MULTI MODAL

INTERCHANGE HUB
at Rourkela

Action Area Plan :

TRANSPORTATION

MULTIMODAL INTERCHANGE HUB:

A PROLOGUE . . .

A I M :
To p r o m o t e t h e u t i l i t y o f t h e
area under consideration for the
purpose of functioning as a
multimodal interchange hub for
transit oriented development of
the area.

SCOPE:
Development of transit facilities as per user rate,
multiple mode linking and passenger comfort and
affordability.
Holistic approach to commercial bases and their
delineation along avenues of relevantly related
freight movement and logistics.
Promotion of single landuse zones to facilitate
correlativity between the various activities that
are related to transport and traffic networking.

OBJECTIVES:
The major objectives of the study
are:
To strengthen the link between
various modes of transport
present in close proximity , thus
achieving the ultimate goal of a
multi-modal interchange that
combines various modes and
their associated functions in
order to achieve a better degree of
transport network.
Encourage integrated
development of traffic
movement & networks,
transportation facilities & their
linkages and associated
functions/ activities prompting
landuse modifications to suit
the context of the development.

LIMITATIONS:
The area under consideration is the stretch of
road between Madhusudan Chowk and Rourkela
railway stations main entrance (longitudinal) and
the stretch of road from the other entrance of the
Rourkela railway station to the bus depot
(traversal) as because this part experiences
maximum traffic congestion and which is to be
addressed to promote better transport network for
the area.

MULTI MODAL INTERCHANGE :

Aim, Need, Methodology,

Need:

SURVEYS & ANALYSIS

MULTIMODAL INTERCHANGE HUB:

A PROLOGUE . . .

The need to develop the area under consideration was

defi ned by three basic necessities to be addressed:
VISUAL SURVEY
LANDUSE
The location:
The ANALYSIS
multiple modes of transport
concentrated within
USER PERCEPTION
the same area;
SURVEY
CONNECTIVITY
Strategic
location of the daily market in the vicinity.
ANALYSIS
INTERSECTION
VOLUME SURVEY
The trip generation factor:
FACILITIES
The high O -D data generated to and fro in this area
ANALYSIS
due to location of varied typology including the
huge base of hospitality sector and commercial
sector;
Also location of theDESIGNING
major railway station for the
city major source for translocation of passengers
and goods major issue: traffiACCESS
c congestion and
FOOTPATH
FOR
mismanagement.
S
DISABLED
The importance of Rourkela on the industrial and
commercial scenario
INTER.of India:
V/C RATIOS
Steel industry based
development,
major
VOLUME
transshipment of goods and materials both in
STREETSCA
processed and unprocessed
states requires railway
services and railway stations
PE in the vicinity helps
curb transportation charges agglutinating to the
STREET
production cost / market
price. Also passengers
consists majorly of entrepreneurs,
business based
DESIGN
companies and individuals.
The Bus stand may act as a major source for easy
movement of labor and can prompt aff ordable rates
for travel for the workforce that travels long
M O D I F I C A T I O N S I N . . .
distances daily to and fro within or outside the
urban agglomeration.

MULTI MODAL INTERCHANGE :

PLANNING
PEDESTRIA
N MGMT.
VEHICULAR
MGMT.
SAFETY/
SECURITY
COMM. /
KIOSKS
DRAINAGE
STREET
LIGHTING

TRANSPOR
T

SOCIAL
INFRA.
PHY.
INFRA.

FREIGHT
PARKING
CAFETERIA

FACILITIES

TOILETS
WAITING
ROOM

LANDUSE

Aim, Need ,Methodology,

INTRODUCTION
A Multi modal Interchange hub is one in which co-ordination and integration of different modes of transport takes place
to decongest road, reduce journey time, enhance environment, provide greater convenience for commuters, efficiency and
cost effectiveness.

The act of changing between modes

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

MULTI MODAL INTERCHANGE :

DECISION SPACES
Areas
where
passenger
decisions
take
priority.
Examples include decision
points such as entrances, ticket
offices or corridor
junctions.
At these locations there
should
be
good
sight
lines/clear signing or transport
information. There should be
no
nonessential
physical
infrastructure
or
visual
distractions such as
advertising/ retail or other
land uses that would serve to
distract or confuse passengers.

INTRODUCTION
OPPORTUNITY SPACES
Opportunity spaces include those areas
of the interchange
zone outside the core corridors of
movement or decisions.
They can accommodate cafs, retail
entrances, retail display, seating or
landscaping.
Street furniture, advertising or other
fixed or temporary infrastructure located
in these zones must be managed so as
not to protrude or interfere with the
requirements of decision or movement
spaces in adjacent areas.

MOVEMENT SPACES
Movement spaces connect decision spaces.
Typically these include corridors and paths specially reserved for passenger movement
and connections to/ from/ between transport modes or the surrounding area.
These spaces should provide clear, unobstructed routes matched to desire lines.
Street furniture, plantings, advertising, information displays, retail boards or any
other fixed items should not protrude into these zones but may be located adjacent to
them.

