddi having
WFPR of 46% (refer Table 8.4). Total horizon year employment in Chandigarh, SAS
Nagar and Panchkula across different sectors has been worked out on the basis of
detailed discussions with planning officials regarding future policies, landuse plans
and limited verification/updation provided by them on actual status of
development/occupancy in various areas.

Table 8.4 Work Force and Workforce Participation Rate of the Study Area 2009
S.No Name of Town *Population Total Workers WFPR%

1 Chandirarh 1326821 503708 37.96
2 SAS Nagar 182456 60300 33.05
3 Panchkula 228800 75000 32.78
4 Zirakpur 63204 23386 37.00
5 Kharar 70167 23155 33.00
6 Kalka-Pinjore 121221 37578 31.00
7 Dera Bassi 62903 21387 34.00
8 Baddi 42928 19747 46.00
9 Alipur - Kot Behla 7215 1330 18.4
10 Parwanu 11782 4713 40
Total 2117497 770303 -
Aggregate WFPR - - 34.3
*Estimated Employment of year 2009
8.4.2 As the study area is expected to absorb high employment due to steady in-migration
and establishment of offices, manufacturing units, IT parks, industrial estates, etc. due
to massive industrial resurgence in the coming years, it is apparent that future decadal
employment rates would increase. The projected work force participation rate for
various urban areas are given in Table No. 8.5
Table 8.5 Projected Work Force Participation rate for Various Horizon Years
Horizon Years
S.No Name of Town 2009 2011 2021 2031 2041
1 Chandirarh 38 38.1 38.5 39 39
2 SAS Nagar 33 34.1 35.2 36 36.5
3 Panchkula 32.8 34.4 34.9 35.5 35.6
4 Zirakpur 37 38 38 39 39
5 Kharar 33 33 34 35 36
6 Kalka-Pinjore 31 31 32 33 33
7 Dera Bassi 34 34 35 36 36
8 Baddi 46 45 42 38 33
9 Alipur - Kot Behla 40.0 40.0 40.0 40.0 40.0
10 Parwanu 40.0 40.0 40.0 40.0 40.0
Aggregate (%) 36.48 36.76 36.96 37.15 36.81
8.4.3 Employment distribution and respective growth rates are mentioned in Table 8.6 and
Figure 8.6 study area employments for various horizon years are estimated as 9.03-
lakhs (2011), 13.75-lakhs (2021), 18.45-Lakh (2031) and 22.0 Lakh (2041).
Table 8.6 Distribution of Employment and Annual Growth Rates
Employment Annual Growth Rate %

Sr.No Name of Town 2009 2011 2021 2031 2041 2009 2011 2021 2031 2041
1 Chandigarh 503708 555300 691500 917200 1092200 - 5.00 2.22 2.86 1.76
2 SAS Nagar 60300 82301 228800 293600 375650 - 16.83 10.77 2.53 2.50
3 Panchkula 75000 86350 172950 192450 201750 - 7.30 7.19 1.07 0.47
4 Zirakpur 23386 50467 70362 90881 114389 - 46.90 3.38 2.59 2.33
5 Kharar 23155 26289 37763 48923 63338 - 6.55 3.69 2.62 2.62
6 Kalka-Pinjore 37578 42044 82460 171128 189031 - 5.77 6.97 7.57 1.00

Employment Annual Growth Rate %

Sr.No Name of Town 2009 2011 2021 2031 2041 2009 2011 2021 2031 2041
7 Dera Bassi 21387 30191 43330 56090 70598 - 18.81 3.68 2.61 2.33
8 Baddi 19747 22678 37003 49496 63547 - 7.17 5.02 2.95 2.53
9 Alipur - Kot Behla 1330 2886 3620 16960 18734
10 Parwanu 4713 5097 7545 9197 11211
Total 770303 903603 1375333 1845924 2200447 - 8.25 4.30 2.92 1.78
Figure 8.6 Projected Employment of Chandigarh Urban Complex
Employment Estimates
1200000
1000000
Employment
800000
600000
400000
200000
0
2009 2011 2021 2031 2041
Chandirarh 503708 555300 691500 917200 1092200
SAS Nagar 60300 82301 228800 293600 375650
Panchkula 75000 86350 172950 192450 201750
Zirakpur 23386 50467 70362 90881 114389
Year
8.4.4 Table 8.7 shows zone wise employment distribution in the study area for various
horizon years viz. 2009, 2011, 2021, 2031 & 2041. Heavy employment concentration
in Chandigarh is presently observed at Sector 17, Sector 34, University area in Sector
14 and Sectors along Madhya Marg, Dakshin Marg and Himalaya Marg. For future
years, there would be further densification of these locations along with new areas
between the cities on either sides of Madhya Marg and Himalaya Marg. Apart from
this; upcoming IT Park would be major producer of employment opportunities. In
SAS Nagar, major employment concentration is observed at City Centre Sector 62,
light Industry in Sectors 55, 57, 58 and Bulky Material market in Sector 65 A. Future
employment attraction would include Sectors 78, 82, 83, 87, 91, 100, 101, and 102.
Some areas in Pocket B along Kharar-SAS Nagar Bye Pass Road would also provide
employment opportunities. Similarly, dense employment agglomerations are observed
on Sectors 1, 5, 14, 16 and Industrial Area Phase I & II in Panchkula Urban Estate
area. Future employment attractions would be IT Park in Sector 3, Sector 5B of
Mansa Devi Complex and Sectors 23, 25 and 27 of Panchkula Extension.

Table 8.7 Distribution of Employment by Traffic Zones
TAZ Zone Name Emp_2009 Emp_2011 Emp_2021 Emp_2031 Emp_2041

CHANDIGARH
1 Sector 1 22670 24000 26500 29000 31000
2 Sector 2 1216 2200 2650 3300 4000
3 Sector 3 1216 2200 2650 3300 3800
4 Sector 4 1216 2200 2650 3300 3800
5 Sector 5 1216 2200 2650 3300 3800
6 Sector 6 1216 2200 2650 3300 3800
7 Sector 7 6081 6500 7000 8300 9000
8 Sector 8 6081 6500 7000 8300 9000
9 Sector 9 6081 6500 7000 8300 9000
10 Sector 10 6081 6500 7000 8300 9000
11 Sector 11 6081 6500 7000 8300 9000
12 Sector 12 1184 1200 2650 4100 4300
14 Sector 14 6081 6500 7000 8300 8800
15 Sector 15 6081 6500 7000 8300 8800
16 Sector 16 6081 6500 7000 8300 8800
17 Sector 17 48645 55000 57000 62000 63500
18 Sector 18 6081 6500 7000 8300 8800
19 Sector 19 6081 6500 7000 8300 8800
20 Sector 20 6081 6500 7000 8300 8800
21 Sector 21 6081 6500 7000 8300 8800
22 Sector 22 6081 6500 7000 8300 8800
23 Sector 23 6932 7000 7000 7800 8200
24 Sector 24 1824 2200 2650 3300 4000
25 Sector 25 4256 4500 5400 6700 8000
26 Sector 26+26E 18242 20000 22500 25000 26500
27 Sector 27 6081 6500 9000 12000 13500
28 Sector 28 6081 6500 9000 11400 13500
29 Sector 29 6081 6500 7200 8300 8800
30 Sector 30 6081 6500 7200 8300 8800
31 Sector 31 6081 6500 7200 8300 8800
32 Sector 32 6081 6500 7200 8300 8800
33 Sector 33 6081 6500 7200 8300 8800
34 Sector 34 34051 35000 35800 39000 42000
35 Sector 35 6081 6500 7200 8300 8900
36 Sector 36 6081 6500 7200 8300 8900
37 Sector 37 6081 6500 7200 8300 8900
38 Sector 38+West 38 and Village 6081 6500 7200 8300 8900
Sector 39+39 West+Area adjoining Maloa
39 village 4256 4500 5400 6500 7500
40 Sector 40 1824 2200 2700 3300 3600
41 Sector 41+Baterla and Badheri Village 4864 5500 7200 8800 10200
42 Sector 42+Attawal Village 1824 2200 2700 3300 4500
43 Sector 43 + ISBT + CITY CENTER 13161 21500 30400 71500 95000
44 Sector 44 4256 4500 6900 9750 13500
45 Sector 45+Burail Village 15809 16000 19600 23800 25000
46 Sector 46 4256 4300 5400 6750 7400
47 Sector 47 2675 2700 5400 8300 8800
48 Sector 48 2067 2200 2750 3400 4000


49 Sector 49 2067 2200 2750 3400 4000
50 Sector 50 2067 2200 2750 3400 4000
51 Sector 51 243 300 900 1500 3000
52 Sector 52+Khujeri Village 4135 4200 4400 7000 8000
Sector-53+Kadampura and Mohali area+
53 Slum 55 100 1400 11000 18000
54 Sector-54 2 Villages and Mohali area 486 500 1000 8500 16000
55 Sector-55+ Palsora and Mohali part 58 100 4400 13500 22000
Sector-56+Rehabilitation Cly.Palsora and
56 Mohali part 4864 5000 10600 18000 25000
108 Dadu Majra 1459 1600 4200 8300 11000
109 Dhanas, Sarangpur, Gwal Colony 3040 3200 9000 17500 25000
110 Khuda Lahora, Khuda Jassu 12161 13000 27000 32000 38000
111 Khuda Ali Sher 486 500 2800 5200 7000
112 Kaimbwala, Chungia 486 500 4400 8300 12000
113 Mani majra Rural,Kishangarh, Bhagwanpura 24322 27000 35900 48000 60000
114 Mani Majra 18242 22000 33900 35000 36000
Railway Station, Kalagram, Mouli, Raipur
115 Kalan, Daria 12161 13000 26500 45000 65000
116 Industrianl Area Phase-I, Makhan Majra 30403 33000 35900 46000 56000
117 Industrianl Area Phase-II, Ram Darbar 30403 33000 35900 46000 57000
Bahlana, Bari Majra, Airport, Burail ®,
118 Hallo Majra 6081 6500 7200 8300 9000
119 Maloia, Dadu Majra 5673 5900 5600 6500 8000
TOTAL CHANDIGARH 503708 555300 691500 917200 1092200
MOHALI
57 Sector-57 2900 3100 7500 9000 10500
58 Sector-58 4500 5000 9500 11500 13000
59 Sector-59 600 750 2000 2400 2700
60 Sector-60 600 750 2000 2400 2700
61 Sector-61 1800 2000 4500 5500 6500
62 SAS Nagar Sector-62 5800 6000 16000 19500 22000
63 SAS Nagar Sector-63 900 1000 2000 2400 2700
64 SAS Nagar Sector-64 700 800 2000 2400 2700
65 SAS Nagar Sector-65 3400 3500 9000 11000 13000
66 SAS Nagar Sector-66 3600 4000 15000 18300 21000
67 SAS Nagar Sector-67 700 800 1500 1800 2100
68 SAS Nagar Sector-68 100 350 1000 1200 1400
69 SAS Nagar Sector-69 0 350 1000 1200 1400
70 SAS Nagar Sector-70 1800 2000 5000 6000 7000
71 SAS Nagar Sector-71 500 700 3000 3600 4000
72 SAS Nagar Sector-72 6500 7000 12000 15000 17500
73 SAS Nagar Sector-73 7500 8000 14000 17000 20000
74 SAS Nagar Sector-74 8500 9000 15000 20000 24000
75 SAS Nagar Sector-75 6800 7000 12000 16000 19500
76 SAS Nagar Sector-76 100 300 2000 3000 3900
77 SAS Nagar Sector-77 + Sohan Village 200 700 3000 4000 4800
78 SAS Nagar Sector-78 + Sohana Village 200 500 5000 6700 8000
79 SAS Nagar Sector-79 0 200 1000 1400 1700
82 SAS Nagar Sector-82 0 1700 10000 13500 19000


83 SAS Nagar Sector-83 0 1700 10000 13500 19000
84 SAS Nagar Sector-84 50 200 1000 1300 2200
85 SAS Nagar Sector-85 0 700 1500 2000 3000
86 SAS Nagar Sector-86 100 350 1000 1300 3000
87 SAS Nagar Sector-87 0 1500 12000 16000 24000
88 SAS Nagar Sector-88 0 200 700 1000 2000
89 SAS Nagar Sector-89 0 200 700 1000 2000
90 SAS Nagar Sector-90 500 1500 7000 9500 13000
91 SAS Nagar Sector-91 0 200 700 1100 1350
94 SAS Nagar Sector-94 0 200 500 700 1500
95 SAS Nagar Sector-95 0 300 700 1000 1300
96 SAS Nagar Sector-96 100 350 700 1000 1300
97 SAS Nagar Sector-97 0 300 1000 1300 1500
98 SAS Nagar Sector-98 0 300 1000 1300 1500
99 SAS Nagar Sector-99 100 350 700 900 1100
100 SAS Nagar Sector-100 0 350 1200 1600 3000
101 SAS Nagar Sector-101 200 350 4000 5300 8000
102 SAS Nagar Sector-102 0 350 7000 9400 14500
103 SAS Nagar Sector-103 0 200 1000 1300 1600
104 SAS Nagar Sector-104 0 350 1200 1600 1900
105 SAS Nagar Sector-105 0 200 500 700 900
106 SAS Nagar Sector-106 0 150 500 700 900
107 SAS Nagar Sector-107 200 500 1000 1300 2500
165 Tehsil SAS Nagar Pocket F 0 350 1000 1300 1700
166 Tehsil Kharar, Pocket E 0 400 1000 1300 1700
167 Kaku Majra, Dharampur, Jagatpur 100 300 1200 1500 2000
168 Landiali, Alipur 100 350 1200 1500 2000
169 Bakarpur 100 300 1000 1200 1500
170 Dialgarh, Nariangarh 0 200 700 900 1200
171 Matran 50 100 500 700 1200
172 Kishanpura 0 300 500 700 1200
173 Siaun 100 200 500 700 1200
174 Ajitgarh colony 0 150 600 800 1000
175 Paton 50 150 500 700 1200
176 Kurari 100 300 800 1100 1500
TOTAL MOHALI 60300 82301 228800 293600 375650
PANCHKULA

132 Panchkula Sector-12 A 1321 1350 2000 2200 2300
137 Panchkula Sector-18 & Industrial Area Ph-II 4843 6000 11100 12500 13000
138 Panchkula Sector-19 & Industrial Area Ph-I 5283 6000 13100 15300 16000
TOTAL PANCHKULA 75000 86350 172950 192450 201750
ZIRAKPUR
157 Zirakpur (ward 1+12) 5756 12422 17319 22370 28157
158 Zirakpur (ward 2+3) 2613 5639 7862 10155 12781
159 Zirakpur (Ward 4+5) 4567 9856 13741 17748 22339
160 Zirakpur (Ward 6) 958 2067 2881 3722 4684
161 Zirakpur (Ward 7) 1179 2544 3548 4582 5767
162 Zirakpur (Ward 8+9) 3898 8411 11727 15147 19065
163 Zirakpur (Ward 10+11) 3403 7344 10240 13226 16647
164 Zirakpur (Ward 13+14+15) 1012 2183 3044 3932 4949
TOTAL ZIRAKPUR 23386 50467 70362 90881 114389
OTHER TOWNS
177* Dera Bassi 21387 30191 43330 56090 70598
178* Kharar 23155 26289 37763 48923 63338
179* Baddi 19747 22678 37003 49496 63547
180*,181* Pinjore-Kalka 37578 42044 82460 171128 189031
188* Parwanu 4713 5097 7545 9197 11211
190* Alipur -Kot Behla 1330 2886 3620 16960 18734
GRAND TOTAL 770303 903603 1375333 1845924 2200447
* External Zones

8.5 CONCLUSIONS
8.5.1 Population of Chandigarh Urban Complex and its nearby town expected to increase
from 13.60 Lakh in the year 2001 to 59 Lakh by the year 2041. Population for the
year 2009 is estimated is 21.17 Lakh.
8.5.2 The low population concentration sectors in Chandigarh are 1 to 19, 21 to 24 and 27
to 37 whereas high population sectors are 40 to 56 and Mani Majra, Sector 38.
Similarly, dense residential agglomerations are observed on the northern end of SAS
Nagar towards Chandigarh boundary viz. Sector 59 to 61and 68 to 71. For Panchkula,
residential population is almost equally distributed in the Sectors 25 to 27.
8.5.3 The average work force participation rate in the Chandigarh urban complex and its
urban agglomeration is expected to increase from 36.48% in 2007 to 36.81% in 2041.
Total employment in Chandigarh urban complex and its urban agglomeration is
expected to increase from 7.70 Lakh in 2007 to 22.00 Lakh in 2041.
8.5.4 The substantial increase in area of office / commercial / industrial and other activities
expected are, proposed Industrial Area Phase III and vegetable and whole sale market
near Raipur Kalan, IT Park at Mani Majra, Existing Industrial Area in Chandigarh,
new proposed industrial areas of SAS Nagar, district centre and Mini Secretariat and
Mansa Devi urban complex of Panchkula. This will mean a large increase in
employment in the traffic zones falling in these sectors. This will attract large traffic
to these traffic zones. Thus mass transport system to these traffic zones will need to be
extended / augmented to cater to expected transport demand.
8.5.5 As the nearby towns are also being developed at a rapid pace, traffic between
Chandigarh Urban Complex and their towns is expected to increase. Therefore
adequate good quality citywide mass public transport system will need to be provided
to meet this expected demand.

DRAFT FINAL REPORT – July 2009 Chapter 9 Transport Demand Forecast and System Selection
CHAPTER 9
TRANSPORT DEMAND FORECAST AND
SYSTEM SELECTION
9.1 INTRODUCTION
9.1.1 The transportation study process consists of development of formulae (or models),
enabling forecast of travel demand, and development of alternative strategies for
handling this demand. It is not just one model, but a series of inter-linked and inter-
related models of varying levels of complexity, dealing with different facets of travel
demand. Through these models, the transportation study process as a whole is checked
and calibrated before it is used for future travel predictions.
9.1.2 In the present study, a four-stage transport demand model has been developed for
estimating future travel demand. The normal and easily available planning variables
at zonal levels such as population, employment and student enrolment have been
made use of in transport demand analysis.
9.2 TRANSPORTATION PLANNING PROCESS
9.2.1 The basic functions in the transportation planning process are:
• Trip-end prediction or trip generation and attractions – the determination of

the number of person trips leaving a zone irrespective of destination and the
number of trips attracted to a zone, irrespective of origin.
• Trip distribution – the linking of the trip origins (generation) with their
destinations (attraction).
• Modal split – the separation of trip by public transport modes or by private
modes.
• Assignment – the allocation of trips between a pair of zones to the most likely
route(s) on the network.
9.3 TRIP GENERATION

9.3.1 Home Based Work Trips
The trip generation sub-model for home based one-way work trips produced /
attracted from / to a zone by all modes (mass, fast and slow) has been developed and
presented in Table 9.1. The independent variable for trip production is the zonal
population, whereas for the purpose of attraction, the independent variable is the
employment in each zone.
RITES Ltd. Page 1 of 20

Table 9.1 Trip Generation Sub-Models for Home Based one-way Work Trips – 2009
Dependent Independent Regression (R2)

Variable Variable Co-efficient Co-efficient of
(Trip Rate) Determination
(Y) (X) (b)
Trip Production
All Modes Population 0.322305 0.96
Trip Attraction
All Modes Employment 0.879656 0.71
9.3.2 Home-Based Education Trips

Summary of regression analysis for home-based one-way education trips produced /
attracted from / to a zone by different modes is given in Table 9.2. The independent
variable used is zonal population.
Table 9.2 Trip Generation Sub-Models for Home Based one-way Education Trips – 2009
Dependent Independent Regression Co- (R2)

Variable Variable efficient (Trip Co-efficient of
Rate) Determination
(Y) (X) (b)
Trip Production
9.3.3 Home-Based Other Trips
Summary of regression analysis for one-way home-based other purpose trips

produced / attracted from / to a zone is presented in Table 9.3.
Table 9.3 Trip Generation Sub-Models For Home Based One-Way Other Trips – 2009
Dependent Independent Regression Co- (R2)

Variable Variable efficient (Trip Rate) Co-efficient of
Determination
(Y) (X) (b)
Trip Production
Trip Attraction

9.3.4 Home-Based Total Trips
Summary of regression analysis for one-way home-based total trips produced /

attracted from / to a zone are presented in Table 9.4.
Table 9.4 Trip Generation Sub-Models for Home Based One-Way Total Trips – 2009
Dependent Variable Independent Regression Co- (R2) Co-efficient of

Variable efficient (Trip Rate) Determination
(Y) (X) (b)
Trip Production
Trip Attraction
9.4 TRIP DISTRIBUTION
9.4.1 The gravity model formulation has been used for developing the synthetic O-D matrix
for the intra-city trips. The formulation of Gravity model used is as under:
Tijn = Pi n [ Ajn exp(-anCijm) / ΣAjn exp(-an Cijm)]

Where
Tijn = The number of trips produced in zone I and attracted to zone j for nth
Mode (public, private, total)
n
Pi = The total number of trips produced in zone i for nth mode
Ajn = The total number of trips attracted to zone j for nth mode
an = Parameter calibrated for base year for nth mode
Cijm = Travel time between pair of zones i & j by mode m
9.4.2 Gravity Model – Calibration Process
The sequence of activities involved in the calibration of Gravity Model is shown in

Figure 9.1. Only the home based trips for modes (public, private and total), have been
simulated for comparison with the observed flows.
The calibrated values of Gravity Model parameter for home-based trips for various
modes are presented in Table 9.5. Calibration process included comparison of
observed and simulated mean trip lengths as well as shapes of the trip length
frequency distribution.

Table 9.5 Calibrated Gravity Model Parameters
Mode Parameter Parameter Value Mean Trip Length (Minutes)

Public Pub 0.0065351377 20.00
Private Pvt 0.008875584 15.00
Total tot 0.003300980 17.25
The observed trip length frequency distributions for different purposes (work,
education and other) were obtained from the 2009 Household Travel Survey data. For
simulated trip length frequency distributions, the parameter values (negative
exponential) were varied until the simulated and observed trip length frequency
distributions for each purpose exhibited the following.
- The shape and position of both curves relatively close to each other when
compared visually.
- The difference between mean trip lengths was within 3 percent variation
The calibration procedure developed by Bureau of Public Roads was used, which
adjusts the measure of attraction used in the Gravity Model. Eight such iterations of
attraction trip and balancing procedure were carried out for each trip mode wise
separately.
A comparison of observed and simulated trip length frequency for public, private and
total trips is presented in Figure 9.2 A to 9.2 C.

Figure 9.1 Sequences of Activities for Calibrating Gravity Model
LAND USE ESTIMATES
ESTIMATION OF PRODUCTION &

ATTRACTION TRIP ENDS BY TYPE
INTERZONAL SKIM TREES
ASSUME INTIAL TRAVEL

TIME FUNCTIONS
CALCULATE Tij MATRIX
CALCULATE BALANCED
ATTRACTIONS
CALCULATE NEW Ts WITH

ij
BALANCED ATTRACTIONS
CALCULATE TRIP LENGTH

FREQUUENCY DISTRIBUTIONS
COMPARE SIMULATED AND OBSER−

−VED TRIP LENGTH DISTRIBUTIONS
CALIBRATED PARAMETER
TRAVEL TIME FUNCTION

NEW TRAVEL FUNCTION
FOR TRIP TYPE
9.4.3 The measure of deterrence is the perceived inter-zonal generalised cost – this is what
the traveller unconsciously thinks it costs him to travel from one place to another.
For each pair of zones, generalised cost for a public transport trip or by any other
mode is determined. For any inter-zonal trip, the cost between each of the two zone
centroids and between them and the appropriate actual network nodes is added to
establish the least cost journey through the whole network between the zones. For

example, for a trip including one or more public transport links and walk links
thereto, the public transport generalised cost would be made up of:
a) Walking time to bus stop (from notional centroid link)
b) Waiting time at bus stop
c) Travelling time on bus
d) Interchange waiting time – where appropriate
e) Walking time from bus stop to destination (by notional centroid link).
9.4.4 In a somewhat similar way, generalised cost for other modes is determined. The
least-cost journey from any zone to another is determined by a tree building process.
Separate least-cost journey trees are built for public transport trips and for trips by
other modes.
Figure 9.2 (a) Trip Length Frequency Distribution (Public Mode Trips)
25
20
No. of Trips (in %)
15
Observed
Modeled
10
0
5
5
.5
.5
.5
.5
.5
.5
.5
.5
.5
.5
.5
.5
.5
2.
7.
12
17
22
27
32
37
42
47
52
57
62
67
72
Trip Length (in min.)
Figure 9.2 (b) Trip Length Frequency Distribution (Private Mode Trips)
30
25
No. of Trips (in %)
20
Observed
15
Modeled
10
0
2.5
7.5
12.5
17.5
22.5
27.5
32.5
37.5
42.5
47.5
52.5
57.5

Figure 9.2 (c) Trip Length Frequency Distribution (Total Trips)
25
20
No. of Trips (in %)

15
Observed
Modeled
10
0
2.5
12.5
22.5
32.5
42.5
52.5
62.5
72.5
9.4.5 For the purpose of analysis in this study, Cij values, which should normally be based
on Generalised Cost, have been taken only in terms of travel time. Travel time
matrices have been computed and ‘skim trees’ built representing shortest travel paths
between each pair of zones taking road congestion into consideration.
9.5 MODAL SPLIT
9.5.1 The household travel survey carried out in 2009 shows low modal split in favour of
public transport. Modal split in favour of public transport for the city of size of
Chandigarh urban complex should be in the range of 40% – 60% of total motorized
trips. The lower modal split in favour of public transport system shows the deficiency
in public transport system in terms of quantity and quality.
A good mass transport system is expected to increase a higher modal split in favour of
public transport. It has been assumed that modal split in favour of Mass Transport will
increase to 54%, 60%, 65% and 70% by the year 2014, 2021, 2031 and 2041
respectively.
9.6 TRIP ASSIGNMENT
9.6.1 For the purpose of this study, Capacity restrained assignment technique has been
followed. In this method of assignment, private and public transport trip matrices are
loaded onto their respective networks, using an incremental assignment method. The
trip matrices are assigned to the shortest paths generated successively after
assignment of small lots each of 20% increment of the trips matrices. The
incremental assignment proceeds by updating the private and public transport
networks using the speed flow relationships of the links until 100% of the two
matrices are assigned.

9.6.2 The assignment is largely controlled by alternative paths, which are built by the
shortest path algorithm through the network. There is simultaneous building of
shortest paths for the two networks (mass transport and private trips), and rules
adopted are:
1. The paths are not allowed to be built through the zone centroids, other than the
origin and the destination end.
2. Due to the type of signal phasing adopted for intersections, the right turning
traffic has to wait for a few seconds more than the straight moving traffic.
Also, as the right turners have to follow a curved and longer path through the
intersection, a penalty of 30 seconds is adopted for such assignment.
9.6.3 The road network is assigned the road capacity based on the available lane widths.
The types of roads and their capacities are given in Table 9.6.
Table 9.6 Types of Roads and Their Capacities
Road Type Capacity in PCU’s per Hour*

2-Lane Divided 3000
4-Lane Divided 6000
6-Lane Divided 8000
It has been assumed that roads have a given capacity, while the mass transport
network has unlimited capacity.
9.6.4 In addition to the capacity values, the speed flow relationships of the three types of
links are required for modifying the speeds for each incremental loading. A
mathematical model was developed for each link type. These mathematical models
are as follows:
2-Lane Divided
S = Sf (1.0 – 0.57 (V/C) 30
4-Lane Divided
S = Sf (1.0 – 0.63 (V/C)27
6-Lane Divided
S = Sf (1.0 – 0.60 (V/C)25
Where
S = Speed in kmph
Sf = Free flow speed in kmph
V = Assigned volume in PCU’s
C = Capacity of road link in PCU’s
The initial free flow speeds taken for the assignment of public and private modes are
summarised in Table 9.7 (A)

Table 9.7 (A) Free Flow Speeds
Mode Free Flow Speed in kmph*

2-Lane 4-Lane 6-Lane
Public Transport 15 20 25
Private Transport 30 35 40
9.6.5 The results from the incremental assignments, which are in terms of person trips, have
to be converted to PCU’s for updating the link speeds. As the occupancy levels of the
private modes are drastically different from the road-based public transport modes,
separate passenger to PCU conversion factors have been derived for the two types of
travel. For this purpose, the city has been divided into two regions - each having a
different mix of traffic characteristics. The factors used for the two regions are given
in Table 9.7 (B).
The roads are also used by goods vehicles and other slow moving vehicles. The
capacity comparison and speed modifications must take movement of these vehicles
and mixed traffic conditions into account. Thus, after the person trips are converted
to vehicles trips in terms of PCUs, the goods traffic factors has been used to
incorporate the mixed flow conditions because of goods and the slow moving
vehicles.
Table 9.7 (B) PCU Conversion Factors
Region PCU Conversion Factors

Pub. Vehicles Pvt. Vehicles Goods
Chandigarh Area 0.067579 0.415010 1.20
Mohali Area 0.067108 0.360208 1.23
Panchkula Area 0.067108 0.360208 1.23
Zirakpur Area 0.067108 0.360208 1.23
9.6.6 In the assignment process, the link speeds get modified by appropriate modelling of
speed flow relationships. As the volume-capacity ratio increases towards 1.0, the link
speed decreases fast to a residual value of about 10 to 15 kmph. In case of further
loading of the link (which is possible in absence of alternate paths) beyond
volume/capacity ratio of 1.0, the speeds may get negative.
Accordingly, to control the speed to a non-negative residual value, the lowest bound
for public and private mode speeds is taken as 5.0 and 10.0 kmph respectively.
The base year assigned trips were compared with the ground counts of selected
arterials to establish the validity of models as stated earlier for working out horizon
year (2021) transport demand forecast.

