Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

TABLE OF CONTENTS

1. INTRODUCTION .......................................................................................................................... 1
1.1 Background ................................................................................................................................ 1
1.2 Understanding of the scope of work ........................................................................................... 1
1.3 Identified Nodes for TOD Development....................................................................................... 2
1.4 Regional Setting of Dwarka Sector 21 Node ................................................................................. 4
1.5 Deliverables ............................................................................................................................... 7
1.6 7
1.6 Report Structure......................................................................................................................... 8
2 Literature Review .................................................................................................................... 2-1
3 BOUNDARY DELINEATION ........................................................................................................ 3-1
3.1 Background...............................................................................................................................3-1
3.2 IZP BOUNDARY DELINEATION- Sector 21 Metro Station .........................................................3-1
3.2.1 Profile of the Study Area ..........................................................................................3-1
3.2.2 TOD Planning Area (TPA) Boundary- Sector 21 Metro Station, Dwarka ..................3-2
3.2.3 Intense Development Area (IDA) Boundary- Sector 21 Metro Station, Dwarka .....3-7
3.2.4 Project Site Appreciation-Sector 21 Metro Station, Dwarka ...................................3-8
3.2.5 SITE SURROUNDING & CONNECTIVITY ....................................................................3-8
3.2.6 Transportation Hubs in Project Influence Area .....................................................3-10
3.2.7 Commercial/Industrial and Residential zones in IDA .............................................3-11
3.2.8 Road Network and Public Transport lines in IDA ...................................................3-12
3.2.9 Parking Scenario in IDA ..........................................................................................3-14
3.2.10 Multi modal Integration (MMI) efforts at Metro Station ......................................3-15
4 DEMOGRAPHY ........................................................................................................................ 4-1
4.1 Introduction..............................................................................................................................4-1
4.2 Demography of Dwarka............................................................................................................4-1
Key Features and Development ...............................................................................................4-1
4.3 Population of Constituent Wards .............................................................................................4-2
4.4 Population of Constituent Sectors ...........................................................................................4-3
4.5 Demography of TPA and IDA ....................................................................................................4-4
4.5.1 Population Estimation Methods ..............................................................................4-4
4.5.2 Selection of Method and Population Estimates ......................................................4-5
4.5.3 Population Projection ..............................................................................................4-6
4.5.4 Livelihood Status ......................................................................................................4-6
5 LAND USE ASSESSMENT AND PLOT IDENTIFICATION ................................................................. 5-1
5.1 Introduction..............................................................................................................................5-1
5.2 Proposed Land Use of Zonal Development plan-Zone C ..........................................................5-1
5.3 Zonal Development Plan Land Use within TPA Boundary ........................................................5-4
5.4 Existing Land Use of TPA Boundary ..........................................................................................5-5
5.5 Existing Land Use of IDA Boundary ..........................................................................................5-9
5.6 Eligibility Criteria as per TOD Policy .......................................................................................5-10
5.7 Listing of Plots and Land Ownership ......................................................................................5-11
5.7.1 Plots within TPA Boundary .....................................................................................5-11
5.7.2 Plots within IDA Boundary .....................................................................................5-14
5.8 Eligible Plots for ToD Schemes ...............................................................................................5-17

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5.8.1 Selected Plots for ToD Schemes .............................................................................5-21

6 INFRASTRUCTURE ASSESSMENT ............................................................................................... 6-1
6.1 Introduction..............................................................................................................................6-1
6.2 Physical Infrastructure..............................................................................................................6-1
6.2.1 Water Supply ............................................................................................................6-1
6.2.2 Sewerage ..................................................................................................................6-2
6.2.3 Storm Water Drainage .............................................................................................6-3
6.2.4 Solid Waste Management ........................................................................................6-5
6.2.5 Power Supply ...........................................................................................................6-5
6.3 Social Infrastructure .................................................................................................................6-6
7 TRANSPORT SECTOR ASSESSMENT ........................................................................................... 7-1
7.1 Data Collection .........................................................................................................................7-1
7.2 Dwarka Sector-21 Metro Station..............................................................................................7-2
7.2.1 Road Network and Connectivity ..............................................................................7-3
7.2.2 Traffic Volume Count and Analysis on Major Road and Junction ..........................7-10
7.2.3 Travel Pattern (Origin-Destination Survey) for Road Users ...................................7-14
7.2.4 Bus Transit Surveys and Analysis ...........................................................................7-23
7.2.5 Metro Commuter Survey and Analysis ..................................................................7-26
7.2.6 Household and Establishment Surveys and Analysis .............................................7-31
7.2.7 Pickup/Drop offs and Parking Scenario..................................................................7-37
7.2.8 Multi-Modal Integration ........................................................................................7-39

LIST OF ANNEXURE

Annexure 1-1: Name Change Process of Mukundpur Metro Station to Majlis Park Station

LIST of TABLES

Table 1-1: Deliverables and Timeline…………………………………………………………………………………….……….………......1-7

Table 3-1: Land use details of DDA Zone K-II .................................................................................................... 3-1
Table 3-2: Details of Municipal Wards in Study Area ....................................................................................... 3-2
Table 3-3: Site Surroundings and Connectivity Details ..................................................................................... 3-8
Table 4-1: TPA Constituent Ward Population ................................................................................................... 4-2
Table 4-2: Details of Sectors in Study Area ....................................................................................................... 4-3
Table 4-3: Population of IDA ............................................................................................................................. 4-5
Table 4-4: Population if TPA ............................................................................................................................. 4-5
Table 5-1: Proposed Land Use of Dwarka Zone K-II for 2021 ........................................................................... 5-1
Table 5-2: Existing Land Use of TPA .................................................................................................................. 5-5
Table 5-3: Existing Land Use of IDA .................................................................................................................. 5-9
Table 5-4: List of Plots within TPA Boundary .................................................................................................. 5-12
Table 5-5: List of Plot within IDA Boundary .................................................................................................... 5-14
Table 5-6: Eligibility of Plots for TOD Scheme within TPA .............................................................................. 5-17
Table 5-7: Eligibility of Plots for TOD Scheme within IDA ............................................................................... 5-20
Table 5-8: Selected Plot for Potential ToD Scheme ........................................................................................ 5-21
Table 6-1: MSW Generation of Constituent Wards of TPA .............................................................................. 6-5
Table 6-2: Availability of Social Infrastructure Facilities within TPA ................................................................. 6-6
Table 7-1 Road Network Inventory in TOD Planning Area- Dwarka Sector 21 ................................................. 7-4
Table 7-2 Average Daily Traffic at MB-1 (In front of Taj Vivanta) ................................................................... 7-10

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Table 7-3 LOS Criteria based on V/C Ratio...................................................................................................... 7-13

Table 7-4 LOS Results from Analysis ............................................................................................................... 7-14
Table 7-5: Adopted Zoning System for the Influence Area............................................................................. 7-15
Table 7-6: Expansion Factors used for Passenger & Goods vehicles .............................................................. 7-17
Table 7-7: Vehicle-wise Distribution of Trips for Various Trip Lengths (in %) ................................................ 7-17
Table 7-8: Distribution of Trips by Purpose of Travel ..................................................................................... 7-19
Table 7-9: Vehicle-wise Percentage Distribution of Trips by Travel Time ...................................................... 7-19
Table 7-10: Vehicle-Wise Distribution of Trips by Various Trip Frequency Groups ........................................ 7-20
Table 7-11: Classification of Commodities ..................................................................................................... 7-20
Table 7-12: Vehicle-wise Commodity Distribution ......................................................................................... 7-21
Table 7-13: Mode-wise Load Distribution of Commodities ............................................................................ 7-22
Table 7-14: Vehicle-wise Distribution of Trips for Various Trip Lengths ........................................................ 7-22
Table 7-15: Vehicle-Wise Distribution of Trips by Various Trip Frequency Groups ........................................ 7-23
Table 7-16 IGI T2/Kapasheda Border to Uttam Nagar (Bus Stop B1) ............................................................. 7-24
Table 7-17 : Uttam Nagar to IGI T2/Kapasheda Border (Bus Stop B2) ........................................................... 7-25
Table 7-18 Mode of transport used Est survey............................................................................................... 7-35
Table 7-19 Economic Activity.......................................................................................................................... 7-36
Table 7-20 Travel time ................................................................................................................................... 7-36
Table 7-21 Trip generation points for workers in Commercial zones............................................................. 7-36
Table 7-22 Index for Pickup/ Dropoff ............................................................................................................. 7-37
Table 7-23 Mode of Transport& Percentage share ........................................................................................ 7-37