MULTI MODAL INTERCHANGE :

INTRODUCTION
Example of an Multi modal Interchange

Four interchange themes

which should be considered
at transport hubs:
Efficiency: Operations,
moving
around,
sustainability
Usability: Accessibility,
safety
and
preventing
accidents, personal security,
protection
Understanding: Legibility,
permeability, way-finding,
information
Quality: Perception,
design, spaces, sense
place

MULTI MODAL INTERCHANGE :

of

Access to Transit Station by

Non-Motorized Transport

MULTI
MODAL
INFERENCES
SYSTEM, DELHI

TRANSPORT

1. Pedestrian access
- Provisions for pedestrians and their safe movement are an essential access consideration.
- Direct and safe approach for pedestrians
. Pedestrian access-ways that reduce distances to bus services on the adjacent higher
order bus streets.
. Continuous and direct footpath networks that permeate neighborhoods.
. Safe, convenient and/or controlled road crossing points should be provided to
stops with high passenger usage.
2.
Bicycle access
. Can increase the service area of transit stations.
. Bicycle parking facilities located to provide protection from weather, theft and conflicts
with other modes. Parking areas i.e. active areas with high pedestrian activity, or under
the observation of station attendants preferred.
. Well Lit and designated by signages.

Accessibility by Intermediate Para Transit (IPT)

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

MULTI MODAL INTERCHANGE :

Accessibility by Public Transport

MULTI
MODAL
INFERENCES
SYSTEM, DELHI

TRANSPORT

Bus stop design capacity for a station is based on the individual requirements for each
station either as a single station, interchange station or integration point.
The following designs may be used for various types of bus loading zones, depending on
specific conditions:

i. Recessed Bus Bay: It is used where more mixed traffics are on the road. The bus loading
zone is recessed from the through traffic lane. A recessed bus bay is designed parallel to close
enough to the curb so that passengers may enter and leave any door by an easy step to the
curb. Upon leaving, the merging lane enables the bus an easy re-entry into the through traffic
lane.
ii. Parallel- to-curb Bus Bays
It should have 3 mt wide lanes and an overall length of 73.2 mt. This layout for bus loading
area provides the minimum roadway width but requires the longest length for a bus loading
zone. The critical movement in this layout is moving into position ahead of the parked bus.
This leaves the rear door of the bus offset from the platform curb by approximately 0.45 mt.
iii. Sawtooth Bus Bays
Sawtooth bus bays reduces the length of loading zone and therefore reduces walking
distances but increases the width of the roadway.

MULTI MODAL INTERCHANGE :

Accessibility by Private Modes

MULTI
MODAL
INFERENCES
SYSTEM,
DELHI

TRANSPORT

Parking space for car, two wheelers at the station. Entry and exit points should be at mid
block.
Parking aisles should be lined perpendicular to the station entrance/exit are to minimize the
no. of potential conflicts between pedestrians and automobiles.
Collapsible posts or signs should be used to delineate drives and pedestrian. Major
pedestrian walkways should be raised 0.15 mt above the parking pavement.
Right angle parking should be used because it allows better circulation, more orderly parking,
and in most cases has lower average area requirement per space.

Accessibility to Transit Station/Stops: Current Practices

Delhi
in Cycle-for-Hire
Scheme Encourage people to use bicycles for short distances

at Delhi
University Metro station and near by areas. The charge of a bicycle on rent is Rs 10/= for 4
hours.
Pedestrian way to the BRT Corridor in Delhi: To provide safe and comfortable sidewalk
to access public transport.

Continuity of the sidewalks. Wide and well surfaced sidewalks and is disable friendly.
Sidewalks are easily negotiable by women, children, senior citizens, as the height is
close to 15 cm. Width of sidewalks varies from 1.5 mt (min) to 4.5 mt (max) along the
corridor. Sidewalks are well lit.
Crossings are easily accessible with kerbed ramps and there is a holding area for people
to want at the side and at the pedestrian refuge islands.
Pedestrian path on the BRT corridor has the least permanent and temporary obstructions
on theMODAL
sidewalks INTERCHANGE :
MULTI

MULTI MODAL TRANSIT ORIENTED DE

Attributes to enhance the
accessibility to transit station:

People Place: Transit station area is a place for people/commuters. Hence, it

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

CONNECTIVITY: CITY LEVEL

RAILWAY STATION

BUS TERMINAL
DAILY MARKET

CONNECTIVITY

NODE AND NETWORK

PHYSICAL ACCESSIBILITY

EXISTING SITUATION

ROURKELA RAILWAY STATION

ROURKELA
RAILWAY
STATION

BUS STAND

SCHEMATIC LAYOUT OF RAILWAY

STATION
5- PLATFORMS

RICKSHAWS

3- SIDINGS
11 TRACKS BROAD GAUGE
2 FOOT OVER BRIDGES.
BOOKING
OFFICE

CYCLE
CONCOURS PARKING

E
CAR PARKING
2WHEELER
PARKING

NO. OF USERS PER DAY

6000

NO. OF PASSENGER TRAINS

52

NO. OF GOODS TRAINS

38

MONTHLY TICKET SALE (OFF

PEAK)

2 LAKHS

MONTHLY TICKET SALE (PEAK)

2.45 LAKHS

THE EXISTING SITUATION

ROURKELA RAILWAY STATION

OBSERVATIONS:
Ramps/ elevators/ lifts are not available
at the station
Provision of seating is less
No provision of proper drop off bay at
the entrance for arriving vehicles

FACILITY

LOCATION

WAITING HALL (1ST

CLASS)

1ST FLOOR

WAITING HALL (2ND

CLASS)

PLATFORM 1

PAY AND USE TOILET

AT BOTH ENDS OF STATION

TRAIN INDICATION
BOARD

CONCOURSE AND PLATFORM

FACILITATION CENTRE

FACING CONCOURSE AND

PLATFORM 1

STD BOOTH

CONCOURSE AND PLATFORM 1

WATER COOLERS

PLATFORM 4 & 5

TOUCH SCREEN

CONCOURSE AREA

RESERVATION AND
REFUND COUNTERS

BOOKING OFFICE

ATM

CONCOURSE

DORMITORY

1ST FLOOR

RETIRING ROOMS

1ST FLOOR

CLOAK ROOM

GROUND FLOOR

POLICE STATION

ON FRONT SIDE OF STATION

POST OFFICE

ON FRONT SIDE OF STATION

CAFETERIA

1ST FLOOR

BOOKSTALL
THE EXISTING SITUATION

PLATFORM 1

FACILITY

CONDITION

ROURKELA BUS STAND

WAITING HALL

ABSEN
T

PAY AND USE

TOILET

PRESE
NT

Poorly maintained.
Requirement of additional
toilets for increase in demand

SIGNAGES

ABSEN
T

Required

FACILITATION
CENTRE

PRESE
NT

Located in a corner. Difficult to

locate

STD BOOTH

PRESE
NT

DRINKING
WATER

PRESE
NT

Unhygienic

RESERVATION
AND REFUND
COUNTERS

PRESE
NT

Unhygienic

ATM

ABSEN
T

Required

CLOAK ROOM

PRESE
NT

POLICE
STATION/ POST

ABSEN
T

Unsafe Environment

CAFETERIA

PRESE
NT

Sufficient

BOOKSTALL

PRESE
NT

COMMERCIAL
ZONE

PRESE
NT

Meant for Hardware (Auto

Spare parts etc)

THE EXISTING SITUATION

ROURKELA
RAILWAY
STATION

BUS STAND

NO. OF USERS PER DAY

2000

NO. OF DAILY BUSES

300

TIMINGS

7 PM TO 10 PM
6 AM TO 10 AM

(Departure)
(Arrival)

railway station

no of vehicles

PARKING

1000
800
600
400
200
0

Unauthorized parking at railway station:

Bicycles: 13
Two wheelers: 60
Cars: 11 (parked in wrong location despite
space being available in authorized parking)
Rickshaw parking:
Space given for 35 rickshaws
Around 20 rickshaws were observed
Auto rickshaw parking:
Space for 30 autos
18 autos observed
Parking lot

Possibility of
rejection
Railway
7:30-9 am
2w- no
station
6:30pm-8pm 4w- yes
Bus
stand 6-8pm
no
(pvt)

Bus stand

Peak timing

THE EXISTING SITUATION

no of vehicles

35
30
25
20
15
10
5
0

ON-STREET PARKING

Unauthorized on
street parking
Auto rickshaw stand

THE EXISTING SITUATION

OBSERVATIONS:
Unauthorized parking along the
streets is leading to congestion
along the main roads
Trucks have been illegally
parked near the Fakir Mohan
market hence compromising on
the space available to

NO. OF AUTOS
PRESENT

80

DAILY TRIPS
FACILITY

~ 20
ISSUES

Toilet Facility

Absent

Drinking Water facility

Absent

Shelter for Auto

Drivers

Absent

Cleanliness

Garbage Disposed
along the stretch

PARA TRANSIT STAND

ROURKELA
RAILWAY
STATION

BUS STAND
PARA-TRANSIT

Routes taken by Autos from the Railway

Station:
Station Road to Sectors
Station Road to Panposh
Station Road to Bandamunda
Station Road to Fertilizer colony
Station Road to Civil township
Station Road to Vedvyas
Station Road to Kaswal Rajganjpur
Station Road to Kwarmunda
Station Road to Birmitrapur
Data obtained from Primary Survey