9.7 TRANSPORT DEMAND FORECAST
9.7.1 The following assumptions have been made while working out the traffic demand on
the proposed system:
1. The basic inputs to the study i.e. the landuse parameters for the year 2014,
2021, 2031 & 2041 were worked out by RITES in consultation with
Chandigarh Administration, PUDA & TCPO in Mohali, HUDA & TCPO
department in Panchkula.
2. The integrated transport network includes the future road network proposals.
3. For working out a path between an origin and destination, travel times have
been considered.
4. Proper inter-modal integration facilities, including approach roads are
assumed to be available at all stations of MRT System.
5. Wherever possible, proper passenger integration has been assumed.
6. For traffic between Chandigarh Urban Complex and nearby town and other
regional traffic, appropriate growth rates have been used considering the
expected growth of these towns.
9.7.2 The summary of horizon years (2014, 2021, 2031& 2041) transport demand forecasts
for study area is presented in Table 9.8.
Table 9.8 Summary of Transport Demand Forecast for Chandigarh Urban Complex
S. Item Figures (Lakh)
No 2014 2021 2031 2041
1 Population 24.50 31.28 39.42 46.93
2 Employment 9.10 11.64 14.94 17.84
3 Per Capital Trip Rate (motorized) 1.00 1.10 1.20 1.30
4 Total Trips 29.34 40.56 56.31 73.40
5 Intra city Trips 24.50 34.41 47.30 61.01
6 Inter city Trips 4.84 6.15 9.01 12.39
7 Modal split (Share by Public Transport for 54% 60% 65% 70%
total Intra city trips)
9.8 IDENTIFICATION OF MAJOR TRAVEL CORRIDORS
9.8.1 The major transport corridors for mass transport system have been identified on the
basis of future landuse to be developed in various parts of the urban complex and
expected traffic on various corridors on the basis of transport demand modeling and
forecasting. The mass transport corridors as suggested in the earlier studies carried out
in the study area were considered and review of the given corridors of Madhya Marg,
Himalaya Marg and Purv Marg as decided by the Governments was also done.

9.8.2 Road Only Network
For business as usual scenario i.e the traffic to move as it is moving now on the road
system only has been considered to examine the adequacy of the road system. Share
of car and two wheeler is expected to go up to 73 % in total motorised trips for this
scenario.
The road only network consists of all the roads with Right of Way of 18 m
(carriageway with atleast 2 lane) and above and covers the whole area of Chandigarh
Urban Complex.
9.8.3 The origin – destination matrix for the year 2014, 2021, 2031 and 2041 has been
assigned on road only network.
9.8.4 The trip assignment on this network in the year 2021& 2041 shows that the following
road corridors will carry the high traffic. These major corridors indicating maximum
peak hour peak direction trips (PHPDT) by all modes are given in Table 9.9.
Table 9.9 Maximum PHPDT by all modes on major Road Corridors
S.N. Name Of Corridor Maximum PHPDT

2021 2041
1 Khuda Lahora to IT Park via Punjab University, PGI, 31000 76000
Government College, General Hospital, Sector 17-
Interchange, Sector 8, Sector 7, Sector 26, Grain Market,
Transport Nagar, Chandigarh Railway Station, Manimajra,
to IT Park.
2 Housing Board Chowk – Sector 14 – Sector 21 Panchkula. 21000 42000
3 Sector1 (Secretariat) – Sector 9 - Sector 17 Main Market, - 24000 52000
Sector 43 Bus Terminal- Sector 52 - Sector 104 Mohali.
4 Sector 26 – Sector 38 Dadu Majra along Purv Marg and 26000 55000
Vikas Marg.
5 Police Housing complex – Zirakpur –Dera Bassi (along 12000 24200
Dakshin Marg)
6 Sukhana Lake – Sector 49 Kharar (along Sukhna Path via 16000 32000
7 Kharar – Bannur 5000 11000
8 Pocket F SAS Nagar – Chatbir 5000 10000
9 PGI – Pocket F SAS Nagar (along Vidya Path) 16000 28000
10 Sector 28 Panchkula Extension – Mansa Devi Complex via 12000 26000
sector 5 city centre Panchkula
11 Housing Board Chowk – Sector 1 Panchkula - Zirakpur 9000 21000
12 Sector 49 – Sector 87 city centre Mohali 6000 12000
13 Madhya Marg crossing –Sector 27&28 crossing on Chandi 14000 26000
Path
14 Sector 16 – 17, Sector 22 – 23 on Jan Marg 14000 26000

S.N. Name Of Corridor Maximum PHPDT

2021 2041
15 Between Sector 54 & 55 on Vidya Path 18000 32000
16 Railway Station Road 7000 11000
17 Mani Majra Road 24000 33000
18 Between Sector 36- Sector 42 on Shanti Path 14000 24000
19 Sector 16-17 rotary to Sector 22-23 rotary on Udyog Path 13000 25000
20 Sector 34-35 to Sector 42-43 on Sarovar Path 12000 20000
21 Panchkula - Kalka 7800 14200
22 Pinjore - Baddi 3900 9200
9.8.5 Thus expected transport demand on many of the above corridors cannot met by a
normal road based transport system. Therefore mass transport system such as metro,
mono rail, bus rapid transit system etc. will be required on many corridors to cater to
future transport demand.
9.9 EXPECTED SECTION PASSENGER LOADS ON MASS TRANSPORT

CORRIDORS
9.9.1 Considering mass transport system on along major traffic carrying corridors in the
future, traffic assignment for the various horizon years has been carried out.
9.9.2 The expected maximum section passenger loadings in PHPDT on various mass
transport corridors are given in Table 9.10.
Table 9.10 Maximum Section Loading on Mass Transport System Corridors
S.N Corridor Name Maximum PHPDT

2014 2021 2031 2041
1 Khuda Lahora – IT Park (Madhya Marg) 9600 14300 24100 38700
2 Sector 1 –Sector 43 Bus Terminal –Sector 52 7300 11100 14100 21900
(Himalaya Marg)
3 Sector 26 – Sector 38 – Dadu Majra 6100 10800 16500 23300
4 Chandigarh Sector 52 – Mohali Sector 104 4100 8500 12200 18900
5 Housing Board Chowk – Sector 21 Panchkula 3600 6500 15600 21700
6 Police Housing Complex-Zirakpur- (Along
Dakshin Marg) 4000 6000 13000 19000
7 Sukhna Lake - Sector 49- Kharar (Along
Sukhna Path via Sector 62 SAS Nagar) 2500 4500 7000 10400
8 PGI - Pocket F SAS Nagar (Along Vidya Path) 3000 6000 8500 11000
9 Zirakpur-Dera Basi (Along Dakshin Marg) 2900 5100 9300 12600
10 Kharar – Bannur 1400 3000 4000 6000
11 Pocket F SAS Nagar - Chatbir 1800 3500 5000 8000
12 Sector 28 Panchkula Extension - Mansa Devi
Complex via Sector 5 City Centre Panchkula 2600 4000 8000 10000

S.N Corridor Name Maximum PHPDT

2014 2021 2031 2041
13 Housing Board Chowk - Sector 1 Panchkula -
Zirakpur 3100 5000 10000 13000
14 Industrial area Phase 2 Panchkula - Dakshin
Marg (along route no. 2) 2500 4000 6100 9200
15 Sector 49 - Sector 87 City Centre Mohali 1900 3500 5000 7000
16 Panchkula - Kalka 3000 4700 6600 9000
17 Pinjore - Baddi 1900 2700 4600 6500
9.10 SYSTEM SELECTION
9.10.1 Criteria for Choice of Mode
Choice of mode will depend mainly on the expected demand by mass transport
system on a corridor, available road right-of-way (ROW) and the capacity of the
mode. Other considerations are the land-use along the corridor, the location of
building lines, and the potential for increasing the ROW. Cost of the same mode of
transport can vary at different locations depending on engineering constraints. It is
therefore important that the final choice of mode is based on techno-economic
considerations.
9.10.2 In choosing a mode for a corridor, first priority should be given to at-grade services
and BRT. It offers convenience to commuters particularly the short distance users.
Commuters do not have to walk up and down to use the services. The construction
cost is low. It offers the best financial sustainability. If road ROW is inadequate and it
cannot be widened, and/or the route is congested, an elevated/underground mode
needs to be proposed.
9.10.3 Capacity of Various Modes
The comparative capacity of the main transport modes used in developing cities is
reported in a TRRL-UK study (1995) and World Bank study (2000). As per these
studies, it appears that the capacity of various modes may be taken as follows;
Bus Rapid Transit System at-grade 10000 to 20000 PHPDT

LRT at-grade 10000 to 20000 PHPDT
Metro/ Suburban Rail 30000 to 80000 PHPDT
There is no mention of the Monorail in this study, but based on information available,
it appears that the mode has been used up to a demand level of 10000 PHPDT and
designed and used in one case up to 20000 PHPDT. However capacity of the grade
separated LRT and Monorail can be stretched upto 30000 PHPDT. Thus, it appears
that BRT, Monorail and LRT, can be used when the demand on a corridor is not

expected to exceed 20000 PHPDT. Beyond the demand level of about 20000 PHPDT,
a metro system (light or heavy) is considered more appropriate.
The World Bank report further states that the bus way output depend greatly on road
network configuration, junction spacing and stop spacing. It typically has been
demonstrated to be high at about 10,000 PHPDT at 20 km/h on arterial corridors and
15-17 km/h on urban corridors for a one-lane each way bus-way. If provision for bus
overtaking at bus stops is kept and grade separation provided at major junction,
passenger throughputs of 20,000 PHPDT have been demonstrated.
9.10.4 Right of Way Requirement
All medium capacity modes normally lie within the road right of way and hence
require a share in the road space. At-grade modes however require more space than
elevated modes. For at-grade BRT, the desirable right of way requirement is 35 m to
meet the requirements of the IRC code, but with an absolute minimum of 28 m. The
latter allows for two- lane sub-standard carriageways each way and a combined cycle
track and footpath. Additional space is required at stations/stops. This includes the
requirement for overtaking facility as well. It may be possible to reduce the
requirement further when the demand level is low such as at the periphery of the city.
The above does not include service roads. It is highly unlikely that the desired ROW
will be available for full length of the corridor. Elevating the corridor at tight
locations could be one option.
If minimum ROW of 28m (desirably 35m) is not available, elevated/underground

modes become necessary.
9.10.5 Proposed Mass Transport System
On the basis of above consideration elevated mass transport system such as metro,
LRT, monorail can be provided on corridors where future transport demand is
expected to be more than 20000 PHPDT. Considering that elevated mass transport
systems are not preferred in Chandigarh due to aesthetics reasons, it has been decided
by State and Central Governments to go for underground metro on critical stretches.
Therefore on corridors where transport demands are expected to be more than 20000
PHPDT in future, metro system (underground where aesthetics are important and
elevated on others) has been suggested. It has also been considered to extend atleast
one metro corridor to Mohali and Panchkula. On remaining corridors where demand
is expected to be less than 20000 PHPDT by mass transport, BRT system has been
considered. Considering this the suggested mass transport system on various corridors
are given in are given in Table 9.11.
To meet the passenger transport demand between Chandigarh Urban Complex and

Kalka/ Baddi Commuter Rail System (CRS) is suggested. In addition to CRS between
Chandigarh Urban Complex and Kalka/ Baddi a normal bus system will also need to
be augmented.
Table 9.11 Proposed Mass Transport System on Various Corridors
S.N Corridor Name Proposed Mass

Transport System
1 Khuda Lahora – IT Park (Madhya Marg) Metro
2 Sector 1 –Sector 43 Bus Terminal –Sector 52 (Himalaya Metro
Marg)
3 Sector 26 – Sector 38 – Dadu Majra Metro
4 Chandigarh Sector 52 – Mohali Sector 104 Metro
5 Housing Board Chowk – Sector 21 Panchkula Metro
6 Police Housing Complex-Zirakpur- (Along Dakshin BRT
Marg)
7 Sukhna Lake - Sector 49- Kharar (Along Sukhna Path via BRT
8 PGI - Pocket F SAS Nagar (Along Vidya Path) BRT
9 Zirakpur-Dera Basi (Along Dakshin Marg) BRT
10 Kharar – Bannur BRT
11 Pocket F SAS Nagar - Chatbir BRT
12 Sector 28 Panchkula Extension - Mansa Devi Complex BRT
via Sector 5 City Centre Panchkula
13 BRT
Housing Board Chowk - Sector 1 Panchkula - Zirakpur
14 Industrial area Phase 2 Panchkula - Dakshin Marg (along BRT
route no. 2)
15 Sector 49 - Sector 87 City Centre Mohali BRT
16 Chandigarh - Kalka Commuter Rail System
17 Pinjore - Baddi Commuter Rail System
9.11 PROPOSED INTEGRATED MASS TRANSPORT NETWORK
The proposed multi-modal intra-urban mass transport system route details are as
follows
Metro Corridors
i) Corridor 1: Khuda Lahora to IT Park via Punjab University, PGI, Government

College, General Hospital, Sector 17- Interchange, Sector 8, Sector 7, Sector
26, Grain Market, Transport Nagar, Chandigarh Railway Station, Manimajra,
covering a distance of approximately 16.00 Km.
ii) Corridor II: Sectt. Sector 1 Chandigarh to Bus terminal Sector 104 S.A.S
Nagar Mohali, Via Rock Garden, Sector 9, Sector 17 interchange, Sector 17

ISBT, Sector 22-Aroma Hotel Sector 34, Bus Terminal Sector 43, Sector 52,
Mohali Sector 62, Sector 60, Sector 72, Sector 71, Sector 75, Sector 76, Sector
77, Sector 78, Sector 87, 97, 106, 105 covering a distance of 22 Km.
iii) Corridor III : Timber Market Chowk Sector 26 to Sector 38 and Dadu Majra
along Purv Marg and Vikas Marg covering a distance of approximately 14.6
Km.
iv) Corridor – IV: Housing Board Chowk to Sector 21 Panchkula, via Panchkula
Sector 17,16,15,14, & 21 covering a distance of 5 km.
BRT Corridors
i) BRT Corridor I: Chandigarh Police Housing complex – Zirakpur –Dera

Bassi (along Dakshin Marg) covering a distance of approximately 26 Km
ii) BRT Corridor II :Sukhna Lake – Chandigarh Sector 49, Kharar (along
Sukhna Path up to sector 49 and than along Sector 62 SAS Nagar) along
NH 21 covering a distance of 20 km.
iii) BRT Corridor III: PGI – Pocket F SAS Nagar (along Vidya Path) covering a
distance of 11 km.
iv) BRT Corridor IV: Kharar – Bannur along K.B. Road – 18 km.
v) BRT Corridor V: Pocket F SAS Nagar – Chatbir along SAS nagar Sector
Road – 20 km.
vi) BRT Corridor VI: Sector 28 Panchkula Extension – Mansa Devi Complex
via sector 5 city centre Panchkula-23 kms.
vii) BRT Corridor VII: Housing Board Chowk – Sector 1 Panchkula Zirakpur –
14 km.
viii) BRT Corridor VIII: Industrial Area Phase 2 Panchkula – Dakshin Marg
(along route No. 2) – 4 km.
ix) BRT Corridor IX: Sector 49 – Sector 87 city centre Mohali. - 9 Km.
9.12 SUMMARY OF TRANSPORT DEMAND FORECAST ON METRO SYSTEM
9.12.1 The passenger inflow using the MRT system network consisting of these four lines is
expected to be as follows:
Line - I: Khuda Lahora –PGI – Sector 17 – Chandigarh Railway Station -

Manimajra– IT Park of length about 15 km consisting of total 19 stations. The
numbers of passengers carried by this line are 1.13 Lakhs, 1.79 lakhs, 2.96lakhs, and
4.32 Lakhs in the years 2014, 2021, 2031 and 2041 respectively.

Line - II: Sector 1 – Sector 17 - Sector 34 – Sector 43 Bus Terminal–Sector 104

Mohali (along Himalaya Marg) of length about 21 km. consisting of 24 stations. The
numbers of passengers, expected to be carried by this line, are 0.89 lakh, 1.49 lakh,
2.20 lakh and 3.11 lakh in the years 2014, 2021, 2031 and 2041 respectively.
Line – III: Sector 26 – Sector 38 Dadu Majra (along Purv Marg and Vikas Marg of
length about 13km. consisting of 16 stations. The numbers of passengers, expected to
be carried by this line, are 0.83 Lakh, 1.27 Lakh, 2.14 Lakh and 3.11 Lakh in the
years 2014, 2021, 2031 and 2041 respectively.
Line - IV: Housing Board Chowk – Sector 21 Panchkula of length about 5 km

consisting of 6 stations. The number of passengers expected to be carried by this line
is 0.34 Lakh, 0.46 Lakh, 0.78 Lakh and 1.20 Lakh in the years 2014, 2021, 2031 and
2041 respectively.
9.12.2 The summary of transport demand forecast is presented in Table 9.12, Table 9.13,
Table 9.14, & Table 9.15 for the year 2014, 2021, 2031 & 2041 respectively. It is
seen that, the network with a length of about 57.7 km would carry 3.19 Lakh, 5.01
Lakh, 8.08 Lakh and 11.74 Lakh passengers per day for the year 2014, 2021, 2031
and 2041 respectively, The passenger km carried would be 22.35 Lakh & 37.60 Lakh,
68.60 Lakh and 108.01 Lakh respectively for the years 2014, 2021, 2031 and 2041.
Table 9.12 Summary of Transport Demand on Metro System– 2014-Full System
Length Number of Pass- Pass- Average

Section Passengers Km Km/km Lead
(Km)
(Lakhs) (lakhs) (Lakhs) (km.)
Line – I: Khuda Lahora – Punjab
University- Sector 17, ISBT –Mani 16.10 1.13 7.95 0.49
Majra – IT Park (along Madhya Marg)
Line – II: Sector 1 –Sector 17
Interchange –Sector52 – Sector 104 22.0 0.89 6.20 0.28
Mohali (along Himalaya Marg)
Line- III: Sector 26 – Sector 38 – Dadu
14.60 0.83 6.30 0.43
Majra (Purv Marg/Vikas Marg)
Line – IV: Housing Board Chowk -
5.0 0.34 1.90 0.38
Sector 21 Panchkula
Total 57.70 3.19 22.35 0.39 7.01
Length Number of Pass- Average

Pass-Km
Section Passengers Km/km Lead
(Km) (lakhs)
(Lakhs) (Lakhs) (km.)
University- Sector 17, ISBT –Mani Majra – 16.10 1.79 12.60 0.78
IT Park (along Madhya Marg)


Pass-Km
(Km) (lakhs)
Line – II: Sector 1 –Sector 17 Interchange –
Sector52 – Sector 104 Mohali (along 22.0 1.49 11.45 0.52
Himalaya Marg)
14.60 1.27 11.00 0.75
Line – IV: Housing Board Chowk - Sector
5.0 0.46 2.55 0.51
21 Panchkula
Total 57.70 5.01 37.60 0.65 7.50

Pass-Km
(Km) (lakhs)
University- Sector 17, ISBT –Mani Majra 16.10 2.96 23.45 1.46
– IT Park (along Madhya Marg)
Line – II: Sector 1 –Sector 17 Interchange
–Sector52 – Sector 104 Mohali (along 22.0 2.20 18.40 0.84
Himalaya Marg)
Line- III : Sector 26 – Sector 38 – Dadu
14.60 2.14 19.90 1.36
Line – IV: Housing Board Chowk - Sector
5.0 0.78 6.85 1.37
21 Panchkula
Total 57.70 8.08 68.60 1.19 8.49

Pass-Km
(Km) (lakhs)
University- Sector 17, ISBT –Mani Majra 16.10 4.32 36.50 2.27
– IT Park (along Madhya Marg)
Line – II: Sector 1 –Sector 17 Interchange
–Sector52 – Sector 104 Mohali (along 22.0 3.11 29.76 1.35
Himalaya Marg)
14.60 3.11 31.10 2.13
Line – IVI: Housing Board Chowk -
5.0 1.20 10.65 2.13
Sector 21 Panchkula
Total 57.70 11.74 108.01 1.87 9.20
9.13 PHASING OF IMPLEMENTATION OF PROPOSED MASS TRANSPORT

SYSTEM
9.13.1 Considering the expected transport demand on various corridors of the proposed
system the phasing of implementation is suggested as follows (Table 9.16).

Table 9.16 Phasing Of Implementation of Proposed Mass Transport System
S.N Corridor Name Proposed Mass

Transport System
PHASE I (Upto 2021)
1 Khuda Lahora – IT Park (Madhya Marg) Metro
2 Sector 1 –Sector 43 Bus Terminal –Sector 52 (Himalaya Metro
Marg)
3 Sector 26 – Sector 38 – Dadu Majra Metro
PHASE II (2021-2041)
4 Chandigarh Sector 52 – Mohali Sector 104 Metro
5 Housing Board Chowk – Sector 21 Panchkula Metro
PHASE I (Upto 2021)
6 Police Housing Complex-Zirakpur- (Along Dakshin BRT
Marg)
7 Sukhna Lake - Sector 49- Kharar (Along Sukhna Path via BRT
8 PGI - Pocket F SAS Nagar (Along Vidya Path) BRT
PHASE II (2021-2041)
9 Zirakpur-Dera Basi (Along Dakshin Marg) BRT
10 Kharar – Bannur BRT
11 Pocket F SAS Nagar - Chatbir BRT
12 Sector 28 Panchkula Extension - Mansa Devi Complex BRT
via Sector 5 City Centre Panchkula
13 BRT
Housing Board Chowk - Sector 1 Panchkula - Zirakpur
14 Industrial area Phase 2 Panchkula - Dakshin Marg (along BRT
route no. 2)
15 Sector 49 - Sector 87 City Centre Mohali BRT
9.13.2 Expected ridership on metro system in two phases is shown in Table 9.17.
Table 9.17 Expected Ridership on Metro System in Two Phases
Passengers on Metro (LAKH)

Years
Full System Corridors Phase I Corridors
2014 3.19 2.70
2021 5.01 3.90
2031 7.77 5.80
2041 11.32 7.90
9.14 FUTURE VOLUME / CAPACITY RATIO ON ROAD SYSTEM
9.14.1 Expected on road system future traffic volumes on various roads for business as usual
scenario and with proposed mass transport system has been estimated. Table 9.18
below shows V/C ratios at various major roads in study area. It can be seen from table
that most of the roads have V/C ratios for year 2009 less than 1.0 except two corridors

namely Madhya Marg and Udyog Path. However with Business As Usual Scenario,
these V/C ratios are expected to be well above 1 by year 2021 on all major corridors.
9.14.2 The following table (Table 9.18) gives the V/C ratio for year 2009, and also projected
V/C ratios for the years 2021 and 2041 for the two scenarios. If there is no public
mass transit system and the traffic is allowed to follow the present pattern with
increased volumes for year 2021 and 2041. Under these circumstances corridors like
Vidya Path, Himalaya Marg, Madhya Marg, Udyog Path, Purv Marg, Vikas Marg and
Dakshin Marg will get choked by personalized modes such as cars and two wheeler
by year 2021 and beyond as the lanes required to cater to traffic in 2021 and beyond
will be exhausted as most of the roads are already been widened to its full capacity.
Thus, it will be necessary to provide citywide a good quality public mass transport
system as proposed above in this chapter. It can further be seen that the V/C ratios on
many roads for year 2021 and year 2041 are expected to be below 1.0 after
implementation of the full mass transit system in the study area. Thus if positive
intervention is made by providing metro on the proposed three corridors and regulated
bus transit on other roads, traffic levels on the road network are expected to be
manageable.
Table 9.18 Volume/Capacity Ratio on Various Roads in Study Area before and after
Implementation of the Full Mass Transport System
V/C Ratio
Road Only Network
(Business As Usual Scenario) With MTS Network
S.No Name of Road 2009* 2021** 2041** 2021# 2041#
1 Vidya Path 0.8 1.4 2.5 1.0 1.1
2 Udyan Path 0.7 1.0 1.8 0.3 0.9
3 Jan Marg 0.8 1.2 1.8 0.5 0.9
4 Himalaya Marg 0.7 1.8 3.2 0.5 0.8
5 Sarovar Path 0.8 1.3 2.4 0.4 0.9
6 Sukhna Path 0.8 1.2 2.2 0.5 1.0
7 Chandi Marg 0.6 1.0 1.8 0.2 0.5
8 Purv Marg 0.8 1.5 2.4 0.8 1.0
9 Madhya Marg 1.2 1.8 3.3 0.6 0.9
10 Udyog Path 1.1 1.8 3.2 0.3 0.8
11 Dakshin Marg 0.8 1.3 2.3 0.7 1.0
12 Between Sec 10 and 15 (Panchkula) 0.8 0.8 1.5 0.2 0.4
13 Between Sec 6 and city center (Panchkula) 0.3 0.9 1.4 0.4 0.8
14 Near Sec 1 Shimla Road (Panchkula) 0.8 1.2 2.2 0.7 0.9
15 NH-21 (Near Tribune Chowk) 0.7 1.1 2.0 0.7 1.0
Source: RITES Primary Survey 2008-09*
** By Traffic Projections
# V/C values by Assignments with MTS

DRAFT FINAL REPORT – July 2009 Chapter 10 – Strategy for Transport Development
CHAPTER – 10
STRATEGY FOR TRANSPORT DEVELOPMENT

