Transpotation

5.1 Objectives of Study
It is well recolonized that the urban form has a direct to the transport system plan of an area. In the initial stage of growth, the urban form is influenced to a large extent by the transport system. However the urban area grow in size, transport shapes to a great extent the urban form of an area. For a balanced development of the urban system as a whole, it is necessary that the interrelationship between the two is clearly appreciated and they are planned and developed in an integrated manner.

5.2 Study Area
The study are, Gwalior West is located on the western side of the city of Gwalior. It covers an area of 29,923 hectares. Being predominantly a rural area, no existing transport networks exist except for kutcha roads in and outside the villages.

5.3 Urban Forms and Transport Systems
The urban transportation network is the lifeline of any city. It acts as a catalyst for development and determines the degree of accessibility of any resource of facility for a city to function efficiently, the transportation system should be smooth, efficient, cost effective and above all-safe. In the context of Gwalior West, the transportation network is expected to cater to a medium to low density urban pattern of development.

It is expected to provide innovative solutions to most of the existing problems faced by Indian cities in terms of efficiency of network as well as limitations to expansions of network to accommodate increase in traffic problems.

Objectives
The objectives of the proposed transportation systems for Gwalior West are :

• To provide an efficient physical integration with the existing Gwalior.
• To provide for freedom of choice and equal opportunity to the residents of the town, in terms choice of destination and mode.
• To Provide maximum safety to traffic movements through segregation of traffic modes and pedestrians.
• To accommodate for future expansion intra traffic volumes including MRTS.
• To segregate inter city and intra city traffic.

Conceptual Urban Form and Transport Network
The Urban form of Gwalior West is based on a multi-nodal concept where the whole area is developed in a phase wise incremental pattern.
The conceptual network has been evolved taking into consideration the following factors

• Various landuses of the city and their locations
• Development of nodes
• Presence of natural features, such as drainage channels, rivers, highlands, etc.
• Existing available links with important decisions within Gwalior, i.e. Airport, Transport Nagar, Inner city commercial areas, railway station
• Proposed Road network of Gwalior Master plan
• Connectivity of strategic Urban Villages

Visual Character
Based on these guiding factor, the concepts was crystallized into a circular loop network at the overall town level.
The basic reason for developing a circular loop network was its many advantages over the other circulation networks, which were :

• Efficiency of Network : Consolidation of access routes to important destination within Gwalior West.
• Efficiency of traffic movement : By minimising traffic intersections and inter change points.
• Ease of access : Equal access to all locations within the town, thus preventing formation of traffic

core (s), which leads to congestion and uneven land prices.
Landuse Consideration
Nodes have been identified which would generate traffic with characteristics that are distinct for each of the major functions.
w Tourism/recreation node
The tourism/recreation node would require direct and easy linkages with the tourist attractions within Gwalior and the regional circuit. The traffic would be largely transitory in nature and would require adequate parking areas.
w University Area
Traffic to University area would be from both existing Gwalior, as well as the new residential area from Gwalior west, Alignment of public transportation routes along the university area in an important consideration in the transportation plan.
w Central Business District
The CBD lies along the intersection of the two primary arterials of the proposed township. The centre would need to provide for efficient use of all modes and forms of transport, as it would experience great concentration of trips usually during peak hours. There would be heavy demand for parking in the CBD.
w Industrial Area
The industrial area would require heavy freight traffic movement. Adequate space for such movement and parking would have to be planned for, while developing site plans for industrial areas. As a counter magnet, Gwalior west would entail regional linkages. This would require easy accessibility to regional roads as well as transport terminals, namely, the airport, railway station and bus terminals.
5.4 Recommended Roads Widths
National Highway by Pass (80m Right of Way)
The bypass to the National Highway would have 80 meter right of way. This will consist of a 6 lane divided carriageway; a 10 m wide central verge is proposed for future expansion. It would have a 15m green and a footpath with a 2-lane service road and storm water drains included in the shoulder on either sides.
Arterial Roads (60m Right of Way)
The Arterial Roads are the highest level in the hierarchy of roads in the township. They would be the primary carriers of traffic within the city connecting all major activity centres and nodes within planning area. They would have 60-metre right of way. This will consist of a 6 lane divided carriageway; a 10 m wide central verge is proposed to accommodate the MRTS. It would have a 3m buffer comprising a green strip, a 3 m wide cycle track and a footpath with a 2-lane service road and storm water drains included in the shoulder on either sides.