THE EXISTING SITUATION

Under - Construction Para-tran

LENGTH OF ROAD

400 m

WIDTH OF THE ROAD

Effective width 4.5

m to 7.5 m

ROAD STRETCH

THE EXISTING SITUATION

NODE AND NETWORK

PHYSICAL ACCESSIBILITY

LANDUSE
ANALYSIS

EXISTING SITUATION

EXISTING SITUATION

LANDUSE

Mixed use

767

Authorized parking

3350

vacant land (railways)

17465

vacant land (Govt)

2681

Public-semi public area

5069

hospitality zone

2267

Railway station/bus station

45702

commercial

14879

Informal Commercial

1000

Residential

9986

Informal residential

41582

Open Ground

15700

LANDUSE
Mixed use
Authorized parking
0% 1% 11%
10%

2%

vacant land (Govt)

3%
1%
29%

26%
6%

vacant land (railways)

Public-semi public area
hospitality zone
Railway station/bus station

1% 9%

commercial
Informal Commercial
Residential
Informal residential
Open Ground

EXISTING

ISSUES

Presence of discordant activities such as

schools and gurudwaras along the stretch

Might lead to chaos due to irrelevance in

terms of activities

Informal market along the stretch

Unorganised traffic movement and creation

of bottlenecks

Hospitality + Residential (Mixed Zones) present

along the road leading to Panposh road

Diametrically opposite to the proposed

multi modal interchange concept

Existing economic activities caters to auto

service/ spare parts etc which is incompatible
with the proposed idea

Might lead to chaos due to irrelevance in

terms of activities

THE EXISTING SITUATION

FACILITY
ANALYSIS

EXISTING SITUATION

Frequency of using the station

FACILITY ANALYSIS : User Profile

Mode used to reach station

Trip purpose
Observations:
Most respondents use the station once every
month.
Daily users amount to around 28 %.
Work and other (including family engagements)
are the main reasons for making trips.
Almost 40% respondents use auto rickshaw to
reach the station indicating importance of the
mode.

USER PERCEPTION

Requirement:
Parking space for cars and auto rickshaws
Drop off bay for passengers who are coming to
station .

FACILITY ANALYSIS :Accessibility

100.0

83.3
66.7
55.6

61.1

44.4

55.6
33.3
44.4
38.9

0.0
no%

no

16.7

100.0

no

88.9
72.2
55.6

50.0 50.0

44.4
27.8
11.1

no

no%

0.0

USER PERCEPTION

no%

Observations:
All respondents willing to opt for feeder
services
Almost 2/3rd of the respondents feel that
bus/auto stops are too far from the station .
An overwhelming majority in favor of
provision of ramps and escalators at the
station.
Safety of walkways a major concern.
Requirements:
Feeder services
Accessible interchange facilities
Ramps/escalators for easy barrier free access

100.0
90.0
80.0
70.0
60.0
50.0
40.0
30.0
20.0
10.0
0.0

77.8

72.2

27.8

88.9

77.8

22.2

22.2

FACILITY ANALYSIS : Facilities

Recreational facilities desired

11.1

120
100
80
% of respondents

60
40

no

no%
20

90.0
80.0
70.0
60.0
50.0
40.0
30.0
20.0
10.0
0.0

83.3

77.8

0
61.1
38.9

22.2

50.0 50.0

16.7

no

no%

USER PERCEPTION

tv

magazine stands

audio

Observations:
High demand for ticket vending machines.
Maximum people are using internet booking
options.
Air conditioned waiting areas desired
Dorm facilities not required
More seating required for the general public
Requirements:
Ticket vending machines
Internet kiosks for bookings
More seating
Recreational facilities: TV in the waiting areas
Magazine stands required.

FACILITY ANALYSIS : Facilities

Requirement of more shops

yes %

no%

22%

100.0
88.9

94.4

88.9

78%

44.4

44.4

38.9

33.3

Willingness to pay for extra facilities

yes %

no%

Type of shop that you want

44%
56%

Requirements:
snacks/juice bar
fruits/veg shops
books/magazine shops
medicine shops

USER PERCEPTION

FACILITY ANALYSIS :Time

8.5
7.6

Observations
5.4

5.16
4.5

4.5

Average
Maximum
Desired

3.7
3
1.5

Average present waiting time at the

bus stop was found to be 5.16
minutes which is more than the
desired ( 4.5 minutes)
Average present ticketing time at
railway station was found to be
4.5minutes which is more than the
desired (1.5minutes)

17.5

Average

10
8.5

Average present waiting time at the

auto stop was found to be 3.7minutes
which is more than the desired ( 3
minutes)

Maximum

8.5

Desired
5
2.5

USER PERCEPTION

Average time spent walking was

found to be 8.5minutes which is more
than the desired (2.5minutes) and
which is equal to the maximum .
Average waiting time at platform
was found to be 4.5minutes which is
more than the desired (5minutes) and
even more than the maximum which
is 10 minutes.