10.1 NEED FOR TRANSPORT STRATEGY
10.1.1 Urban Transport Strategy can play an important role in tackling urban problems,
traffic congestion constraints and business efficiency which degrades the quality of
life. Urban Transport projects can reduce journey times and their unpredictability
yielding large savings of travel time and vehicle operating costs and thus release
city’s economic and social potential.
10.1.2 The urban transport problem may be described as fundamentally an economic

problem of matching supply and demand with social, energy and environmental
aspects and funding, institutional and political constraints. Urban Transport Strategy
should be based on a rigorous definition of problems. Urban Transport problems of
Chandigarh Urban Complex have been analyzed in the context of city-wide
problems and transport strategy evolved. This strategy will achieve efficiency in
transport sector and provide better and safe transportation to the people of
Chandigarh Urban Complex.
10.2 NATIONAL URBAN TRANSPORT POLICY
10.2.1 The Government of India has evolved a policy to overcome the problem of poor
mobility which dampens the economic growth and deterioration in the quality of
life. The approach is to deal with this rapidly growing problem as also it can offer
a clear direction and a framework for future action.
The vision of this policy is:
• To recognize that people occupy center-stage in our cities and all plans would
be for their common benefit and well being
• To make our cities the most livable in the world and enable them to become
the “engines of economic growth” that power India’s development in the 21st
century
• To allow our cities to evolve into an urban form that is best suited for the
unique geography of their locations and is best placed to support the main
social and economic activities that take place in the city.
10.2.2 The objective of this policy is to ensure safe, affordable, quick, comfortable,
reliable and sustainable access for the growing number of city residents to jobs,

education, recreation and such other needs within our cities. This is sought to be
achieved by:
• Incorporating urban transportation as an important parameter at the urban

planning stage rather than being a consequential requirement
• Encouraging integrated land use and transport planning in all cities so that
travel distances are minimized and access to livelihoods, education, and other
social needs, especially for the marginal segments of the urban population is
improved
• Improving access of business to markets and the various factors of production
• Bringing about a more equitable allocation of road space with people, rather
than vehicles, as its main focus
• Encourage greater use of public transport and non- motorized modes by
offering Central financial assistance for this purpose
• Enabling the establishment of quality focused multi-modal public transport
systems that are well integrated, providing seamless travel across modes
• Establishing effective regulatory and enforcement mechanisms that allow a
level playing field for all operators of transport services and enhanced safety
for the transport system users
• Establishing institutional mechanisms for enhanced coordination in the
planning and management of transport systems
• Introducing Intelligent Transport Systems for traffic management
• Addressing concerns of road safety and trauma response
• Reducing pollution levels through changes in traveling practices, better
enforcement, stricter norms, technological improvements, etc.
• Building capacity (institutional and manpower) to plan for sustainable urban
transport and establishing knowledge management system that would service
the needs of all urban transport professionals, such as planners, researchers,
teachers, students, etc
• Promoting the use of cleaner technologies
• Raising finances, through innovative mechanisms that tap land as a resource,
for investments in urban transport infrastructure
• Associating the private sector in activities where their strengths can be
beneficially tapped
• Taking up pilot projects that demonstrate the potential of possible best
practices in sustainable urban transport
10.3 VISION
10.3.1 With this background, it is desirable to have a vision be developed before

considering different alternative strategies. A vision by definition is ‘a vivid image

produced by the imagination’. A transport planner’s vision for the city and
metropolitan area is to see ‘a well contained city with efficient people-friendly
transport system with minimum travel time & maximum safety and comfort’. At
the same time the facility provided should be optimally used. The vision as
envisaged for comprehensive mobility plan for Chandigarh urban complex is as
follows:
1. To improve connectivity and travel throughout the city and its region.
2. To improve mobility within neighborhoods, wards, zones and satellite towns

to address inner- and inter-city transportation needs.
3. To achieve efficient arrangement of land use and transport systems to

minimize overall travel cost.
4. To offer viable and reliable transportation options that aim at reducing

dependence on cars, with widespread use of non-motorised modes and mass
rapid transit system.
10.4 GOALS OF COMPREHENSIVE MOBILITY PLAN
Goals for Comprehensive mobility plan for Chandigarh urban complex are as
follows
1. Sixty to seventy percent of total trips should be made by public transport,

with one (or two) modal changes.
2. Ninety percent of the population should be served by public transport. Trip

origins and destination will be within 500m of public transport terminal and
stops. For those who do not have access to public transport within walking
distance, safe bicycles lanes should be provided to reach the public transport
system, with secure bicycle parking provided.
3. Safe and convenient pedestrian/NMV facilities should be provided

throughout the urban area. These facilities exist particularly in residential,
commercial and institutional areas.
4. Integrated urban land use and transport system result in efficient and
sustainable mobility for everyone and provide greater accessibility to
opportunities (e.g employment, education, health, goods, and other services).
5. Aesthetics are very important. Considering this an underground metro

system has been planned by Chandigarh Administration. Similarly for road

system also, elevated structure such as flyovers may be avoided and

structures such as underpasses should be provided at the desired locations.
10.5 OPTIMISATION OF EXISTING TRANSPORT INFRASTRUCTURE
10.5.1 Analysis of existing transport scenario indicates lack of adequate traffic engineering
and management measures. It is, therefore, desirable to optimize the capacity of the
existing transport network by these measures which cost little and are easy to
implement. It will also be desirable to develop an institutionalized capability to
achieve these objectives because the existing organizational set up for traffic and
transport management lacks this capability.
10.6 DEVELOPMENT OF SATELLITE TOWNS
10.6.1 The Chandigarh is growing fast in east, west and south directions. For the year
2021, it is envisaged that the additional population will be accommodated in existing
area considering the existing densities and extension of existing urban area. In order
to restrict the population of Chandigarh to 28 lakh by the year 2041, it is necessary
that satellite towns such as Panchkula, Mohali, Zirakpur, Kharar, Derabassi, Pinjore
Kalka Urban Complex , Mullapur and Baddi are to be developed in order to check
the immigration to Chandigarh.
10.7 MODAL SPLIT
10.7.1 The present modal split in favour of public transport is less than 20 percent. This is
due to the high growth rate in personalized motor vehicles, this share is likely to fall
more in the absence of effective public transport system. This will result in more
traffic on roads. Accordingly, it is suggested that the modal split should be increased
to about 60 to 70 percent in favour of public transport by providing a city-wide
integrated mass transport system network so that all the areas are within 500m of
mass transport system.
10.8 DEVELOPMENT OF CITY-WIDE MASS TRANSPORT SYSTEM
10.8.1 As already stated, forecast traffic assignment on the road network indicates heavy
passenger demand along Madhya Marg, Himalaya Marg, Purv Marg, Vikas Marg
and Dakshin Marg. On some of the road sections in coming years, the demand is
expected to be beyond the capacity of a road based public transport system. Major
changes in public transport take years to achieve. Just as people replace and upgrade
consumer goods when their incomes rise, so shall the community progressively
upgrade its public transport system. Following three staged strategy should be
adopted.

i) Actions to maximize the passenger carrying capacity of the existing transport

network by management measures including bus/minibus priorities as a short
term measure.
ii) Construction /upgradation of roads and investment in road based public transport
infrastructure to extend the capacity of public transport system as a medium
measure. Trunk routes where demands where demands are more than the
capacity of minibuses should be served by standard buses and other/feeder routes
by mini buses.
iii) As a long term measure, rail based mass transport system to serve trunk routes
while buses/mini buses providing the feeder services and operating on other less
dense routes.
10.8.2 The city of Chandigarh will not remain such and it can look ahead to a time when
the rail based public transport system will be viable. But as it develops, land will
become scarcer and it would be prudent to reserve land for it to allow for future
construction.
10.9 DEVELOPMENT OF ROAD SYSTEM
The strategy for improvement of road system has two components. First is the
actions which are short term in nature to maximize the capacity of existing road
network by traffic engineering and management measures as stated in para 10.4.
Second is for medium and long term requiring large investment in new infrastructure
to increase and extend the road system capacity. Traffic assignment for the year
2014 to 2041 on the existing road network indicates heavy demand along Madhya
Marg, Himalaya Marg, Purv Marg, Vikas Marg and Dakshin Marg. Desire of traffic
has shown a high proportion of through traffic to the city, which in the absence of
adequate bypasses uses city roads. This through traffic is expected to increase
manifold in the years to come and to siphon off this traffic from entering into the
city, construction of additional bypasses will be necessary. In addition, construction
of missing links, improvement/widening of radial roads and construction of new
roads at the urban periphery will be required to guide and support the expansion of
the city. Therefore, the road system will have to be gradually upgraded considering
the expected traffic volumes and their economic viability. The urban complex may
also require grade separators at junctions.
10.10 OBSERVATIONS
The important observations are as following, which will now guide the strategy for
development.

1. The Chandigarh Urban Complex (Chandigarh, Panchkula, Mohali and

Zirakpur) though claimed to be compact in the basic premise, is actually quite
wide spread. - The urban complex is to accommodate around 47 lakh persons
by 2041. Thus, a multi-modal system with a fairly large coverage will be
required.
2. Pockets of economic activities like IT Park & Medi-city having very large
employment potential are planned. A large part of the human resources to be
engaged in these activities is expected to come from with in Chandigarh but
quite a large no. is also to the expected from the Panchkula, Mohali, Zirakpur
and even from towns like Kharar, Derabassi and Pinjore-kalka etc. This will
require special high capacity mass transport system connecting these work
centers with the living areas within Chandigarh, Panchkula, Mohali and
Zirakpur as well as meeting the needs of the long distance/suburban
commuters, especially along the corridors leading to these centers.
10.11 THE PREFERRED STRATEGY FOR TRANSPORT DEVELOPMENT
In order to prepare the Comprehensive Mobility Plan the following policy measures
are required to be taken based on which the mobility plan will be finalized.
1. Mass transport system to provide wide coverage and interchange facilities with
other modes of transport. As decided by Chandigarh Administration the metro
system will be underground on sections where aesthetics are important.
2. Provide substantially large network of medium level mass transport system

such as BRT to cover the areas beyond the Metro network and on over loaded
corridors.
3. Landuse adjustments and densification of corridors along mass transport

corridors where possible.
4. Extension of commuter rail system up to the Pinjore, Baddi, and strengthening

of Ludhiana rail link to act as sub-urban services.
5. Introducing BRT and wherever possible dedicated bus lanes.
6. Rationalisation of local bus system and its augmentation.
7. Improvement in traffic management through TSM measures.
8. Special facilities for pedestrians within the entire network specially in the core
areas ; pedestrianisation of selected shopping streets in side the core area going

to be served by Underground sections of Metro.

9. Diverting through traffic on bypasses. Providing transport hubs at the junctions
of bypasses with important radials such as; the National Highways and other
heavily loaded roads.
10. Improving Primary, Arterial and other important roads by providing grade
separation, junction improvements, adding missing links, widening and other
road side facilities wherever necessary. For road system also elevated structure
such as flyovers shall be avoided and underpass may be provided at critical
junctions.
11. Transport integration of various modes.

DRAFT FINAL REPORT – July 2009 Chapter 11 – Immediate/Short Term Traffic Improvement Measures
CHAPTER- 11
IMMEDIATE/SHORT TERM TRAFFIC IMPROVEMENT
MEASURES
11.1 NEED
11.1.1 Increase in population and commercial activities coupled with high growth in vehicle
population and lack of effective public transport has resulted in falling mobility levels
on roads. Widening of roads is not possible at all places. Keeping in consideration the
transport strategy evolved for the city, the immediate need is to optimise the use of
available transport infrastructure by short term traffic engineering/management
measures.
11.2 PROPOSED SCHEMES

11.2.1 Traffic engineering and management measures have been finalised in the light of
problem identification and included in this report. The schemes have been discussed
in various meetings and agreed. The schemes consists of the following measures:
• Traffic Engineering and Management measures

Intersection improvements (corridor improvement by traffic circulation
measures such as ban on certain turning movements, one way streets
etc, providing Channalisers, underpasses at junctions etc.)
• Provision of automatic multilevel parking lots
• Schemes for non motorised modes
11.3 TRAFFIC ENGINEERING AND MANAGEMENT MEASURES
11.3.1 Traffic Characteristics at Intersections
Table 11.1 presents the existing and projected peak approach traffic volume in PCU
on the major intersection of the study area. Directional peak traffic flows are already
shown in Annexure 4.10. It can be seen from the table almost all the junctions except
one at Matka Chowk the peak approach traffic volume is more than 7000 PCU. It can
also be observed that share of straight moving traffic along a road to total approach
traffic volume is very high at most of the locations. The peak hour volume will exceed
beyond 10000 PCU by year 2014 at all these intersections.

11.3.2 Considering this grade separation has been proposed at the critical junctions along
major direction of traffic as presented in Table 11.2. Grade separator in the form of
underpass and retaining or introducing rotary to cater to balanced traffic at ground
level are considered appropriate. These measures will also help in maintaining the
aesthetics of Chandigarh and keep it green.
Table11.1 Existing and Projected Traffic at Intersection Proposed for Improvement
Percentage of Peak Approach

Peak Straight Traffic Peak PCU's on other than
Approach to total traffic Approach grade separation
S.N Name of Locations PCU's 2009 (along) PCU 2014 direction 2014
1 Near Chandigarh
34
Housing Board 4603 6160 4066
(Madhya Marg)
(Matka Chowk)
2 40
Cricket Stadium Rotary 7350 9836 5902
(Udyog Path)
3 Rotary of Dakshin Marg
38
and Jan Marg 7830 10478 6497
(Dakshin Marg)
(Kisan Bhawan)
4 Sector 34 –Sector 35 30
7914 10591 7414
Rotary (Shanti Path)
5 35
Bhakra Colony Chowk 7887 10555 6860
(Dakshin Marg)
6 55
Aroma Hotel Chowk 8017 10729 4828
(Madhya Marg)
7 Sector -17 ISBT 35
9540 12767 8298
Chandigarh (Udyog Path)
8 K.C Cinema Chowk 50
8859 11855 5928
(Press Chowk) (Madhya Marg)
9 Rotary of Madhya Marg 50
7028 9405 4703
and Sukhna Path (Madhya Marg)
10 Rotary of Dakshin Marg 41
9929 13287 7839
and Sukhna Path (Dakshin Marg)
11 Rotary of Dakshin Marg
& Poorvi Marg Near 45
12361 16542 9098
Sector – 31 (Dakshin Marg)
(Tribune Chowk)
12 Transport Nagar Chowk 55
14769 19764 8894
(Timber Market) (Madhya Marg)
13 Chandigarh Railway 68
12653 16933 5418
Station Chowk (Madhya Marg)
14 40
Housing Board Chowk 12388 16578 9947
(Madhya Marg)
* Projected PCU @ 6% p.a
11.3.3 Traffic Management Schemes (Corridor Improvement)

• Madhya Marg has been made signal free from Matka Chowk (Jan Marg and
Madhya Marg Crossing) up to Housing Board Chowk near Panchkula.
• Grade separation in the form of underpasses has been proposed along Madhya
Marg at Matka Chowk, K.C Cinema Chowk, at rotary of Sukhna Path and
Madhya Marg, Transport Nagar Chowk, Railway Station Chowk and

underpass across Madhya Marg at Housing Board Chowk. Two alternatives of

flyover or underpass at Railway Station Chowk have been suggested.
Chandigarh Administration may adopt any of the alternatives.
• Right turn ban on crossings of Sarovar path and Chandi Marg with Madhya
Marg making Madhya Marg signal free corridor up to Housing Board Chowk.
The above proposals are shown in Figure 11.1.
• A traffic management scheme has been evolved at Housing Board Chowk as

shown in Figure 11.12. It has been tried to remove conflicting right turns so
that the junction can be made signal free for traffic movement and effort has
been made to make use of the available resources to make the scheme cost
effective. It can be seen from figure that traffic coming from Chandigarh has
to take left towards Modern Housing Complex on the proposed new link, and
then will go straight or right to go to Panchkula and Shimla respectively.
Traffic coming from Panchkula first will have to take left turn, Chandigarh
traffic will go straight and right and straight traffic will follow the one way
movement at proposed new link via Modern Housing Complex and then will
take right from Manimajra road to go to Shimla road. Vehicles coming from
Shimla road will take left for Panchkula, straight for Chandigarh and will have
take one way movement along proposed new link and will go to Manimajra
and MDC. Vehicles coming from MDC will follow normal right and left turn
and then straight will be from two lane one-way underpass across Madhya
Marg as shown in the Figure 11.12.
11.3.4 Intersection Improvement Measures
Effort has been made to retain the glory of Chandigarh by retaining the rotaries at all
grade separated junctions and by providing the rotaries at K.C Cinema Chowk,
Transport Nagar Chowk and Railway Station Chowk. Sixteen (16) Intersections as
shown in Figure 11.2 are proposed to be improved with following improvements
measures as listed in Table 11.2 below with schemes shown in Figure 11.3 to Figure
11.18. In addition to grade separation and geometric improvements at junctions
suitable provision of at grade pedestrian facilities at all junctions along and across by
provision of footpaths and pedestrian crossings has been made.

Table11.2 Intersection Improvement Measures
Proposed
S.N Name of Intersection Improvement Activities Completion
by Year
1 Near Chandigarh Housing Board Underpass along Madhya Marg and Geometric 2014
(Matka Chowk) Improvement
2 Underpass along Udyog Path and Geometric 2013
Cricket Stadium Rotary
Improvement
3 Rotary of Dakshin Marg and Jan Marg Underpass along Dakshin Marg and Geometric 2012
(Kisan Bhawan) Improvement
4 Underpass along Shanti Path and Geometric 2012
Sector 34 –Sector 35 Rotary
Improvements
5 Underpass along Dakshin Marg and Geometric 2012
Bhakra Colony Chowk
Improvement
6 Depressed Road across Sector Road, ban on few 2012
Aroma Hotel Chowk
turning movements and Geometric Improvement
7 Underpass along Udyog Path and Geometric 2011
Sector -17 ISBT Chandigarh
Improvement
8 Underpass along Madhya Marg and Geometric 2012
K.C Cinema Chowk (Press Chowk)
Improvement
Rotary of Madhya Marg and Sukhna Path
Improvement
10 Underpass along Dakshin Marg and Geometric 2011
Rotary of Dakshin Marg and Sukhna Path
Improvement
11 Rotary of Dakshin Marg & Poorvi Marg Underpass along Dakshin Marg and Geometric 2011
Near Sector – 31 (Tribune Chowk) Improvement
Transport Nagar Chowk (Timber Market)
Improvement
13 Flyover along Madhya Marg and Geometric 2011
Chandigarh Railway Station Chowk
Improvement
14 Underpass across Madhya Marg, ban on few 2011
Housing Board Chowk
15 Right turn ban from Madhya Marg and Sarovar 2011
Rotary of Sarovar Path and Madhya Marg
Path
16 Right turn ban from Madhya Marg and Chandi 2011
Rotary of Chandi Marg and Madhya Marg
Marg
11.3.5 By the year 2014, when the proposed mass transport system is in position, the traffic
levels at these junctions will fall and intersection improvement measures will be
sufficient to take care of the road traffic
11.4 PARKING MEASURES
The parking demand is growing with growth of vehicles in the city. The multistoried
buildings in busy/commercial areas are major attractors. This results in the vehicle
parking spilling to streets (main road or side streets). At most locations parking
demand outstrips supply. A practical solution is to provide off street multistoried
parking lots in this areas. Once such facility is provided it is possible to prevent the

on-street parking of vehicles or otherwise road space can be utilized for traffic. In
light of the above five (5) Automatic Multilevel Parking (AMP) are proposed in
different sectors of Chandigarh shown in Figure 11.19. All the above sites have
limited land availability and the land values are very high, therefore Automatic
Mechanical Parking (AMP) which can provide 1500 parking lots in approx. 4048 sqm
of space have been suggested with time based parking charges. Parking for about
4500 vehicles has been suggested for the short term at the following sites in Table
11.3. AMP at other locations as given in chapter 12 can be taken up later.
Capacity Total To be
No. of per parking Capacity Implemented
Parking Facilities Type Phasing Units lot (in ECS) by Year
2 plots of 1 acre each in
Sector 17 Chandigarh for AMP PH 1 2 1500 3000 2012
Multilevel Parking
1 acre of Parking site in
Sector 34 for Multilevel AMP PH 1 1 1500 1500 2012
Parking
3 Total ECS 4500
Parking demand can also be controlled by implementing transport management

measures like staggering office and school working hours and banning on-Street
parking of private vehicles in CBD and on major arterials.
.
11.5 NON- MOTORISED TRANSPORT
11.5.1 Cycle Facilities
Their use in Chandigarh is not significant but still this needs to be encouraged on
environmental considerations. Provision for safer and better section of road or cycle
track is the best way to keep them on roads. Therefore, it is proposed to revive V – 7
roads as intended for bicycles in the master plan of Chandigarh. About 60 Km of
cycle network has been identified with proposed cycle underpasses across V -2 or V –
3 roads. In addition the existing cycle tracks along V3 roads will be improved and
provided with proper integration along with the zebra crossing near intersection.
These proposals are shown in Figure 11.20.
11.5.2 Pedestrian Facilities for crossing the roads
Pedestrians form a major proportion of commuters. Not only trips are conducted by
walk in its entirety but every public transport trip will also have component of walk at
its both ends. Though they are short distance travelers, they are spread all over the
city. As facilities furnished for them are encroached upon by vendors or for road
space, they have to spill on roads. These contribute to accidents also. One alternative

for their facility and controlling their spill on roads is to provide good footpath with
railings covering about two meters width on either side of the road with openings at
desired crossing points. Another alternative is to develop some narrow roads
especially adjacent to major arterials as “pedestrians only” roads. Bus bays and foot
paths at bus stops can also help in restraining their spill on to carriageways and
reducing accidents. Pedestrian subways at proposed Metro and BRT stations are
planned and the cost is included in the civil cost of the proposed mass transport
system. At the junctions proposed for improvement at grade pedestrian facilities are
planned and cost is included in the junction improvement proposals.
The choice between lift/escalator operated underpasses will depend upon the specific
site conditions and the quantum of pedestrian traffic while undertaking the detailed
feasibility studies.
The proposals for pedestrian facilities are shown in Figure 11.20.
11.5.3 Foot paths
It has been observed that most of the footpaths along the major arterial and sub
arterial roads need extensive repairs and up gradations. The major problems observed
are:
Insufficient widths (< 1.5 meters.)
Uneven surface because of settlement of base course, improper covering of
service lines, manholes etc.
Level difference and steep risers with junctions of roads.
It has been estimated that footpaths along 220 km of roads are required to be taken up.
The basic principles for construction of new footpaths and improvement of existing
ones are as under:
Footpaths along existing roads should be widened and the minimum width be
kept at least 2.0 meters.
Proper levelling of footpath surface – with a stable base course fully compacted
and safe guarded against any settlement before laying the top surface. In
addition the cover for the underground services and man holes, if any, located
below the footpaths or crossing should be properly designed to maintain a
proper level with the surface of the footpath and no subsidence occurs.
Continuity of footpaths
Adequate ramp facilities for physically challenged people at junctions and cross
over.
Proper merger of footpaths with underpasses/zebra crossings and junctions be
provided with pedestrian priority signalling.

11.6 IMPLEMENTATION OF PROPOSED SCHEMES

Some of the proposed short term measures have been planned for implementation by
city authorities. Grade separation at 8 junctions and two multilevel parking at City
Centre Sector 17 are planned for implementation by city authorities immediately.
Widening of Purv Marg (6lane to 8 lanes) is in progress. Remaining proposals should
be implemented with a perspective of 5 years (by year 2014-15).

DRAFT FINAL REPORT – July 2009 Chapter 12 Medium and Long Term Traffic and Transport Plan
CHAPTER – 12
MEDIUM AND LONG TERM TRAFFIC AND

TRANSPORT PLAN
12.1 COMPONENTS OF MEDIUM AND LONG TERM TRAFFIC AND

TRANSPORTATION PLAN
12.1.1 On the basis of projected transport demand, an integrated multi-modal mass

transport system plan indicating different mass transport systems on various
corridors has been suggested in order to cater to traffic up to the year 2041. The
balance traffic should be carried by road system in order to satisfy the needs of
normal bus system and other modes such as two wheelers, cars, bicycles, trucks,
pedestrians etc. The proposed traffic and transport plan for Chandigarh Urban
Complex and its linkages to nearby towns contains the following types of proposals,
which will cater to requirements of the projected travel demand up to the year 2041.
Within Chandigarh Urban Complex

• Mass Transport System
- Metro System
- Bus Rapid Transport (BRT) System
• City Bus System
- Augmentation of Bus Fleet
- Bus Terminals
- Bus Shelters
- Additional Depots
• Inter-city Bus Terminal
• Parking Facilities
• Inter-modal Interchanges
• Integrated Freight Complexes
Outside Chandigarh Urban Complex

- Bypasses
- Road widening
• Commuter Rail System
• Bus Rapid Transit System
12.1.2 While framing proposals priority has been given to public transport and non-
motorized transport such as pedestrian facilities. For the balance travel demand, road
improvement proposals have been formulated. The details of these proposals are
given in the following paragraphs.

12.2 MASS TRANSPORT SYSTEM
Public/Mass Transport System will be the backbone of the Chandigarh Urban

Complex transport system. The basic premise of the Comprehensive Mobility Plan
is to create an efficient, cost effective and extensive network of public transport
which could provide comfortable, convenient and affordable means of transport to
the maximum number of commuters. Considering this multi-modal integrated mass
transport system has been identified as described in Chapter – 9. Components of this
mass transport system are detailed below.
12.3 THE METRO SYSTEM NETWORK
12.3.1 Table 12.1 gives the proposed metro corridors for Chandigarh Urban Complex to
cater to the demand on major directions of travel. A total of 58 Km of metro network
has been proposed. The proposed metro system may be implemented in two phases.
The first phase may consist of three corridors in Chandigarh city only with a length
of 40.7 Km. As decided by the Governments, the metro system will be underground
in aesthetics sensitive areas. Therefore, about 15.7 Km of this system in Chandigarh
may be underground and 25 Km elevated in Phase I. This phase may be
implemented by 2014. In the Phase II the metro system may be extended to Mohali
(12 Km) and Panchkula (5Km) which may be entirely elevated. The Phase II may be
implemented after 2021. The exact length of the underground and elevated sections
will be firmed up at the stage of preparation of Detailed Project Report.
Table 12.1 Proposed Metro Corridors
Corridor Length (Km)

Underground Elevated Total
Phase -I
Chandigarh
Madhya Marg (Khuda.Lahora - Housing Board 7 9.1 16.1
Manimajra-I.T.Park
Himalya Marg (Sectt Sec 1 -Sec17-Sec51 ) 8.7 1.3 10
Sector 26 Along Poorvi Marg and Vikas Marg - 14.6 14.6
West of Sector 38 - Dadu Majra
Total 15.7 25 40.7
Phase-II
Panchkula
Housing Board Chowk to Sector 21 Panchkula 5 5
Mohali
Sec 51 - Sec 62 Mohali CC-Sec104 bus terminal 12 12
Total 17 17
Total Length (km) 15.7 42 57.7

12.3.2 The above corridors will be able to adequately cater to the future projected traffic
within the core areas and its immediate neighborhood. The metro corridors are also
shown in Figure 12.1.
12.4 BUS RAPID TRANSIT (BRT) SYSTEM
12.4.1 Bus Rapid Transit (BRT)/ High Capacity Bus System (HCBS) is a high quality, ultra
modern, customer oriented transit option that can deliver fast, comfortable and cost-
effective urban mobility, quite similar to Metro rail. BRT incorporates most of the
high quality aspects of metro system without high investments. BRT is an integrated
system of facilities, equipment services and amenities that improves the speed,
reliability, and identity of bus transit. The main features of BRT system include the
following:
Dedicated (bus-only) running ways (preferably, physically separated from

other traffic)
Accessible (same level as floor of buses), safe, secure and attractive stations
Easy-to-board (low floor), attractive and environmentally friendly buses.
Buses with comfort level of metro rail (Buses may be AC)
Efficient (preferably off-board) fare collection
ITS application to provide real time passenger information, signal priority
and service command / control.
Frequent, all-day service
Distinctive system identity
12.4.2 BRT can easily handle passenger flow in the range of about 4000 to 20000
passengers per hour per direction – depending upon the lanes (number, type)
dedicated to bus system. Considering the expected traffic demand on various
corridors, two types of BRT are suggested. The corridors where the demand is upto
20000 PHPDT and road ROW available is 60m, BRT type I is suggested. This BRT
will have space of 2 lanes for BRT system on each side and will have priority at
signalized junctions and/or grade separation at junctions. The BRT corridors where
the maximum expected demand is expected to be around 10000 PHPDT and ROW
availability is 60m, one lane of BRT on each side may be given. However space for
another lane may be kept for widening in future. On the corridors where the
expected demand is likely to be less than 10000 PHPDT and road ROW available is
30 m, BRT type II is suggested. The type II BRT will have one lane reserved for
BRT on each side with priority at signalized junctions. As roads in Chandigarh
Urban Complex do not have problem of side friction due to commercial activities on
road side, it is proposed to have BRT system lane on sides of the road instead of
central lane. Typical cross-section of both types of BRT is shown in Figure 12.3 and
Figure 12.4.

12.4.3 Accordingly taking into consideration the various Master Plans development
proposals and the likely travel demand as explained in Chapter 9, BRT system along
the various corridors is proposed as shown in Table 12.2 and Figure 12.2.
Table 12.2 Bus Rapid Transit (BRT) Corridors

S.no Name of Corridor Phasing Total Length Km BRT Type
From Police Housing Complex Via Dakshin PH 1 18 I
1 Marg to Zirakpur (2014)
Sukhna Lake to Sector - 49 along Sukhna PH 1 20 II
2 Path via Sector 62 SAS Nagar to Kharar (2014)
PGI to Pocket F SAS Nagar along Vidya PH 1 11 II
3 Path (2014)
Pocket F SAS Nagar to Chatbir PH 2 20 I
4 (2021)
Kharar to Bannur PH 2 18 I
5 (2021)
Zirakpur to Sector 1 Panchkula to Housing PH 2 14 I
6 Board Chowk (2021)
Mansa Devi Urban Complex to Sector 28 23 I
Panchkula Extension via sector 5 City Center PH 2
7 Panchkula (2021)
Zirakpur to Derabassi PH 2 8 I
8 (2021)
Sector 49 to Sector 87 City Center SAS PH 2 9 II
9 Nagar (2021)
Industrial Area Ph 2 Panchkula to Dakshin PH 2 4 II
10 Marg along Route No 2 (2021)
TOTAL 145
12.5 COMMUTER RAIL SYSTEM (CRS)
A large number of people commute between Chandigarh Urban Complex and

nearby towns such as Pinjore, Kalka, Baddi, Ambala, Kharar and beyond. Most of
these commuters travel by road i.e by buses, para transit modes and their own
vehicles. Although Chandigarh is connected with Kalka, Ambala and Ludhiana by
regional rail system, there are no commuter rail services. All these railway lines are
with single track. Railway line to Baddi in Himachal Pradesh is not available right
now. Considering that the nearby towns are expected to grow very fast in coming
decades, their traffic interaction with Chandigarh Urban Complex is expected to
grow. Therefore it is important that these commuters are weaned away from the road
based system to rail by providing a frequent commuter rail system from Chandigarh
to Pinjore-Kalka, Ambala, Ludhiana and Baddi – Nalagarh. Rail to Baddi - Nalagarh
will also serve the freight traffic. Commuter Rail System proposals are given in
Table 12.3.