LIST OF FIGURES

Figure 1-1: Influence Zone Plan Concept .......................................................................................................... 1-1

Figure 1-2: Location of Identified TOD Nodes within NCT of Delhi………………………………………… ...................... 1-3
Figure 1-3: Location of Dwarka Sector 21 ToD Node within New Delhi District………………….…………….…………..1-4
Figure 1-4: Location of Dwarka Sector 21 ToD Node with Surrounding Region……………………………….………......1-5
Figure 1-5: Road Network and Public Transport Lines……………………………………………………………………….…….…..1-5
Figure 1-6: Location of Dwarka Sector 21 Station on Airport Line and Blue Line…………………….……………….…..1-6
Figure 3-1: TPA and IDA Radius ........................................................................................................................ 3-3
Figure 3-2: DDA Sector 21 Layout Plan ............................................................................................................. 3-4
Figure 3-3: DDA Sector 22 Layout Plan ............................................................................................................. 3-5
Figure 3-4: DDA Sector 26 Layout Plan ............................................................................................................. 3-5
Figure 3-5: Delineation of TPA Boundary ......................................................................................................... 3-6
Figure 3-6: Delineation of IDA Boundary .......................................................................................................... 3-8
Figure 3-7: Land uses in Intense Development Area ...................................................................................... 3-10
Figure 3-8 Site Visit Pictures of Transportation Nodes ................................................................................... 3-11
Figure 3-9: Commercial and Residential/Religious landmarks in Influence Area ........................................... 3-12
Figure 3-10: Road Network and Public Transport lines .................................................................................. 3-13
Figure 3-11: DDA Vacant Plot ......................................................................................................................... 3-13
Figure 3-12: DMRC Plot near Taj Vivanta ....................................................................................................... 3-14
Figure 3-13: Parking Scenario in IDA............................................................................................................... 3-14
Figure 3-14: Multi-Modal Integration and Last mile Connectivity.................................................................. 3-15
Figure 5-1: Proposed Land Use of Zonal Plan K-II (Dwarka) ............................................................................. 5-3
Figure 5-2: Location and Land Use Characteristics of TPA of Dwarka Sector 21 Node within Zonal
Development Plan.................................................................................................................................... 5-5
Figure 5-3: Existing Land Use Distribution of TPA............................................................................................. 5-7
Figure 5-4: Existing land Use of TPA and IDA .................................................................................................... 5-8

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Figure 5-5: Existing Land Use Distribution of IDA ........................................................................................... 5-10

Figure 5-6: Listing of Plots within TPA and IDA of Dwarka Sector ToD Node ................................................. 5-16
Figure 5-7: Detail Layout of Cluster Bus Depot Land Parcel ........................................................................... 5-22
Figure 5-8: Detail Layout of ISBT Land Parcel ................................................................................................. 5-23
Figure 5-9: Detail Layout of Proposed Commercial Land of DDA ................................................................... 5-23
Figure 5-10: Detail Layout of DMRC Land Parcel at Sector 21 Metro Station ................................................ 5-24
Figure 6-1: Water Supply Network and Location of Underground Water Reservoir ........................................ 6-2
Figure 6-2: Location of Sewerage Treatment Plan (STP) in Delhi and Dwarka ................................................ 6-3
Figure 6-3: Main Drainage Network and Pumping Stations ............................................................................. 6-4
Figure 6-4: Availability of Social Infrastructure Facilities with TPA of Dwarka Sector 21 ToD Node ................ 6-7
Figure 7-1 Traffic Survey Location Plan- Dwarka sector Metro station ............................................................ 7-2
Figure 7-2 Project Location and Transportation Network ................................................................................ 7-2
Figure 7-3 Road network configuration in TOD planning area ......................................................................... 7-3
Figure 7-4 Location of link between Node R-Q................................................................................................. 7-6
Figure 7-5 Congested road on Kartar nursery .................................................................................................. 7-6
Figure 7-6 Location of Road Under construction .............................................................................................. 7-6
Figure 7-7 Carriageway Bifurcation of Roads ................................................................................................... 7-7
Figure 7-8 Speed profile of road network in TOD planning area ..................................................................... 7-7
Figure 7-9 Location of low-speed road link ...................................................................................................... 7-8
Figure 7-10 Carriageway seperation in TOD Planning ...................................................................................... 7-8
Figure 7-11 Divided/Undivided bifurcation in study area ................................................................................ 7-9
Figure 7-12 Location of one side available footpath ........................................................................................ 7-9
Figure 7-13 Percentage of footpath availability in study area.......................................................................... 7-9
Figure 7-14 Vehicle Composition at Taj Vivanta ............................................................................................. 7-10
Figure 7-15 Daily Variation of Traffic in PCU MB-1 ......................................................................................... 7-11
Figure 7-16 Average Daily variation ................................................................................................................ 7-11
Figure 7-17 Peak traffic flow diagram............................................................................................................. 7-12
Figure 7-18 Methodology to determine the roadway capacity and LOS ........................................................ 7-13
Figure 7-19: Internal and External Zones........................................................................................................ 7-15
Figure 7-20: Distributions of Trips by Distance for Passenger Vehicles .......................................................... 7-18
Figure 7-21: Distributions of Trips by Distance for Goods Vehicles................................................................ 7-23
Figure 7-22 : Major Bus Transit Routes in TPA Area ....................................................................................... 7-25
Figure 7-23 Gender Classification ................................................................................................................... 7-26
Figure 7-24 Occupation Statistics Metro Commuter survey .......................................................................... 7-27
Figure 7-25 Age Classification Metro commuter survey ........................................................................ 7-27
Figure 7-26 Monthly Income description Metro commuter .......................................................................... 7-28
Figure 7-27 Ownership distribution for Metro commuter ............................................................................. 7-28
Figure 7-28 First Mile connectivity ................................................................................................................. 7-29
Figure 7-29 Last mile connectivity statistics ................................................................................................... 7-29
Figure 7-30 Travel Cost ................................................................................................................................... 7-30
Figure 7-31 Travel Time .................................................................................................................................. 7-31
Figure 7-32 Trip Purpose description Metro Commuter ................................................................................ 7-31
Figure 7-33 Gender Classification Household ................................................................................................ 7-32
Figure 7-34 Education classification .............................................................................................................. 7-32
Figure 7-35 Income groups ............................................................................................................................. 7-32
Figure 7-36 Vehicle Ownership ....................................................................................................................... 7-33
Figure 7-37 Trip Purpose Household .............................................................................................................. 7-33
Figure 7-38 Main mode of Transport.............................................................................................................. 7-33
Figure 7-39 Total Travel Time Analysis ........................................................................................................... 7-34

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Figure 7-40 First mile connectivity (Access mode) ......................................................................................... 7-34

Figure 7-41 Travel time analysis for First mile connectivity ........................................................................... 7-34
Figure 7-42 Mode of Transport description for Last mile connectivity .......................................................... 7-35
Figure 7-43 Travel time analysis for Last mile connectivity ............................................................................ 7-35
Figure 7-44 Pickup / Drop off Duration in Morning / Evening peaks .............................................................. 7-38
Figure 7-45 Existing Parking Scenario at Dwarka sec 21 Metro station ......................................................... 7-39
Figure 7-46 Multi-Modal Integration and Lastmile connectivity ................................................................... 7-40

Acronyms

AAI : Airport Authority of India

Acronyms Full form
AoI : Area of Interest
ASI : Archeological Survey of India
CPWD : Central Public Work Department
DDA : Delhi Development Authority
DEM : Digital Elevation Model
DGCA : Directorate General of Civil Aviation
DGPS : Differential Global Positioning System
DJB : Delhi Jal Board
DMRC : Delhi Metro Rail Corporation
DTM : Digital Terrain Model
DUAC : Delhi Urban Arts Commission
FAR : Floor Area Ratio
GCP : Ground Control Point
GNCTD : Government of National Capital Territory of Delhi
GPS : Global Positioning System
IDA : Intense Development Area
IGL : Indraprasth Gas Limited
ISBT : Inter-State Bus Terminal
IZP : Influence Zone Plan
LoA : letter of acceptance
MMI : Multi-Modal Integration
MRTS : Mass Rail Transit System
NCT : National Capital Territory
NGT : National Green Tribunal
NMT : Non Motorised Traffic
PSP : Public and Semi Public
QC : Quality Control
RMSE : Root mean squared error
ToD : Transit Oriented Development
TPA : ToD Planning Area
UAV : Unmanned Aerial Vehicle