IMPORTANCE SATISFACTION ANALYSIS

Bus Stop
Interchange
importance
satisfaction
importance
satisfaction

Paratransit

importance
satisfaction

USER PERCEPTION

IMPORTANCE SATISFACTION ANALYSIS

Railway Station

importance
satisfaction

USER PERCEPTION

APPROPRIATENESS

No
Yes

No
Yes

Willingness to pay for extra services

v/s income group

Willingness to use internet booking

v/s level of education level

No
Yes

No
Yes

Willingness to have more shopping area v/s

income levels

USER PERCEPTION

<18 yrs
18-40 yrs
40-60
60<
Willingness to use ramps v/s age
group

Facilities at para transit stop

paratransit stop
performance
frequency of auto service
safety of stand
distance from building

importance

satisfaction

ANALYSIS

frequency of bus service

feeder service

SATISFACTIO
N

IMPORTANCE
1

Facilities at bus stop

bus stop performance

IMPORTANCE SATISFACTION ANALYSIS

importance

satisfaction

Miscellaneous
importance

satisfaction

parking areas

pedestrian pathways

disable access

level changes

Surveillance

Toilet facilities

Cleanliness

Organised areas in the

interchange
weather protection in
interchange areas
Safety

USER PERCEPTION

Observations
The most critical aspects which are to be
taken care of
- Feeder service
- Parking areas
- Pedestrian pathways
- Disable access
- Toilet facilities
- Cleanliness
- Weather protection
Second most critical aspects
-Safety of para transit stop
-frequency of bus service
- level changes in the railway station
-Safety

Facilities at railway station

importance
building entrances
accessible
location of entrances
walking distance to ticket
counter
queuing time
Queuing space
No. of ticket counters
Location of ticket counters
Real time information
Information system
placement
Walking distance (from
ticket counter to platform)
Alignment of platform and
the entrance location
Goods loading/unloading
area on platform
Safety or surveillance of
platform
Waiting area in platform
Railway station
performance

satisfaction ANALYSIS

USER PERCEPTION

IMPORTANCE SATISFACTION ANALYSIS

Observations
The most critical aspects which are to be
taken care of
-Goods loading and unloading area
-Total railway station performance
Second most critical aspects
-Queuing time
- Queuing space
No. of ticket counters
Real time information
Information system
Waiting area in plat form
Third most critical aspects
- Building entrances
- location of entrances
- walking distance to ticket counter
- Location of ticket counters

TRAFFIC
ANALYSIS

EXISTING SITUATION

TRAFFIC ANALYSIS

Traffic Volume Count

LINK NAME

PEDESTRIA
NS

PCU

V/C

PAVEM
ENT

ENCROACHM
ENT OF
PAVEMENT

ENCROACH
MENT OF
ROAD

ON
STREET
PARKING

PROMINE
NTMODE
ALONG
THE LINK

Railway Station to
Panposh Road, via
Hotel Aastha

108

6.3%

130.8

0.1
2

Absent

NA

Very Less

Very Less

TwoWheeler

Railway Station to
Madhusudhan Marg

456

26.6
%

450.6

0.4
1

Absent

NA

Informal
Sector near
the ParaTransit Stand

Present
along the
Commerci
al Stretch

Non
Specific

Towards the Railway

Station

586

34.1
%

156.6

0.1
4

Absent

NA

Nil

Nil

Non
Specific

Towards the Bus

Stand

438

25.5
%

180

0.1
6

Absent

NA

Informal
shops
situated
along the
stretch at
certain
locations

Truck
Parking in
front of
Fakir
Mohan
market.
Otherwise
negligible

Pedestrian
s Cyclists

Along Alternative

126

7.5%

51.6

Absent

NA

Very Less

Nil

Pedestrian

TRAFFIC ANALYSIS

Traffic Volume Count

-Traffic Count at Railway Station is 918 PCUs in 1 hour time period. ( 5pm to 6pm)
- A large Volume of pedestrian movement was observed along the main entrance, towards the
stretch to the Bus Stand and Para Transit Stand present at Madhusudhan Chowk.
- The Traffic Volume Count at madhusudhan chowk at peak time is 3426.6 PCU which has to be
considered into the proposals.

ode Availability and Usage of Mode

-Pedestrians constitute most of the traffic, and no
provisions are made for their circulation.

22%
11%

- Two wheelers ranks the highest in modal choice

followed by four wheelers and auto rickshaw.

