Multimodal Integration at MRTS-

A Case Study

Sharat Sharma
Former Director Operations – Delhi metro Rail Corporation
Multimodal Integration

• In the last two decades India’s urban

population has grown by almost 3% per year,
though the total population has grown by less
than 2% per year on average.

• By 2026, 534 M Indians, 38% of total

population will live in cities

• Against 377 M, 31% as per the 2011 census.

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Multimodal Integration

• Industrialisation require people to travel

between their residences and industrial areas in
search of employment.

• Result in the unprecedented growth of

transportation and towns and cities.

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Multimodal Integration

“India’s Urban Awakening: Building

Inclusive cities, sustaining economic growth”
A report published by McKinsey Global
Institute (MGI) in April 2010

“If India continues with its unplanned

urbanization, the result would be sharp
deterioration in the quality of life in its
cities which will put even today’s rates
of economic growth at risk,”.

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 Multimodal Integration

The report has projected that by 2030:

 590 million people will be living in cities

 70% of new net employment would be in cities
 68 cities would have 1 million or more
population (up from 42 today)
 Around 700-900 million SM of residential and
commercial space would be required to be built.

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 Multimodal Integration
• To meet this demand 2.5 billion SM of roads
would have to be paved, and 7,400 km of
metros / subways would be required which is
equal to 20 times the capacity added in the
past ten years
• Unprecedented urbanisation is an opportunity
for exhaustive planning and reengineering our
cities to meet the growing travel demand.
• Demand needs to be managed in a sustainable
manner through a combination of demand and
supply management tools.
• If we fail to plan, we plan to fail

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 Multimodal Integration

• MMI relates to single trip consisting of

combination of modes bus, metro, car, tram. OR
• Private/public Service modes between which the
commuter has to make a shift .
• Transfer is an essential part of multimodal trip
including change of modes at transfer nodes.
• Seamless travel is an important characteristic of
the system.

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 Multimodal Integration

• It provides multiple choices to enable a trip to

be performed in the most convenient manner.
•

•
•

• MRTS is the most viable solution for high

density routes.

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 Multimodal Integration

• Presence of MRT lines and feeder

service boost up real estate development,
commercial activities.
• To achieve spatial balance, development
should take place according to new
corridors of mass movement.
• Good high capacity \air-conditioned
buses, etc connectivity needs to plan to a
considerable extent in the form of feeder
services.

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Multimodal Integration

• Integration of non-motorized vehicles

with MMTS has vital role to play.

• Park and ride facilities have to be

developed to provide better
connectivity and reduce parking
problems on main arterial roads.

• It will encourage use of public

transport.

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Multimodal Integration

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Commuter Profile – Age wise

50-60 Abov
40-50 1.62% e 60 Upto 20
5.83% 0.65% 9.75%

30-40
31.62%

20-30
50.53%
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Monthly Income per month in Rs

50000 to >100000
100000 3.23%
19.62% <10000
17.17%

10000 to
30000 30000
to50000 31.30%
28.68%

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Last Mile Connectivity- MRTS

Taxi Bi-cycle Foot

3.40% 0.36% 10.96%
Own
Vehicle
20.16%
Bus
10.78%
Metro
Cycle
Feeder
rickshaw
4.04%
4.64%

E- Auto
rickshaw 22.88%
22.78%

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Last Mile Connectivity- MRTS

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 Multimodal Integration

 Access modes in order of priority –

walk, bicycles, feeder services, etc.
 Size of interchange as per expected
peak demand.
 Interchange facilities to be
developed considering associated
costs and benefits while
implementing changes.

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Multimodal Integration

• PAX wishes for “non stop-non

transfer” journeys
• Transport Network is composed of
buses, trains, moto-taxi, etc.
• Commuters transfer between different
modes, with a feeling of “time loss”
and “discomfort”.
• “minimise the need to transfer but
maximise the opportunity to transfer”

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Multimodal Integration

• Integrated planning- low PHPDT by

bus, high PHPDT by MRTS
• Seamless interchange among different
modes- station/stop planning
• Unified ticketing
• Adequate signages- information,
pamphlets
• Complementary scheduling of services
• Fare concessions on using multiple
modes
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 Multimodal Integration

• Therefore, Metro, Monorail, LRT etc.

must be properly integrated.
• Multi modal transport system has two
basic components:
 Integration and
 Interchange.
 Integration is an important key element
in modern transport network and also a
part of infrastructure which involves
multi-modal activities.

