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1: TRAFFIC AND TRANSPORTATION
1.1 EXTERNAL CONNECTIVITY
Gurgaon Manesar Development Plan 2021 has proposed following
roads which give access to RHSEZ:
1) National Highway 8
2) State highway 26 (Pataudi Road) (proposed 75 m RoW)
Other than the existing roads, following are the additional
roads proposed in Gurgaon Manesar Development Plan 2021 which
provide access to RHSEZ site:
1) Proposed Northern Peripheral Road (NPR) (150 m RoW)
2) Proposed Southern Peripheral Road (SPR) (90 m RoW)
3) Proposed Central Peripheral Road connecting SPR and NPR (90 m
RoW)
4) Master Plan road connecting NPR and RHSEZ at northern corner
cutting across SH-26.
5) Master Plan road connecting NH-8 to RHSEZ originating from
Km-37.6 at NH-8.
FIGURE (1): REGIONAL CONNECTIVITY TO RHSEZ STARTUP PHASE
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To enhance the connectivity of RHSEZ and for the better
accessibility, following projects have being initiated on priority
basis for the Startup Phase of SEZ:
1) Interchange facility at NH8 - NH8 is one of the major access
road to Startup Phase RHSEZ from Delhi. For the faster movement of
traffic from and to SEZ, it is propose to have a grade separated
intersection at NH8, SPR and proposed access road junction.
2) Link Roads to RHSEZ Connecting link from CPR to RHSEZ Startup
Phase which will have 90m ROW and 4 Lane dual carriageway with 30m
green belts on either side has been proposed.
3) Widening of State highway 26 SH 26 (Gurgaon-Pataudi road) is
presently 2 lane undivided road which passes through the identified
RHSEZ area. This road is crucial for the project as it shall bring
traffic from Gurgaon to RHSEZ. Thus it has been proposed that this
road is upgraded and widened to 6 lane divided carriageway. Fig
above shows regional connectivity of RHSEZ.
4) Bypass at NH 8 - Being the NH 8 as access control road, a
bypass road within has been proposed to connect proposed RHSEZ 90m
road to the GMDP master plan road
5) Underpass at SH-26 For uninterrupted flow of traffic form NPR
to RHSEZ site via 60 mts master plan road through sector 37, an
underpass is proposed at SH-26.
Other than the proposed road connectivities, metro rail
connectivity proposed in GMDP-2021 also enhances passenger movement
to RHSEZ. Following proposed networks in GMDP-2021 provide direct
access to RHSEZ Start-up Phase:
1) Proposed metro corridor along NPR cuts across western corner
of RHSEZ site. This connection provides direct connectivity from
IGI airport and South west Delhi to RHSEZ site.
2) Proposed metro corridor along SPR terminates at proposed
metro hub in GMDP-2021 at southern corner of RHSEZ site. This
connection provides connectivity from east Gurgaon and South East
Delhi to RHSEZ site
1.2 INTERNAL CONNECTIVITY
For the better circulation of traffic in RHSEZ area and reduce
congestion at the entry, six entries are designed. These entries
are well connected with the external linkages.
1) RHSEZ Entry Road-1 from Pataudi Road: On the northern side of
RHSEZ Startup Phase one entry has been proposed from the existing
Pataudi Road (SH-26) majorly for the old Gurgaon traffic. It has
been proposed that this road is upgraded and widened to 6 lane
divided carriageway (ROW 75m) from existing 2 lane divided
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carriageway. Overpass has been proposed on the Pataudi road for
the through traffic and only exclusive SEZ traffic will be there
under the overpass. There will be signalized junction below the
overpass to cater the SEZ traffic. Future expansion of SEZ across
the Pataudi road will be through proposed underpass to make the
area contiguous. Dedicated oneway underpass for light passenger
vehicle only has been proposed for traffic entering to the east
processing area and the remaining traffic will use the central
loop.
2) RHSEZ Entry Road-2 from CPR: Delhi and south Gurgaon bound
traffic from NH 8 and SPR will enter through proposed interchange
facility at NH 8. So the CPR is well connected with the NH 8 and
SPR. One link road from the CPR connects the SEZ area via proposed
Trumpet facility dedicated for the SEZ on the CPR for uninterrupted
flow. One dedicated oneway underpass for light passenger vehicle
has been proposed for the entry to the eastern processing area and
remaining traffic will use the central loop. One dedicated
underpass has been proposed for the entry to the parking lot.