Cycle

4%5%

Cycle rickshaw
57%

2 Wheelers
Auto Rickshaw
Car/jeep
Lcv

Parameters

Probable Solutions for Implementation

Responsive to street congestion

Dedicated Corridors for Pedestrian and

Motorized Modes of transport
Road Widening of roads at strategic
locations
Strategic Relocation of Encroachments

Responsive to travel costs

Pedestrianisation of corridors to the possible

extent
Reduction of unnecessary travel movements

OBSERVATIONS
Responsive to Availability of Public

Explore scope of Para-Transit/ Feeder Service

pping Pedestrian Routes & Demand

RAILWAY
STATION

TRAFFIC ANALYSIS

438
Pedestrians
586
Pedestrians

BUS STAND

PARATRANSIT

456
Pedestrians

CONFLICT
POINTS
MAX.
DEMAND

INFRASTRUCTURE
ANALYSIS

EXISTING SITUATION

NO PEDESTRAIN ON THE ROAD

NO PEDESTRAIN PATHWAY ON THE ROAD
ECTRIC LINES CROSSING OVER THE ROAD NO STREET LIGHTING ON THE ROAD

STREET LIGHT ON THE 1 SIDE OF ROAD ON

NO PEDSTRAIN PATHWAY ON THE ROAD

ROAD LINKING THE RAILWAY
STATION AND BUS STAND

ROAD IN FRONT OF
RAILWAY STATION

OPEN DRAINS IN SOME AREA

ROAD IN FRONT OF
BUS STAND
NO PEDESTRAIN AREA

EXISTING STREET LIGHTING ,

ELECTRICTY DISTRIBUTION LINE

CCTV LOCATIONS
TRANSFORMER
FLOOD LIGHTS
Improper street
lighting

Crossing of the
electric lanes
over the road

No Defined
pedestrain path

STREET LIGHT
ELECTRIC LINE
NO
Segregation
of pedestrian
and vehiclular
movement

STREET LIGHT WIRE

NO Flood lights
at the
MADHUSUDAN
chowk

Existing road section of the

road linking bus stand to
railway station

EXISTING DRAINAGE
AND SOLIDWATSE
SITUATION
Major problems of
drainage and solid
waste
This area
is highly
polluted
due to the
presence
of vendor

Drains are not well

maintained as in
some area are these
are open .

OPEN ROADSIDE DUMPIN

CLOSED DRAINS
OPEN DRAINS
OPENING TO DRAINS

No proper waste
disposal area /
collection area..

Existing section through the road

in front of the railway station

Existing section through road

in front of BUS STAND

PROPOSALS FOR THE

ELECTRIC LANES AND
STREET LIGHTING
TRANSFORMER
FLOOD LIGHTS
STREET LIGHT

UNDERGROUND
ELECTRIC LINE
STREET LIGHT WIRE
Proposals
Underground electric lane
Flood lighting at junctions.
UNDERGROUND ELECTRIC LANES PITS

Solar panel street lighting .

Lighting also provided along
the pedestrian movement .

SOLAR PANEL STREET LIGHTING

Solar street lights are independent of

theutility grid. Hence, the operation costs are
minimized.

Solar street lights require much less

maintenance compared to conventional street
lights.

Since external wires are eliminated, risk of

accidents is minimized.

This is a non polluting source of electricity

Separate parts of solar system can be easily

carried to the remote areas

PROPOSALS FOR THE

ELECTRIC LANES AND
STREET LIGHTING

Regular Street Light

DX3 Solar Street Light

Uses standard
size/connection

Uses standard
size/connection

90 W high pressure sodium

30W Ultra High Efficient

Array

5500 Lumens (3850

effective)

3400 Lumens

30-50 Lumen / Watt

120+ Lumen / Watt

Photo-sensor or wire control

Photo-sensor, wire or solar

panel

No Back Up Power Source

Internal Battery, fully

integrated into Street Light
Head (Approx. 3 nights
autonomous
operation/battery reserve)

No solar array

Integrated solar array

Requires electricity

Solar powered

Works only when grid is

energized

Works during power outages

Cable requires expensive

trenching

No trenching

Additional wiring in the

ground

No wire in ground

Wire in the pole

No wire in pole

Significant resources to
install

Simple install

Special crews for safe

installation & commission

Safe to install (12V)

Municipal
waste

B. Recyclables
A. Organic
.
.
.
.

Food waste
vegetables
waste
Garden
trimmings
dry leaves

63.00

For B i o
degrada
ble wast
es

Paper
Plastics/polyeth
enes
Rubber, leather
Glass &
ceramics
Textile/cottons
Earthen wares
Metal
Coconut shells

For
Re-cycla
ble
wastes

Solid waste management

C. Inert
Dirt
Sand
Dust
soil

Calculations
The stretch will be mostly used by the floating population which depends on the transits
Bins for Commercial Establishments/Shops : It is assumed that one bin will serve 25 shops.
Organic waste will be collected daily & recyclable waste will be collected once in a week.
Providing 100L capacity fibre glass bins for bio degradable waste and 500L capacity bins for
recyclable wastes.
Waste density for bio degradable waste = 300 kg/cubic metre
Waste density for bio degradable waste = 150 kg/cubic metre