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1. INTRODUCTION
1.1 Background
The Delhi Metro Rail Corporation Limited (DMRC) hereinafter referred to as “the Client” has been
nominated as a Developing Entity to prepare Influence Zone Plans for Majlis Park and Dwarka Sector
21 Transit Oriented Development (ToD) nodes. DMRC invited bids for selection of Consultant to
“Prepare Influence Zone Plan (IZP)” for Majlis Park and Dwarka Sector-21” for Delhi MRTS Networks.
Intercontinental Consultants and Technocrats Private Limited (ICT) herein after referred to as “the
Consultant” was awarded the assignment. The letter of acceptance (LoA) was issued to the
consultant and the project commenced on 21st March 2024.
1.2 Understanding of the scope of work
The main objective of this project is to prepare an Influence Zone Plan (IZP) for the Transit-Oriented
Development (ToD) Planning Area encompassing the ToD Nodes of "Majlis Park" and "Sector 21". As
outlined in the ToD Policy and Regulations for the National Capital Territory (NCT) of Delhi, the IZP
serves as a foundational requirement for the ToD Planning Area associated with designated ToD
Nodes. Essentially, the IZP functions as a comprehensive master plan for the designated planning
area, aligning closely with the prescribed development control norms specified in the ToD Policy.
The key relevant definitions as per Delhi TOD Policy are presented below:
1. “TOD Nodes”–means the select mass transit stations and their influence zones identified by
DDA. The provisions of this Policy shall only be applicable in the Influence Zones of such
identified TOD Nodes.
2. “Influence Zone”- of a transit station is an approximate area of 800m radius (walking
distance of 5-10-minutes) from the points of alighting at the station. The centroid of transit
station shall be used by DDA to delineate the Influence Zone. The Influence Zone will have
two components:
 TOD Planning Area”- a notional area of 800m radius around transit stations. Influence
Zone Plans shall be prepared for the TOD Planning Area. Actual boundaries of TOD
Planning Area will be delineated by DDA based on physical boundary features.
 “Intense
Development
Area”-is a
notional area of
500m radius
around the
transit station
within the TOD
Planning Area.
The norms and
incentives of this
Policy can only Figure 1.2-1: Influence Zone Plan Concept
Source: Transit Oriented Development Manual Delhi TOD Policy & Regulations Interpretation
be availed by
preparing TOD Schemes falling completely or partly within this area.
3. “Influence Zone Plan” (IZP)- an integrated plan, prepared for the TOD Planning Area. IZP will
be customized to the site characteristics and context of each TOD Node, detailing various
area improvement works such as road widening (if required for infrastructure
augmentation), upgrading public streets to include multi-utility zones, facilities for IPT,
pedestrian and NMT , multi-modal integration, provision of public parking, urban furniture,
signage, public conveniences, street vending zones and others Once the TOD Node is
identified, IZP shall be prepared for sanction of TOD scheme.

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4. TOD Scheme” - means a development proposal for an area of minimum 1 Ha, fulfilling all
eligibility criteria as per the TOD policy
Transit-Oriented Development (TOD) is an innovative urban paradigm that involves leveraging
existing and upcoming public transit infrastructure and associated large number of users, to ensure
sustainable mobility and optimise utilisation of land through compact mixed-use development.
Every ToD node brings an opportunity for the surrounding areas for more intense development with
mix uses, which ultimately will enhance the income and employment opportunities in the
surrounding areas. The key strategies to achieve the ToD Node development will include Zoning and
Land Use Policies (Increased Density and Mixed-Use Zoning), Infrastructure Improvements,
Sustainable and Resilient Design, Public-Private Partnerships, etc. By leveraging these strategies, TOD
nodes can become hubs of vibrant, mixed-use development that drive economic growth and create
diverse employment opportunities, significantly enhancing the overall quality of planning area and
surrounding areas.
The IZP will provide improvement works in the surrounding areas such as roadwidening (if required
for infrastructure augmentation), upgrading public streets to include multi-utility zones, and facilities
for IPT, pedestrian and NMT facilities, multi-modal integration, provision of public parking, urban
furniture, signage, public conveniences, street vending zones, etc. By following the guidelines of TOD
Policy for Delhi, the main expected outcome of IZP will include Optimised density and diversification
of uses and activities, Enhanced Mobility, Improved Public Realm, Multi-modal integration,
Employment Opportunities, etc.

An approved IZP for a TOD Node is a prerequisite for submission and sanction of any TOD
Scheme(s) in the area around that Node. The main tasks involved to achieve the objective of the
IZP, includes understanding of the existing situation, demand assessment of existing land use, land
ownership, Master Plan and Zonal Development Plan provisions (land use, development, urban
design and FAR distribution), physical infrastructure, social infrastructure, existing activity pattern
including informal commercial areas, usage of public spaces, traffic and parking, etc.; estimation of
proposed development in the context of ToD schemes along with required infrastructures and
traffic and parking; proposal for improvement to mitigate the existing deficiency and projected
demand considering the future development on ToD node sites and its surrounding areas; and
financial assessment and revenue generation by monetizing the available land along with exploring
PPP options.
The IZP will provide a framework and vision for future ToD development for “Majlis Park” and
“Dwarka Sector 21” ToD nodes of Delhi Metro. All public or private development within the IZP will
adhere to the overall strategies, framework and benchmarks provided by the Plan. The Plan shall be
approved by all concerned local authorities like DDA, Traffic Police, Railways, AAI, ASI, DUAC, RMB,
Religious Committee (GNCTD), Principal Committee of Honourable NGT, etc. appropriately.
The IZP shall be customized to site characteristics and context. Refer Figure 1.1 for concept of
Influence Zone Plan.
1.3 Identified Nodes for TOD Development
As per Section 3 of Delhi ToD Regulations, dated 13th April, 2021, Dwarka Sector-21 Metro Station
and Mukundpur Metro Station (the name changed to Majlis Park Station, refer Annexure 1.1 for the
same) have been identified as nodes identified for Transit Oriented Development (ToD). As per the
Delhi ToD Regulations the following 12 ToD identified within the NCT of Delhi:
1. Kashmere Gate Multi-Modal Transit Hub
2. Nizamuddin/ Sarai Kale Khan Multi-Modal Transit Hub
3. Anand Vihar Multi-Modal Transit Hub

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4. New Delhi Railway Station

5. Dwarka Sector-21 Metro Station
6. Dwarka Sector-8 to Sector-14 Metro Stations Corridor
7. Jangpura RRTS Station
8. Haiderpur Badli Mor Metro Station (Mukarba Chowk)
9. Rohini Sector-18 Metro Station
10. Mukundpur /Majlis Park Metro Station
11. Karkardooma Pink and Blue Line Metro Stations
12. Trilokpuri Metro Station

Figure 1.2 presents the locations of 12 ToD Nodes along with Majlis Park and Dwarka Sector 21
Nodes.

Figure 1-2: Location of Identified TOD Nodes within NCT of Delhi (Source: Arc GIS Base Map)

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1.4 Regional Setting of Dwarka Sector 21 Node

The Sector 21 ToD Node is situated within Dwarka Subcity in New Delhi District (refer Figure 1.3),
connected to
Gurgaon in South
and other parts of
West & South Delhi.
Within one km
radius it is
surrounded by
residential areas of
Pochanpur village,
Bharthal village, Raj
Nagar, and sectors
8, 21, 22, 23, 25,
and 26 of Dwarka.
Figure 1.4 illustrates
the relative location
of ToD Node within Dwarka Sector 21 ToD Node

the surrounding
region.

In terms of road
connectivity (Figure
1.5), it is well
connected Dwarka
Expressway
(connecting with
Figure 1-3: Location of Dwarka Sector 21 ToD Node within New Delhi
Gurugram), Urban District (Source-https://www.mapsofindia.com/delhi/districts/)
Extension Road II
(connecting with South-West and West Delhi), and Sector Road (connecting with south Delhi). The
Blue Line and Airport Express Line of the Metro (Figure 1.6) traverse seamlessly through its urban
fabric, enhancing accessibility and facilitating efficient commutes to access various parts of Delhi and
IGI Airport. The nearest Railway Station is Bijwasan railway Station (currently under development)
which is within 600m from the ToD Node. Meanwhile, the Indira Gandhi International Airport stands
within a kilometer's reach, accessible via the Airport Express Line, ensuring smooth transitions for air
travellers.

Public transportation is further enriched by the Cluster Bus Depot situated in Sector 22, which is
closely located within 500 meters distance from the ToD Node. The upcoming Integrated State Bus
Terminal (ISBT), strategically positioned opposite the metro station, will further enhance the public
transport in future and will provide opportunity for multi-modal transport integration.