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 Multimodal Integration

• The TRANSPORT SYSTEM of a city is the

SUM of ALL MEANS of TRANSPORT
• Different MODES should be
COMPLEMENTARY, not competitors.
• Integration to be
• Rational
• Cost-effective
• Efficient Public Transport System=Integrated
& Optimized Modes
• But also Improving the passenger’s
experience in Public Transport

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 Multimodal Integration

 Position of interchange in transport

network to fulfil its transport function.
 Layout for seamless transfer.
 Location of interchange on existing
line where there is efficient access to
existing transport network.
 Improvement or construction of
existing or new roads.

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 Case Study of Chhatarpur – MMI
M
IIT Campus M M
Hauz M M
Panchsheel
Khas Park
Chirag Delhi
Greater
Kailash

Yellow Metro line

Connecting Samaypur Magenta Metro line
Badli to Huda city centre M Malviya Connecting Janakpuri to
Nagar Botanical Garden

M
Saket

M
Qutub Minar

M
Chhatarpur
TO GURGAON

M Sultanpur
 CATCHMENT AREA OF THE STATION

• Chattarpur Metro Station’s catchment extends up to approximately 7 km with a daily

footfall of approx. 60,000 people,
• People using different modes like feeder buses, auto rickshaws, gramin seva, city buses,
taxis, etc. to complete their travel trips.
CHHATARPUR METRO STATION – ACTIVITY MAPPING
 CHHATARPUR METRO STATION –SCENERIO BEFORE
2

CAR PARKING FOR 100 CARS – 58000 FOOTFALL CHAOTIC MMI

1 2
 CHHATARPUR METRO STATION –SCENERIO BEFORE

1 2

1 2
ZONING CREATE CLEAR ACCESS FOR USERS
PROBLEMS
TO MMI

DISPERSE USERS DIRECTLY TO

THEIR REQUIRED DESTINATIONS

PARKING SHIFTED BEHIND MMI FOR PEOPLE

TRAVELLING TOWARDS
VASANT KUNJ AND
EXIT 2
MEHRAULI

EXIT 1
EXIT 3

MMI FOR PEOPLE

TRAVELLING
TOWARDS
CHHATARPUR CLEAR WALKWAY LINES
AND MG ROAD
PLANNING
MASTER PLAN
 PHASING IMPLEMENTATION
PHASE-1
SHIFTING OF EXISTING PARKING TO RE-ARRANGE SPACE TO STATION DESIGN
PHASE-2
STARTING PREPARATIONS ON THE VASANT KUNJ JUNCTION, AND PREPARE SHIFT THE REST OF THE
PARKING TO AVAILABLE LAND NEAR THE BUS PARKING
PHASE-3
COMPREHENSIVE PARKING AT BACKSIDE, LEAVING THE FRONT OF THE STATION FOR
REGULATED MMI DESIGNING ALONG WITH PLAZA AND PEDESTRIAN FRIENDLY LANDSCAPES
 CHHATARPUR METRO STATION

Before Now
 CHHATARPUR METRO STATION

Before Now
CHHATARPUR METRO
STATION – NOW
CHHATARPUR METRO
STATION – NOW
CHHATARPUR METRO
STATION – NOW
CHHATARPUR METRO
STATION – NOW
CHHATARPUR METRO
STATION – NOW
CHHATARPUR METRO
STATION – NOW
 Conclusion

• Integration should be in such a way that

most of commuters do not walk more
than 500 mt. to reach public transport,
• In mixed land use areas and intensive
development zone, there is need to
prepare integrated land use transport plan
as per availability and operation of
constituent modes of MMTS.
• Fare policy and unified ticketing system
for MMTS must be based on affordability
and socio-economic characteristics of
mass users.

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 Conclusion

• Intermediate Para Transit such as

minibus, vans, auto-rickshaws, shared
taxi, etc. should be encouraged for
collection and distribution of trips to
feed metro.
• Feeder bus service to pick up and
drop the passengers from MMT
stations to CBD/major work centre.
• There has been a rise in the number
of middle class and urge to own
personalized mode.

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 Conclusion

• Automobile Co. are coming up with new

models.

• Modal shift in favour of public transport

may take some time.

• Integration provide convenient, pleasant,

safe mobility to commuters & reduce
travel distance;

• Encourage change the mode of travel to

public transport for long journey.
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Conclusion

• Three agencies have been involved for

implementation of MMI
• Delhi Metro rail Corporation
• PWD
• MCD / NDMC

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Conclusion

• 96 Metro stations have been identified

for implementation of MMI.
• The conceptual plan for 60 stations of
phase-III have been approved by
UTTIPEC
• Tenders for 60 stations in 3 packages
have been floated.
• Soon face of Delhi will change
• Other cities to follow closely.

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 Thank You

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