Total no. of people using the stretch from

railway
Total no. of people using the stretch from railway station
tostation to bus stand, per day=
around
4500
Madhusudan chowk per day= around 5000
Total waste
waste generated per day per pedestrians= 5000X.05kg=250
kg generated per day=
4500X.05kg=225
kg
waste generated by the shops=0.5X84=42kg
waste generated by the shops=0.5X80=40kg
Total waste generated = 292 kg
Total waste generated = 265 kg
assuming that 1/4th of the total waste is organic
assuming that 1/4th of the total waste is
Amount of organic waste = 70 kg
organic
Amount of recyclable waste= 222 kg
Amount of organic waste =70 kg
Amount of recyclable waste= 195kg
Bio degradable waste
N=70/(300X0.1X1X1)=3
Bio degradable waste
N=70/(300X0.1X1X1)=3
Recyclable waste
N=190/(150X.5X1X1.6)=2
Recyclable waste
N=W/(DXSXF1XCF)Where
S= Size of bins in m3
N=195/(150X.5X1X1.6)=2
N = Number of collection bins
F1= Average filling rate of bin. (Generally 80 %)
W = Total quantity of waste generated per day in Kg CF = Collection Frequency
D = Density of waste in Kg/m

Solid waste management: Calculations

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

At Bus stand

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

Bio degradable wastes

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

Bio degradable wastes

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

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

Recyclable wastes
N=75/(150X.5X1X1.6)=1

Bins for Institutions

It is assumed that two trash bin will be placed in each institution. Both Organic waste &
recyclable waste will be collected daily.
Bins for Hotel and Restaurant
2000 litres capacity will be placed at each hotels and restaurant for collection of bulk
generation of organic waste.
Street sweeping
The width of t he roads are different. Considering 2 0% of road length having 12 Mt. width,
40% of the road length having 22 Mt. width & 40% of road length having 6 Mt.
width, the length of the roads of different width are as follows 12 Mt. width road = 260km;
22 Mt. width road = 520km; 6Mt. width road = 520km Considering one sweeper can sweep
2500 Sqmt. of road/day and also be allotted the duty for primary collection of waste from
road side to dumper placer container.
The no of sweeper required For 12Mt.width road = (12x260)/2500 = 2nos. For 22Mt.width
road = (22X520)/2500 = 5nos. For 6Mt.width road = (6X520)/2500 = nos. Total = 2 nos.
Total no. of workers=2+4+2=9

Solid waste management: calculations

100L
capacity
fibre
glass
green
colour
bins for
bio
degradabl
e waste
Two types of
bins will be
placed
together

500L
capacity
fibe glass
black
colourbins
for
recyclable
waste

Solid waste management: positions of bins

URBAN DESIGN

EXISTING SITUATION

VISUAL CONNECTIVITY

View
corridor

Observations:
There
street
connecting
railway
station
and
madhusudan chowk acts as a
view corridor.
The
statue
in
the
madhusudhan chowk is a
focal point in the view
corridor.
No
visual
connection
between railway station and
bus stand.

View
corridor

Statue in the madhusudhan

chowk

URBAN DESIGN

Ratio of enclosure in view

corridor

VISUAL POLLUTION

URBAN DESIGN

Observations:
1.Billboardsof various sizes cause visual pollution
by making a disturbance to view of street.
2.In some area electric cable is causing visual
pollution, it may create accidents also. Condition
of road is not good.
3.Irregular parking in the roadside reduces the
visual quality of street.
4.Billboards in front of railway station also create
visual disturbance.
5.Advertisements in
building walls also cause
visual pollution. Condition of road is not good.
6.Informal shops in the beginning of road to bus
stand from railway station also reduce visual
quality of street.
Requirement:
Defined parking area.
Good condition road
Control over bill boards and advertisements.
Removal of big billboards over buildings.
Proper maintenance of electric cables.
New location for informal shops

STREETSCAPE
Observations:
Signage: signage boards are absent (no signage
board from railway station to bus stand).
Side walks: well designed pedestrian pathways
are absent.
Cross walks: cross walks are absent, people
move randomly, create chaos in the junction.
Requirement:
There should be a proper designed signage. As a
general
rule, it is suggested that the letter height should
be at least
1% of the distance at which the message will
usually be
read boards showing connection to each
roads.
Areas required
continues
pedestrian
Areas required
connectivity
signage boards

Areas required cross

walks

URBAN DESIGN

Enhance the pedestrian linkage by:

1.Ensuring the continuity of sidewalks, lighting
and paving material.2Providing adequate width
for both pedestrians and bicyclists.3Maintaining
and enhancing accessibility for differently-abled