3) RHSEZ Entry Road-3 from V3(a) Road: GMDP 2021 has proposed
60m ROW road which connect NPR and crosses Pataudi road. So this
road has been used as entry for SEZ which will segregate the
traffic from NPR and old Gurgaon.
4) RHSEZ Entry Road-4 from Link Road: Another direct entry for
the processing zone has been proposed on the south-east side of
RHSEZ Startup Phase from the proposed 90m ROW Link Road with a
left-in - left-out connectivity to NH-8 and through connectivity
providing underpass across NH-8 with the south Gurgaon.
5) RHSEZ Entry Road-5 from Pataudi Road: An exclusive entry for
the west processing area with at-grade signalized intersection on
Pataudi Road has been proposed.
6) RHSEZ Entry-6 from NPR: A direct entry from NPR has been
proposed through an at-grade roundabout below elevated NPR road
within RHSEZ site. NPR traffic will be through by overpass and for
uninterrupted traffic from the non processing area two-way
underpass (only for the light passenger vehicles) has been
designed. Remaining traffic will pass through the roundabout.
1.3 INTERNAL ROAD HIERARCHY
The objective of the road layout plan is to facilitate the
smooth and efficient flow of traffic in the arterial roads as well
as safe and convenient access for land parcels along access roads.
Internal Road network is presented in Figure 2. The road network
within the SEZ can be classified or grouped in to three broad
categories as below and cross section are presented in Figure
3:
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Primary Road Network
1) Dual 4 lane divided carriageway (90 m ROW) connecting SEZ
with external roads around SEZ
2) Dual 4 lane divided carriageway (75 m ROW) acting as the
primary corridor connecting various sectors of the main Processing
Area
3) Dual 3 Lane carriageway (60m ROW) linking western and eastern
processing areas and passes through the residential area
4) Dual 3 lane divided carriageway (45 m ROW) dividing
commercial and residential areas in the non-processing area
5) One way 4 lane carriageway (45m ROW) which divide the
processing and non processing area
Secondary Road Network
1) Dual 2/3 lane divided carriageway (30m ROW)
2) Dual 2 Lane Undivided carriageway
Tertiary/ Local Road Network
1) Dual 2 Lane divided carriageway (including the 2 lane
carriageway of the peripheral road of SEZ)
2) 11m wide carriageway
6) Wide 2 Lane (9.0m)
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FIGURE (2): INTERNAL ROAD HIERARCHY RHSEZ STARTUP PHASE
TABLE (1): INTERNAL ROAD HIERARCHY ROW (mts) Carriageway (m)
Length (km) 90 4 lane Dual Carriageway 0.79 75 4 lane Dual
Carriageway 3.17 60 3 lane Dual Carriageway 1.67 45 3 lane Dual
Carriageway/ 4 Lane c/w (oneway) 6.00 30 2 lane Dual Carriageway
7.83 24 2 lane Dual Carriageway Undivided 1.40 18 11m wide
carriageway 8.01 12 2 lane Carriageway 1.48 9 2 lane Carriageway
1.80 7 2 lane Carriageway 3.89 Total Length of Road Network
36.05
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FIGURE (3): INDICATIVE ARTERIAL ROAD CROSS-SECTION (75 M
WIDE)
FIGURE (4): INDICATIVE ARTERIAL ROAD CROSS-SECTION (60 M WIDE AT
NPR INTERSECTION)
FIGURE (5): INDICATIVE SUB-ARTERIAL ROAD CROSS-SECTION (45 M
WIDE, NON PROCESSING AREA)
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FIGURE (6): INDICATIVE SUB-ARTERIAL ROAD CROSS-SECTION (45 M
WIDE, CENTRAL ONE WAY LOOP, NON PROCESSING AREA)
FIGURE (7): INDICATIVE SUB-ARTERIAL ROAD CROSS-SECTION (45 M
WIDE, ONE WAY, PROCESSING AREA)
FIGURE (8): INDICATIVE SUB-ARTERIAL ROAD CROSS-SECTION (45 M
WIDE, WEST PROCESSING AREA)
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FIGURE (9): INDICATIVE SUB-ARTERIAL ROAD CROSS-SECTION (30 M
WIDE, COMMERCIAL ZONE, NON- PROCESSING AREA)
FIGURE (10): INDICATIVE SUB-ARTERIAL ROAD CROSS-SECTION (30 M
WIDE, EAST PROCESSING AREA)
FIGURE (11): INDICATIVE SUB-ARTERIAL ROAD CROSS-SECTION (30 M
WIDE, WEST PROCESSING AREA)
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1.4 ESTIMATION OF TRAFFIC FLOW
The traffic has been estimated based on the landuse and employee
density of each landuse category. Transport infrastructure facility
is one of the major components of traffic estimate. The major
component of traffic estimates depends on the:
Number of employees and their distribution Type of employment
(industry type) Transport infrastructure and facilities etc.