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Dwarka Sec 21 ToD Node

Figure 1-4: Location of Dwarka Sector 21 ToD Node with Surrounding Region (Source- Google Map)

Figure 1-5: Road Network and Public Transport Lines (Source- Google Map)

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Figure 1-6: Location of Dwarka Sector 21 Station on Airport Line and Blue Line
(https://mydelhimetroin.wordpress.com/2020/05/25/airport-express-line/)

In the context of Delhi Master Plan 2021, the Dwarka Sector 21 ToD Node is located within the
Planning Zone K-II (Dwarka) of Delhi Master Plan. As per Zonal Development Plan (notified by DDA
on 26th May 2010), the prominent land use of the area surrounding the Dwarka Sector 21 ToD Node
is residential and railway passenger terminal area (the area demarcated for development of Bijwasan
Railway Station), ISBT and commercial (refer Figure 1.7).
Based on our recent site surveys, the current ground situation reveals ongoing development
activities southeast of the node where Bijwasan Railway Station is being developed encompassing
portions of the proposed Railway Passenger Terminal land use. However, the majority of the
proposed Railway Passenger Terminal areas remain largely undeveloped. In discussions with officials
from the Rail Land Development Authority (RLDA), it came to light that certain parcels of land
situated south and east of the node have been leased by the RLDA to a private builder for mixed-use
development purposes. This strategic collaboration signifies a significant step towards fostering
comprehensive development within the vicinity of the ToD Node, leveraging the benefits of multi-
modal connectivity.

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The site earmarked for the Inter-State Bus Terminal (ISBT) remains largely undeveloped, with only a
portion dedicated to cluster bus operations. The proposed residential area has been developed in
accordance with the ZDP proposal.

Figure 1-7: Location and Land Use Characteristics of TPA of Dwarka Sector 21 Node
within Zonal Development Plan (Source- Zonal Development Plan-Zone K-II

1.5 Deliverables
1.6

As per the Terms of Reference, there are total 8 deliverables which shall be completed with a
timeframe one year. The Second Deliverable- Existing Situation Assessment is due within 100 days
(20th April 2024) of project commencement date (29th June 20241). The list of deliverable along with
timeline is presented in the table below.
Table 1-1: Deliverables and Timeline

S.No. Particular Days Key Dates Status

1 Submission of Differential GPS (DGPS)/ Total Station 30 20-04-2024 Submitted

Survey, drawing, finalized boundaries of TOD Planning
Area & intense Development Area

1a Approval of 1 45 05-05-2024 Approved

2 Submission of Existing Situation Assessment Report 100 29-06-2024 Submitted on 01-07-

based on primary surveys and secondary data collection 2024 as 29th June
including Traffic surveys was a holiday

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S.No. Particular Days Key Dates Status

2a Approval of 2 115 14-07-2024 -

3 Submission of Interim Report comprising complete data 145 13-08-2024 -

analysis. projections, and demand supply gap
assessment etc.

3a Approval of 3 162 30-08-2024 -

4 Submission of preliminary proposals for development. 190 27-09-2024 -

redevelopment, infrastructure upgradation etc

4a Approval of 4 207 14-10-2024 -

5 Submission of Draft IZP comprising final proposais along 275 21-12-2024 -

with NOCS /consent from all the concerned statutory
bodies /authorities

6 Approval of IZP and submission of Final Report as per 365 21-03-2025 -

recommendation of Approval Committee

7 Submission of Market demand Assessment Report for 180 17-09-2024 -

the selected DMRC's land parcels

8 Submission of prefeasibility study suggesting revenue 270 16-12-2024 -

generating options with institutional structures for the
selected DMRCs land parcels

1.6 Report Structure

The Existing Situation Assessment Report has been prepared as per the requirement of the contract
agreement. The Existing Situation Assessment Report contains the following chapters including this
chapter of introduction:
1. Introduction
2. Literature Review
3. IZP Boundary Delineation
4. Demography Assessment
5. Land Use Assessment and Plot Identification
6. Infrastructure Assessment
7. Transport Sector Assessment

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2 LITERATURE REVIEW

2.1 Introduction

This chapter furnishes a preliminary overview of the legal, policy, and institutional framework
governing planning within the Transit-Oriented Development (ToD) context. It encompasses
references to pertinent policies, regulations, the Master Plan, guidelines, and other relevant
documents. By elucidating the intricate network of legal and policy structures, this section aims to
provide a preliminary understanding of the foundational framework guiding ToD planning initiatives.
Through analysis and synthesis of these diverse elements, stakeholders gain insights into the
regulatory landscape essential for effective ToD implementation and integration within broader
urban development strategies.

2.2 National Transit Oriented Development (TOD) Policy

With rapid urban growth, cities are implementing transit systems like metro rail and BRTS to meet
increasing travel demands. Consequently, Transit-Oriented Development (TOD) has become crucial
for cities with existing or planned mass transit systems. While state governments are responsible for
urban space management, a National TOD policy would provide essential guidelines and catalyze the
formulation of state and city-level policies to promote TOD. The National Transit-Oriented
Development (ToD) Policy of India is a strategic framework aimed at promoting sustainable urban
development by integrating land use planning with public transportation infrastructure. This policy
seeks to create vibrant, walkable communities that reduce reliance on private vehicles, enhance
accessibility, and improve overall quality of life for residents. Key components of the National ToD
Policy include:

Transit Accessibility: Encouraging the development of compact, mixed-use neighborhoods around

transit nodes to maximize access to public transportation services.

Land Use Planning: Coordinating land use and transportation planning to optimize land utilization,
promote compact development, and minimize urban sprawl.

Mixed-Use Development: Promoting the integration of residential, commercial, and recreational

amenities within close proximity to transit stations to enhance convenience and reduce travel
demand.

Affordable Housing: Ensuring equitable access to housing by facilitating the provision of affordable
housing options near transit corridors, thereby promoting socio-economic inclusion.

Sustainable Mobility: Encouraging the adoption of sustainable transportation modes such as

walking, cycling, and public transit to reduce greenhouse gas emissions, mitigate traffic congestion,
and improve air quality.

Infrastructure Investment: Facilitating public and private investment in transit infrastructure,

including stations, feeder services, and pedestrian facilities, to support the development of transit-
oriented communities.

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Stakeholder Collaboration: Fostering collaboration among government agencies, urban planners,

developers, transit operators, and community stakeholders to implement ToD projects in a
coordinated and inclusive manner.

2.2.1 Inference

Overall, the National ToD Policy reflects India's commitment to fostering compact, connected, and
sustainable urban growth while addressing the challenges of rapid urbanization and transportation
congestion. By promoting transit-oriented development, the policy aims to create livable, resilient
cities that enhance mobility, equity, and environmental sustainability for present and future
generations. The ToD policy provides broad guidance for the TOD Development and will be be used
in preparing IZP for selected TOD nodes.

2.3 Delhi ToD Policy

The Delhi ToD policy, notified on 30th July, 2021, provide guidance to understand the key terms like
TOD Planning Area and Intense Development Area, sets criteria for TOD Schemes, and outlines
development control norms including FAR calculations, dwelling unit sizes, and parking provisions.
Additionally, it mandates EWS housing provision, sustainability compliance, and universal barrier-
free access within developments. The policy serves as a pivotal reference for crafting proposals for
identified TOD Schemes, facilitating streamlined preparation at subsequent stages. Here, concise
descriptions of the policy's key components are provided:

2.3.1 Outcome of ToD Policy

The TOD Policy for Delhi targets the following outcomes:

 Optimised density and diversification of uses and activities: Implementing higher FAR norms
and promoting compact mixed-use development to facilitate an optimal mix of activities near
public transit systems.

 Enhanced Mobility:

o Prioritizing pedestrians and NMT: Through strategies like controlled public parking,
traffic management plans, and creating a comprehensive network of pedestrian and
NMT routes.

o Modal shift towards public transport: Achieved through multimodal integration,

improved walkability, and last-mile connectivity.

 Improved Public Realm: Creating a vibrant and safe public realm accessible to all age groups
through place-making strategies such as public plazas, green spaces, and areas for public art.

 Multi-modal integration: Integrating various rail and road-based systems including metro,
rail/rapid rail, bus/BRTS, and IPT such as feeder services, taxis, auto-rickshaws, and NMT modes.

2.3.2 Key Definitions

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TOD Planning Area: A notional area of 800m radius around transit stations. Influence Zone Plans
shall be prepared for the TOD Planning Area. Actual boundaries of TOD Planning Area will be
delineated by DDA based on physical boundary features.