STREETSCAPE

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

URBAN DESIGN

PROPOSALS

Issue identification & broad proposals

LANDUSE
Proposed Truck parking = 862 sq m on
the land available near informal sector. The
area can accommodate 15 trucks.
Area for 1 truck = 50 sqm . Therefore for 15
trucks = 750 sqm
Expansion of existing parking near
commercial area = 2681 sqm
No. of cars parked = 50 , No. of Two wheelers
= 400, No of autos = 15
Proposal = 500 two wheelers, 60 cars and 20
autos
Area = (500* 2.5) + (60 * 15) + (20 *8) =
2310 sq m
Accquired railway land = 4700 sq m
Relocation of informal shops = 1000 sq m
Formal Commercial = 430 sq m
Plaza = 2200 sq m
Feeder Paking = 850 sq m
Toilets = 220 sq m

PROPOSALS

Effective road width of bus stand strech

is 4.5 m
Encroached area = 1.5m
Encroachments removed and converted to
pedestrian pathway

PROPOSALS

LANDUSE

COMPARISON OF EXISTING AND

PROPOSED LANDUSE

Existing
Proposed

PROPOSALS

TRAFFIC MANAGEMENT PLAN

The vehicular movement

along the stretch of the
road is guided by the main
principle to decongest the
intersection in front of the
railway station and put the
alternate
entrance
to
maximum use.

The introduction of a
feeder service is looked
upon as a viable option to
make the link between the
railway station and the bus
stand more accessible. The
link being almost 400 m
long, cannot be accessed
easily by pedestrians.

The entry and exit for the

feeder service is separated
from the main entrance and
exit

Traffic Management Plan Indicating The Movement Of Vehicular Traffic

PROPOSALS

TRAFFIC MANAGEMENT PLAN

The
pedestrian
movement which was
otherwise chaotic at the
intersection is improved
by
provision
of
pavements along one
side of stretch 1 and
along both the sides of
stretch 2.

The pavement along

stretch 1 is integrated
with facilities such as
eateries,
fruit
and
vegetable
vendors,
groceries, etc and a
plaza which doubles as
a recreational zone.

Traffic Management Plan Indicating The Movement Of Pedestrian Traffic

PROPOSALS

PARKING MANAGEMENT (Inside Railway Station)

As observed with the help of the survey data,

most of the respondents use the station almost
once in every month and 28 % of the total users
surveyed use the station on a daily basis, the
reasons for the regular trips being work and other
personal (including family engagements).

Almost 40% respondents use auto rickshaw to

reach the station indicating importance of this
particular mode. A large portion of the
respondents feel that the bus stand and auto
stands are too far to travel by foot.

The safety along the walkways to the same

mentioned facilities is a major concern here.

Views of the Existing Parking and Circulation at the Railway Station

Hence as observed, the major concerns to be

looked upon here are:
Parking spaces for cars and auto
rickshaws, and
The unorganized Drop off/Drop in system
for passengers who are coming/leaving
to/from the station.
Inconvenient accessibility to public modes
of travel.

The above illustrates the haphazard parking of the auto rickshaws,

taxis and private vehicles.
Also there is no specific pathway demarcated for Pedestrians
especially with luggage. The station can be accessed by two entry/exit
gates which serve as a major reason for this unorganized vehicular
and pedestrian circulation.
Absence of Facilitation centres and Information kiosks lead to
probable misguidance in terms of direction and choice of facility to be
availed by the people while coming out of the Rourkela railway
station.
Since the maximum portion of the vehicular inlet/outlet happen at the
main entrance of the railway station, this contrasting distribution leads
to more chances of accidents in that zone.

PROPOSALS

PARKING MANAGEMENT (Inside Railway Station)

60X3.5
sq m
25X3.5
25X3.5
sq m
sq m
Facilitati
onCentr
2m wide drop off
e
bay 85X5.5
sq m

6.

42X5.5
sq m

1.

42X5.5
sq
m
Green
Area

7.

2.

3.
4.
ENTR
Y

85X5.5
85X2
sq msq
m
85X4 sq
m
85X4 sq
m
85X1.5
sq m

5.

Plan of the Proposed Parking, Zoning and Circulation at the Railway

Station

PROPOSALS

Feede
r
Parki
ng
for 30
feede
rs

EXIT

As observed, the major concerns to be

facilitated here are
Parking spaces for cars and
auto rickshaws, and
An organized Drop off bay for
passengers who are coming to
the station.
The additional development strategies
and proposals will include the following:
Auto Rickshaw Pre paid Stand
Tourist information Facilitation
Centre
Taxis prepaid counter
Bus interchange facilitation
Centre
Feeder pickup/drop point and
feeder user shaded seating

1
.

Parking for 24 four wheelers 10 m wide road

2
.

Parking for 56 four wheelers 10 m wide road

3
.

Parking for 170 two wheelers 5 m wide road

4
.

Parking for 170 two wheelers 5 m wide road

5
.

Parking for 170 two wheelers 5 m wide road