1.4.1 Employment Distribution & Zoning
The SEZ has been planned to attract an employment of 486162 in
the processing area and non processing area. The distribution of
employment by industry or landuse is as in table below:
TABLE (2): DISTRIBUTION OF EMPLOYMENT AND POPULATION Industry
Employment
IT 4,11,885Media 29,587Business 21,142Finance 21,142Public &
Semi-Public (PSP) 1,296Commercial 1,111Total Employment
4,86,162
Except the employment under commercial and PSP, all others are
located in the two processing areas. The PSP employment is
distributed in both processing and non-processing areas. Of the two
processing areas, the east processing area is the largest with
projected employment of over 3.75 lakhs and the west processing
area has an estimated employment of 1.1 lakhs.
For the purpose of traffic estimation and distribution, the
entire SEZ area has been
subdivided in to 89 traffic analysis zones (refer fig) and the
area external to SEZ in to 6
broad zones based on the road network and the access roads to
the SEZ.
The proposed residential development in the non-processing area
of the SEZ has
approximately 10,000 dwelling units including studio apatments
housing a population of 0.44
lakhs. Apart from this the service apartments are estimated to
house another 1200
employees.
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FIGURE (12): TRAFFIC ZONING - SEZ
1.4.2 Transport System
The transport system considered for meeting the travel demand
needs of employment generated in the SEZ is as below:
Road Network System as presented in Figure 2
Bus transport system For commuting between Gurgaon, Delhi and
other NCR towns and SEZ For commuting within SEZ
Rail system (Figure 8) Metro Rail system as per GMDP LRT system,
as feeder system from the metro to western processing area of
SEZ
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FIGURE (13): PUBLIC TRANSPORT NETWORK
1.5 PARAMETERS FOR TRAFFIC ESTIMATION
To estimate traffic flows, it is essential to understand and
quantify the parameters that generate the traffic flows in terms of
passenger vehicles and freight in terms of quantity, since RHSEZ is
house industries which are mainly IT and ITES therefore demand for
movement of goods will be very low. Assumptions/ parameters
considered while estimating traffic demand in SEZ (passenger and
freight) are:
1.5.1 Share of BPO in IT
Following the general and expected trend in the IT industry and
considering the facility being created in the proposed SEZ, it has
been considered that IT industry involved in the development and
servicing will be in SEZ. However a 30% share in the IT employment
has been considered to be in the Business Process Outsourcing (BPO)
sector.
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1.5.2 Distribution of Employee Residences
Of the total employment in the SEZ only 17500 are residing in
SEZ while the rest (531984) are to commute from areas outside SEZ.
Based on the distribution of population in Gurgaon, Delhi and other
NCR Towns and the distance to SEZ, following distribution has been
considered:
TABLE (3): DISTRIBUTION OF FLOATING EMPLOYMENT IN NCR Zone/
Entry Corridor Distribution (Percentage) Areas in Delhi along NH 8
15.0% Areas in Delhi along MG Road 10.0% Faridabad 10.0% South
Gurgaon & Sohna 10.0% Manesar 5.0% Areas along NPR, Gurgaon
& Dwarka, Delhi 30.0% Areas along Pataudi Road (East) 10.0%
Areas along Pataudi Road (West) 10.0%
1.5.3 SEZ Resident Employee Categories
Total resident employment within SEZ is 17500. Residential areas
are categorized into three group i.e High-end apartment, studio
apartment and service apartment. It has been assumed that one
person per household work in SEZ from High-end apartment and the
remaining work in areas outside SEZ, and working employees residing
in Studio and service apartments, work within the SEZ.