Intense Development Area: A notional area of 500m radius around the transit station within the
TOD Planning Area. The norms and incentives of this Policy can only be availed by preparing TOD
Schemes falling completely or partly within this area.

Influence Zone Plan (IZP): An integrated plan, prepared for the TOD Planning Area. IZP will be
customized to the site characteristics and context of each TOD Node, detailing various area
improvement works such as road widening (if required for infrastructure augmentation), upgrading
public streets to include multi-utility zones, facilities for IPT, pedestrian and NMT , multi-modal
integration, provision of public parking, urban furniture, signage, public conveniences, street
vending zones and others Once the TOD Node is identified, IZP shall be prepared for sanction of TOD
scheme.

2.3.3 TOD Scheme

ToD Scheme means a development proposal for an area of minimum 1 Ha, fulfilling all eligibility
criteria as per the TOD policy. TOD Schemes must fulfil the following criteria in order to be eligible:

 A TOD Scheme must cover a minimum area of 1 Ha. TOD Schemes may fully or partly fall
within the Intense Development Area of a TOD Node. In any case:

o At least 25% of the scheme area shall fall in the Intense Development Area,

o The entire scheme area shall fall within the TOD Planning Area.

 A TOD Scheme must be accessible from an existing road having a minimum ROW of 18m, of
a continuous length equivalent to at least 25% of the perimeter of the scheme.

TOD Schemes may be comprised of plots of different land uses/ use premises. The permissible mix of
uses for each plot in a TOD Scheme depending upon the assigned land use/use premise shall be as
per the table below:

Table 2.1: Mix of Uses/ Distribution of FAR in TOD

Land use/ use Permissible Mix of Uses (distribution of FAR in TOD Scheme)
premise of plot as
per ZDP/ Layout Minimum FAR Minimum FAR Minimum FAR for Other uses
Plan for for Commercial PSP and/or
Residential uses utilities
uses

Residential 50% 10% 20% Other uses* are permitted

up to 20%.

Commercial 30% 50% 10% Other uses* are permitted

up to 10%.

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Industrial 30% 10% 10% Remaining 50% of FAR to be

for Industrial use.

Government 30% 10% 10% Remaining 50% of FAR may

be for any Government use.

Transportation 30% 10% 10% Remaining 50% of FAR may

be for any use* after
meeting all operational
requirements for
transportation facilities.

PSP (only housing The FAR for such plots shall be entirely utilized for PSPs and/or utilities in the
and neighbourhood TOD Scheme.
level PSP plots
allowed as per
Clause 20.4.ii)

* This remaining FAR can be utilised as a mix of residential, commercial and PSP in any proportion as
per project requirement.

2.3.4 Development Control Norms for TOD Schemes

FAR: The FAR for a TOD scheme shall be calculated as the sum of FAR calculations for all constituent
plots. FAR entitlement for each constituent plot shall be calculated as follows:

 The FAR shall be 1.5 times the existing permissible FAR on the plot or 300, whichever is
more.

 The maximum FAR limit for any plot included in TOD Schemes shall be 500.

 Larger TOD Schemes with an area of 4 Ha and direct access from roads of 30m RoW, will be
eligible for FAR of 500 on all constituent plots, if feasible.

 While consumption of the entire entitled FAR is not mandatory, the following shall be
ensured by all TOD Schemes:

 Minimum FAR utilisation shall be equivalent to the existing permissible FAR for each of
the plots.

 Overall proportion of mix of uses shall always be maintained.

 In case of TOD Schemes that include existing service lanes/ public roads/ public drains/
public parks, etc., land under such areas shall not be considered for computation of FAR.

 Any public amenities provided as part of the development such as public toilets, bridges,
etc. shall be free of FAR, subject to the condition that they are maintained regularly by the

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DE and remain open and accessible to public at all times of the day, failing which, the
concerned local body shall take over the same.

 TOD Schemes that are not able to utilise the permissible FAR due to height restrictions, may
be allowed relaxations in ground coverage and setbacks without compromising the area to
be maintained under Green Public Spaces.

Size of Dwelling Units

 There is no restriction on the size of residential units for accommodating existing

dwelling units within the TOD Scheme.

 In order to encourage affordable and non-ownership housing (rental housing, serviced

apartments, student housing and hostels) within TOD Schemes, the following norms shall
apply:

o The residential FAR remaining after accommodating existing number of dwelling

units, shall be used for providing dwelling units of size upto 60 sq.m.

o In case a TOD Scheme is comprised of plots with no existing residential

development, at least 50% of the residential FAR shall be used for developing
dwelling units of size upto 80 sq.m.

o In case of TOD Schemes comprising of a mix of existing built-up and vacant plots, the
final mix of dwelling units in the TOD Scheme will be derived on a pro-rata basis as
per above provisions.

Ground Coverage and setbacks: Norms for setbacks and ground coverage shall apply to the entire
TOD Scheme boundary, as part of the reconstituted plan for the scheme area.

Maximum ground coverage of 40% shall be permitted.

The following setbacks shall be maintained:

Type of plot edge Setback

Public road of 18m and above  No setback

RoW
 At least 90% of the building line shall be built-to-
edge with active frontage provisions

Roads of ROW < 18m or site edge  6m setback

facing parks, natural drains,
 The setback to be kept unblocked at all times for
forest, etc.
public movement.
Shared edge with adjoining plot
 Trees/plantation for noise reduction and utilities
like fire hydrants shall be permitted

2.3.5 Parking

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 TOD Schemes shall provide 1 Equivalent Car Space (ECS) per100 sqm of covered area, with
mandatory 5% of the parking area earmarked for bicycles and wheelchairs.

 DE shall provide at least 50% of all parking facilities within TOD schemes as ‘public parking’
facility.

 At least 20% of the parking area shall be equipped with charging points for electric vehicles
shall be provided as per prescribed policy/ UBBL.

2.3.6 EWS Housing

The EWS FAR shall be over and above the residential FAR, calculated as 15% of the maximum
permissible residential FAR in the scheme. The requirement for EWS housing shall be met as a
separate well-designed area within the Scheme with low/mid-rise high-density built form, with
access to the public greens and social facilities.

2.3.7 Other key aspects to be considered:

 Development compliant with UBBL: The entire development has to be compliant with the
mandatory sustainability provisions given in the UBBL and prevailing MPD, including
compliance related to Water Conservation and Management, Solar Energy Utilization,
Energy efficiency, Waste Management, etc.

 Universal Barrier-Free Access: All public spaces, roads, Green Public Spaces, parking areas,
buildings, etc. within TOD Schemes and all area improvement works taken up as per the
approved IZPs shall be designed for barrier free universal access as per Harmonised
Guidelines and Space Standards for Barrier Free Built Environment for Persons with
Disability and Elderly Persons, 2016 of the Ministry of Housing and Urban Affairs, Govt. of
India.

2.3.8 Inference

As explained above, the Delhi ToD policy furnishes a comprehensive framework including key
definitions, outcome of ToD Policy (Optimised density and diversification of uses and activities,
Enhanced Mobility, Improved Public Realm, Multi-modal integration, etc. ), TOD Scheme criteria
(minimum area, accessibility norms, etc.), FAR Distribution (Norms for area under residential,
commercial, PSP and other uses), Development Control Norms (Ground coverage, set-backs, paking,
etc) for TOD Schemes, etc. for guiding the development around designated nodes. This framework
serves as a cornerstone in the formulation of Influence Zone Plans (IZP) and ToD Schemes for the
Dwarka Sector 21 and Majlis Park ToD Nodes. By adhering to the principles and guidelines outlined
in the ToD policy, these plans and schemes will be meticulously crafted to align with the overarching
vision for sustainable and transit-centric urban development in Delhi.

2.4 ToD Regulations

Out of total 12 ToD Nodes, Dwarka Sector-21 Metro Station and Mukundpur (Majlis Park) Metro
Station are the two nodes Identified for TOD Development under the Delhi Transit Oriented
Development (TOD) Regulations, dated 13th April, 2021.

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2.4.1 Definitions

Additional FAR Charges: Additional FAR Charges means the charges to be paid by the Developer
Entity for the additional FAR proposed to be utilised (over and above existing permissible FAR), to
the concerned local body as per prescribed rates,

Developer Entity (DE): DE means a government or constituent land/property owner, a group of

constituent land/property owners, or an entity (developer/ business/ corporate entity) representing
the constituent land/ property owners who intend to plan and develop a TOD Scheme. If the DE
comprises of multiple entities, they have to come together through a valid and legally enforceable
agreement between all the constituent land/property owners to participate.