Table 12.3 Commuter Rail Corridors

Corridors Proposal / Project Phasing of
Length Km Implementation
Doubling of Existing Tracks
1 Ambala-Kalka 70 2014
2 Chandigarh-Mohali-Ludhiana (also electrification) 90 2021
Total 160
New Dual Track for commuter & freight movement
3 Pinjore-Baddi-Nalagarh 35 2021
Grand Total 195
All the above mentioned corridors are proposed to be taken up by year 2021. The
Commuter Rail network proposal is shown in Figure 12.5
12.6 AUGMENTATION AND IMPROVEMENT IN CITY BUS SYSTEM
12.6.1 While the metro system and the high capacity BRT will be operational on selected
routes where substantial right of way is available, the major areas will in any case
continue to be served by local bus system which will also act as the most important
feeder system to the Metro and BRT. In addition to improving the fleet capacity,
rationalization of routes, improvement in traffic management at the junctions
including priority signaling for buses, provision of proper road side bus stops and
integration points with the Metro, and BRT will provide effective use of the bus
system. CTU shall continue to play a vital and leading role in public transport in
any scenario of the City’s development.
12.6.2 At present the CTU is operating approximately 417 buses, 209 buses run on
local/suburban routes, 208 buses run on Interstate routes covering Punjab, Haryana,
Himachal, U.P., Uttaranchal, Rajasthan, Delhi & J & K. CTU buses travel
approx.1.30 lakh kilometers per day and approx.1.5 lakh commuters commutes daily
in CTU Buses.
12.6.3 Augmentation of Schedule and Fleet
By the year 2015, despite the position that there may be Metro and BRT, still the
feeder bus services and bus services on the other less dense corridors will be run
through the city bus system only. It is expected that 12.55 Lakh trips per day by
2021 and 26.7 Lakh trips per day by 2041 on BRT and other bus system will be
performed in Chandigarh Urban Complex. For this volume of traffic at least 1250
buses will be required by year 2021 and 2570 buses will be required by year 2041.
However, this number may have to be increased substantially in case any of the
MRT components lag behind in implementation. It is further pointed out that just
increase in fleet is not enough, its quality will also have to be of much higher

standard if we want to achieve the NUTP policy of changing the passenger

preference from personalized vehicles to public transport. Accordingly it is
suggested that all the new buses to be added to fleet, either as addition or
replacement should be low floor good quality air conditioned buses considering the
commuter comfort.
12.7 INTEGRATED INTERCITY AND INTRACITY BUS TERMINALS/ BUS

DEPOTS
12.7.1 Inter-City Bus Terminals

At present all the buses whether inter-city, inter-state or intra-city originate and
terminate at the Sector 17, Sector 43 ISBT Chandigarh, Sector 5 City Center
Panchkula, and Sector 62 Mohali. To meet the future demands three intercity bus
terminals are proposed at Mani Majra, Sector 31 Chandigarh near Tribune Chowk
and Sector 104 Mohali to cater to inter-state buses coming from different directions
to Chandigarh Urban Complex. It is also suggested that 4 intercity terminals to be
revived with all terminal facilities immediately and three new are to be positioned in
place by 2021 located at the following places as given in Table 12.4. Later Sector 17
ISBT may be converted into a city bus terminal.
Table 12.4 Existing and Proposed Intercity Bus Terminals
BUS TERMINAL
Existing
Sector 17 Chandigarh
Sector 62 Mohali
Sector 5 Panchkula
Proposed (by 2021)
Sector 104 Mohali
Mani Majra
12.7.2 Intra-City Bus Terminals
In addition to the above terminals BRT terminals are also proposed for Intracity
movement at the origin and destination of the BRT corridors and will also act as
inter modal interchanges between regional and local traffic.
12.7.3 All the Intercity and Intra-city bus terminals would be the center for tourist buses,
with adequate parking facilities and tourist bureaus / offices etc as well as other
tourist infrastructure for operation of private tour operators.

12.7.4 Bus Depots
At present all the buses whether inter-city, inter-state or intra-city use depots at
industrial area Phase I workshop and Sector 25 CTU workshop. To meet the future
demands of buses five more Bus depots have been proposed at Police Housing
Complex, Pocket E Mohali in Phase I, Sector 48 Chandigarh, Sector 1A Panchkula
and Sector 104 Mohali, Accordingly it is suggested that at present existing 3 bus
depots will be improved with all depot facilities immediately and two new are to be
positioned in place by 2014 and three after 2021 located at the following places as
given in Table 12.5.
Table 12.5 Existing and Proposed Bus Depot
Bus Depots Implementation by Year

Existing
Industrial Area Ph 1 Chandigarh (CTU)
Industrial Area Ph 1 Chandigarh (Haryana Roadways)
West of Sector 25 (CTU Workshop)
Proposed
Police Housing Complex Chandigarh 2014
Pocket E Mohali 2014
Sector 48 Chandigarh 2021
Sector 1A Panchkula 2021
Sector 104 Mohali 2021
The above proposals have been indicated in Figure 12.6.
12.8 TRANSPORT INTEGRATION
12.8.1 Integrated Multi-modal Mass Transport System
A multi-modal mass transport network consisting of metro rail, BRT, commuter rail
system and normal city bus system for the Chandigarh Urban Complex and its
linkages to nearby towns has been proposed to be developed to meet expected
commuter’s travel needs. This integrated multi-modal mass transport system
network is shown in Figure 12.7. Integration of various modes of transport is vital
to evolution of a least-cost and viable transport system. Objective of an integrated
transport system is to offer maximum advantage from economic, traffic and
planning considerations. Various transport modes have been integrated in such a
way that each mode supplements the other. It is not possible to provide direct origin
to destination service and vice a versa for all commuters. The need to interchange
modes and or corridors is an essential feature of any public transport system. The
planning objective is to minimize the need to change and when change is essential to
make it as convenient as possible and with minimum time loss. Depending upon the

forecast transport demand and other parameters along various corridors, an

appropriate transport system giving least-cost option has been proposed.
12.8.2 Feeder Services
Feeder services to the proposed network will also be important in order to provide
convenient and quick transfer of passengers from one mode of transport to other. As
all commuters will not be living within walking distance of the proposed network,
proper planning for feeder services will be necessary to ensure the forecast
passenger demand on the system. For catchment area of about 0.5-1 km from the
proposed network, commuter can easily access it by walk. People residing in next 1-
km can reach station by cycles, scooters, auto-rickshaws and mini-buses. Areas
outside the 2-km catchment area will require regular feeder bus services to important
terminals/stations. Feeder services can also be provided by para-transit modes.
12.8.3 Inter-Change Facilities
One of the most important elements of transport integration is the provision of inter-
change facilities. Required inter-changes will be between the proposed mass transit
systems such Metro, CRS, BRT and with other feeder services. Integration facilities
at stations would depend upon expected station load to ensure proper system
utilization. This will also include approach roads to stations, circulation facilities,
pedestrian ways and adequate parking areas for various modes that are likely to
come to important stations including feeder, bus/mini-bus routes. The provision will
have to be made for peak demand at each station. At either stations, proper road
based integration is to be ensured.
12.8.4 Figure 12.7 shows the interchange points in the mass transport network. There are
29 locations of interchange (17 major and 12 minor) between the various subsystems
of mass transport network.
12.8.5 Operational Integration
Integration at operational level will be required to synchronize the timings of mass

transit and feeder services. For efficient inter-change, walking/waiting time at these
stations will need to be minimized. Introduction of common ticketing and their
availability at convenient places will be necessary to ensure forecast patronage of
the system. An integrated passenger information system covering all modes through
publication of common route guides, time-table, information boards at terminals for
providing up-to-date information for the system users will also be important.

12.9 ROAD INFRASTRUCTURE
12.9.1 Functional Hierarchy
One unique feature in the layout of Chandigarh is its roads, classified in accordance
with their functions. An integrated system of seven roads was designed to ensure
efficient traffic circulation. Corbusier referred to these as the 7’ Vs. The city’s vertical
roads run northeast/ southwest (The ‘Paths’) and the horizontal roads run
northwest/southeast (‘The Margs’). They intersect at right angles, forming a grid of
network for movement. This arrangement of road-use leads to a remarkable hierarchy of
movement, which also ensures that the residential areas segregated from the noise and
pollution of traffic. The functional hierarchies of roads in Chandigarh are explained
below
Type of Roads Functions/Names
V-1 Roads connecting Chandigarh with other cities like Ambala, Kharar and
Shimla. They have dual carriageway, good tree plantation and
distinctive central verge lighting. The Madhya Marg and Dakshin Marg
are two roads, which merge into V-1s leading the Kalka and Ambala,
respectively.
V-2 They are the major avenues of Chandigarh, with important institutional
and commercial functions running alongside. In Chandigarh they are
identifiable as ‘Marg’, Madhya Marg,Dakshin Marg, Jan Marg,
Himalaya Marg, Uttar Marg and Purv Marg are important examples.
V-3 They are the corridor- streets for fast moving vehicular traffic. A sector
is surrounded either by V-2 of V-3 roads.
V-4 Roads bisecting the Sector with shopping complex located along their
southern edge.
V-5 Roads meandering through the sector giving access to its inner lands.
V-6 Roads coming off of the V-5s and leading to the residential houses.
V-7 They are intended for pedestrian movement and run through the middle
of the sector in the green areas.
V-8 They are intended to run parallel with V-7s for the bi-cycles. Not
properly developed, as yet.

Each sector is surrounded by V-2 or V3 roads, with no buildings opening on to them.

Access from the surrounding roads is available only at 4 controlled points which
roughly mark the middle of each side. Typically a sector is divided in four parts by a V-
4 road running from east to west and a V-5 road running from north to South. These
four parts are easily identifiable as A, B, C and D corresponding to North, East, South
and West sides.
12.9.2 The present road network consists of the sector roads and major highway corridors.
In addition quite a few proposals are being planned by Govt. agencies like
Engineering Department, NHAI, State PWD, HUDA, GMADA and PUDA along
with the private sector. It is necessary to integrate / superimpose all these proposals
in the light of projected travel demand for road traffic and confirm that they are in
conformity with each other and there is neither conflict nor duplication. Considering
the existing and future transport demand and proposed mass transport system, the
balanced demand should be catered by a well developed road system. The road
improvement proposals include road widening, New roads (bypasses and other
roads), grade separators (road flyovers/underpasses, ROBs, RUBs) etc. These
proposals are explained below.
These proposals have been indicated in Figure 12.8.
12.9.3 Major Road Proposals
12.9.3.1 Road Improvements
The entire traffic from the sectors, the region and even beyond converges on to the
V-2 and V-3 roads. Most of the V-2 and V-3 roads will suffer from congestion
because of increasing use of private modes (Cars and 2-wheeler) resulting in over
utilization of their limited capacity. In addition the limited carriageway, the
inefficiency of the junctions and their incapability to handle the volumes of traffic
will further reduce the capacity of the road systems. Accordingly it has found
necessary that quite a few roads listed in the Table 12.6 below will require
improvement through widening 4 – 6 lane carriageway in order to cater to projected
road traffic up to the year 2021. In addition at some of the critical junctions where
normal signaling cannot effectively manage the traffic volumes, grade separators
(Underpasses/flyovers) are proposed where the traffic demand far exceeds the
capacity and at grade expansion is not possible due to restriction of available
carriageway. Also at road crossings with railway lines, at some places Road Over
bridges & or Road under Bridges are proposed. The junctions requiring grade
separators (underpasses/flyover) have already been given in Table 11.2 in Chapter
11. List of ROB’s and RUBs are indicated in Table 12.7 below.

Table 12.6 Road Improvements
Corridor Phasing Additional Proposed lane Upgraded

Improvement Existing lanes Lanes Proposed (after widening) Length in Km
Name of Road
Udyan Path PH 2
2 4 0.5
2 and 4 D / UD
Jan Marg PH 2 4 and 6 D 2 6 5.6
Sarovar Path PH 2 3 and 4 UD 1 4 1.4
Chandi Path PH 2 4to 6 D /UD 2 6 7
Vigyan Path PH 2 2 and 3 1 4 3
Udyog Path PH 2 3 to 4 D / UD 1 4 1.3
Total Length 18.8
Table 12.7 List of ROB/RUBs
S.no Rail Over Bridges / RUBs

1 Panchkula –Zirakpur Road (On Ambala Kalka Railway Line)
2 New Panchkula Road (Ambala – Kalka Railwayl Line)
3 Mansa Devi Complex (On Ambala Kalka Railway Line) construction in progress
12.9.3.2 Other New Roads / Missing Links
In addition to the above roads, a few small links are required to cater to the
important activity areas from the major existing network Accordingly the new roads
links within the study area, regional linkages, Expressway and other new links
proposed to be taken up are as listed in Table 12.8 below.
Table 12.8 New Roads / Missing Links
S.no Proposed New Links Length in Km

1 New link from Madhya Marg to Mani Majra 0.2
2 New link from Maulijagran road to Panchkula 0.2
3 Road up gradation of Molijagran 0.8
4 Anaz Mandi to Pocket F SAS Nagar 2
5 Pocket F SAS Nagar to Ballu Majra 3
6 Panchkula Sector 15 to Dakshin Marg 2.7
7 Junction Near Railway Station to New Link Road Panchkula 2
Total Length (Km) 10.9
12.9.4 Regional Road Network Proposals
In addition to the above roads, some major highways connecting the Chandigarh
Urban Complex needs upgradation and widening are identified which are required
to cater to the important activity areas from the major existing network Accordingly
the new regional linkages, and Expressway proposed to be taken up are as listed in
Table 12.9 below and shown in Figure 12.9.

Table 12.9 Proposed Regional New Roads and Road Improvement
Phasing of
S.no Upgradation & Widenning Length in Km Implementation
NH-64 Banur-Zirakpur highway - 4 laning (dual C/W) of existing
1 2014
2lane single C/W 17
2 NH-64 Banur-Zirakpur highway - 4 laning (dual C/W) to 6 laning 2021
NH-21A Pinjore-Baddi-Nalagarh highway - 4 laning (dual C/W) of
3 2014
existing 2lane single C/W
35
NH-21A Pinjore-Baddi-Nalagarh highway - 4 laning (dual C/W) to
4 2021
Six laning
PGI -Khuda Lahora-Mullapur - GMADA Expressway (4 lane dual
5 2014
carriageway extendable to 6 lane in 2021with ROW 150m) 12.5
Total 64.5
Proposed By passes
1 GMADA Expressway- connecting Baddi-Kharar-Mohali-Bannur- 76 2014
Derabassi-NH 73 (4 lane dual carriageway with ROW 150m)
2 By pass from NH-73 (Near Barwala) - NH 22 (beyond Parwanu)-NH- 46 2014
21 A (4 lane dual carriageway with ROW 150m)
Total 122
Grand Total 186.5
12.10 PARKING FACILITIES

As discussed in Chapter 11 of this report five (5) automatic multilevel parking are
proposed in different sectors of Chandigarh. The proposed capacity for each
automatic multilevel parking is 1500 ECS. The total cost of five parking lots is Rs
375 Crore (225 Crore in Phase I and. 150 Crore in Phase II). Parking for about 4500
vehicles has been suggested in Phase I and given in Table 11.3 of Chapter 11.
Additional parking spaces for 3000 vehicles in Phase II are proposed at two more
locations as given in Table 12.10. The proposed parking facilities are shown in
Figure 12.10.

No. of Capacity per Total Capacity
Parking Facilities Type Phasing Units parking lot (In ECS)
Sector 43 for Multilevel AMP PH 2 1 1500 1500
Parking
IT Park for Multilevel AMP PH 2 1 1500 1500
Parking
Total Capacity
3000
(In ECS)
In addition, since most of the inter city bus terminals are proposed to be adequately
served by public transport like Metro and BRT substantial park and ride facilities
should be provided from where the commuters can switch over from private to
public transport.
Similarly at all the terminal of Metro, BRT, CRS and their major stations should be
provided with adequate park and ride facilities.

In the long run, when the mass transport system is city-wide and adequate, parking
demand will stabilize. Therefore, it is important that adequate and convenient mass
transport system as recommended by this report should be provided.
12.11 INTEGRATED FREIGHT COMPLEXES (IFC)
12.11.1The freight movement through the city particularly on some of the arterials is
already restricted in CBD area. At present all the good traffic concentrates at Sector
26 Transport Nagar. To decongest the existing Transport Nagar it is proposed to
provide three new IFCs at the periphery of the tricity complex, with all facilities of
wholesale markets, loading /unloading facilities, parking, workshops etc. Heavy
goods traffic entering the tricity complex would be stopped there itself and
light/small goods carrier vehicle will be used to transfer goods within the complex.
The provision of GMADA expressway is itself going to help diversion of through
freight traffic.
12.11.2 The three IFC’s proposed in the periphery of tricity as shown in Table 12.11 and
Figure 12.11
Table12.11 Proposed Location of Integrated Freight Complex
S.No Intergrated Freight Complex

Existing (Phase 1)
1 Sector 26 Chandigarh
Proposed (Phase 2)
2 Sector 102 Mohali
3 Along Dakhin Marg Near Raipur Khurd
4 Sector 1A Panchkula
In addition to acting as nodes for handling the good traffic they will also act as
center for wholesale trade. Quite a few wholesale markets to be shifted outside the
central area can be located as part of the IFC for efficient handling for bulk goods.

DRAFT FINAL REPORT – July 2009 Chapter 13 – Cost Estimates
CHAPTER – 13
COST ESTIMATES
13.1 UNIT RATES
13.1.1 The Traffic and Transportation Plan comprising proposals for public/mass transport
system, inter-city bus terminals, pedestrian facilities, parking facilities, road
infrastructure, integrated freight complexes, transport system management measures
etc has been prepared for the Chandigarh Urban Complex to cater to travel demand
up to the year 2041 at an acceptable level of service as explained in Chapter 9. In
order to know the financial implications of these proposals, block cost estimates
have been worked out in this chapter. Unit rates adopted for items at 2009 prices are
Table 13.1 Unit Rates of Various Proposals
S.No. Proposals Unit Rate (Rs Crs)

1 Metro Elevated Section per Km 140
2 Metro Underground Section per Km 350
3 Bus Rapid Transit (BRT) Type 1 # per Km 15/20
4 Bus Rapid Transit (BRT) Type 2 # per Km 5
5 Commuter Rail System (Upgradation) per Km 10
6 Commuter Rail System (New Rail Link) per Km 20
7 Low Floor Buses Each 0.40
8 Bus Shelters Each 0.15
9 Bus Depot Each 6
10 Upgradation of Existing Bus Terminals Each 2
11 New Bus Terminal Each 45
12 Upgradation of Existing Bus Terminals Each 5
13 Integrated Freight Complex (IFCs) Each 45
14 Automatic Mechanical Parking Each 75
15 NMT/Cycle Tracks per Km 0.5
16 NMT/Cycle Underpasses Each 3
17 Improvement of footpaths per Km 0.2
18 Corridor Improvement per lane/Km 0.5
19 New Links per lane/Km 0.5
Grade Separation 4 Lane Dual Carriageway
Each 15/22
20 /Junction Improvement
21 ROB/RUBs Each 20
# BRT Type 1 Full corridor to be redesigned
# BRT Type 2 Part corridor to be redesigned

13.2 COST ESTIMATES OF PROPOSALS AND PHASING OF

IMPLEMENTATION
13.2.1 Considering the various proposed schemes and unit rates, cost estimates of these
schemes have been worked out at 2009 prices and are given for Proposed Mass
Transport Corridors, City Bus System, Road Infrastructure, Grade Separators,
Pedestrian Facilities, Parking Facilities, Integrated Freight Complexes and Transport
System Management Measures in Tables 13.2 to 13.14 respectively. The entire
transport development plan is not required to be implemented in one go.
Considering the existing problems, expected traffic demand levels and schemes
already under implementation/ active consideration of the Government, phasing of
implementation of various projects has been suggested in two phases Phase I (upto
2021) and Phase II (Upto 2021-2041). Cost estimates for each project to be
implemented in the two phases have also been given in the tables.
Table 13.2 Cost Estimates of Proposed Metro Corridors
Corridor Length Km Cost (Rs Crore)

Under ground Elevated Total Under ground Elevated Total (Rs Crore)
Unit Cost per 350 140
Km (Rs Crore)
Chandigarh
Phase -I
Madhya Marg
(Khuda.Lahora -
Housing Board 7 9.1 16.1 2450 1274 3724
Manimajra-
I.T.Park
Himalya Marg
(Sectt Sec 1 - 8.7 1.3 10 3045 182 3227
Sec17-Sec51 )
Sector 26 Along
Poorvi Marg via
Vikas Marg to 14.6 14.6 0 2044 2044
West of Sector
38 - Dadu Majra
TOTAL 5495 3500 8995
Panchkula (Haryana)
Phase-II
Housing Board
Chowk to Sector 5 5 0 700 700
21 Panchkula
Mohali (Punjab)
Phase-II
Sec 51 to Sec 62
Mohali CC-
12 12 0 1680 1680
Sec104 bus
terminal)
Total Length 15.7 42 57.7 2380 2380
TOTAL 11375

Table 13.3 Cost Estimates of Proposed BRT Corridors
Unit Cost/Km
Chandigarh Punjab Haryana Total
Excluding Total Cost
S.No Corridor Phasing (Length in (Length (Length Length
Buses (Rs Crore)
Km) in Km) in Km) (Km)
(Rs Crore)
From Police PH I
Housing
1 Complex Via 12 6 18 20 360
Dakshin Marg
to Zirakpur
Sukhna Lake to PH I
Sector - 49
along Sukhna
2 9 11 20 5 100
Path via Sector
62 SAS Nagar
to Kharar
PGI to Pocket F PH I
SAS Nagar
3 8.5 2.5 11 5 55
along Vidya
Path
Sector 49 to
Sector 87 City
4 9 9 5 45
Center SAS
Nagar PH II
Zirakpur to
5 8 8 20 160
Derabassi PH II
Pocket F SAS
6 Nagar to 20 20 15 300
Chatbir PH II
Kharar to
7 18 18 15 270
Bannur PH II
Zirakpur to
Sector 1
8 Panchkula to 3.5 10.5 14 15 210
Housing Board
Chowk PH II
Mansa Devi
Urban Complex
to Sector 28
Panchkula
9 23 23 15 345
Extension via
sector 5 City
Center
Panchkula PH II
Industrial Area
Ph 2 Panchkula
10 to Dakshin 4 4 5 20
Marg Along
route no 2 PH II
TOTAL 29.5 78 37.5 145 1865
Table 13.4 Cost Estimates of Improvement of Existing/Proposed Bus Depot
Unit cost Total cost

Bus Depots Phasing (Rs Crore) (Rs Crore)
Industrial Area Ph 1 Chandigarh (CTU) Existing PH 1 2 2
Industrial Area Ph 1 Chandigarh (Haryana Roadways) Existing PH 1 2 2

Unit cost Total cost

Bus Depots Phasing (Rs Crore) (Rs Crore)
West of Sector 25 (CTU Workshop) Existing PH I 2 2
Police Housing Complex Chandigarh Proposed PH I 6 6
Pocket E Mohali Proposed PH I 6 6
Sector 48 Chandigarh Proposed PH II 6 6
Sector 1A Panchkula Proposed PH II 6 6
Sector 104 Mohali Proposed PH II 6 6
Total
(Rs Crore) 36
Table 13.5 Cost Estimates of Proposed Bus Shelters
No. of Units Unit cost Total cost (Rs

Bus Shelters Phasing (Rs Crore) Crore)
Chandigarh PH I 536 0.15 80.4
Panchkula PH I 100 0.15 15
Mohali PH I 200 0.15 30
125.4
Table 13.6 Cost Estimates of Low Floor Air Conditioned Buses
No. of Buses Unit cost Total cost (Rs

Phasing (Rs Crore) Crore)
Chandigarh PH I 1250 0.40 500
Chandigarh PH II 1320 0.40 528
1028
Table 13.7 Cost Estimates of Improvement of Existing/Proposed Inter State Bus Terminal
Bus Terminal Phasing Unit cost (Rs Crore) Total cost (Rs Crore)
Existing
Sector 17 Chandigarh PH I 5 5
Sector 62 Mohali PH I 5 5
Sector 5 Panchkula PH I 5 5
Proposed
Sector 104 Mohali PH II 45 45
Sector 31 Chandigarh PH II 45 45
Mani Majra PH II 45 45
Total (Rs Crore) 155
Table 13.8 Cost Estimates of Improvement of Existing/Proposed Integrated Freight Complexes
Integrated Freight Complex Phasing Unit cost (Rs Crore) Total cost (Rs Crore)
Existing
Proposed
Sector 102 Mohali PH II 45 45
Along Dakhin Marg Near Raipur
Khurd PH II 45 45
Sector 1A Panchkula PH II 45 45

Table 13.9 Cost Estimates of Proposed Automatic Multilevel Parking
No. of Unit cost Total cost

Parking Facilities Type Phasing Units Capacity (Rs Crore) (Rs Crore)
2 plots of 1 acre each in Sector 17 PH I
AMP 2 1500 0.05 150
Chandigarh for Multilevel Parking
1 acre of Parking site in Sector 34 for PH I
AMP 1 1500 0.05 75
Multilevel Parking
1 acre of Parking site in Sector 43 for
AMP 1 1500 0.05 75
Multilevel Parking PH II
1 acre of Parking site in IT Park for
AMP 1 1500 0.05 75
Multilevel Parking PH II
Table 13.10 Cost Estimates of Proposed Non Motorised Traffic
Revival of V-7 cycle / pedestrian paths

with under passes across V-2 & V-3
Roads Phasing Unit cost (Rs Crore) No of Units Total cost (Rs Crore)
3 metre wide cycle / pedestrian paths (km) PH I 0.5 60 30
Under passes (In Nos.) PH I 3 30 90
Improvement of Footpath (Km) PH I 0.2 220 44
Total Cost (Rs crore) 164
Table 13.11 Cost Estimates of Road Improvements
Corridor Existing Proposed Addl. Upgraded Unit Cost per Total Cost
Improvement Phasing lanes lanes Lanes Length in Km lane (Rs Crore) (Rs Crore)
Name of Road
Udyan Path 2 and 4 D /
4 2 0.5 0.5 0.5
PH II UD
Jan Marg 4 and 6 D
6 2 5.6 0.5 5.6
PH II
Sarovar Path PH II 3 and 4 UD 4 1 1.4 0.5 0.7
Chandi Path PH II 4to 6 D /UD 6 2 7 0.5 7
Uttar Marg PH II 4 UD 4
Vigyan Path PH II 2 and 3 4 1 3 0.5 1.5
3 to 4 D/
4 1 1.3 0.5 0.65
Udyog Path PH II UD
Total Cost
18.8 15.95
(Rs Crore)
Table 13.12 Cost Estimates of Proposed Road Links
Length in Proposed Unit Cost per lane Total Cost

Proposed New Links Km Lanes (Rs Crore) (Rs Crore)
New link from Madhya Marg to Mani Majra 0.2 4 0.5 0.4
New link from Maulijagran road to
0.2 3 0.5 0.3
Panchkula
Road up gradation of Molijagran 0.8 6 0.5 2.4
Anaz Mandi to Pocket F SAS Nagar 2 6 0.5 6
Pocket F SAS Nagar to Ballu Majra 3 6 0.5 9
Panchkula Sector 15 to Dakshin Marg 2.7 6 0.5 8.1
Junction Near Railway Station to New Link
2 4 0.5 4
Road Panchkula
Total 30.2