1.5.4 Public Transport System
As the employment generated is quite large, to keep traffic low
in the processing area, public transport and park and ride has been
promoted and given higher preferences. Following is the proposed
system:
Extensive road based public transport system connecting SEZ with
the influence areas not serviced by Metro system
Only limited vehicles will be allowed to enter the eastern
processing area. Rest of the parking demand is through specially
developed multilevel parking lots at the each entrance to the
Processing area which are well connected to the LRT and bus
transport system for connectivity
Exclusive parking lots at the entry to wes`tern processing
area
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1.5.5 Modal Split
Modal split plays a major role in the estimation of total travel
demand. As on date there is no effective public transport system.
Efforts are being taken by the local government in
establishing/creating public transport system in the Gurgaon City.
For the purpose of present case, the modal spit considered is based
on the prevailing modal split in the neighbouring city Delhi and
other South-east Asian cities.
A recent study for the City of Gurgaon also targeted about 60%
in favour of public transport by 2021. The modal split for the
present case has been assumed based on the proposed public
transport system for SEZ, type of industry and its categories,
socio-economic characteristics of residents etc.
1) BPO Industry: The mode of transport for the employees in BPO
sector is company provided shared car/van (Cab) and thus a modal
split of 90% by Cabs and rest (management and senior staff) by
personal car has been assumed for the project scenario.
2) Resident Employees: All the residences are high ended so it
has been assumed that they will travel by personal vehicles only.
Studio and service apartments are generally bachelor accommodation
and so based on the travel distance they will be traveled by the
public transport. Modal split for the resident employees is
considered as below:
TABLE (5): MODAL SPLIT INTRA SEZ TRAFFIC Residence Category No.
of Employees Car Public Transport
High End Apartment 5761 100% 0%
Studio Apartment 13242 0% 100%
Service Apartment 1240 0% 100%
3) Employees Residing Outside: The majority of the employee
generated in SEZ will commute from the outside area, so based on
the past studies and expected travel characteristics from the
influence area, the targeted modal split considered is as given in
the table below.
TABLE (4): TYPICAL MODAL SPLITS IN THE REGION Motorized mode
Taiwan Singapore Delhi
Two-wheelers 32% 6% 18% Cars 28% 29% 10% Public Transport 28%
57% 59% Others 12% 8% 12%
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TABLE (6): MODAL SPLIT FLOATING POPULATION Zone/ Entry Corridor
PT Car Two Whlr Cab Total
Delhi NH 8 65.0 15.0 10.0 10.0 100.0MG Road 65.0 15.0 10.0 10.0
100.0Faridabad 65.0 15.0 10.0 10.0 100.0South Gurgaon & Sohna
65.0 15.0 10.0 10.0 100.0Manesar 45.0 25.0 20.0 10.0 100.0NPR
(Dwarka Side) 65.0 15.0 10.0 10.0 100.0Pataudi Road (East) 45.0
25.0 20.0 10.0 100.0
Pataudi Road (West) 65.0 15.0 10.0 10.0 100.0
4) Occupancy: The average occupancy by various modes is assumed
based on the observed trend in the influence area. The average
occupancy figures adopted for the present case is as below:
Average occupancy Particular PT (Bus) Car Two Wheeler Cab
Occupancy 50 1.5 1 7
1.5.6 Traffic Generation
Passenger Trips
The estimated passenger trips generated per employee is 2 per
day. Non-working population residing in the SEZ and external trips
to the commercial establishments in non-processing area of the SEZ
are very limited due to IT/ITES based SEZ. Further, this traffic is
expected in the off-peak periods and in the evening period. The
larger patronage is expected to be in the weekends when other work
trips to SEZ are minimal compared to the normal working days.