Influence Zone Plan (IZP): IZP is an integrated plan, prepared for the TOD Planning Area. IZP will be
customized to the site characteristics and context of each TOD Node, detailing various area
improvement works such as road widening (if required for infrastructure augmentation), upgrading
public streets to include multi-utility zones, facilities for IPT, pedestrian and NMT, multi-modal
integration, provision of public parking, urban furniture, signage, public conveniences, street
vending zones and others. Once the TOD Node is identified, IZP shall be prepared for sanction of
TOD scheme.

TOD Charges: TOD Charges means charges payable by a Developer Entity to DDA/ local bodies for
facilitating area improvement works and development of Multi- Modal Integrated (MMI) nodes as
recommended in the IZP.

TOD Fund: ToD Fund means an escrow account setup by DDA/ local bodies separately for each TOD
Node to utilise the TOD Charges accrued from TOD Schemes. The TOD Fund shall be ring-fenced for
utilization within the respective TOD Planning Area, for implementing various area improvement
works envisaged as part of IZP.

2.4.2 Preparation of Influence Zone Plans

 DDA/DEs will prepare an IZP for the delineated TOD Planning Area of concerned TOD Nodes.
IZPs prepared by DEs shall be submitted to DDA for approval. DDA may appoint expert
consulting firms/institutions to expedite the process of IZP preparation.

 The High Powered Committee formed by DDA (with adequate representation from local
bodies/ service providing agencies) shall be the Competent Authority for approving the IZPs
prepared for each node. UTTIPEC shall provide the necessary technical support to the
Committee with respect to traffic and transportation inputs.

 An IZP will be prepared to assess the following:

 Existing traffic patterns and likely impact of new development.

 Audit of streets to review walkability and integration of NMT. This will include reviewing
the availability of public amenities and street furniture.

 Identification of activity patterns, including informal commercial areas, and uses of

public spaces.

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 Mapping of ongoing and existing infrastructure projects or other public works by various
service providing agencies like DJB, PWD, CPWD, IGL, telecom operators, local body,
DDA, etc. in the node.

An IZP will cover the following recommendations for area improvement:

Traffic and parking management plan (including upgradation of transport infrastructure if

necessary).

 Projects for upgradation as defined in IZP.

 Integration of projects of over station development, if applicable, as per feasibility. Station

Area Development, Multi-Modal Integration (MMI) etc. proposed for the TOD Node by
concerned transit agencies.

 Projects for improvement of open spaces, public spaces, location of vending zones, etc.

2.4.3 SUBMISSION AND APPROVAL OF TOD SCHEMES

TOD Schemes for a TOD Node can be submitted to concern local body/ DDA for approval. Two or
more adjacent TOD Schemes can be planned as an integrated TOD Scheme and can be submitted as
part of a single TOD Scheme application.

The final approval for TOD Schemes will be given by the concerned local body/ DDA as per standard
procedure followed for layout plan sanction.

DEs shall ensure the following while preparing TOD Schemes:

 Developer Entity shall have valid and lawful ownership and physical
possession of the land area for which TOD scheme has been prepared,
except public land and roads.

 In case the DE is constituted of multiple landowners:

(i) Each land owner shall have a valid ownership and physical possession
of the respective land which is offered for the TOD Scheme;

(ii) There should be a valid and legally enforceable agreement among all
the land owners constituting the DE to participate in, apply for, abide
by and be bound by the terms and conditions of a TOD Scheme.

 In cases where 100% of existing apartments/ flats/ properties within

the TOD Scheme area have been converted to freehold, the entire
amalgamated plot of land shall be automatically considered as freehold
overall, without levying of any additional conversion charges by any
agency or any further paperwork/ application/ sanction.

 TOD Schemes shall be submitted in the prescribed format, along with

all requisite documents. The application must include the following:

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2.4.4 Overview of the TOD Scheme:

Dimensioned plan of the land/ scheme area proposed for development at a scale of 1:1000 showing
the boundaries and dimensions, locations of existing streets, existing greens, existing buildings/
plots/ premises and relevant physical features etc. within the scheme area.

2.4.5 Inference

The Delhi ToD Regulations outline a meticulous process for the preparation and approval of
Influence Zone Plans (IZP) and the subsequent development of ToD Schemes. These regulations
serve as a guiding framework for the entire planning and implementation process, ensuring
consistency, efficiency, and alignment with broader urban development objectives. By adhering to
the stipulated procedures and criteria delineated in the ToD Regulations, the IZP for each ToD Node
will be prepared to encapsulate the unique characteristics and requirements of the respective area,
fostering sustainable, transit-oriented communities in Delhi.

2.5 Delhi Master Plan 2021

2.5.1 Introduction

The Master Plan for Delhi – 2021, formulated by the Delhi Development Authority (DDA) and
officially notified on February 7th, 2007, governs urban development across the entire National
Capital Territory (NCT) of Delhi. It remains in effect until the forthcoming notification of the Master
Plan 2041(which is currently under finalisation). Encompassing strategic blueprints and zoning
regulations, the Master Plan 2021 has steered the trajectory of urban growth, catering to the
burgeoning needs of a diverse populace while preserving the city's rich heritage and ecological
balance. Its provisions have laid the groundwork for integrated land use planning, transportation
networks, housing initiatives, environmental conservation, and recreational spaces, fostering a
harmonious blend of residential, commercial, industrial, and institutional zones.

2.5.2 Major Highlights of The Plan

Land Policy: The land policy based on the optimum utilisation of available resources, both, public
and private in land assembly, development and housing

Public Participation and Plan Implementation: Decentralised local area planning by participatory
approach and; Performance oriented planning and development, with focus on implementation and
monitoring.

Redevelopment: Incentivised redevelopment with additional FAR has been envisaged as a major
element of city development covering all the areas;

Planned Areas: Influence Zone along MRTS and Major Transport Corridor; underutilised / low-
density areas; Special Area; shopping / commercial centres; Industrial areas / clusters and
resettlement colonies.

Unplanned Areas: Villages; unauthorised colonies and JJ Clusters.

Shelter: Shift from plotted housing to group housing for optimal utilization of land;

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 Private sector participation for development / redevelopment of housing;

 Removing unnecessary controls (like height) for optimum utilization of land and to facilitate
creation of 'signature' projects.

 Enhancement of ground coverage, FAR and height for all categories of residential plots.

Housing for poor:

 In-situ slum rehabilitation, including using land as a resource for private sector participation;

 In order to prevent growth of slums, mandatory provision of EWS housing / slum

rehabilitation in all group housing to the extent 2[minimum 15% of the proposed FAR on the
plot.

 Housing for urban poor to the extent of 50-55% of total;

 Re-categorisation of housing types, development control norms and differential densities to

make EWS /LIG housing viable and economical.

Mixed Use:

 To meet the growing demand of commercial activities and overcome the shortfall of
available commercial space, a liberalized provision of Mixed Use in residential areas has
been adopted adhering to the requisites of the environment, while achieving better synergy
between workplace, residence and transportation.

 2183 streets have been notified by the GNCTD vide notification dated 15.09.06 for local
commercial and mixed-use activities.

 Small shops of daily needs have been permitted on ground floor, in residential areas.

Informal Sector:

The informal and organised sector is a major source of employment in the economic fabric of the
city for which the following approach is proposed:

 Earmarking of 'Hawking' and 'No Hawking' Zones at neighbourhood and cluster levels.

 The weekly markets to be identified and planned / developed.

 New areas for informal trade to be developed and integrated with housing, commercial,
institutional and industrial areas.

 Provision of common basic services like toilets, water points, etc.

 Institutionalizing designs of stalls, push-carts and mobile vans.

 Involvement of NGOs envisaged.

Transportation: The proposals include the following:

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 Unified Metro Transport Authority

 Synergy between landuse and transport

 A new parking policy including private sector development of parking facilities, increase in
norms for parking space, multi-level parking and underground parking.

 Integrated multimodal public transport system to reduce dependence on personalised

vehicles.

 Road and rail based mass transport system to be a major mode of public transport, optimal
use of existing road network and development of missing links.

 Restructuring of existing network through expressways, elevated roads, arterial roads,

distributor roads and relief roads.

 Provision for introducing cycle tracks, pedestrian and 1 [differently abled persons] friendly
features in arterial and sub-arterial roads.

2.5.3 Hierarchy of Urban Development

The norms for number of Facilities and Area of facilities are provided in the Master Plan for different
hierarchies of planning units starting from Housing Area (Population-5,000); Neighborhood
(Population-10,000); Community ( Population- 1,00,000); District (Population- 5,00,000) and ; Zonal/
Sub-City (Population- 10,00,000). These norms will be taken as reference while preparing IZP for
both TOD Nodes.