Table 13.13 Cost Estimates of Intersection Improvements
Unit Cost Total Cost

S.no. Name of Intersection Junction Improvement Activities (Rs Crore) (Rs Crore)
Near Chandigarh Housing Underpass along Madhya Marg and Geometric
1 22 22
Board (Matka Chowk) Improvement
K.C Cinema Chowk (Press Underpass along Madhya Marg and Geometric
2 22 22
Chowk) Improvement
Rotary of Madhya Marg and Underpass along Madhya Marg and Geometric
3 22 22
Sukhna Path Improvement
Transport Nagar Chowk Underpass along Madhya Marg and Geometric
4 22 22
(Timber Market) Improvement
Underpass along Udyog Path and Geometric
5 Sector -17 ISBT Chandigarh 22 22
Improvement
Depressed Road across Sector Road, ban on right
6 Aroma Hotel Chowk 7 7
turning movement and Geometric Improvement
Underpass along Dakshin Marg and Geometric
7 Bhakra Colony Chowk 22 22
Improvement
Underpass along Shanti Path and Geometric
8 Sector 34 –Sector 35 Rotary 22 22
Improvements
Rotary of Dakshin Marg and Underpass along Dakshin Marg and Geometric
9 22 22
Sukhna Path Improvement
Underpass across Madhya Marg, ban on few
10 Housing Board Chowk 15 15
Chandigarh Railway Station Flyover along Madhya Marg and Geometric
11 22 22
Intersection Improvement
Rotary of Dakshin Marg and Underpass along Dakshin Marg and Geometric
12 22 22
Jan Marg (Kisan Bhawan) Improvement
Rotary of Dakshin Marg & Underpass along Dakshin Marg and Geometric
13 Poorvi Marg Near Sector – Improvement 22 22
31 (Tribune Chowk)
Underpass along Udyog Path and Geometric
14 Cricket Stadium Rotary 22 22
Improvement
Rotary of Sarovar Path and Right turn ban from Madhya Marg and Sarovar
15 1 1
Madhya Marg Path
Rotary of Chandi Marg and Right turn ban from Madhya Marg and Chandi
16 1 1
Madhya Marg Marg
Total 288 288
Table 13.14 Cost Estimates of Proposed ROB/RUBs
S.No Rail Over Bridges / RUBs Phasing Unit Cost (Rs Crore) Total Cost (Rs Crore)
Panchkula -Zirakpur Road (On PH I
1 Ambala Kalka Railway Line) 20 20
New Panchkula Road (Ambala - PH I
2 Kalka Railwayl Line) 20 20
Total 40
13.3 COST ESTIMATES FOR PROPOSED REGIONAL PROJECTS
13.3.1 Summary of the cost estimates for various regional projects is given in Table 13.15.
This Plan is in addition to the above plan which has to be taken up by Ministry of
Railways for Commuter Rail and NHAI for Highways. Overall cost of the entire
plan is estimated as Rs 5615 Crore of which Rs 2300 Crore (Phase I - Rs 700 Crore
and Phase II - Rs 1600 Crore) is for Commuter Rail. Up gradation and widening of

existing National Highway is about Rs 645 Crore (Phase I - Rs 385 Crore and Phase
II - Rs 260 Crore). For proposed new bypasses/new roads Rs 2670 Crore in Phase I.
Table 13.15 Cost Estimates of Proposed Regional Proposals
Length Unit Cost Total Cost Phasing of

PROPOSAL / PROJECT Km (Rs. Crore/ Km) (Rs. Crore.) Implementation
COMMUTER RAIL
Electrification & Doubling of Existing Tracks
Ambala-Kalka 70 10 700 2014
Chandigarh-Mohali-Ludhiana 90 10 900 2021
New Dual Track for Commuter & Freight

Movement
Pinjore-Baddi-Nalagarh 35 20 700 2021
Total 195 2300

REGIONAL ROADS
Upgradation & Widening
NH-64 Banur-Zirakpur highway - 4 lanning (dual 2014
C/W) of existing 2lane single C/W 5 85
17
NH-64 Banur-Zirakpur highway - 4 lanning (dual 2021
C/W) to 6 laning 85
NH-21A Pinjore-Baddi-Nalagarh highway - 4 2014
lanning (dual C/W) of existing 2lane single C/W 5 175
35
NH-21A Pinjore-Baddi-Nalagarh highway - 4 2021
lanning (dual C/W) to 6 laning 175
PGI -Khuda Lahora-Mullapur - GMADA 2014
Expressway (6 Lane) 12.5 10 125
Total 65 645
Proposed Road By pass / New Roads
GMADA Expressway- connecting Baddi-Kharar- 2014
Mohali-Bannur-Derabassi-NH 73 76 20 1520
By pass from NH-73 (NearBarwala) - NH 22 2014
(beyond Prawanoo)-NH-21 A 46 25 1150
Total 122 2670

Grand Total
5615
13.4.1 Overall cost for various proposed projects in Chandigarh Urban Complex and
Regional Transport Projects is estimated as Rs 21253 Crore.
13.4.2 Summary of the cost estimates for various projects in Chandigarh Urban Complex is
given in Table 13.16. Overall cost of the entire plan is estimated as Rs 15638 Crore

of which Rs 10926 Crore is proposed for upto year 2021. Cost of the projects
proposed in Phase II is Rs 4712 Crore.
Table 13.16 Summary of Cost Estimates for various T& T Plan Phase wise at 2009 Prices
for Chandigarh Urban Complex
S.no Sub-system Cost (Rs Crore)

PHASE I
1 METRO 8995
2 BRT 515
3 Bus Depot 18
4 Bus Shelters 125.4
5 Bus Terminal 20
7 Integrated Freight Complex 5
8 Parking (AMP) 225
Revival of V-7 cycle / pedestrian paths with under passes
across V-2 & V-3 Roads and Improvement of citywide
9 footpaths 164
Intersection Geometric Improvements including grade
10 separation 288
11 ROB/RUB 40
12 New Road Links 30.2
Total Phase 1 (Cost Rs Crore) 10926
PHASE II (Sub-system) Cost (Rs Crore)

1 METRO 2380
2 BRT 1350
3 Bus Depot 18
4 Bus Terminal 135
6 Integrated Freight Complex 135
7 Parking (AMP) 150
8 Corridor Improvement and Up gradation 15.95
Total Phase 2 (Cost Rs Crore) 4712
Total Cost for Phase 1 + Phase 2 (Rs Crore) 15638
13.4.3 Summary of the cost estimates for various projects state wise is given in Table
13.17. Overall cost of the entire plan is estimated as Rs 15638 Crore of which Rs
11452.75 Crore is to be borne by Chandigarh, Rs 2867 Crore by Punjab and Rs
1317.8 Crore by Haryana.
Table 13.17 Summary of Cost Estimates of for various Proposals at 2009 Prices State
wise – Chandigarh Urban Complex
Cost (Rs Crore)

1 Metro 8995 1680 700
Cost (Rs Crore)

2 BRT 327.5 1015 522.5
3 Bus Depot 18 12 6
4 Bus Terminal 100 50 5
5 Bus Shelters 80.4 30 15
7 IFC 50 45 45
8 Parking 375
9 NMT/ footpath 164
10 Corridor Improvement 15.95
11 New Links 10.9 15 4.3
12 Junction Improvement 288
13 ROB/RUBs 20 20
Total (Rs Crore) 11453 2867 1318
Grand Total (Rs Crore) 15638
13.4.4 Summary of Regional Transport Projects

Overall cost of the entire plan is estimated as Rs 5615Crore of which Rs 2300 Crore
(Phase I - Rs 700 Crore and Phase II - Rs 1600 Crore) is for Commuter Rail. Up
gradation and widening of existing National Highway is about Rs 645 Crore (Phase
I - Rs 385 Crore and Phase II - Rs 260 Crore). For proposed new bypasses/new
roads Rs 2670 Crore in Phase I.

DRAFT FINAL REPORT – July 2009 Chapter 14 – Economic and Financial Appraisal for Chandigarh Metro
CHAPTER 14
ECONOMIC AND FINANCIAL APPRAISAL FOR

CHANDIGARH METRO
14.1 INTRODUCTION
14.1.1 Rail based mass transit systems are characterised by heavy capital investments coupled
with long gestation periods leading to low financial rates of return although the economic
benefits to the society are immense. Such systems generate externalities which do not get
captured in monetary terms and, therefore, do not flow back to the system. This situation
leads to a relative independence between costs & benefits. The economic and social
considerations enable the government to invest funds in this sector. Decisions regarding
investment in this are not easy because not only are the initial investments prohibitive the
returns too are uncertain.
14.1.2 Considering above, an attempt has been made to carry out preliminary economic and
financial appraisal of the Phase I of Chandigarh Metro. This economic and financial
appraisal is given below. It may be mentioned that both economic and financial analyses
have been carried out at 2009 prices and impact of inflation on both costs and
benefits/revenues has not been taken.
14.2 ANNUAL CAPITAL COST FUND REQUIREMENT
14.2.1 The proposed three metro corridors for Phase I are entirely in Chandigarh as described in
Chapter 12 and are again listed in Table 14.1. Block cost estimates for Chandigarh Metro
Phase I have been considered covering civil, electrical, signaling and telecommunications
works, rolling stock, maintenance facilities etc at 2009 price level and given in Table
14.1.
Table 14.1 Cost Estimate of Chandigarh Metro (Phase I)
Corridor Length Km Cost Estimate (Rs Crore)

Under ground Elevated Total Under ground Elevated Total
Madhya Marg
(Khuda.Lahora -
7 9.1 16.1 2450 1274 3724
Housing Board
Manimajra-I.T.Park
Himalya Marg
(Sectt Sec 1 - 8.7 1.3 10 3045 182 3227
Sec17-Sec51 )

Corridor Length Km Cost Estimate (Rs Crore)

Under ground Elevated Total Under ground Elevated Total
Sector 26 Along
Poorvi Marg via
Vikas Marg to 14.6 14.6 0 2044 2044
West of Sector 38 -
Dadu Majra
TOTAL 5495 3500 8995
14.2.2 The above project is proposed to completed in 4 years and the first year of operation is
taken as 2014-15. Expected year wise funds requirement during the 4 years is given in
Table 14.2.
Table 14.2 Annual Fund Requirement During Construction
S. No Year Percentage Project Cost (Rs

Cr)
1 2010-11 10% 899.50
2 2011-12 25% 2248.75
3 2012-13 30% 2698.50
4 2013-14 35% 3148.25
Total 8995
14.2.2 The additional investment provided to take care of increased requirement of Rolling
Stock and related costs and the replacement costs have to be provided during the
operation of metro on account of replacement of equipment due to wear and tear.
14.3 OPERATION & MAINTENANCE COSTS
14.3.1 The Operation & Maintenance costs can be divided into two major parts:
i. Civil infrastructure
ii. System
14.3.2 Annual O &M cost for civil structure and system has been taken as 1% of total capital
cost of civil infrastructure and 4% of capital cost of system. The total O&M cost in
the year 2014-15 is expected to be Rs. 177.78 Crore at 2009 prices. The year-wise
O&M costs are as indicated in Table 14.3 below:

Table 14.3 Operation and Maintenance Cost of Phase I of Chandigarh Metro
Figures in Rs. Crore

Year Annual O & M Cost
2014-15 177.78
2015-16 179.55
2016-17 181.35
2017-18 183.16
2018-19 184.99
2019-20 186.84
2020-21 188.71
2021-22 190.60
2022-23 192.50
2023-24 194.43
2024-25 196.37
2025-26 198.34
2026-27 200.32
2027-28 202.32
2028-29 204.35
2029-30 309.59
2030-31 312.68
2031-32 315.81
2032-33 318.97
2033-34 322.16
2034-35 325.38
2035-36 328.63
2036-37 331.92
2037-38 335.24
2038-39 338.59
2039-40 341.98
2040-41 345.40
2041-42 348.85
2042-43 352.34
2043-44 355.86
14.4 METRO RIDERSHIP
As indicated in Chapter 9, the Chandigarh Phase I Metro corridors are expected to carry
2.70 lakh passengers in 2014, 3.90 lakh passengers in 2021, 5.80 lakh passengers in 2031
and 7.90 lakh passengers in 2041.

14.5 ECONOMIC APPRAISAL OF CHANDIGARH METRO PHASE I
14.5.1 General
14.5.1.1 The proposed metro system will have significant impact on the urban environment and
quality of life. The metro system is expected to impart benefits to the economy by way of
cost efficiency, reduction in vehicular pollution, safety of passengers, and reduction in
congestion on the existing road network. This necessitates that metro investments are
appraised taking into account these impacts. That is why only financial analysis alone is
not adequate appraisal method and economic analysis needs to be undertaken.
14.5.1.2 The implementation of rail-based Mass Rapid Transit System will result in reduction of
the number of buses and vehicles on the road and increase in the journey speed of road-
based vehicles. This is expected to generate substantial benefits to the economy as a
whole in terms of reduction in fuel consumption, vehicle operating costs, and passenger
time. In addition, there will be reduction in road accidents and atmospheric pollution.
Other benefits include reduction in noise, increase in mobility levels, improvement in
quality of life and general economic growth.
14.5.2 Approach and Methodology
Economic analysis for the metro system has been carried out within the framework of
“with” and “without” the project. The “without the project” situation assesses the cost to
the economy in case the projected volume of traffic continues to move with the prevailing
modes of transport. The “with the project” situation estimates the total costs that the
economy would have to bear for introducing the metro. The cost under the above two
situations has been evaluated in terms of market prices and then in economic terms,
deriving the latter from the former by converting market prices into appropriate shadow
prices. This has been done to iron out distortions due to externalities and anomalies
arising in real world pricing systems.
14.5.3 Cost and Benefit Analysis
14.5.3.1 The impact of the proposed project on the economy has been appraised keeping the
following constituents of cost and benefit streams:
Cost streams
a. Capital cost of infrastructure (civil engineering, track, power supply, signaling
and telecommunication etc.) and rolling stock fleet for the metro, including
additional capital cost and replacement costs.
b. Operating cost of the metro
Benefit streams
The introduction of the metro will yield tangible and non-tangible savings due to
equivalent reduction in road traffic and certain socio-economic benefits. These include
savings in road construction and maintenance, vehicle operating costs, travel time and
other socio-economic benefits of travel time, better accessibility, better comfort and
quality of life, increase in mobility etc.
14.5.3.2 Quantification of some of the social benefits has not been attempted because universally
acceptable norms do not exist to facilitate such an exercise. However, it has been
considered appropriate to highlight the same, as given below:
• Reduced road stress

• Better accessibility to facilities in the influence area
• Economic stimulation in the micro region of the infrastructure
• Increased business opportunities
• Overall increased mobility
• Facilitating better planning and up-gradation of influence area
• Improving the image of the city
• Real estate price increase, thereby increasing overall wealth held by the
public.
14.5.3.3 Benefits taken into account
The benefits taken into account for this analysis include:
a. Savings in vehicle operating cost on account of shifting of traffic from road

vehicles (buses, cars, two wheelers, auto rickshaw etc) to the metro
b. Savings in vehicle operating costs of buses and other vehicles that would
continue to use the existing transport network even after the metro is
introduced due to decongestion effect
c. Savings in time of commuters using the metro over the existing transport
modes because of faster speeds of metro
d. Savings in time of those passengers continuing on existing modes, because of
reduced congestion on roads.
e. Savings on account of reduction of vehicular pollution with introduction of
metro
Savings in fuel consumption on account of less number of vehicles on road and

decongestion effect with introduction of Metro are included in vehicle operating costs.
Savings on account of reduction of road accidents have not been taken.
14.5.3.4 Measuring the economic cost and benefits of a project involves adjusting the actual
expenditures on inputs where the prices paid do not properly reflect the real scarcity
value of the inputs. Such adjustments of market prices involve the determination of
“shadow prices”. In a developing economy like India, externalities exist in varying
degrees and the market is characterized by rigidities, market imperfections etc. leading
to distortions in the pricing system. Functioning of the economy is determined by the
joint effect of domestic demand and supply conditions and Government fiscal, trade
and tariff policies including non-economic institutional and allied factors e.g. in labour
and capital market. It is necessary, therefore, to eliminate the effect on prices of
elements like subsidies, taxes and duties which are actually transfer payments and other
distortions like foreign exchange rate and wage rate. This has been brought about by
applying appropriate shadow prices to market prices. The factors used for converting
project inputs and outputs to economic costs are as under:
Capital Cost 0.85

Replacement costs 0.85
O&M costs 0.80
Economic savings 1.00
14.5.3.5 Estimated Benefits
14.5.3.5.1 Vehicle operating costs (VOC) saved on account of shifting from road vehicles to the
metro
Introduction of the metro is expected to shift travel to mass transport system and
consequently there will be drastic reduction in use of private and public transport (bus
and para-transit modes). Due to reduction in use of these modes, there will be savings
to the economy on account of less vehicle operating costs. The Vehicle Operating Cost
savings on account of overall reduced road vehicles estimated for horizon years 2011,
2021, and 2031 are expected as under:
2014 2021 2041

Rs 344 crore Rs 523 crore Rs 772 crore
14.5.3.5.2 Vehicle operating costs (VOC) saved on account of decongestion effect
Consequent to the introduction of MTS, the decongestion effect of road vehicles will be
experienced in the influence zone of MRTS. This will increase average speed of road
vehicles (buses, cars, 2-wheelers etc.) and thus will be required to spend less time on
road for same distance covered, thus reducing the vehicle operating costs. The savings
in VOC due decongestion effect is estimated as follows.

2014 2021 2041

14.5.3.5.3 Value of passenger time saved
With the introduction of the metro , not only the passengers traveling by the metro but
also others traveling by buses and other vehicles will commute at faster speeds. The
time saving has been converted to equivalent monetary benefit to economy/society. The
savings on account of passenger time saved is estimated to be as under:
2014 2021 2041

14.5.3.5.4 Benefits due to less pollution
There will be substantial benefits arising out of reduced air pollution, with the
introduction of the metro due to less road vehicles and decongestion effect. These
benefits in monetary terms are given as follows.
2014 2021 2041

14.5.4 Economic Internal Rate of Return
14.5.4.1 The cost and benefit streams for 34-year period in terms of economic prices have been
worked out for the metro. The total cost worked out on the above basis is then
subtracted from the total benefits to estimate the net benefit of the project. This flow is
then subjected to the process of discounting to work out the economic internal rate of
return (EIRR) on the project, to examine the viability of the project in economic terms.
14.5.4.2 Cost and benefit streams are given in Table 14.4. The EIRR in economic terms works
out to 12.86 % for the metro project. It is accordingly seen that the proposed project is
economically viable.
14.5.5 Conclusion
14.5.5.1 The economic internal rate of return of 12.86 % for the Chandigarh Metro project is
above the cut-off criterion of 12% as prescribed by Planning Commission for
infrastructure projects, implying that the economic benefits accruing out of this project
are substantial and will yield high savings to the economy as a whole.
14.5.5.2 Based on the above criterion, the project may be taken for implementation.

Table 14.4. Economic Internal Rate of Return for Chandigarh Metro Phase I
(Rs Crore)
SN Year Capital Cost/ O&M Total Out VOC Saving of VOC saving due Passeng Savings Total Net
Additional cost/ Cost Flow vehicles due to to Decongestion er time due to savings Cash
Replacement cost shifting to effect on balance savings Less flow
metro road traffic pollution
1 2010-2011 764.58 764.58 -764.6
2 2011-2012 1911.44 1911.44 -1911.4
3 2012-2013 2293.73 2293.73 0.00 -2293.7
4 2013-2014 2676.01 2676.01 0.00 -2676.0
5 2014-2015 142.22 142.22 344.33 184.01 287.94 132.05 948.33 806.1
6 2015-2016 143.64 143.64 365.52 193.04 302.31 139.63 1000.51 856.9
7 2016-2017 145.08 145.08 388.02 202.52 317.40 147.65 1055.59 910.5
8 2017-2018 146.53 146.53 411.90 212.46 333.25 156.12 1113.73 967.2
9 2018-2019 128 147.99 275.49 437.26 222.89 349.88 165.09 1175.12 899.6
10 2019-2020 149.47 149.47 464.17 233.83 367.35 174.56 1239.91 1090.4
11 2020-2021 150.97 150.97 492.74 245.31 385.69 184.58 1308.32 1157.4
12 2021-2022 152.48 152.48 523.07 257.35 404.94 195.18 1380.54 1228.1
13 2022-2023 154.00 154.00 542.67 265.53 419.04 202.22 1429.45 1275.4
14 2023-2024 128 155.54 283.04 563.00 273.96 433.62 209.51 1480.09 1197.0
15 2024-2025 157.10 157.10 584.10 282.66 448.72 217.06 1532.54 1375.4
16 2025-2026 158.67 158.67 605.98 291.64 464.34 224.89 1586.85 1428.2
17 2026-2027 160.26 160.26 628.69 300.90 480.50 233.00 1643.09 1482.8
18 2027-2028 161.86 161.86 652.24 310.46 497.23 241.40 1701.33 1539.5
19 2028-2029 383 163.48 290.98 676.68 320.32 514.54 250.10 1761.64 1470.7
20 2029-2030 247.67 247.67 702.03 330.49 532.45 259.12 1824.09 1576.4
21 2030-2031 250.15 250.15 728.34 340.99 550.99 268.46 1888.77 1638.6
22 2031-2032 252.65 252.65 755.62 351.82 570.17 278.14 1955.75 1703.1
23 2032-2033 255.17 255.17 757.26 363.20 586.49 284.92 1991.87 1736.7
24 2033-2034 128 257.73 385.23 758.90 374.96 603.27 291.87 2029.00 1643.8
25 2034-2035 260.30 260.30 760.55 387.09 620.53 298.99 2067.16 1806.9
26 2035-2036 262.91 262.91 762.20 399.62 638.29 306.28 2106.38 1843.5
27 2036-2037 265.54 265.54 763.85 412.55 656.56 313.75 2146.70 1881.2
28 2037-2038 268.19 268.19 765.50 425.90 675.34 321.40 2188.14 1920.0
29 2038-2039 638 270.87 398.37 767.16 439.68 694.67 329.23 2230.75 1832.4
30 2039-2040 273.58 273.58 768.82 453.91 714.55 337.26 2274.55 2001.0
31 2040-2041 276.32 276.32 770.49 468.60 735.00 345.49 2319.58 2043.3
32 2041-2042 279.08 279.08 772.16 483.77 756.03 353.91 2365.87 2086.8
33 2042-2043 281.87 281.87 773.83 499.42 777.66 362.54 2413.46 2131.6
34 2043-2044 284.69 284.69 775.51 515.59 799.92 371.38 2462.40 2177.7
EIRR = 12.86%
14.6 FINANCIAL APPRAISAL
14.6.1 Farebox revenue
Considering the average passenger length of 7 km on metro in 2014, average fare of Rs

12 per passenger is assumed. Taking this fare, the fare box revenue of about Rs 110
crore is expected in 2014 which will increase to Rs 159 crore in 2021. As the financial
analysis has been done at the fixed prices at 2009 level, no increase in fare is assumed.
14.6.2 Other sources of revenues
Apart from development of limited commercial property on metro stations and depot it
is possible to raise resources through leasing of parking rights at stations, advertisement
on trains and tickets, advertisements within stations and parking lots, advertisements on
viaducts, columns and other metro structures, co-branding rights to corporates, film
shootings and special events on metro premises. These revenues from advertisement,
limited property development and other sources have been estimated at 50% of the fare
box revenues during operations.
14.6.3 Financial Internal Rate of Return (FIRR)
14.6.3.1 The Financial Analysis has been done with the farebox revenues at Rs 12 per passenger
and costs (capital/additional/replacement/O&M) for period from 2010 to 2044. This
analysis shows that the project is not viable if capital cost is also to be funded from
farebox revenue alone. Further financial analysis has been done to work out average
fare per passenger in order to make the project financially viable from farebox revenue
alone. Thus four scenarios of financial analysis are as follows.
1. Full recovery of capital and O&M cost through farebox revenue only at fare of
Rs 12 per passenger
2. Full recovery of capital and O&M cost through farebox revenue only at fare
level which will make the project to break even (0% return)
level which will make the project to give a FIRR of 13%
level which will make the project to give a FIRR of 25%
The results of financial analysis are given in Table 14.5.

Table 14.5 Financial Analysis of Chandigarh Metro Phase I with Capital Cost and O&M Cost
Average Fare
Sr. FIRR per Passenger
No Scenario (%) (Rs) Remarks
Full recovery of capital and The project
O&M cost through farebox financially
1. revenue only NEGATIVE Rs 12 unviable
2. Full recovery of capital and
O&M cost through farebox
0%
revenue only at fare level which Fares high to be
(break Rs. 35/-
will make the project to break acceptable
even)
even
3. Full recovery of capital and

revenue only at fare level
Fares too high
which will make the project to 13% Rs.120/-
to be acceptable
give a FIRR of 13% on the
project
4 Full recovery of capital and

revenue only at fare level which Fares too high
25% Rs. 280/-
will make the project to give a to be acceptable
FIRR of 25% on the project
14.6.3.2 The above financial analysis shows that the project is financially unviable with fare box
revenue alone at average fare of Rs 12 per passenger in order to recover capital and
O&M costs. The average fare per passenger will have to be Rs 35 per passenger in
order to break even for full recovery of capital and O&M costs. The fare is high to be
affordable to people. This will also not interest private BOT operator as the return is
0%. In order to get return of 13%, the fare will have to be Rs 120 per passenger which
is very high. This will also not interest private BOT operator as the return of 13% will
cover only debt repayments. The fourth scenario shows that in order to give return of
25% to the BOT operator, the fare will have to be Rs 280 per passenger which is very
exorbitant.
14.6.3.3 This analysis shows that it seems impossible to involve private sector or go in for PPP
model for funding the entire project i.e. provision of Civil Works, Electrical &
Signaling systems, Rolling Stock and operating the system with fare box as the only

source of revenue. In fact it has also been observed that even if we try to get the project
taken up on PPP basis with assured annuity payments to the private partner, the amount
of annuity payment after providing for atleast 25% returns will be of the order of Rs
3000 crore for atleast 30 years i.e an overall payment of Rs. 90000 crore.
14.6.3.4 Thus the entire capital costs will have to be borne by government. Only O & M of the
system can be given to private operator. Further analysis has been done with only O&
M cost and additional/replacement costs to borne by private operator with fare box
revenues and advertisement/limited property development revenues going to the
operator. This analysis has been done for two scenarios- the first with fare box revenue
alone going to operator and the second – with fare box revenue and
advertisement/limited property development revenues (estimated at 50% of farebox
revenues) going to operator. The results are shown in Table 14.6.
Table 14.6 Financial Analysis of Chandigarh Metro Phase I with O&M and Additional/Replacement
Costs to be borne by Private Operator
Average Fare per

S. No Scenario FIRR(%) Passenger (Rs) Remarks
Recovery of O&M and
1. additional/replacement costs through Fare is high and
farebox revenue only 25% Rs 18.38 unaffordable
Recovery of O&M and
additional/replacement costs through
2. farebox revenue and advertisement/limited 25% Rs. 12.27 Fare acceptable
property development revenues
14.6.3.5 Rail based systems are heavily capital intensive with long gestation periods. They are
generally not financially viable on the basis of farebox revenue alone. They are
viewed more as investments with a view to increasing the economic benefits to the
society at large rather than yielding high financial rates of return. Very few systems
all over the world are able to cover their operating costs and therefore grants and
subsidies for operations as well as additional investments are the order of the day.
Since costs of operation are more or less fixed in nature, any increase in passenger
volumes would improve the viability of the system. There are other issues peculiar to
this nature of travel. The setting up of such systems generates externalities, which
normally do not get monetised and flow back to the system to sustain its
development. In other words, the economic benefits flowing to the society and other
benefits generated by the setting up of these systems do not get translated to monetary
benefits for the system itself. Very few countries have been able to channelise these
as sources of revenue back to the system. Since the governing objective of setting up
these systems is social the fares are set at levels which are publicly and politically
acceptable thus setting in the vicious cycle of deficits leading to a fallback on

subsidies/government support.
14.6.3.6 It is obvious from the above financial analysis that capital cost of the project will have
to be borne by government. Private operator can be involved only in O & M of the
system.
14.6.4 Financing Plan to Meet Capital Cost of Metro
14.6.4.1 A Special Purpose Vehicle (SPV) may be formed with the participation of Chandigarh
Administration and Ministry of Urban Development, Government as joint venture
partners with 50:50 equity. Later State Governments of Punjab and Haryana may also
join this SPV when the metro system is extended to Mohali and Panchkula. This SPV
will own the metro system and will be responsible for implementation of the system.
Capital cost of Rs 8995 may be funded with debt equity ratio of 3:1. This SPV would
arrange for funds through equity to be contributed by all partners.
14.6.4.2 The SPV would have the powers to raise debt funds from any of the national/
international F.I’s, Banks and/or raise long term bonds to meet debt requirements.
Annual debt repayment is assumed to be done for 15 years after moratorium of 4
years of construction period. Scenarios for rate of interest for the debt are assumed as
3% pa (through international agencies) and 10% pa (national financial institutions).
14.6.4.3 As the metro project benefits the city of Chandigarh, it is important that substantial
part of the project cost is funded through local sources. The proposed metro system
passes along Himalaya Marg and Vikas Marg where abutting land for commercial
purposes is lying vacant and is still to be sold. The proposed system will greatly
benefit the businesses which will be developed after some time on these roads.
Therefore it is important that this benefit passes to the metro system. In this context it
is proposed that the vacant that unsold commercial land along Himalaya Marg and
Vikas Marg (about 230 acres) may be handed over to the SPV for revenue generation
through auction. Of this 50% will be available for commercial sale. In the past this
commercial land has been auctioned at the rate of Rs 3 lakh per sq yard. Same auction
price is assumed for this unused land. This is conservative estimate for generating
revenue through auction of unused land. Actual realization may be more. Thus this
unused commercial land may be auctioned in stages every year in 15 years to meet
the annual debt repayment requirement. In case if the finances for equity of
Chandigarh Administration cannot be arranged through budgetary resources, this can
also be met through auction of additional commercial land. The requirement of

commercial land for various scenarios of availability of debt and financing plan are
Additiona
Annual Total sale l auction Total
Debt Annual of comm. of com. auction of
Debt Payment auction of land Land to com. land
At for 15 comm. land required meet required to
Compl Equity At years after required to to service equity of meet
etion Completion Completion constructio service debt debt CA equity also
ROI (%) (Rs cr) (Rs cr) Cost (Rs cr) n (Rs cr) (acre) (acre) (50%) (acre)
6968.8
3% 8 2322.96 9291.84 583.76 4.02 60.31 8.00 68.30
7488.3
10% 4 2496.11 9984.45 984.52 6.78 101.71 8.60 110.30
14.6.4.4 The above table indicates that in case the equity is provided through budgetary sources
to the SPV, and it is able to obtain loan at 3% pa through international funding, the
loan can be repaid over a period of 15 years through an annual sale of around 4 ha of
commercial land. However if the cost of funds increases to 10 % pa, the land required
to be auctioned will be around 6.78 ha per year. In this case the total land required to
be auctioned will be approx. 102 ha in 15 years. It is seen that in worst case scenario,
the total land requirement is 110 acres (saleable land out of total 220 acres) in 15
years which is available now on Himalaya Marg and Vikas Marg. This even includes
equity requirement of CA. Thus the available unused commercial land on Himalaya
Marg and Vikas Marg can easily meet debt requirements of the project.
14.6.4.5 In order supplement the resource base for generating funds for debt servicing /
repayments, “dedicated levies” on Registration of Motor Vehicles, Sale of Petrol &
Diesel, and Sale of Liquor can also be thought of. The revenue generated through
these measures is estimated as about Rs 100 crores per year as shown in Table 14.8.
Table 14.8 Estimated Revenue through Dedicated Levies
Dedicated Levy on Quantity/ Unit rate Expected Returns

Year suggested/Vehicle or litre (Annual) (Rs. Crore)
or bottle (Rs)
Regn. of new cars (Nos.) 15000 20000 30
Regn of new 2-Wheelers (Nos.) 20000 5000 10
Sale of Petrol (Kilo Liters) 66000 2 13.2
Sale of diesel (KiloLiters) 108000 1 10
Sale of Liquor (IMFL) Kilo bottles 34000 10 34
TOTAL 97

14.6.5 Financing Plan to Meet O & M Cost/Addl/Replacement Cost of Metro
The O & M of the metro system may be given to a private operator. The private operator
will also have to meet the additional cost of rolling stock to cater to increase in traffic and
replacement costs in addition to meet O & M Costs for 30 years. As indicated in Table
14.6, only farebox revenue cannot meet private operator’s costs. The operator will also
have to be given the right to generate revenue through advertisement in trains/stations and
limited property development at stations. These revenue streams will cover operator’s
costs and provide adequate return. In financial bids for selection of operator, the selection
criteria can be the annuity amount which the bidder can ask for to meet all the costs with
adequate return or the bidder can give annuity to the SPV. Alternatively, the SPV may
also keep the right to collect revenues through advertisements and ask the bidder to quote
the annuity amount to be paid to the selected operator. In case, the annuity amount has to
be paid to the selected operator, the SPV can meet this amount through the revenue
collected through dedicated levies as mentioned in Table 14.8.