Freight Trips
The office development would attract commercial vehicle traffic
for the transport of stationary, food & beverages, goods
transport to the commercial establishments, waste collection and
disposal etc. As the proposed SEZ is IT service oriented, no large
scale goods movement is anticipated. Thus a nominal 2 vehicle (all
vehicle types, mostly Pickup/LCV) trips per day per hectare has
been assumed. These trips are expected to be happen during the off
peak period and in the night hours.
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1.5.7 Traffic Distribution
Traffic distribution over the day is crucial as the entire
transport system is to be designed for peak traffic load. The SEZ
is basically a work place and is expected to have work related
trips as the primary trips. Thus the distribution of traffic will
be based on:
Number of shifts
Work hours
Number of Shifts
The SEZ is IT and ITES service based and many of these companies
work in shifts with start and end times spread all over the day.
However many offices will work in general shifts with varying
timings and working days (5 day week/ 6 day week). Past studies
with the same landuse has been studied and observed observed that
the average shift for the employees working at this location works
out to 1.67. The same has been adopted for planning purposes.
Working Hours
Normally the offices start from 8 AM to 11AM and end anywhere
between 5 PM and 7PM some times extended up to 8PM. In Delhi/NCR,
traffic volume counts suggest an extended peak period up to 3 hours
both in morning and evening with one hour in these three hours
having higher volumes to the extent of about 10%. Thus three hour
peak and a peak hour factor of 1.1 has been adopted for peak hour
travel demand estimation.
1.6 TRAFFIC ASSIGNMENT
1.6.1 Matrix Development
Trip matrices were developed based on the assumptions on trip
generations, planning data (employment and its distribution,
population distribution etc), modal split etc. matrices were
developed separately for work trips as below:
External areas to SEZ
o To BPO industry/ offices
o Other industries, offices/ establishments PT and Other Modes
separately
o Trips to park and Ride
o Park and Ride to Processing area by PT
Internal Trips
o Private Modes
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o Public Modes
Shopping, visitor and other trips are not considered during peak
hour. The developed matrices are included as Appendix 1.
1.6.2 Traffic Assignment
Traffic assignment is carried out for the morning peak period.
Basic network included for the assignment include, internal road
network of SEZ and major arterial network for Gurgaon to enable
connectivity to various zones considered in the analysis (included
earlier in this report).
TABLE (7): ASSIGNMENT RESULTS ALL TRAFFIC (PCU)
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FIGURE (14): PERSON TRIPS ROAD BASED PUBLIC TRANSPORT
TABLE (8): PERSON TRIPS RAIL BASED PUBLIC TRANSPOR
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Critical Intersection
Based on the assignment 3 critical intersections have been
identified. The three critical intersections within SEZ are given
in Figure 12. The performance of intersections is measured by
adopting HCM approach. The results of this analysis is given in
Table 3.
Person Trips rail based public transport
FIGURE (15): CRITICAL INTERSECTIONS
121
130
126
TABLE (9): INTERSECTION PERFORMANCE NETWORK ALTERNATIVE 1
NODE NO
NO OF PHASES
Adopted Cycle Time (sec)
Average Delay per vehicle (sec)
MIN (m) MAX (m)
Vehicle hours Lost per Peak Hour
v/c Ratio*
121 4 100 49 10.0 47.5 61 0.87
126 4 100 45 20.0 37.5 70 0.95
130 3 100 25 7.5 50.0 28 0.74
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The cycle time requirement for the fully developed scenario is
within the limits (120 sec) and the capacity analysis of these
intersections indicates that these intersections are operating
under level of service C/D. These can be further improved through
traffic management measures like one way (Network Alternative 2),
signal coordination. This assessment need to be carried out on the
real life situation. The intersection performance results for
Network Alternative 2 are given in Table 4.
1.7 EVALUATION OF ROAD NETWORKS
1.7.1 Internal Network
It becomes pertinent to assess the capacity available on each
link to accommodate the traffic. As part of this exercise, the task
of assigning the traffic has been carried out and the estimated
traffic loads on the links is calculated. It has been found that
the proposed lane capacity is sufficient to accommodate the traffic
generated by the SEZ. The lane capacities are assumed as per Indian
Roads Congress (IRC) guidelines. These are more or less comparable
with AASHTO (American Association of State Highway and
Transportation Officials) guidelines lane widths are proposed to be
3.5m each.