2.5.4 Influence Zone along MRTS Corridor

As part of redevelopment strategy within planned areas, the Master Plan provides guidance on
demarcation of Influence Zone along MRTS Corridor. The growth of Delhi over the years has been on
the ring and radial pattern with reliance on road based public transport. The development envisaged
by the previous Plans was poly nodal with hierarchy of Commercial Centres located either on ring or
radial roads. The proposed MRTS network will bring sizable urban area within walking distance from
the proposed stations. This will have an impact on the existing structure of the city and consequently
its development. This changed scenario provides opportunities for city restructuring and optimum
utilization of the land along the MRTS corridors. In this process, a sizable proportion of the additional
population with requisite facilities and employment can be absorbed along these corridors.

Influence Zone along MRTS corridor is envisaged as intensive development zone. The concept of
Transit Oriented Development shall be adopted for developments within the Influence Zone, such
that maximum number of people can live, work or find means of recreation within walking / cycling
distance of the MRTS corridors / stations.

2.5.5 Inference

The Delhi Master Plan 2021 serves as a foundational document, offering comprehensive guidelines
and parameters for the land use plan within the TPA of both nodes. It not only delineates specific
land use categories and zoning regulations but also provides a conceptual understanding of the

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preparation of Influence Zone Plans (IZP). These plans encapsulate a strategic vision for urban
development, encompassing aspects such as transportation infrastructure, economic vitality, social
amenities, and environmental sustainability.

Moreover, the Master Plan serves as a policy framework governing proposed developments along
the ToD Nodes. By aligning with the principles and objectives outlined in the Master Plan, proposed
developments are guided towards creating cohesive, transit-oriented communities that promote
accessibility, livability, and sustainability while contributing to the broader urban fabric of Delhi.
Incorporating the proposals outlined in the Master Plan is integral to the preparation of Influence
Zone Plans for each node. By integrating these proposals into the planning process, the IZPs will be
tailored to reflect the overarching vision of the Master Plan, thereby facilitating the creation of
vibrant, well-connected communities that cater to the needs of residents and stakeholders while
contributing positively to the urban landscape of Delhi.

2.6 Delhi Master Plan 2041 (Draft)

2.6.1 Key focus areas for the Master Plan

Environment: The city is quite green but these greens are inequitably distributed. The quality of
greens also needs to be improved at many places. Moreover, Delhi suffers from consistently high
levels of air, water and noise pollution. The Yamuna is also severely polluted. This is not only
threatening the environmental assets and local biodiversity, but also the health of citizens.

Water: Delhi is a water scarce city and yet, the resource gets wasted due to systemic losses, lack of a
conservation and reuse strategy. This has serious implications on growth prospects of Delhi as well
as the basic need of water for day-to-day activities.

Critical Resources: Delhi’s consumption of power and generation of waste need to be reduced, both
of which are one of the highest in the country. Existing efforts towards recycling of waste and shift to
renewable energy have to be mainstreamed.

Mobility: There is availability of good quality public transport but the city has large number of
private vehicles leading to congestion, unorganised parking, air pollution, etc. Last mile connectivity
and infrastructure for walking and cycling to be provided for improving the mobility of citizens
especially for persons with disabilities, the elderly and children.

Housing: High land prices in the city have resulted in a mismatch between housing needs and
housing supply. A large part of Delhi is unplanned with unauthorized colonies that fulfil the housing
need by providing lesser expensive options of owned as well as rental housing. Due to poor quality
construction and high built densities, these developments are unsafe. There is a requirement for
different typologies and tenures of housing.

Built environment and public spaces: Facilities and open spaces in the city have become inadequate
with steady growth in population. The existing built stock in many areas is old and dilapidated. Public
spaces have to be made universally accessible and safer. Therefore, there is a requirement of
regeneration as well as strategic interventions to unlock latent potential of certain areas in the city

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Heritage assets: Delhi is a cultural capital and has a large number of heritage assets. Preservation of
assets and their adaptive reuse are to be promoted for preventing degradation and loss of historic
assets and fabric.

Vulnerability: Delhi falls in seismic zone four and is under high risk of earthquake incidents of fire
outbreaks and flooding. High built densities, poor quality and age of built stock further increases the
vulnerability. The COVID-19 pandemic brought into focus the need to create self-contained and
mixed-use areas with decentralised infrastructure.

Economic potential: Delhi has to fully realise its niche role and potential as an economic hub.
Specialty health and higher education are focus areas. Cleaner production, start-ups, innovation and
cyber economies have to be promoted by providing a variety of flexible and shared spaces to
entrepreneurs in addition to opportunities and good working conditions. Niche sectors such as
specialty health, higher education, tourism and MICE, modern logistics and specialized trade also
need to be promoted.

Monitoring and evaluation: A common database needs to be established at city level with multi-
agency coordination and an integrated monitoring protocol needs to be set up. This will help
monitor progress of the city and different sectors. This is imperative for the city and the Plan to
enable periodic evaluation of progress and become adaptable to change and course correction. All
agencies and stakeholders need to converge efforts to achieve good quality development.

2.6.2 Transit Oriented Development

The Master Plan prioritizes Transit-Oriented Development (TOD), harnessing current and future
public transit systems and their bustling user base to foster sustainable mobility and streamline land
use with compact mixed-use development. It enhances economic vitality and land values by
concentrating growth in key urban zones, enhancing infrastructure, and enriching public areas. TOD
strategically utilizes substantial investments in transit infrastructure such as Metro Rail and RRTS to
rejuvenate housing, establish fresh economic centers around transit hubs, and seize value
opportunities.

2.6.3 TOD Schemes

The Draft Master Plan has the similar criteria as mentioned in the ToD Policy, as presented below:

 A TOD Scheme must cover a minimum area of 1 ha. TOD Schemes may fully or partly fall
within the Intense Development Area of a TOD Node. In any case: i)

o At least 25% of the scheme area shall fall in the Intense Development Area

o The entire scheme area shall fall within the TOD Planning Area.

 A TOD Scheme must be accessible from an existing road having a minimum ROW of 18m, of
a continuous length equivalent to at least 15% (the 25% norm of ToD Policy has been relaxed
to 15% in the Draft Master Plan 2041) of the perimeter of the scheme.

The other norms provided in the Draft Master Plan related to ToD Development like mixed used
development combination, FAR, etc. are also as per the ToD Policy and regulations.

Existing Situation Assessment- Dwarka Sector 21

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2.6.4 Proposed Land Use within the TPA of Dwarka Sector 21

Dwarka Sector 21: As illustrated in the Figure 2.1, most of the area within the TPA is proposed as
transport infrastructure (Terminal / Depot / Yard - Rail / MRTS / Bus / truck) and residential uses.
The proposed land use will facilitate the intended development for transit oriented development.

Figure 2.1: Proposed Land Use of Draft Master Plan 2041 within the TPA of
Dwarka Sector 21 TOD Node

2.6.5 Inference

The Draft Master Plan 2041 is yet to be approved but proposal of the master plan will be referred
while preparing IZP of each ToD Node. Master Plan 2021 will be used as a basic fundamental policy
document till the time Draft Master Plan 2041 is approved and notified.

2.7 Conclusion

It may be noted that a comprehensive literature review will be conducted in the forthcoming
deliverable, the Existing Situation Assessment. Here, a concise review of relevant literature is
provided within the framework of delineating the boundaries of ToD Planning Area (TPA) and
Intense Development Area (IDA) and to grasp the fundamental aspects of Transit-Oriented
Development (ToD) development. This preliminary review aims to establish a foundational
understanding of key concepts and principles to inform subsequent analysis and planning efforts.