DRAFT FINAL REPORT – July 2009 Chapter 15 Institutional Strengthening
CHAPTER – 15
INSTITUTIONAL STRENGTHENING
15.1 AGENCIES INVOLVED IN CHANDIGARH URBAN COMPLEX.
15.1.1 The Chandigarh Urban Complex is spread over the three states of the Chandigarh
Administration (U.T. Govt.), Punjab State Govt. and the Haryana Govt. Each of these
Govt. has different depts. & authorities for implementation of different components of the
transportation related proposals. For example with Chandigarh Administration there are:
1. Transport Department / Chandigarh Transport Undertaking
2. Engineering Deptt.
3. Architecture & Town Planning Deptt.
4. Chandigarh Housing Board.
5. Chandigarh Municipal Corporation.
15.1.2 Similar is the situation in the adjoining states of Punjab & Haryana where also there are a
number of similar agencies whose intervention in the development and implementation of
the transportation schemes will be necessary.
15.2 REGIONAL AND URBAN TRANSPORT DEVELOPMENT BOARD
15.2.1 Though the Study covers the transportation problems in the CHANDIGARH URBAN
COMPLEX comprising Chadigarh- S.A.S. Nagar (Mohali) -Panchkula, the impact of the
traffic from the neighboring towns has also to be taken into consideration. The extended
study region consists of the towns of Zirakpur, Kharar, Dera-Bassi in Punjab; Alipur-Kot
Behla complex, Kalka-Pinjore Complex in Haryana and Prawanoo & Baddi in Himachal
Pradesh. These towns lie in outer belt and the substantial traffic which emanates from or
bound for these passes through the Chandigarh Urban Complex using NH 21, 21-A and
22. The traffic to and from these areas have been accounted for through the outer cordon
surveys. Planning and development for these townships is being carried out
independently by the respective authorities e.i. GMADA, T & C Plg. Haryana & HUDA
and T & C Plg. H.P & BBNDA. Based on the data made available for the for these
individual towns & complexes by the respective and the survey conducted on the traffic
passing through the outer cordon as determined by traffic counts at cordon points, quite a
few proposals for the Regional Networks have also been proposed in this study. These

proposals need to be considered very seriously for implementation by the respective State
govts., NHAI and railways in the long term perspective.
15.2.2 Since these Regional Proposals as listed in Chapter 12 (Table 12.3 & Table 12.9)
transcend the state boundaries as well as fall within the jurisdiction various Central &
State Govt. departments, for their future planning, development and execution an inter
state agency is necessary. Also, since even the proposal/projects identified for the
Chandigarh Urban Complex are spread over the 3 adjoining states, their respective
implementing agencies will have to work in close coordination with each other. In fact
observing such problems, while formulating the National Transport policy it was
observed that:
‘The current structure of governance for the transport sector is not equipped to
deal with the problems of urban transport. These structures were put in place well before
the problems of urban transport began to surface in India and hence do not provide for
the right coordination mechanisms to deal with urban transport. The central government
will, therefore, recommend the setting up of Unified Metropolitan Transport Authorities
(UMTA’s) in all million cities to facilitate more co-ordinated planning and
implementation of urban transport programmes & projects and integrated management
of urban transport systems. Such Metropolitan Transport Authorities would need
statutory backing in order to be meaningful’.
15.2.3 The study region which had a population of 1.36 million in 2001 & estimated to have
exceeded 2 million in 2009 and is slated to grow upto around 6 million by 2041 (ref.
Table 8.2). Thus an agency in the form of a Regional & Urban Transport Development
Board (RUTDB) on the lines of the UMTA / NCR Planning Board under Govt. of India
with all the respective state Govts. and concerned central govt. agencies like Railways
and NHAI as its members. This Board could coordinate the planning and implementation
of the all the Transport proposals within the Region as well as the Urban Complex and
resolve any inter-state transport problems. While for actual implementation of the
projects, the concerned agencies / SPV’s as may be set up, will be responsible, the Board
will assign and assist in development of the Transport Projects and coordinate with
national / international funding agencies for these projects.
15.2.4 The Board-Constitution and Functions
The Board could be headed by the Administrator Chandigarh and have the following
members:
• Chief Secretaries of the States of Punjab, Haryana and Himachal Pradesh,
• Secretary, Ministry of Urban Development, Govt. of India

• Chairman NHAI
• General Manager Northern Railways
• Advisor to Administrator Chandigarh Administration.
• C.E.O. of the Board.
The Functions of the Board shall be as follows:

(1) To coordinate all land transport matters in the Region / Study Area as well as the
(2) To prepare detailed Master Plan for Transport Infrastructure based on the
Comprehensive Traffic and Transport Study for Region / Study Area as well as
the Chandigarh Urban Complex
(3) To oversee implementation of all transportation projects
(4) To appraise and recommend transportation and infrastructure projects for bilateral
/ bilateral Central assistance.
(5) To function as empowered Committee for all Urban Transportation Projects
(6) To initiate action for a regulatory frame work for all land transport systems in
Region / Study Area as well as the Chandigarh Urban Complex
(7) To initiate steps, where feasible for common ticketing system.
(8) Take any other decision for the integrated urban transport and land use planning and
implementation of the projects.
(9) Any other functions entrusted from time to time.
15.3 CHANDIGARH URBAN COMPLEX MASS RAPID TRANSIT CORPORATION
15.3.1 The institutional arrangements for any project flow out of the basic decisions with regard
to its implementation, operation and management needs. The most prudent arrangement
for implementing the proposed mass transport projects for the Chandigarh, Urban
Complex is suggested as under:
• That a Metro covering a route length of 40.7 km. within Chandigarh (along 3
corridors) extendable to SAS Nagar in Punjab and Panchkula in Haryana be taken up
in the first Phase to be implemented by 2014.
• The financially optimal & prudent arrangement seems to be to set up an SPV, to be

called Chandigarh Urban Complex Mass Rapid Transit Corporation (CUMTC) for
implementation of this project. The CUMTC will work under overall guidance of the
Regional & Urban Transport Development Board.

• CUMTC will be a Joint Venture company with 50:50 equity participation from
Chandigarh Administration and MOUD, GOI. Later on when the system extends in
Mohali and Panchkula. the State Govt. of Punjab and Haryana may also join this SPV
by equity participation.
• CUMTC would arrange for funds through equity to be contributed by all partners.
• CUMTC would have the powers to raise debt funds from any of the national /
international F.I.’s, Banks and / or raise long term bonds.
• Since the funds are proposed to be retained through property development, i.e. sale of
Commercial plots in Chandigarh, the property/ plots earmarked for this purpose may
be transferred to the CUMTC by the Chandigarh Administration.
15.3.2 Functions of the Operator Company
• On implementation of Phase I of the metro project its operation and maintenance

(O&M), a PPP based company may can be formed and designated as the “Operator
Company.” The selection of the Operator Company should be undertaken through
regular bidding for which the technical and financial criteria will be laid down by the
Regional & Urban Transport Development Board. The final selection of the Operator
Company will be undertaken by the Regional & Urban Transport Development
Board. This “Operator Company” will be responsible for the Operation and
Maintenance of the system as well as the replacement and augmentation of the rolling
stock to maintain the desired level of services as may be directed by CUMTC. The
Operator Company will also be responsible for operation , maintenance and
management of the parking arrangements appurtenant to the MRT station and also
running of feeder transport systems as my be directed by CUMTC.
• The complete Metro network along with the system and Rolling stock will be handed
over by CUMTC to the “Operator Company” initially for a concession period of 30
years. After the completion of the concession period of operation, the Operator
Company will hand over the complete System in “Good Running Condition” to
CUMTC. Thereafter either the same company can be allowed to continue on the basis
of a fresh Contract or a new company can be invited to bid and enter in to a contract
on the basis of the bid.

• The revenue stream shall consist of user charges from passengers and from
advertisements and will be collected by the Operator Company.
• This revenue stream should generally meet the O & M and replacement cost and
CUMTC can provide viability gap funding on Annuity basis if there is a shortfall
or draw back any excess amount which may form part of the financial bid of the
Operator Company.
15.3.3 Since the project is actually going to be implemented by this SPV this authority should
work on the pattern of the DMRC. The composition of the corporation and the act under
which it will function will be decided the Governments/RUTDB.
15.3.4 Role and activities of the CUMTC
Broadly speaking its activities can be divided into four phases of the project. These are:
Phase I - Pre implementation Stage:
• Preparation of the DPR for the project and obtaining all the necessary technical
clearances including Environmental Clearance.
• Arranging finances for the project- Equity from the stake holders and debts from
F.I’s / raising bonds.
• Identification of Commercial Properties for development / auction in order to

service the Debt. / Bonds and getting it transferred to the CUMTC from
Chandigarh Administration.
• Identification of any land as may be required for the project, getting it transferred
through the Chandigarh Administration.
• Preparing pre-qualification and tender documents for inviting bids from

companies for project execution.
• Completing the Bidding processes and award of contract with the approval of the
Board.
• Appointment of the proof consultant for the project implementation.

Phase II – Execution Stage
• Immediately after the award of contract, the contractor will submit the detailed
designs for the project, its execution Schedule and all other necessary documents
for examination and approval of the CUMTC.
• Transfer of right of way, space for depots and major stations etc. to the Contractor
• Monitoring the construction activities and their adherence to approved designs
and the time schedule approved in the DPR.
• Getting the systems, rolling stock and allied equipment duly checked and certified
by the consultants
• All pre-operation testing and certification of the entire system to conform to the
safety norms and technical specifications.
• Making arrangements for annuity payments through returns from property
development and other revenue sources
• Getting the statute analogous to Delhi Metro Railway (Operation & Maintenance)
Act , 2002 enacted well before the operation starts
Phase III- Operation and Maintenance of the System
• At least Six month before the anticipated date of completion of the project
completion / execution, CUMTC will finalize the Pre-Qualification terms as well
as the bid terms for inviting prospective bidders to apply for the operation &
Management of the MRTS. The Operator Company must be placed in position
well before the commissioning of the system.
• Once the system is commissioned after due certification its operations and
formally taken over by CUMTC, it will be handed over to the Operator Company.
• During the operation by the Operator Company the CUMTC will oversee :
• Safety of the passengers

• Punctuality of Operations
• Fixation of fares and their revision
• Proper maintenance of the systems
• Provision of adequate capacity as per passenger demand
• Replacement of systems, rolling stock and other equipments at appropriate
time
• Co-ordination & inter-face with other public transport modes

• Ensuring regular disbursement of annuity as per Concession Agreement

• That finally when the concession period comes to an end and the assets are to
be passed on to the CUMTC they are in perfect running conditions as defined
in the concession agreement.
During this period CUMTC will also undertake the commercial development sale the
properties allocated to it by the Administration
The CUMTC will be responsible for all repayments Debts /Bonds for which it may use
the above fund & if necessary seek additional funds from Chandigarh Administration,
who may provide the same either through dedicated levis or/and budgetary source as and
when necessary.
15.4 TRAFFIC ENGINEERING CELLS (TEC)
Engineering Department of the Chandigarh Administration deals with road construction

and maintenance. Traffic Police looks after traffic management in the city. There are
numerous issues of proper road geometrics, traffic circulation, junction design, traffic
signals, road signs/markings, street furniture etc which are not properly attended to by
these agencies due to lack of traffic engineering expertise. Traffic planning is a continuous
affair. It is therefore important that Traffic Engineering Cells are established in these
organizations with qualified and adequate staff such as traffic engineers. This will ensure
that the traffic schemes are properly implemented with better results and fine tuned later, if
necessary. This will go a long way to improve traffic flow in Chandigarh. Similar TECs
should also be set up for Mohali and Panchkula in the concerned agencies i.e HUDA,
PUDA, GMADA, Public Works Department, and Traffic Police etc.

Annexure 3.1
PREPARATION OF COMPREHENSIVE MOBILITY PLAN FOR CHANDIGARH URBAN COMPLEX
SURVEY BY RITES LTD. FOR CHANDIGARH ADMINISTRATION (CA)
ROAD NETWORK INVENTORY
Day : Name of Surveyor :
Date : Name of Supervisor :
ADJOINING
NAME NODE SECTION ROAD EXISTING
NODE WIDTH (m) LIGHTING LAND USE
OF THE NUMBER LENGTH SURFACE TSM
ROAD (km) MEASURES
SERVICE ROAD FOOT PATH LOCA-
FROM TO FROM TO ROW CW MEDIAN TYPE TYPE QUALITY LEFT RIGHT
LEFT RIGHT LEFT RIGHT TION
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
NOTE: LIST TO BE EXPANDED AS PER SITE CONDITIONS

TYPE OF LIGHTING: 1. FILAMENT 2. FLOURESCENT 3. SODIUM
LOCATION OF LIGHTING: 1. ON MEDIAN 2. ONE SIDE ONLY 3. BOTH SIDES
TYPE OF ROAD SURFACE: 1. WBM 2. BITUMEN 3. CEMENT CONCRETE
QUALITY OF ROAD SURFACE: 1. GOOD 2. FAIR 3. POOR
Annexure 3.2

SPEED AND DELAY SURVEY

NAME OF SECTION TOTAL STOPPED

SECTION LENGTH
THE ROAD JOURNEY TIME DELAY
(km) REMARKS
NODE NAME NODE NUMBER
(sec)
START END START END
FROM TO FROM TO TOTAL TOTAL
Reading Reading TIME TIME
1 2 3 4 5 6 7 8 9 10 11 12 21
NOTE : 2-WH.: TWO WHEELER

3-WH.: THREE WHEELER
REMARKS COLUMN SHOULD BE FILLED FOR ANY ABNORMALITY OBSERVED IN TRAFFIC CHARACTERISTICS LIKE TEMPORARY DIVERSIONS / ACCIDENTS / TRAFFIC JAM OR CHANGE IN
WEATHER LIKE RAIN / STORM, ETC.
Annexure 4.1

STUDY BY RITES LTD. FOR CHANDIGARH ADMINISTRATION (CA)
CLASSIFIED TRAFFIC VOLUME COUNT AT OUTER CORDONS/MID-BLOCK / SCREENLINE LOCATIONS
Location Number Name of Enumerator

Approach Name Name of Supervisor
Direction From To Duration
Day Date
Motorised vehicle
Passenger Vehicle Goods Vehicle Agricultural Vehicle
Time Period
Car/Jeep/Va Scooter/ Others Cycle Others
Auto Minibus Bus LCV 2-3 Axle MAV Tractor Tractor Trailer Cycle Remarks
n Motorcycle Rickshaw
Annexure 4.1

ORIGIN-DESTINATION SURVEY FOR GOODS VEHICLE
Location Number : Day : Name of Surveyor :

Name of the Road : Date : Name of Supervisor :
Direction : Number of Hours :
Screen Line / Outer Cordon :
TIME OF TYPE OF ORIGIN DESTINATION TRIP COMMODITY TONNAGE FREQUENCY STOPPAGE IN THE CITY REMARKS
SURVEY VEHICLE LENGTH TIME LOCATION TIME PURPOSE
1 2 3 4 5 6 7 8 9 10 11 12 13
NOTE : LIST TO BE EXPANDED AS PER SITE CONDITIONS

COMMODITY : 1. BUILDING MATERIALS 2. VEGETABLES 3. FRUITS 4. PULSES 5. MILK 6. CHEMICALS
FREQUENCY : 1. DAILY 2. WEEKLY 3. MONTHLY
Annexure 4.1

ORIGIN-DESTINATION OF PASSENGERS VEHICLES
Location Number : Day : Name of Surveyor :

Name of the Road : Date : Name of Supervisor :
Direction : Number of Hours : 08 / 16 / 24
Outer Cordon :
OCCUPA-
TIME OF TYPE OF ORIGIN DESTINA-TION TRIP PURP- FREQ-
NCY OF THE REMARKS
SURVEY VEHICLE (Specify Location) (Specify Location) OSE UENCY
VEHICLE
LENGTH TIME
1 2 3 5 6 7 8 9 10 11
(*) - FOR THROUGH TRIPS AT OUTER CORDON SURVEY

TRIP PURPOSE : 1. WORK 2.BUSINESS 3. EDUCATION 4. SOCIAL 5.OTHERS (please specify) 6. RETURN HOME
FREUENCY : 1. DAILY 2. WEEKLY 3. Bi- WEEKLY 4.MONTHLY
A n n e x u r e 4 . 1 0
TRAFFIC FLOWS ACROSS

NEAR CHANDIGARH HOUSING BOARD
MORNING PEAK Sector - 12

0900 - 1000 Madhya Marg
Vehicles 5181
PCU 4535
1223
1192
354
153
Jan Marg 373 686 Jan Marg
1564 273 503

Sector - 53 179 Sector - 01
918
1146 180 418
60
672
612 78
1361
1664
Madhya Marg
Housing Board Chowk

NEAR CHANDIGARH HOUSING BOARD
Sector - 12
EVENING PEAK Madhya Marg
1845-1945
Vehicles 4651
PCU 4202
1386
1097
342
123
946 189 406

473
1198 318 734
108
794
538 95
1427
1213
Madhya Marg
Housing Board Chowk
A n n e x u r e 4 . 1 0

CRICKET STADIUM (ROTARY)

0915 - 1015 Udyog Path
Vehicles 7954
PCU 7285
1120
1775
379
352
2236 1102 1990

937
1858 583 1097
337
746
897 536
2178
2317
Udyog Path
Sector - 28

CRICKET STADIUM (ROTARY)
Sector - 14
EVENING PEAK Udyog Path
1730 - 1830
Vehicles 7930
PCU 6833
1680
. 1855
376
410
1361 497 1221

690
1806 865 1800
369
940
565 314
1819
2128
Udyog Path
Sector - 28
A n n e x u r e 4 . 1 0

ROTARY OF KISHAN BHAWAN

0930 - 1030 Dakshin Marg
Vehicles 6833
PCU 5867 3252
1635
1618
193
330
1250 635 1376

Sector - 53 2176 299 2580 Sector - 01
415
926 484 1205
422
1135
250 411
1795
1931
3726
Dakshin Marg
Zirak Pur

ROTARY OF KISHAN BHAWAN
Sector - 38
EVENING PEAK Dakshin Marg
1745 - 1845
Vehicles 9693
PCU 7830
2278
. 1885
365
207
1206 741 1451

257
2006 1239 2194
526
1641
402 503
2546
2095
Dakshin Marg
Zirak Pur
A n n e x u r e 4 . 1 0

PHASE-7 CHOWK (MOHALI)
Location Code: INT 04
MORNING PEAK Phase - V
0930 - 1030 Mohali
Vehicles 6805
PCU 5488
1165
1158
168
291
Himalaya Marg 150 700 Himalaya Marg
953 716 1720

Sohana 346 Sector - 04
87
1025 693 1831
792
669
165 713
1546
1579
Mohali
Phase - XI

PHASE-7 CHOWK (MOHALI)
Phase - V
EVENING PEAK Mohali
1800 - 1900
Vehicles 9033
PCU 7120
1620
. 1503
252
390
1505 902 2162

274
1105 734 2289
1100
835
119 870
1823
2234
Mohali
Phase - XI
A n n e x u r e 4 . 1 0

SECTOR -43 CHANDIGARH I.S.B.T.
0915 - 1015 Vikas Marg
Vehicles 10452
PCU 7894
1657
1947
83
521
2355 1568 2345

591
1687 986 1759
271
959
618 256
1833
2205
Vikas Marg
Ram Darbar Colony

SECTOR -43 CHANDIGARH I.S.B.T.
Sector - 39
EVENING PEAK Vikas Marg
1730 - 1830
Vehicles 9812
PCU 7547
1806
. 1814
159
558
1387 870 1723

430
2168 1417 2434
324
1025
593 295
1913
1851
Vikas Marg
Ram Darbar Colony
A n n e x u r e 4 . 1 0

BHAKRA COLONY CHOWK
Vehicles 8543
PCU 6978
1741
1733
390
692
1571 717 1959

606
1355 599 1717
666
1041
366 550
1957
1923
Dakshin Marg
Zirak Pur

BHAKRA COLONY CHOWK
Sector - 38
1745 - 1845
Vehicles 9921
PCU 8035
1859
. 2092
531
550
1671 712 1805

690
1956 748 2020
714
1031
677 544
2252
2415
Dakshin Marg
Zirak Pur
A n n e x u r e 4 . 1 0

AROMA HOTEL CHOWK
0945 - 1045
Vehicles 8220
PCU 7002
1792
1564
483
481
2379 1269 2088

313
1909 1080 1644
302
732
346 339
1416
1214
0
Sector - 21

AROMA HOTEL CHOWK
Sector - 22
EVENING PEAK 0
1745 - 1845
Vehicles 9462
PCU 8017
1946
. 1717
656
338
2310 1197 1807

478
2731 1461 2202
334
904
614 272
1790
1534
0
Sector - 21
A n n e x u r e 4 . 1 0

SEC -17 ISBT CHANDIGARH
Vehicles 8244
PCU 7116
1466
2057
850
398
1955 1267 2140

231
2144 916 1648
328
604
378 475
1457
1367
Udyog Path
Sector - 28

SEC -17 ISBT CHANDIGARH
Sector - 14
1730 - 1830
Vehicles 11725
PCU 9540
2329
. 3047
723
1113
Himalaya Marg 602 1211 . Himalaya Marg
1831 837 2523

392
2216 1115 2641
870
1070
379 573
2022
2472
Udyog Path
Sector - 28
A n n e x u r e 4 . 1 0

K.C. CINEMA CHOWK
MORNING PEAK Sector-12
Vehicles 11209
PCU 8802
4072
2405
387
300
1180 334 1257

154
940 393 1793
660
2640
161 624
3424
2533
Madhya Marg
Housing Board

K.C. CINEMA CHOWK
Sector-12
1800 - 1900
Vehicles 10075
PCU 8474
2484
. 3343
690
430
1231 443 1387

308
1377 460 1358
696
1800
228 515
2543
3226
Madhya Marg
Housing Board
A n n e x u r e 4 . 1 0

ROTARY OF MADHYA MARG
MORNING PEAK Sector-12
Vehicles 8426
PCU 7002
3065
1756
321
118
Sukhna Path 631 1318 Sukhna Path
1634 465 780

Sector -50 237 Sector -06
539
1189 446 795
112
2198
423 198
2818
1968
Madhya Marg
Housing Board

ROTARY OF MADHYA MARG
Sector-12
1745 - 1845
Vehicles 8264
PCU 6824
1705
. 2800
571
251
1264 322 715

588
1638 445 878
200
1118
623 142
1882
2766
Madhya Marg
Housing Board
A n n e x u r e 4 . 1 0

ROTARY OF UDYOG PATH & SUKHNA PATH
MORNING PEAK Sector -14
Vehicles 6576
PCU 5324
2023
1016
200
259
1494 623 1146

290
1146 702 1215
161
1090
245 264
1599
1009
Udyog Path
Sector -28

ROTARY OF UDYOG PATH & SUKHNA PATH
Sector -14
1730 - 1830
Vehicles 6439
PCU 5525
1301
. 1948
692
338
1424 900 1357

261
1433 610 1179
255
725
132 119
975
1434
Udyog Path
Sector -28
A n n e x u r e 4 . 1 0

DAKSHIN MARG & SUKHNA PATH (ROTARY)
Vehicles 10421
PCU 8600
2864
2656
323
527
1812 1049 1840

340
1470 906 1928
281
1699
242 265
2205
2427
Dakshin Marg
Zirakpur

DAKSHIN MARG & SUKHNA PATH (ROTARY)
Sector -38
1730 - 1830
Vehicles 11645
PCU 9929
3091
. 2939
649
555
1808 937 2011

364
2193 1063 2504
536
1679
482 519
2679
2635
Dakshin Marg
Zirakpur
A n n e x u r e 4 . 1 0

SIRHIND CHOWK NR. - 51
Vehicles 6300
PCU 5212
1345
1795
271
778
Chandi Path 105 746 Chandi Path
1386 1046 1918

Sector -48,49 526 Sector -26
236
931 478 1041
37
714
183 95
992
1019
Vikas Marg
Sector -47,48

SIRHIND CHOWK NR. - 51
Sector -39
1800 - 1900
Vehicles 5166
PCU 4649
1642
. 1322
305
362
Chandi Path 132 655 Chandi Path
891 562 1044

Sector -48,49 632 Sector -26
198
1097 651 1297
14
879
141 121
1140
866
Vikas Marg
Sector -47,48
A n n e x u r e 4 . 1 0

SUKHNA PATH SECTOR -49,50
Vehicles 7879
PCU 5984
2012
2006
408
335
1028 399 1105

166
1151 612 1292
287
1157
131 372
1659
1716
Vikas Marg
Sector -47,48

SUKHNA PATH SECTOR -49,50
Sector -39
1800 - 1900
Vehicles 8563
PCU 7484
2291
. 2717
709
375
1254 579 1361