Sub Arterial Roads (45m Right of Way)
The sub-Arterial roads would form the next level of hierarchy within planning area. They would have 45m right of way. This will consist of a 4 lane divided carriageway with a 7m median. It would have a 3m buffer comprising a green strip, a 3m wide cycle track and a footpath with a 3m wide parking lane and storm water drains included in the shoulder on either side.
Collector & Distributor Roads (24m Right of Way)
The Collector & Distributor Roads would the principal approach roads serving the neighbourhoods. These would have 24 meter right of way. This will consist of a 6 lane divided carriageway with a 1.5m median. It would have 1.5 m footpath and 2m wide planting strip on either side.
Access Roads (12m Right of Way)
The access roads would provide access to individual plots within the residential neighbourhoods. The roads would have a 2 lane wide carriageway and 2m wide shoulder and 0.5 wide storm water drain on either side.
Table 5.4-1
Norms for Roads and Streets
Road Classification Recommended Width
(Right of way) (m)
Arterial roads. 60
Sub-arterial road 45
Collector/Distributor Road 24
Access Road 12
Cycle tracks 2.5
Pedestrian Paths 1.5 to 4.5
5.5 Accessibility Standards
Public Facilities
The access standards to be used for locating community facilities, amenities and services are given table 5.5.4 They are to be followed in order to minimise the necessity of using motorised modes for such activities.
Table 5.5-1
Gwalior : Access Standards
Amenity/Facility Recommended Maximum
Walking distances (Km.)
Creche/Nursery School 0.30
Primary School 0.80
Higher Secondary School 1.50
Tot lot 0.30
Neighbourhood play Area and Park 0.3
Sector Park and Play Field 0.5
Groceries and Play Field 0.5
Health Centre 0.5
Post Office 0.5
Community Hall, Library, Local Club etc. 0.75
Note : These access standards will not be applicable to high-income group residential areas where gross densities are likely to be low.
5.6 Parking
Parking areas would be located in all the major vehicle entry points in conjunction with the various activity areas. They will provide space for explicit use of long-term, short-term, visitor and errand parking as per demand.
Table 5.6-1
Norms for On Street Parking for Cars and Buses
Dimensions for Bus Bays are : Minimum distance from 75 meters
intersections
Length of recess for each 15 metres
bus stop.
Taper : Desirable 1:8
Maximum 1:6
Depth of recess : Single bus stop 4.5 metres
Double bus stop 7.0 metres
Standards for lay byes (IRC) to be provided near public near public conveniences guide maps etc. away from intersections etc.
Table 5.6-2
Norms for lay byes
Width 3 metres
Length 30 metres
End tapers 15 metres
Angle parking should be implemented when the street is a least 20 metres wide and the traffic volume is mot too high. The general dimensions for a car bay are taken as 2.5 metres by 5 metres, and for truck bays 2.75 metres by 7.5 metres
Table 5.6-3
Dimensions For On-Street Car Parking Bays
Type of Parking Clear Width from Kerb (m) Length Required for each
car Measured Parallel to
the kerb Line (m)
1 2 3
Parallel 2.5 5.9
30 Degrees 4.66 5.0
45 Degrees 5.31 3.54
60 Degrees 5.58 2.89
Right Angle 5.00 2.5
Table 5.7-4

Parking Standards
Use/Occupancy City Size : 10 Lakhs
Multi-family One Car Parking Spaces per.
Residential 4 tenements having area of 60 sq. mtr. of each tenements or more or 240 sq. mtr. built up area which ever is less.

Commercial One car parking space per :
- 50 sq. m of floor space where shops sizes exceed 20 sq. m or in upper-income group areas.
- 100 sq. m. of floor space in other areas.
- 200 sq. of floor space where shop sizes are less than 10 sq. m.
Other Vehicles : Additional 100 percent.
Hotels and One car parking space per :
Lodges 75 sq. m. in 3-star and above gardens 300 sq. m. in others.
Restaurants One car parking space per :
50 sq. m. of dining area (Luxury)
100 sq. m. dining area (other)
Govt. Semi-public One car parking space per :
and private offices 150 seats
and business houses Scooter : one per 20 seats
Cinema halls Bicycle : one per 12 seats
Educational One car parking space per :
200 sq. m. of floor area upto first 1000 sq. m. of built space.
100 sq. m. of floor area above 1000 sq. m. built space.
Other vehicles : Additional 100 percent.
Nursing Homes One car parking Space per :
Hospitals 75 sq. m. floor area in private units.
150 sq. m. floor area in Govt. units.
One ambulance space of 10 m. × 4 m. in hospitals with more than 100 beds.
Note : These norms are minimum guidelines and may require modifications on a case by case basis.
5.7 Pedestrian Movement
The main objective of the pedestrian circulation system it to provide convenient, safe and direct access for pedestrians between buildings, parking spaces, and campus facilities. Pedestrian access from major commercial areas should be so designed to avoid traffic conflicts and enhance safety Landscaping and lighting, with an integration of open space system to link areas would define pedestrian ways. Provisions for handicapped would be made where possible when designing pedestrian ways to include hand rails, ramps.