1.7.2 Pedestrian Facilities
As RHSEZ is being promoted as a place with an
ecologically-friendly environment, pedestrian facilities such as
walkways, footpaths and subways are required to be provided to
encourage and increase walking within RHSEZ. For short distances
(up to 400-600m), walking is the preferred mode of transportation.
This is observed to be the practice presently in many SEZs around
the world. In this respect, the planning of both neighborhood
centers and amenity centers in terms of their location is planned
within a walking radius of 400-600m. While planning the pedestrian
facilities, the elements of safety, security, convenience,
continuity, attractiveness and comfort are to be given due
consideration.
1.7.3 DEDICATED PARKING LOTs:
To reduce the traffic load on the internal network enhancing the
internal smooth traffic circulation within the RHSEZ Startup Phase,
Park and Ride concept has been designed. Only
TABLE (10): INTERSECTION PERFORMANCE NETWORK ALTERNATIVE 2
NODE NO
NO OF PHASES
Adopted Cycle Time (sec)
Average Delay per vehicle (sec)
MIN (m) MAX (m)
Vehicle hours Lost per Peak Hour
v/c Ratio*
121 3 63 90 37 22.5 47.5 42126 3 34 90 21 12.5 27.5 19130 3 37
90 17 10 35 15
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limited cars will be allowed inside the processing area, rest
will be parked at four entries of the SEZ, which is well connected
with the public transport system. Users will park the cars at the
entry and use public transport to reach their final destination. To
facilitate this concept four dedicated multilevel parking lots have
been proposed adjacent to RHSEZ Entry Road 1, 2, 3 and 4.
1.7.3.1 Parking Lot-1: Parking Lot-1 has been proposed at the
adjacent pocket on the east of the Entry-1. This parking lot is
accessed through Entry Road-1 and also directly from Pataudi Road.
Its
parking capacity has been designed as 5032 ECS.
1.7.3.2 Parking Lot-2: A multilevel parking lot for 4944 ECS has
been proposed adjacent to the Entry Road-2 on the eastern side and
is accessed through this road. There is also an one-way
underground dedicated entry to this parking lot to reduce the
traffic load on the central loop.
1.7.3.3 Parking Lot-3: Another multilevel parking lot of 4944
ECS capacity has been proposed on the north side of RHSEZ Entry-3
accessible through a dedicated one-way underpass from this
entry.
1.7.3.4 Parking Lot-4: Multilevel Parking Lot-4 has been
proposed on the south of RHSEZ Entry-4 with at-grade entry from 90m
ROW Link Road and exit through one-way underpass to this road.
Capacity of the parking lot is 5084 ECS.
1.7.4 Parking Demand and Supply
RHSEZ is public transport oriented and there is good
connectivity with the Metro. Approx 20000 car park is provided
among four entries and limited vehicles are allowed inside the
processing areas. Parking has been provided in the three level
extended basements. Additional surface parking also provided at
selected locations for visitors and employees. Only 80% of the
basement area has been considered for the parking. For the basement
parking, 35 sqm area and for the surface parking 30 sqm area has
been considered for one car..
TABLE (11): PARKING DEMAND Parking Demand (ECS) Parking Supply
(ECS) Deficiency/Surplus
65630 73859 Surplus
1.8 CONCLUSIONS
The road network and infrastructure facilities proposed in the
Startup Phase of RHSEZ are planned according to the future phases
of development. The road capacity designed and
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various electronic traffic management systems are capable of
handling this anticipated volume. But in order to have a smooth and
uninterrupted movement of traffic there is an urgent need to
execute all the proposed Master Plan 2021 roads. Also all the
proposed metro corridor and proposed extension should be planned
and implemented.
RHSEZ is accessible from major highways; NH-8, SH-26, SH-15A,
NPR and SPR. The various road and rail projects identified earlier,
when executed shall make RHSEZ easily accessible from Delhi and NCR
towns.