156
1794 842 1422
250
1440
244 408
2092
2039
Vikas Marg
Sector -47,48
A n n e x u r e 4 . 1 0

ROTARY NEAR SEC -47 (PURV MARG)
Shanti Path
Vehicles 4663
PCU 3608
579
559
45
215
Poorvi Marg 244 299 Poorvi Marg
1654 1191 1479

Sector -47,48 161 Tribune Chowk
220
964 811 1040
68
174
109 74
356
587
Shanti Path
Ram Darbar Colony

ROTARY NEAR SEC -47 (PURV MARG)
Sector -38
EVENING PEAK Shanti Path
1730 - 1830
Vehicles 4912
PCU 4455
674
. 542
37
91
1463 1229 1407

Sector -47,48 211 Tribune Chowk
182
1624 1389 1754
155
410
198 88
696
751
Shanti Path
Ram Darbar Colony
A n n e x u r e 4 . 1 0

TRIBUNE CHOWK
Vehicles 12771
PCU 10997
3231
2642
529
716
2626 1169 2587

Sector -48 722 Sant Nirankari Bhawan
718
2513 1280 2553
551
1770
705 703
3177
2667
Dakshin Marg
Zirakpur

TRIBUNE CHOWK
Sector -38
1730 - 1830
Vehicles 13251
PCU 12361
2582
. 3218
810
612
3222 1270 2833

Sector -48 700 Sant Nirankari Bhawan
1460
3046 1467 2811
644
1389
770 951
3110
3900
Dakshin Marg
Zirakpur
A n n e x u r e 4 . 1 0

TIMBER MARKET (MADHYA MARG)
Vehicles 13163
PCU 11442
3559
3092
471
689
2215 494 1594

Tribune Chowk 454 Sant Nirankari Bhawan
1414
2728 473 1143
216
2798
1785 411
4993
3562
Madhya Marg
Housing Board

TIMBER MARKET (MADHYA MARG)
Sector -12
1830 - 1930
Vehicles 14111
PCU 14769
3616
. 4691
1170
652
3426 707 1690

Tribune Chowk 483 Sant Nirankari Bhawan
1850
4356 1331 2202
388
2264
1856 331
4451
5108
Madhya Marg
Housing Board
A n n e x u r e 4 . 1 0

CHANDIGARH RAILWAY STATION
Vehicles 13908
PCU 11650
5086
3788
250
188
233 3350 0
961 164 1004

Railway Station 302 Pipaliwala Town
565
1484 288 752
163
4552
946 652
6150
4078
Madhya Marg
Housing Board

CHANDIGARH RAILWAY STATION
Sector -12
1830 - 1930
Vehicles 12543
PCU 11600
4111
. 4673
253 312
0 345 4362 0
1421 279 831

Railway Station 338 Pipaliwala Town
797
773 307 1119
474
3429
466 241
4135
5632
Madhya Marg
Housing Board
A n n e x u r e 4 . 1 0

HOUSING BOARD
MORNING PEAK Chandigarh
Vehicles 12341
PCU 10473
4838
2778
1895
77
2633 806 0
3806 666 966

Sec-18 157 Mani Majra
507
3129 848 1234
229
2048
386 223
2656
1542
Madhya Marg
Pinjor

HOUSING BOARD
Chandigarh
1745 - 1845
Vehicles 14516
PCU 12680
4230
. 4700
3618
91
0 1538 992 0
2818 799 1283

Sec-18 277 Mani Majra
481
5247 997 1722
449
2415
633 393
3441
1921
Madhya Marg
Pinjor
A n n e x u r e 4 . 1 0

SECTOR-05 ISBT (Panchkula)
0845 - 0945
Vehicles 5857
PCU 4885
1426
1155
213
241
361 701 0
1227 555 1355

311
911 367 758
182
856
332 559
1747
1194
0
Sector -04

SECTOR-05 ISBT (Panchkula)
Sector -07
EVENING PEAK 0
1745 - 1845
Vehicles 5492
PCU 4594
1065
. 1404
233
195
0 203 976 0
959 352 848

405
946 386 944
355
659
328 302
1288
1736
0
Sector -04
Annexure 4.11

PEDESTRIAN SURVEYS
Name of Location : Type of Survey : Along/Across

TIME ALONG ACROSS

1 2 3
0800-0815
0815-0830
0830-0845
0845-0900
1900-1915
1915-1930
1930-1945
1945-2000
Annexure 4.2

CLASSIFIED TRAFFIC VOLUME COUNT AT OUTER CORDONS/MID-BLOCK / SCREENLINE LOCATIONS
Location Number Name of Enumerator

Approach Name Name of Supervisor
Direction From To Duration
Day Date
Motorised vehicle
Time Period
Auto Minibus Bus LCV 2-3 Axle MAV Tractor Tractor Trailer Cycle Remarks
Annexure 4.3

CLASSIFIED TURNING MOVEMENT TRAFFIC COUNT AT INTERSECTION
Location Number: Name of Surveyor:

Approach Name: Name of Supervisor:
Direction From To Duration:
Day:
Date:
Motorised vehicle
Time Period Remarks
Auto Minibus Bus LCV 2-3 Axle MAV Tractor Tractor Trailer Cycle
1 2 3 4 5 6 7 8 9 10 11 12 15 16 17 18
Comprehensive Mobility Plan for Chandigarh Urban Complex Annexure 4.4
Composition of Total Traffic at 01_NH-21 (Dera Bassi Toll Plaza) Composition of Total Traffic at 02_NH-64 PATIAYALA RD. (Near Banoor Chowk)
M_Bus Truck
5% LCV Tractor-trailer LCV MAV Tractor-trailer
1% Tractor
Bus Truck 2% Cycle
5% 1% 10% 1% 1%
5% 9% 3%
Cycle M_Bus
4% 1%
Bus Other (S)
Tempo 1%
5%
2%
Rick
1% Rick
1%
Tempo
4%
2-Wh Car/Jeep/Van
30% 32%
Car/Jeep/Van
46%
2-Wh
30%
Composition of Total Traffic at 03_Sarhind Road Composition of Total Traffic at 04_NH-21 (Outside Kharar)
Bus
Truck LCV
Tempo 1% Tractor-trailer Cycle
3% 3% LCV MAV
3% 1% 7%
2-Wh 7% 1%
Truck
32% MAV
6%
1%
Bus
Rick
5%
1%
Tractor-trailer
1%
Tempo
3%
Tractor
1%
Cycle Car/Jeep/Van
6% 43%
2-Wh
26%
Car/Jeep/Van Other (S)
48% 1%
Composition of Total Traffic at 05_KHUDA LOHARA MULLAN PUR ROAD Composition of Total Traffic at 06_NH-21 (Outside Baddi)
Tractor Tractor-trailer
MAV
1% 3%
LCV 1%
LCV Tractor-trailer Cycle Cycle
13%
3% 1% 13% 2%
Truck
2% Truck
Other (S) 16% Other (S)
1% 1%
Bus
School Bus
1%
1% Car/Jeep/Van
Car/Jeep/Van
29%
31%
M_Bus
Tempo 2%
5%
Bus
2-Wh 4%
43% Tempo 2-Wh
1% 26%
Composition of Total Traffic at 08_Morni Road

Composition of Total Traffic at 07_NH-22 Parvanoo Toll Tax
LCV Tractor-trailer
School Bus Truck
Truck LCV 4%
4% 1%
1% 9% 12% School Bus
M_Bus Cycle
1% 8%
6%
Bus
Bus
2%
2%
Car/Jeep/Van
34%
2-Wh Car/Jeep/Van
32% 43%
2-Wh
41%

Composition of Total Traffic at 09_NH-73 Composition of Total Traffic at 02_NH-21 (Near Silver City)
School Bus Truck LCV

Bus 0% 4% 3%
LCV MAV Tractor-trailer
5% 1%
19% 2%
Truck
22% Tempo Cycle
Other (S)
4% 6%
1%
M_Bus
1% 2-Wh
31%
Other (S)
2%
Car/Jeep/Van
Bus 29%
3%
Car/Jeep/Van
Tempo 2-Wh
44%
2% 21%
Composition of Total Traffic at 01_NH-22 (SURAJ PUR) Composition of Total Traffic at 03_NH-21 (BOLANGI PUR)
LCV Cycle Rick

4% 11% 1%
LCV Other (S)
MAV
Truck 15% 1%
2%
17% Truck
Car/Jeep/Van
3%
32%
M_Bus
1%
Bus
4%
Bus Car/Jeep/Van
3% 36%
Tempo
9%
Tempo
4%
2-Wh 2-Wh
22% 35%
Composition of Total Traffic at 04_NH-21A Between Pinjore and Baddi
LCV Tractor
MAV
Truck 1%
13% 4%
15% Tractor-trailer
1%
M_Bus
1%
Cycle
3%
Bus
2%
Car/Jeep/Van
32%
Tempo
1%
2-Wh
27%

RITES LTD
DRAFT FINAL REPORT – July 2009

1000
1500
2000
2500
3000
3500
1000
1200
1400
1600
1000
1200
1400
1600
1800
2000
100
200
300
400
500
600
500
200
400
600
800
200
400
600
800
0
0
0
0800-0900 0800-0900
0800-0900 0800-0900
0900-1000 0900-1000
0915-1015 0915-1015
1000-1100 1000-1100
Hourly variation of Traffic at 05_KHUDA LOHARA M ULLAN PUR ROAD

1030-1130 1030-1130 1100-1200 1100-1200
Hourly variation of Traffic at 01_NH-21 (Dera Bassi Toll Plaza)

Hourly variation of Traffic at 07_NH-22 Parvanoo Toll Tax
1145-1245 1145-1245 1200-1300 1200-1300
1300-1400 1300-1400 1300-1400 1300-1400
Hourly variation of Traffic at 03_Sarhind Road

1400-1500 1400-1500
1415-1515 1415-1515
1500-1600 1500-1600
1530-1630 1530-1630
1600-1700 1600-1700
1645-1745 1645-1745 1700-1800 1700-1800
1800-1900 1800-1900 1800-1900 1800-1900
Nos.
Nos.
Nos.
Nos.
1900-2000 1900-2000
1915-2015 1915-2015
2000-2100 2000-2100
2030-2130 2030-2130
2100-2200
PCU's
PCU's
2100-2200
PCU's
PCU's
2145-2245 2145-2245 2200-2300 2200-2300
2300-2400 2300-2400 2300-2400 2300-2400
2400-0100 2400-0100
0015-0115 0015-0115
0100-0200 0100-0200
0130-0230 0130-0230
0200-0300 0200-0300
0245-0345 0245-0345 0300-0400 0300-0400
0400-0500 0400-0500 0400-0500 0400-0500
0500-0600 0500-0600
0515-0615 0515-0615
0600-0700 0600-0700
0630-0730 0630-0730
0700-0800 0700-0800
1000
1500
2000
2500
100
120
140
1000
1500
2000
2500
1000
1500
2000
2500
3000
3500
500
20
40
60
80
500
500
0
0
0
0
0800-0900
0800-0900 0800-0900 0800-0900
0900-1000
Hourly variation of Traffic at 02_NH-64 PATIAYALA RD. (Near Banoor Chow k)

0915-1015 0915-1015 0915-1015
1000-1100
1100-1200 1030-1130 1030-1130 1030-1130
1200-1300 1145-1245 1145-1245 1145-1245
Hourly variation of Traffic at 04_NH-21 (Outside Kharar)

Hourly variation of Traffic at 06_NH-21 (Outside Baddi)
1300-1400 1300-1400 1300-1400 1300-1400
Hourly variation of Traffic at 08_Morni Road
1400-1500
1415-1515 1415-1515 1415-1515
1500-1600
1530-1630 1530-1630 1530-1630
1600-1700
1700-1800 1645-1745 1645-1745 1645-1745
1800-1900 1800-1900 1800-1900 1800-1900

Nos.
Nos.
Nos.
Nos.
1900-2000
1915-2015 1915-2015 1915-2015
2000-2100
2030-2130 2030-2130 2030-2130
2100-2200
PCU's
PCU's
PCU's
PCU's
Chapter 4 – Traffic Characteristics

2200-2300 2145-2245 2145-2245 2145-2245
2300-2400 2300-2400 2300-2400 2300-2400

2400-0100
0015-0115 0015-0115 0015-0115
0100-0200
Annexure 4.5
0130-0230 0130-0230 0130-0230
0200-0300
0300-0400 0245-0345 0245-0345 0245-0345
0400-0500 0400-0500 0400-0500 0400-0500

0500-0600
0515-0615 0515-0615 0515-0615
0600-0700
0630-0730 0630-0730 0630-0730
Page 1 of 2
0700-0800
RITES LTD

1000
1500
2000
2500
3000
3500
4000
4500
1000
1500
2000
2500
3000
1000
1200
1400
1600
500
500
200
400
600
800
0
0
0
0800-0900 0800-0900 0800-0900
0915-1015 0915-1015 0915-1015
1030-1130 1030-1130 1030-1130
1145-1245 1145-1245 1145-1245
Hourly variation of Traffic at 03_NH-21 (BOLANGI PUR)
Hourly variation of Traffic at NH-22 (SURAJ PUR)

1300-1400 1300-1400 1300-1400
Hourly variation of Traffic at 09_NH-73

1415-1515 1415-1515 1415-1515
1530-1630 1530-1630 1530-1630
1645-1745 1645-1745 1645-1745
1800-1900 1800-1900 1800-1900
Nos.
Nos.
Nos.
1915-2015 1915-2015 1915-2015
2030-2130 2030-2130 2030-2130
PCU's
PCU's
PCU's
2145-2245 2145-2245 2145-2245
2300-2400 2300-2400 2300-2400
0015-0115 0015-0115 0015-0115
0130-0230 0130-0230 0130-0230
0245-0345 0245-0345 0245-0345
0400-0500 0400-0500 0400-0500
0515-0615 0515-0615 0515-0615
0630-0730 0630-0730 0630-0730
1000
1500
2000
2500
3000
3500
1000
1500
2000
2500
3000
3500
500
500
0
0
0800-0900 0800-0900
0915-1015 0915-1015
Hourly variation of Traffic at 04_NH-21A Betw een Pinjore and Baddi

1030-1130 1030-1130
1145-1245 1145-1245
Hourly variation of Traffic at 02_NH-21 (Near Silver City)

1300-1400 1300-1400
1415-1515 1415-1515
1530-1630 1530-1630
1645-1745 1645-1745
1800-1900 1800-1900
Nos.
Nos.
1915-2015 1915-2015
2030-2130 2030-2130

PCU's
PCU's
2145-2245 2145-2245
2300-2400 2300-2400
0015-0115 0015-0115
Annexure 4.5
0130-0230
0130-0230
0245-0345
0245-0345
0400-0500
0400-0500
0515-0615
0515-0615
Page 2 of 2
0630-0730
0630-0730
Composition of Total Traffic at 01_Vidya Path between Sec-14&15 Composition of Total Traffic at 02_Sarover Path between Sec-18&19
Cycle
Rick
13% Rick
LCV 4% LCV Cycle
1% 5%
2% 12%
Car/Jeep/Van
26%
Bus
Car/Jeep/Van 1%
Tempo
32%
7%
Tempo
8%
2-Wh
2-Wh 46%
43%
Composition of Total Traffic at 03_Sec-27&28 Composition of Total Traffic at 04_Vidyapath between Sec-37&38
LCV Cycle Rick

Cycle
Rick 1% 12% 3%
8%
LCV 2% Other (S)
4% Bus 1%
Bus 1%
2% Car/Jeep/Van
36%
Car/Jeep/Van
Tempo 34%
Tempo
3% 5%
2-Wh
2-Wh
43%
45%
Composition of Total Traffic at 05_Udyan Path between sec-36&37 at Mid Block Composition of Total Traffic at 06_SEC-33,34
LCV Cycle Rick Cycle Rick

1% 12% 3% Other (S) 11% 4%
LCV
1% Car/Jeep/Van
2%
Bus 26%
1%
Bus
Car/Jeep/Van 1%
34%
Tempo
2%
Tempo
7%
2-Wh
2-Wh
49%
46%
Composition of Total Traffic at 07_Sec -32,33 Composition of Total Traffic at 08_SEC -31,32
LCV Cycle Cycle

14% Rick LCV
2% Bus 7% Rick
5% 5%
2% 2%
Tempo
2%
Tempo
6%
Car/Jeep/Van
24%
Car/Jeep/Van
2-Wh 36%
46%
2-Wh
49%

Composition of Total Traffic at 09_Sec-51,52 Composition of Total Traffic at 10_Himalya Path Sec -77 & 78 Mohali
Truck LCV Cycle Truck

Bus LCV
Bus 2% 2%
1% 4% 2% 1%
2%
Tempo Cycle
Rick Tempo
3% 4%
1% 3%
Car/Jeep/Van
2-Wh 48%
2-Wh Car/Jeep/Van
39%
39% 49%
Composition of Total Traffic at 11_Sec-10 and Sec-15 (Panchkula) Composition of Total Traffic at 12_Sec-5 & Sec-6 (Nr. General Hospital)
Cycle
LCV Bus LCV Cycle
12% Rick
Bus 1% 1% 2% 12%
1% Tempo
1%
3% Rick
Tempo 2%
Other (S)
3%
1%
2-Wh
32%
Car/Jeep
38%
2-Wh
43%
Car/Jeep
48%
Composition of Total Traffic at 13_Between Sec 11 & 15 Composition of Total Traffic at 14_Sec-1 Shimla Road (Panchkula)
LCV
Cycle MAV
Bus 1% LCV
11% Rick Truck 3% Cycle
1% 10%
3% 12% 9%
Other (S)
Tempo Rick
1%
8% 2%
Bus
2%
Car/Jeep/Van
24%
Tempo
7% Car/Jeep
29%
2-Wh
51% 2-Wh
26%
Composition of Total Traffic at 15_NH - 21 Dakshin Marg Check Post
Truck LCV Cycle

M_Bus 2%
Bus 4% 6%
1%
3% Rick
1%
Tempo
3%
Car/Jeep/Van
40%
2-Wh
40%

1000
2000
3000
4000
5000
6000
1000
1500
2000
2500
3000
3500
4000
4500
5000
1000
1500
2000
2500
3000
1000
2000
3000
4000
5000
6000
500
500
RITES LTD

0
0
6.00-7.00 6.00-7.00 6.00-7.00 6.00-7.00
6.45-7.45
Hourly variation of Traffic at 01_Vidya Path betw een Sec-14&15 MID BLOCK
6.45-7.45 6.45-7.45 6.45-7.45
Hourly variation of Traffic at 05_Udyan Path betw ee n s ec-36&37 Mid Block

7.30-8.30 7.30-8.30 7.30-8.30 7.30-8.30
8.15-9.15 8.15-9.15 8.15-9.15 8.15-9.15
Hourly variation of Traffic at 03_Sec-27&28 Mid Block

Hourly variation of Traffic at 07_Sec-32, 33 Mid Block
9.00-10.00 9.00-10.00 9.00-10.00 9.00-10.00
9.45-10.45 9.45-10.45 9.45-10.45 9.45-10.45
10.30-11.30 10.30-11.30 10.30-11.30 10.30-11.30
11.15-12.15 11.15-12.15 11.15-12.15 11.15-12.15
12:00-13:00 12:00-13:00 12:00-13:00 12:00-13:00
Nos.
12:45-13:45
Nos.
12:45-13:45
Nos.
Nos.
12:45-13:45 12:45-13:45
13:30-14:30 13:30-14:30 13:30-14:30 13:30-14:30
14:15-15:15 14:15-15:15 14:15-15:15 14:15-15:15
PCU's
PCU's
PCU's
PCU's
15:00-16:00 15:00-16:00 15:00-16:00 15:00-16:00
15:45-16:45 15:45-16:45 15:45-16:45 15:45-16:45
16:30-17:30 16:30-17:30
16:30-17:30 16:30-17:30
17:15-18:15 17:15-18:15
17:15-18:15 17:15-18:15
18:00-19:00 18:00-19:00
18:00-19:00 18:00-19:00
18:45-19:45 18:45-19:45
18:45-19:45 18:45-19:45
19:30-20:30
19:30-20:30 19:30-20:30 19:30-20:30
20:15-21:15
20:15-21:15 20:15-21:15 20:15-21:15
21:00-22:00
21:00-22:00 21:00-22:00 21:00-22:00
1000
2000
3000
4000
5000
6000
1000
1500
2000
2500
3000
3500
4000
4500
1000
2000
3000
4000
5000
6000
1000
2000
3000
4000
5000
6000
500
0
0
0
0
6.00-7.00
6.00-7.00 6.00-7.00 6.00-7.00
Hourly variation of Traffic at 02_Sarover Path be tw een Sec-18&19 MID BLOCK

6.45-7.45
6.45-7.45 6.45-7.45 6.45-7.45
Hourly variation of Traffic at 04_Vidyapath betw een Sec-37&38 Mid Block

7.30-8.30
7.30-8.30 7.30-8.30 7.30-8.30
8.15-9.15
8.15-9.15 8.15-9.15
8.15-9.15
Hourly variation of Traffic at 08_SEC-31,32 Mid Block
9.00-10.00

9.00-10.00 9.00-10.00
9.00-10.00
9.45-10.45
9.45-10.45 9.45-10.45
9.45-10.45
10.30-11.30
10.30-11.30 10.30-11.30
10.30-11.30
11.15-12.15
11.15-12.15
11.15-12.15 11.15-12.15
12:00-13:00
12:00-13:00
12:00-13:00 12:00-13:00
Nos.
12:45-13:45

Nos.
12:45-13:45
Nos.
12:45-13:45 12:45-13:45
Nos.
13:30-14:30
13:30-14:30
13:30-14:30 13:30-14:30
14:15-15:15
14:15-15:15
PCU's
PCU's
14:15-15:15
14:15-15:15 PCU's 15:00-16:00
15:00-16:00
PCU's
15:00-16:00
15:00-16:00 15:45-16:45
Annexure 4.7
15:45-16:45
15:45-16:45
15:45-16:45 16:30-17:30
16:30-17:30
16:30-17:30
16:30-17:30 17:15-18:15
17:15-18:15
17:15-18:15 18:00-19:00
18:00-19:00 17:15-18:15
Page 1 of 2
18:00-19:00 18:45-19:45
18:45-19:45 18:00-19:00
18:45-19:45 19:30-20:30
19:30-20:30 18:45-19:45
19:30-20:30 20:15-21:15
20:15-21:15 19:30-20:30
20:15-21:15 21:00-22:00
21:00-22:00 20:15-21:15
21:00-22:00
21:00-22:00
1000
2000
3000
4000
5000
6000
7000
1000
2000
3000
4000
5000
6000
1000
2000
3000
4000
5000
6000
1000
2000
3000
4000
5000
6000
0
RITES LTD

0
0
6.00-7.00 6.00-7.00 6.00-7.00 6.00-7.00
Hourly variation of Traffic at 15_NH-21 DAKSHIN MARG CHECK POST Mid Block
6.45-7.45 6.45-7.45 6.45-7.45 6.45-7.45
Hourly variation of Traffic at 11_Sec-10 and Sec-15 (PKL) Mid Block

7.30-8.30 7.30-8.30 7.30-8.30 7.30-8.30
Hourly variation of Traffic at 13_Betw e en SEC-11 & 15 Mid Block

8.15-9.15 8.15-9.15 8.15-9.15 8.15-9.15

9.00-10.00 9.00-10.00 9.00-10.00 9.00-10.00
9.45-10.45 9.45-10.45 9.45-10.45 9.45-10.45
10.30-11.30 10.30-11.30 10.30-11.30 10.30-11.30
11.15-12.15 11.15-12.15 11.15-12.15 11.15-12.15
12:00-13:00 12:00-13:00 12:00-13:00 12:00-13:00
Nos.
12:45-13:45
Nos.
Nos.
Nos.
12:45-13:45 12:45-13:45 12:45-13:45
13:30-14:30 13:30-14:30 13:30-14:30 13:30-14:30
14:15-15:15 14:15-15:15 14:15-15:15 14:15-15:15
PCU's
PCU's
PCU's
PCU's
15:00-16:00 15:00-16:00
15:00-16:00 15:00-16:00
15:45-16:45 15:45-16:45
15:45-16:45 15:45-16:45
16:30-17:30
16:30-17:30 16:30-17:30 16:30-17:30
17:15-18:15
17:15-18:15 17:15-18:15 17:15-18:15
18:00-19:00
18:00-19:00 18:00-19:00 18:00-19:00
18:45-19:45
18:45-19:45 18:45-19:45 18:45-19:45
19:30-20:30
19:30-20:30 19:30-20:30 19:30-20:30
20:15-21:15
20:15-21:15 20:15-21:15 20:15-21:15
21:00-22:00
21:00-22:00 21:00-22:00 21:00-22:00
1000
1500
2000
2500
3000
3500
4000
4500
1000
1500
2000
2500
3000
1000
2000
3000
4000
5000
6000
500
500
0
0
0
6.00-7.00 6.00-7.00 6.00-7.00
Hourly variation of Traffic at 12_Sec-5 & Sec-6 (Nr. Gernel Hospital) M id Block
6.45-7.45 6.45-7.45 6.45-7.45
Hourly variation of Traffic at 10_HIMALYA PATH SEC_77 & 78 Mid Block

7.30-8.30 7.30-8.30 7.30-8.30
Hourly variation of Traffic at 14_SEC-1 SHIMLA RD. Mid Block

8.15-9.15 8.15-9.15 8.15-9.15
9.00-10.00 9.00-10.00 9.00-10.00
9.45-10.45 9.45-10.45 9.45-10.45
10.30-11.30 10.30-11.30 10.30-11.30

11.15-12.15 11.15-12.15
11.15-12.15
12:00-13:00 12:00-13:00
12:00-13:00
Nos.
12:45-13:45

Nos.
12:45-13:45
Nos.
12:45-13:45
13:30-14:30 13:30-14:30
13:30-14:30
14:15-15:15 14:15-15:15
PCU's
14:15-15:15
PCU's
PCU's
15:00-16:00 15:00-16:00
15:00-16:00
15:45-16:45
Annexure 4.7
15:45-16:45
15:45-16:45
16:30-17:30 16:30-17:30
16:30-17:30
17:15-18:15 17:15-18:15
17:15-18:15
18:00-19:00 18:00-19:00
Page 2 of 2
18:00-19:00
18:45-19:45
18:45-19:45
18:45-19:45
19:30-20:30
19:30-20:30
19:30-20:30
20:15-21:15
20:15-21:15
21:00-22:00 20:15-21:15
21:00-22:00
21:00-22:00
0 1_ N E A R C H A N D IG A R H H O US IN G B O A R D 0 2 _ C R IC KE T S T A D IUM
Tr a c t or
LCV Ot he rs (F) Tr uc k LCV
Truc k 0.1% Ot he r s ( F)
0.6% 0.1% Cyc le S c hool Bus 0.1% 0.8%
S c hool Bus 0.1% 11.9% Ric ksha w Mini Bus 0.2%
0.1%
Cyc le Ric ksha w
0.1% 4.0% 0.3%
Ot he r s (S ) 13.7% 5.5%
Mini Bus Ot he r s ( S )
0.5% Bus
0.3% 0.2%
2.2%
Bus
1.5% Te mpo
9.1% Ca r , J e e p & Va n
Te mpo Aut o Aut o 27.4%
8.2% 0.1% 0.1%
Ca r , J e e p & Va n
43.6%
2- Whe e le r
28.9% 2- Whe e le r
40.2%
0 3 _ R O T A R Y O F KIS A N B H A WA N 0 4 _ P H A S E - 7 C H O WK ( M O H A LI)
Truc k LCV MAV Ot he r s ( F)
Tr uc k LCV Cyc le
S c hool Bus S c hool Bus 0.4% 1.0% 0.1% 0.1% Tr a c t or
0.1% 1.2% 10.4% Ric ksha w
0.2% Mini Bus 0.3% 0.1%
4.4% Cyc le
Bus 0.3%
Mini Bus 12.6%
Ot he rs ( S ) 0.6%
0.1%
0.2% Ric ksha w
Bus Te mpo
1.6%
1.4% 7.4%
Ot he rs ( S )
Aut o
0.4%
0.1%
Te mpo Ca r, J e e p & Va n
7.8% Aut o
34.3%
0.2%
2- Whe e le r Ca r , J e e p & Va n
2- Whe e le r 39.3% 35.6%
39.5%
0 5 _S E C - 4 3 C H A N D IG A R H I.S.B .T . 0 6 _ B H A KR A C O LO N Y C H O WK
School Bus S c hool Bus
Mini Bus LCV Cycle LCV Cyc le Ric ksha w
0.1% Ricks haw Mini Bus 0.1%
0.1% 0.5% 14.1% 22.2%
Bus
5.0% 0.4% 4.6%
0.2%
0.5% Other s (S) Bus
Tempo Ot he rs (S )
4.2% 0.3% 2.0%
0.6%
Te mpo
Auto 7.5%
0.2%
Aut o
0.2%
Car , Jeep &Van Ca r , J e e p & Va n

2-Wheeler 32.9%
2-Whe e le r 28.2%
41.8%
34.0%
0 7 _ A R O M A H O T E L C H O WK 0 8 _ S E C T O R - 17 IS B T ( C H A N D IG A R H )
Mini Bus S c hool Bus
LCV Mini Bus S c hool Bus Truc k
Bus 0.1% 0.2% LCV
0.4% Cyc le 0.1% 0.1% Cyc le
Bus 0.2% 0.4%
1.8% 14.4% Ric ksha w 13.1%
Te mpo 1.9%
8.0% 7.8%
Te mpo Ric ksha w
Aut o Ot he r s ( S ) 10.0% 4.5%
0.2% 0.9%
Aut o Ot he r s ( S )
0.2% 0.6%
Ca r, J e e p & Va n
Ca r , J e e p & Va n 28.3%
2- Whe e le r 25.8% 2- Whe e le r
40.3% 40.5%

0 9 _ K. C . C IN E M A C H O WK 10 _ R O T A R Y O F M A D H Y A M A R G
School Bus Tr uck
Mini Bus
Mini Bus S c hool Bus Tr uc k
0.3% 0.1% LCV Cycle
LCV
Ot he r s ( F) 0.2% 1.1% 14.2% Ricks haw
0.2% 0.1% 0.1% 1.0%
Bus
Bus Cyc le 3.8%
0.3% 1.1%
Te mpo 0.6% 18.7%
Tempo
7.1% Other s (S)
Ric ksha w 10.7%
0.9%
Aut o 3.5% Auto
0.2%
0.1%
Ot he r s ( S )
0.9%
2- Whe e le r 2-Wheeler Car , J eep &Van

32.7% 39.3% 27.9%
34.6%
11_ R O T A R Y O F UD Y O G P A T H & S UKH N A 12 _ D A KS H IN M A R G & S UKH N A P A T H

P ATH (R OT A R Y)
Truc k Ot he r s ( F)
LCV
S c hool Bus 0.2% Cyc le Mini Bus S c hool Bus Tr uc k
1.9% 0.2%
Mini Bus Bus 0.2%
0.3% 15.5%
Ric ksha w
0.3% 0.2% LCV
0.3% 1.2% 1.6%
Bus Te mpo
7.0% Cyc le
1.0% 6.9% Ric ksha w
12.3%
Te mpo 4.4%
Aut o
5.4%
0.2%
Ot he r s (S )
Ot he r s ( S )
Aut o 0.5%
0.4%
0.2%
2- Whe e le r 2-Whe e le r Ca r , J e e p & Va n

37.0% 37.6% 34.6%
30.3%
13 _ S IR H IN D C H O WK N E A R S E C T O R - 5 1 14 _ S UKH N A P A T H N E A R S E C T O R - 4 9 ,5 0
Tr uc k LCV MAV Ot he r s ( F)
S c hool Bus
Mini Bus 1.3%2.2% 0.1% 0.1%
S c hool Bus Truc k LCV MAV 0.2%
2.5% Bus 0.1% Cyc le
0.4% 2.1% 0.1% Ot he rs (F)
Mini Bus 14.3%
0.3% Cyc le 1.7%
0.2% Te mpo Ric ksha w
Bus 12.9%
Ric ksha w 4.5% 2.3%
2.1%
Te mpo 2.8%
Aut o Ot he r s ( S )
3.3% 0.1% 1.5%
Ot he r s ( S )
Aut o 1.5%
0.1%
2- Whe e le r
Ca r, J e e p & Va n 39.1%
34.6% 32.3%
36.7%
15 _ R O T A R Y N E A R S E C T O R - 4 7 ( P O O R V I 16 _ D A KS H IN M A R G ( T R IB UN E C H O WK)
M A R G)
Truc k
Mini Bus S c hool Bus Tr uc k LCV
0.2% 2.0% LCV Mini Bus S c hool Bus MAV
Bus 0.3% 2.6% 6.8%
0.3% 0.2%
1.2% 3.3% Ot he rs (F) Bus 0.2% Cyc le
0.7% Cyc le 12.2%
2.0%
Te mpo 16.4% Te mpo Ric ksha w
Ric ksha w
2.3% 3.6% 3.0%
Aut o 3.6%
0.2% Aut o
0.2% Ot he r s (S )
0.8%
Ot he r s (S )
1.4%
2- Whe e le r
Ca r , J e e p & Va n 2- Whe e le r Ca r, J e e p & Va n
40.9%
26.7% 36.4% 31.1%

17 _ M A D H Y A M A R G N E A R T IM B E R M A R KE T 18 _ C H A N D IG A R H R A ILWA Y S T A T IO N
S c hool BusTr uc k Truc k LCV

LCV Tra c t or Ot he rs ( F)
Cyc le Mini Bus 2.68%
0.1% 2.7% 4.0%
Ot he rs (F) 2.10% 0.07% 1.9%
Mini Bus 15.0% Ric ksha w 0.20% Cyc le
0.5% Bus
13.06%
Bus 1.16% 2.03%
1.1% Ot he r s ( S ) Te mpo
Ot he r s ( S )
Te mpo 3.4% 4.57%
1.70%
6.0%
Aut o
0.2%
Ca r, J e e p & Va n
2- Whe e le r 34.99% 34.68%
32.0%
29.6%
19 _ H O US IN G B O A R D 2 0 _ S E C T O R - 4 IS B T ( P A N C H KULA )
S c hool Bus Truc k S c hool Bus

LCV Tr uc k
Mini Bus Mini Bus 0.6%
0.3% 1.1% Bus 0.3% LCV Cyc le
Bus 0.3% 2.4% 0.5%
Te mpo Ot he r s (F) 1.9% 1.0% 15.3%
1.1% Te mpo
Aut o Cyc le 3.4%
4.5%
0.1% 9.1%
Aut o
Ric ksha w
0.1% Ot he r s ( S )
2- Whe e le r 3.4%
35.3% 0.5%
2- Whe e le r
34.1%
Ca r , J e e p & Va n Ca r, J e e p & Va n
42.4% 37.2%

RITES LTD

NUMBER OF VECHILES NUMBER OF VECHILES NUMBER OF VEHICLES NUMBER OF VEHICLES
1000
1500
2000
2500
3000
1000
1500
2000
2500
3000
1000
1200
1400
1600
1000
1500
2000
2500
3000
500
500
200
400
600
800
500
0
0
0
0600 - 0615 0600 - 0615 0600 - 0615 0600 - 0615
0645 - 0700 0645 - 0700 0645 - 0700 0645 - 0700
0730 - 0745 0730 - 0745 0730 - 0745 0730 - 0745
01_NEAR CHANDIGARH HOUSING BOARD

0815 - 0830 0815 - 0830 0815 - 0830 0815 - 0830
0900 - 0915 0900 - 0915 0900 - 0915 0900 - 0915
03_ROTARY OF KISHAN BHAWAN

05_SEC-43 CHANDIGARH I.S.B.T.
0945 - 1000 0945 - 1000 0945 - 1000 0945 - 1000
07_AROMA HOTEL CHOWK

1030 - 1045 1030 - 1045 1030 - 1045 1030 - 1045
1115 - 1130
1115 - 1130 1115 - 1130 1115 - 1130
1200 - 1215
1200 - 1215 1200 - 1215 1200 - 1215
TIME (HOURS)
TIM E (HOURS)
TIME (HOURS)
TIME (HOURS)
1245 - 1300
1245 - 1300 1245 - 1300 1245 - 1300
1330 - 1345
1330 - 1345 1330 - 1345 1330 - 1345
1415 - 1430
1415 - 1430 1415 - 1430 1415 - 1430
1500 - 1515
1500 - 1515 1500 - 1515 1500 - 1515
1545 - 1600
1545 - 1600 1545 - 1600 1545 - 1600
1630 - 1645
1630 - 1645 1630 - 1645 1630 - 1645
1715 - 1730
1715 - 1730 1715 - 1730 1715 - 1730
1800 - 1815
1800 - 1815 1800 - 1815 1800 - 1815
1845 - 1900
1845 - 1900 1845 - 1900 1845 - 1900
1930 - 1945
1930 - 1945 1930 - 1945 1930 - 1945
2015 - 2030
2015 - 2030 2015 - 2030 2015 - 2030
2100 - 2115
2100 - 2115 2100 - 2115 2100 - 2115
2145 - 2200
2145 - 2200 2145 - 2200 2145 - 2200
PCUs
Vehicles
PCUs
Vehicles
PCUs
Vehicles
PCUs
Vehicles
NUMBER OF VECHILES
NUMBER OF VECHILES NUMBER OF VEHICLES NUMBER OF VEHICLES
1000
1500
2000
2500
3000
3500
4000
500
1000
1500
2000
2500
3000
1000
1500
2000
2500
1000
1500
2000
2500
500
500
500
0
0
0600 - 0615
0600 - 0615 0600 - 0615 0600 - 0615
0645 - 0700
0645 - 0700 0645 - 0700 0645 - 0700
0730 - 0745
0730 - 0745 0730 - 0745 0730 - 0745
0815 - 0830
0815 - 0830 0815 - 0830 0815 - 0830
0900 - 0915
08_SEC-17 I.S.B.T. CHANDIGARH
0900 - 0915 0900 - 0915 0900 - 0915

0945 - 1000
04_PHASE-& CHOWK (MOHALI)

0945 - 1000 0945 - 1000
06_BHAKRA COLONY CHOWK
1030 - 1045 0945 - 1000
1115 - 1130 1030 - 1045 1030 - 1045 1030 - 1045
02_CRICKET STADIUM
1200 - 1215 1115 - 1130 1115 - 1130
1115 - 1130
TIME (HOURS)
1245 - 1300 1200 - 1215

1200 - 1215 1200 - 1215
TIME (HOURS)
TIME (HOURS)
1330 - 1345 1245 - 1300
TIM E (HOURS)
1245 - 1300 1245 - 1300

1415 - 1430 1330 - 1345
1330 - 1345 1330 - 1345

1500 - 1515 1415 - 1430
1415 - 1430 1415 - 1430
1545 - 1600 1500 - 1515
1500 - 1515
1500 - 1515
1630 - 1645 1545 - 1600
1545 - 1600
1715 - 1730 1545 - 1600
1630 - 1645
1630 - 1645
1800 - 1815 1630 - 1645 1715 - 1730
1715 - 1730
1845 - 1900 1715 - 1730 1800 - 1815
Annexure 4.9
1930 - 1945 1800 - 1815
1800 - 1815 1845 - 1900
1845 - 1900
Page 1 of 3
2015 - 2030 1845 - 1900 1930 - 1945

2100 - 2115 1930 - 1945
1930 - 1945 2015 - 2030
2145 - 2200 2015 - 2030
2015 - 2030 2100 - 2115
2100 - 2115
2100 - 2115 2145 - 2200
2145 - 2200
PCUs
Vehicles
2145 - 2200
PCUs
Vehicles
PCUs
Vehicles
PCUs
Vehicles
RITES LTD

NUMBER OF VECHILES NUMBER OF VECHILES NUMBER OF VECHILES NUMBER OF VECHILES
1000
1500
2000
2500
3000
3500
1000
1200
1400
1600
1800
2000
1000
1200
1400
1000
1200
1400
1600
1800
500
200
400
600
800
200
400
600
800
200
400
600
800
0
0
0
0
0600 - 0615 0600 - 0615 0600 - 0615 0600 - 0615
0645 - 0700 0645 - 0700
11_ROTARY OF UDYOG PATH & SUKHNA PATH

0645 - 0700 0645 - 0700
0730 - 0745 0730 - 0745 0730 - 0745 0730 - 0745
15_ROTARY NR. SEC-47 (POORVI MARG)

0815 - 0830 0815 - 0830 0815 - 0830 0815 - 0830
0900 - 0915 0900 - 0915 0900 - 0915 0900 - 0915
13_SIRHIND CHOWK NR. SEC-51

0945 - 1000 0945 - 1000 0945 - 1000 0945 - 1000
09_K. C. CINEMA CHOWK

1030 - 1045 1030 - 1045
1030 - 1045 1030 - 1045
1115 - 1130 1115 - 1130
1115 - 1130 1115 - 1130
1200 - 1215 1200 - 1215
1200 - 1215 1200 - 1215
TIME (HOURS)
TIME (HOURS)
TIM E (HOURS)
TIM E (HOURS)
1245 - 1300 1245 - 1300
1245 - 1300 1245 - 1300
1330 - 1345 1330 - 1345
1330 - 1345 1330 - 1345
1415 - 1430 1415 - 1430
1415 - 1430 1415 - 1430
1500 - 1515 1500 - 1515
1500 - 1515 1500 - 1515
1545 - 1600 1545 - 1600
1545 - 1600 1545 - 1600
1630 - 1645 1630 - 1645
1630 - 1645 1630 - 1645
1715 - 1730 1715 - 1730
1715 - 1730 1715 - 1730
1800 - 1815 1800 - 1815
1800 - 1815 1800 - 1815
1845 - 1900 1845 - 1900
1845 - 1900 1845 - 1900
1930 - 1945 1930 - 1945
1930 - 1945 1930 - 1945
2015 - 2030 2015 - 2030
2015 - 2030 2015 - 2030
2100 - 2115 2100 - 2115
2100 - 2115 2100 - 2115
2145 - 2200 2145 - 2200
2145 - 2200 2145 - 2200
PCUs
Vehicles
PCUs
Vehicles
PCUs
Vehicles
PCUs
Vehicles
NUMBER OF VECHILES NUMBER OF VECHILES
1000
1500
2000
2500
3000
3500
1000
1500
2000
2500
3000
1000
1500
2000
2500
3000
3500
4000
1000
1500
2000
2500
500
500
500
500
0
0
0
0600 - 0615 0600 - 0615

0600 - 0615 0600 - 0615
0645 - 0700 0645 - 0700
12_DAKSHIN MARG & SUKHNA PATH (ROTARY)

0645 - 0700 0645 - 0700
0730 - 0745 0730 - 0745
0730 - 0745 0730 - 0745
0815 - 0830 0815 - 0830
16_DAKSHIN MARG (TRIBUNE CHOWK)
0815 - 0830 0815 - 0830

0900 - 0915 0900 - 0915
10_ROTARY OF MADHYA MARG

0900 - 0915 0900 - 0915
14_SUKHNA PATH NR. SEC-49,50 0945 - 1000 0945 - 1000
0945 - 1000 0945 - 1000
1030 - 1045 1030 - 1045
1030 - 1045 1030 - 1045
1115 - 1130 1115 - 1130
1115 - 1130 1115 - 1130
1200 - 1215 1200 - 1215
1200 - 1215 1200 - 1215
TIME (HOURS)
TIME (HOURS)
1245 - 1300
TIM E (HOURS)
TIME (HOURS)
1245 - 1300
1245 - 1300 1245 - 1300
1330 - 1345 1330 - 1345
1330 - 1345 1330 - 1345
1415 - 1430 1415 - 1430

1415 - 1430 1415 - 1430
1500 - 1515 1500 - 1515
1500 - 1515 1500 - 1515
1545 - 1600 1545 - 1600
1545 - 1600 1545 - 1600
1630 - 1645 1630 - 1645
1630 - 1645 1630 - 1645
1715 - 1730 1715 - 1730
1715 - 1730 1715 - 1730
1800 - 1815 1800 - 1815
1800 - 1815 1800 - 1815
Annexure 4.9
1845 - 1900
1845 - 1900
1845 - 1900 1845 - 1900
1930 - 1945
Page 2 of 3
1930 - 1945
1930 - 1945 1930 - 1945
2015 - 2030
2015 - 2030
2015 - 2030 2015 - 2030
2100 - 2115
2100 - 2115
2100 - 2115 2100 - 2115
2145 - 2200
2145 - 2200
2145 - 2200 2145 - 2200
PCUs
Vehicles
PCUs
Vehicles
PCUs
Vehicles
PCUs
Vehicles
RITES LTD

1000
1500
2000
2500
3000
3500
4000
4500
1000
1500
2000
2500
3000
3500
4000
500
500
0
0
0600 - 0615 0600 - 0615
0645 - 0700 0645 - 0700
0730 - 0745 0730 - 0745
0815 - 0830 0815 - 0830
17_MADHYA MARG NR. TIMBER MKT.

0900 - 0915 0900 - 0915
0945 - 1000 0945 - 1000
1030 - 1045 1030 - 1045
19_HOUSING BOARD
1115 - 1130 1115 - 1130
1200 - 1215 1200 - 1215
TIME (HOURS)
TIM E (HOURS)
1245 - 1300 1245 - 1300
1330 - 1345 1330 - 1345
1415 - 1430 1415 - 1430
1500 - 1515 1500 - 1515
1545 - 1600 1545 - 1600
1630 - 1645 1630 - 1645
1715 - 1730 1715 - 1730
1800 - 1815 1800 - 1815
1845 - 1900
1845 - 1900
1930 - 1945
1930 - 1945
2015 - 2030
2015 - 2030
2100 - 2115
2100 - 2115
2145 - 2200
2145 - 2200
PCUs
Vehicles
PCUs
Vehicles
NUMBER OF VECHILES
NMBER OF VECHILES
1000
1500
2000
2500
3000
3500
4000
4500
500
1000
1200
1400
1600
1800
200
400
600
800
0
0
0600 - 0615
0600 - 0615
0645 - 0700
0645 - 0700
0730 - 0745
0730 - 0745
0815 - 0830
18_CHANDIGARH RAILWAY STATION

0815 - 0830
0900 - 0915
0900 - 0915
0945 - 1000
0945 - 1000
1030 - 1045
1030 - 1045
20_SEC-4 I.S.B.T. (PKL)

1115 - 1130
1115 - 1130
1200 - 1215
1200 - 1215
TIM E (HOURS)
TIME (HOURS)
1245 - 1300
1245 - 1300
1330 - 1345
1330 - 1345
1415 - 1430
1415 - 1430

1500 - 1515
1500 - 1515
1545 - 1600
1545 - 1600
1630 - 1645
1630 - 1645
1715 - 1730 1715 - 1730
1800 - 1815 1800 - 1815
Annexure 4.9
1845 - 1900
1845 - 1900
1930 - 1945
Page 3 of 3
1930 - 1945
2015 - 2030 2015 - 2030
2100 - 2115 2100 - 2115
2145 - 2200 2145 - 2200
PCUs
Vehicles
PCUs
Vehicles
Annexure 5.1
PARKING (PATROL)
LOCATION NUMBER: DAY: NAME OF SURVEYOR:
NAME OF THE ROAD: DATE : NAME OF SUPERVISOR:
DIRECTION : NUMBER OF HOURS :

ON-STREET/OFF-STREET :
1 TIME 8:00-8:30 8:30-9:00 9:00-9:30 9:30-10:00
2 TYPE OF VEHICLE
PARKED
3 REGISTRATION OF S. No.
1
THE VEHICLE 2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
4 NUMBER OF
VEHICLES *
5 REMARKS
NOTE : * VEHICLES WITHOUT ANY REGISTRATION NUMBERS LIKE CYCLE, CYCLE RICKSHAW, ETC.
Annexure 6.1
Passenger Boarding / Alighting Survey at Bus/Rail/Airport Terminals
Name of Terminal :…………………………….. Day/Date……………………………..
Gate . No…………………………………………… Name of Enumerator………………
Time Passenger In Passenger Out

Annexure 6.1A
PASSENGER TERMINAL SURVEY (RAIL TERMINALS Origin-Destination Survey for Boarding Passengers)
by RITES Ltd. (A Govt. of India Enterprise) for CHANDIGARH ADMINISTRATION
COMPREHENSIVE MOBILITY PLAN FOR CHANDIGARH URBAN COMPLEX
DAY: DATE:
FORM NO:
Name of Enumerator: Name of Supervisor:
Initial Details of reaching Station from initial origin Trip Commuter/Occasio

Time Origin of Station Destination
origin Mode Travel Time Travel Cost Purpose nal Traveler
Annexure 6.1B
PASSENGER TERMINAL SURVEY (BUS TERMINALS Origin-Destination Survey for Boarding Passengers)
DAY : DATE :
FORM NO :
Name of Enumerator : Name of Supervisor :
Initial Origin of Details of reaching Bus Stop from initial origin Trip Commuter/Occas
Time Destination
Origin Bus Stop Mode Travel Time Travel Cost Purpose ional Traveler
Annexure 6.1C
PASSENGER TERMINAL SURVEY (AIRPORT TERMINALS Origin-Destination Survey for Boarding Passengers)
DAY: DATE:
FORM NO:
Name of Enumerator: Name of Supervisor:
Details of reaching final Destination from Airport Trip Commuter/Occasion

Time Initial origin Origin of Airport Destination
Mode Travel Time Travel Cost Purpose al Traveler
COMPREHENSIVE MOBILITY PLAN FOR CHANDIGARH URBAN COMPLEX Annexure 7.1
HOUSEHOLD INTERVIEW SURVEY

by RITES Ltd. (A Govt. of India Enterprise) for Chandigarh Administration
TRAFFIC ZONE SECTOR/WARD No. DAY :
FORM NO : DATE :
Name of Enumerator : Name of Supervisour :
SECTION A : HOUSEHOLD INFORMATION
1. NAME OF HOUSEHOLD HEAD :
2. ADDRESS OF HOUSEHOLD :
3. TELEPHONE NO.:
4. NUMBER OF FAMILY MEMBER (INCLUDING OLD PARENTS & CHILD)
5 Vehicle Type CAR 2-WHEELERS CYCLE OTHERS

Number
SECTION B : INDIVIDUAL FAMILY MEMBERS INFORMATION
Name of Work Monthly Own

Monthly Exp. on
Place/Institution/O Vehicle
S.N. Member Name Sex Age Education Occupation Income (in
rganisation/ Transport Yes/No
Rs.) (in Rs.)
School/College Type
10
11
STATED PREFERENCE
1 Would you like to shift to good public transport? YES NO
IF YES
2 Will you shift to proposed system if time saved in relation to bus travel / own mode is
(1) < 5 minutes (2) 5-10 minutes
(3) 10-15 minutes (4) 15-20 minutes (5) 20-30 minutes (6) > 30 minutes
3 How much extra fare are you Willing to pay (in relation to existing Bus Fare) (1) Same Fare, (2) 1.25 Times,
(3) 1.5 Times (4) 2 Times (5) 2.5 Times
4 Will you shift if origin-destination accessible to proposed system
(1) Both origin and destination
(2) only one of origin or Destination
(3) None of origin and destination
5 What is the maximum acceptable walking distance from home to proposed system station? : __________(m)
6 What is the maximum acceptable walking distance from proposed system station to office? : __________(m)
7 Would you accept if you have to change the route or mode. (1) Once
(2) Twice
8 Will you shift to public transport if the operating cost of private transport will be increased by
a) 25% b) 50% c) 75% d) 100% e) Will Never Shift
9 Will you shift to public transport if the parking fee paid by you will be increased by
a) 50% b) 100% c) 150% d) 200% e) Will Never Shift
CODING INSTRUCTIONS
Education: (1)Below 10th, (2)10th to 12th, (3) Graduate, (4) Post Graduate, (5) Illiterate, (6) Child, (7) Professional
Occupation: (1) Govt. Service, (2) Pvt.Service, (3) Business, (4) Student, (5) Housewife, (6) Retired,
(7) Unemployed, (8) Others
RITES LTD
Page 1 of 2
COMPREHENSIVE MOBILITY PLAN FOR CHANDIGARH URBAN COMPLEX Annexure 7.1
SECTION C: INDIVIDUAL MEMBER TRIP INFORMATION (TRIP PERFORMED ON PREVIOUS DAY )
Link 1: Start to Boarding Point Link 2 : Main Trip Link 3 : Alighting Point to Final Destination
Mem. No. Trip No. Start Time Trip Distance Travel Time Travel Cost Waiting Time Distance Travel Time Travel Cost Waiting Time Distance Travel Time Travel Cost Waiting Time
Origin Destination Mode Mode Mode
Purpose (in Km.) (inMins) (in Rs.) (in Min.) (in Km.) (inMins) (in Rs.) (in Min.) (in Km.) (inMins) (in Rs.) (in Min.)
Trip Purpose: (1) Govt. Service, (2) Pvt.Service, (3)Business (4)Education, (5)Shopping, (6)Social/Others (7) Return Govt (8) Return Private (9)Return Business (10) Return Education (11) Return Shopping
(12)Return Social/Others
Mode of Travel : (1) Car, (2)Two Wheeler, (3) Auto, (4) Shared Auto, (5) Bus, (6) Cycle, (7) Cycle Rickshaw, (8) Train, (9) Walk
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Comprehensive Mobility Plan for Chandigarh Urban Complex

DRAFT FINAL REPORT – July 2009 Table of Contents

CHAPTER – 2 STUDY OBJECTIVES AND METHODOLOGY

2.1 STUDY METHODOLOGY

CHAPTER – 3 ROAD NETWORK CHARACTERISTICS

CHAPTER – 4 TRAFFIC CHARACTERISTICS

RITES LTD. Page 1 of 11

CHAPTER – 5 PARKING CHARACTERISTICS

CHAPTER – 6 INTER-CITY PUBLIC TRANSPORT CHARACTERISTICS

6.1 PUBLIC TRANSPORT SURVEYS

CHAPTER – 7 SOCIO-ECONOMIC & TRAVEL CHARACTERISTICS

7.1 METHODOLOGY FOR HOUSEHOLD TRAVEL SURVEY

CHAPTER – 8 EXISTING AND PROPOSED LANDUSE DISTRIBUTION

CHAPTER – 9 TRANSPORT DEMAND FORECAST AND SYSTEM

RITES LTD. Page 2 of 11

9.9 EXPECTED SECTION PASSENGER LOADS ON MASS TRANSPORT

CHAPTER – 10 STRATEGIES FOR TRANSPORT DEVELOPMENT

10.1 NEED FOR TRANSPORT STRATEGY

CHAPTER – 11 IMMEDIATE/SHORT TERM TRAFFIC IMPROVEMENT

CHAPTER – 12 MEDIUM AND LONG TERM TRAFFIC AND TRANSPORT

12.1 COMPONENTS OF MEDIUM AND LONG TERM TRAFFIC AND

RITES LTD. Page 3 of 11

12.7 INTEGRATED INTERCITY AND INTRACITY BUS TERMINALS/ BUS

CHAPTER – 13 COST ESTIMATES

13.1 UNIT RATES OF VARIOUS PROPOSALS

CHAPTER – 14 ECONOMIC AND FINANCIAL APPRAISAL FOR CHANDIGARH

CHAPTER – 15 INSTITUTIONAL STRENGTHENING

15.1 AGENCIES INVOLVED IN CHANDIGARH URBAN COMPLEX.

RITES LTD. Page 4 of 11

Table 1.1 Population of the Study Area

Table 2.1 Traffic Surveys and Expected Outputs

Table 3.1 Distribution of Road Length by Right of Way

Table 4.1 PCU Conversion Values

RITES LTD. Page 5 of 11

Table 4.24 Peak Hour Traffic Composition at Intersection Locations

Table 5.1 Mode wise Peak Parking Accumulation

Table 6.1 Distribution of Passengers/Other Users at Major Railway Stations in

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Table 7.6 Distribution of Households by Number of Cycles Owned

Table 8.1 Population of the Study Area

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Table 12.1 Proposed Metro Corridors

Table 13.1 Unit Rates of Various Proposals

Table 14.1 Cost Estimate of Chandigarh Metro (Phase I)

RITES LTD. Page 8 of 11

Figure 1.1 Study Areas

Figure 4.1 Outer Cordon Survey Locations

Figure 5.1 Parking Survey Locations

Figure 7.1 Traffic Zone Map

Figure 8.1 Landuse Plan Chandigarh

Figure 9.1 Sequences of Activities for Calibrating Gravity Model

Figure 11.1 Proposed Traffic Circulations for Madhya Marg

RITES LTD. Page 9 of 11

Figure 12.1 Proposed Metro Corridor

RITES LTD. Page 10 of 11

Annexure 3.1 Road Network Inventory Survey Format

Annexure 5.1 Parking Survey Format

Annexure 6.1 Passenger Terminal Survey (Bus/Rail/Airport Terminal)

Annexure 7.1 Household Interview Survey Format

RITES LTD. Page 11 of 11

0.1. PROBLEMS AND ISSUES

RITES LTD. Page 1 of 14

Figure 0.1 Study Area

CHANDIGARH URBAN COMPLEX AND ITS NEIGHBOUR URBAN AGGLOMERATIONS