Existing Situation Assessment- Dwarka Sector 21

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3 BOUNDARY DELINEATION
3.1 Background
Establishing the boundaries of the Transit-Oriented Development (ToD) Planning Area (TPA) and the
Intense Development Area (IDA) is a pivotal step in crafting the influence zone plan for the ToD
Node. For this purpose, reference radii of 800 meters and 500 meters have been adopted to
delineate the TPA and IDA boundaries respectively. This chapter provides a detailed overview of the
delineation process and presents the finalized boundaries f Dwarka Sector 21 ToD Node, offering
transparency and clarity in the planning methodology employed.
3.2 IZP BOUNDARY DELINEATION- Sector 21 Metro Station
As per TOD policy, Influence Zone is demarcated as “approximate area of 800m radius (walking
distance of 5-10 minutes) from the points of alighting at the station”. The IZP will have two
components:
a) “TOD Planning Area” (TPA) - a notional area of 800m radius around transit stations;
b) “Intense Development Area” (IDA) -a smaller notional area of 500m radius within the TOD
Planning Area.
The centroid for marking the IZP areas is taken as the centre of the existing metro station of Dwarka
Sector 21 (Long.77.058516, Lat.28.552201). The TPA area has been demarcated based on the
notional area of 800m radius and IDA area has been demarcated based on the notional area of 500m
radius from the centroid.
As per clause 20.1.2 of the notified TOD policy of Delhi, the delineation of actual boundary of
Influence Zone Plan has been demarcated based on existing physical boundary features like roads,
drains, junctions etc.
Aerial Drone (DGPS) Survey
Detailed Topographical Survey using modern survey technology (UAS/Drone) was used for
preparation of IZP. Methodology used for this survey is presented in Chapter 3.
3.2.1 Profile of the Study Area
Study area of Sector-21 IZP lies in K-II zone of Master Plan of Delhi 2021. As per MPD-2021, the
holding capacity of Zone K-II, had been proposed for a population of 13 lakh. There was an increase
in area of this zone from 5648 ha. to 5924 ha. by adding the land in between Bijwasan road and the
NCTD boundary. 1688 ha is designated as built-up and the balance 3960 ha is under
planned/regulated development comprising sector 1 to 29. It was proposed that the population to
be accommodated in the built up area shall be about 6.5 lakh. As per the estimated population the
existing population in the year 2001 in built-up area was 3.3. lakh. Keeping in view of enhanced
density & FAR norms for plots, the balance 3.2 lakh population supposed to be accommodated
within the built up area. Based on the projected population, water supply demand for Zone K-II is
estimated to be 60 MGD. Based on the projected population, Zone K-II will generate about 48 MGD
of sewerage discharge. . In total population, female constitute about 46.7% and male 53.7%. Land
uses of K-II zone is tabulated in Table 3-1,
Table 3-1: Land use details of DDA Zone K-II

Sl.No. Landuse Area (in Ha.) Percentage

1 Residential 2956.65 49.91

a) Built-up 1933.33 (32.64%)

Existing Situation Assessment- Dwarka Sector 21

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Sl.No. Landuse Area (in Ha.) Percentage

(Redevelopment) 1023.32 (17.27 %)
b) Planned areas

2 Commercial 342.82 5.78

a)Commercial (including 299.77
IFC)
b)Service Center
43.05

3 Govt. Use 99.97 1.69

4 Public & Semi Public Use 363.0 6.13

5 Utilities 154.66 2.61

6 Recreational 979.30 16.53

7 Transportation 763.6 12.89

8 Green Belt 264.0 4.46

Zone K-II Total 5924 100

Source: MPD Zonal Plan of Zone K-II

Further to this, TPA and IDA fall within the Dwarka B and Dwarka C Wards of the K-II zone in NCT of
Delhi. The population of Dwarka B is 62,971, while Dwarka C has a population of 45,075. The TPA
boundary includes sectors 21, 22, and 26. Sector 22 falls within Dwarka B Ward, whereas sectors 21
and 26 are part of Dwarka C Ward. The population, area and density of these sectors are presented
in Table 3-2.
Table 3-2: Details of Municipal Wards in Study Area

S. No. Description Sector-21 Sector-22 Sector-26

1 Population 9,281 10,301 7,422

2 Area 130.85Ha 86.25Ha 143.8Ha

3 Density (pph) 71 120 52

4 Major Land Use Transportation Residential Commercial

hub (Freight
Complex)

All these sectors are planned colonies with low density.

3.2.2 TOD Planning Area (TPA) Boundary- Sector 21 Metro Station, Dwarka
In reference to ToR and DDA policy document for IZP and TOD nodes in Delhi, Planning area
boundary was delineated based upon physical features in 800m radius of influence and further
extended to 100-150m to include roads & infrastructure facilities and adjoining land to present an

Existing Situation Assessment- Dwarka Sector 21

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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

integrated development around the area. Details of the TPA boundaries describe in the subsequent
sections.
TPA boundary is located in sector 21, 22 and sector 26 of Dwarka sub city. Sector map with 500m
and 800m radius of IDA and TPA boundary is shown in figure below.

Figure 3-1: TPA and IDA Radius

Dwarka Sector -21

Sector 21 has transportation hubs such as bijawasan railway station, sector-21 metro station and
proposed passenger terminal in vicinity (Figure 3.2). Also land has been given to RLDA for real estate
development as per MoU signed between DDA and RLDA on revenue sharing basis, this land will be
utilised for mix used development in northern railway premises handed over by DDA. As per
stakeholder consultation few land parcels are already leased out by RLDA to private developer.
Sector also have Taj Vivanta hotel, SPG residential society, vacant DMRC land pockets, D21
Corporate Park and unauthorised colony. On south west side on the sector 21 across the Dwarka
expressway (airport link road), partial land is handed over to RLDA and partially occupied by farm
houses.

Existing Situation Assessment- Dwarka Sector 21

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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

Figure 3-2: DDA Sector 21 Layout Plan

Dwarka Sector-22
In north TPA boundary cover the residential societies of sector 22 Dwarka (Figure 3-3), DDA parks
and sector markets, streets, collector, sub-arterial roads and junction. Sector -22 is spreaded in 86Ha
of land, majority residential with about 59.1Ha including utility/PSP and recreational followed by
transportation 22.8Ha and commercial 4.32 Ha. It has 19 CGHS societies and 1 DDA housing. Other
than this there are 3 fuel pumps, 3 sites for senior secondary schools, 4 sites of HAF and one
commercial area. Towards south east end of this section, land is allocated for ISBT, cluster bus depot
(already operational and managed by DMITS), RTO test tracks and Police Station. Few land pockets
along the Dwarka Expressway allocated to Haj house, Cremation ground, university etc.

Existing Situation Assessment- Dwarka Sector 21

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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

Figure 3-3: DDA Sector 22 Layout Plan

Dwarka Sector 26
Existing Airport express line metro station (Yashobhoomi), proposed freight complex and Bharthal
village is situated in this sector (Figure 3-4). Land proposed for freight complex is being utilized by
the contractor of Dwarka expressway as casting yard and batch plant for construction purposes. No
activities are planned by DDA yet and it is mentioned as commercial land in Delhi master plan 2021
and Draft master plan of 2041 as well.

Figure 3-4: DDA Sector 26 Layout Plan

Rationale of TOD Planning Area

1. Demarcation of 80mm of radius of circle around the centroid of TOD node.

Existing Situation Assessment- Dwarka Sector 21

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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

2. Demarcation of Physical boundaries such residential, commercial, public/semi-public and

other land use pockets along with road network (links and nodes).
3. Demarcation of waterbodies, utility lines and green areas.
4. Extension of TPA extent of another 100m or to the next intersection / junction of road to
provide an integrated development.
5. Confirmation of land pockets with owning agencies.
Considering the 800m radius from center of ToD node, DDA plot areas, transportation network and
other physical features in vicinity, transport planning area is delineated as shown in Figure 3-5. Total
area of TPA is coming around 235.7ha.

Figure 3-5: Delineation of TPA Boundary

The delineation of the Transit-oriented Development Planning Area (TPA) is illustrated in the figure
above. Commencing from point A, situated at the boundary of Taj Vivanta towards the northern
direction, the TPA extends onwards, traversing the boundary of the SPG complex from points B to C.
Notably, the SPG complex is excluded from the TPA designation. From point C to D, the TPA aligns
with the boundary of an unauthorized colony situated on RLDA land in Shahbad Mohammadpur until
reaching point D, which intersects with the airport boundary.
From this juncture, the TPA encompasses the access road between the railway and airport
boundaries, aimed at enhancing traffic circulation around the Bijawasan Railway Station. Proceeding
from point D to E, the TPA continues along the airport boundary until point E, then navigating across
the railway underpass on the Dwarka Expressway until point F. Continuing its trajectory, the TPA
aligns with the boundary of IOCL up to point G.

Existing Situation Assessment- Dwarka Sector 21

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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

The boundary of the TPA from points G to H, and further to I, follows the water body located in
Bhartal village within sector 26 of Dwarka. Points I, J, and K are demarcated by the sector road,
which runs parallel to the boundary of Bharthal Village. The TPA's boundary extends up to points L
and M to incorporate the junction of the sector road with the Dwarka Expressway Slip road.
Progressing from point M to N, the TPA traverses along the boundary of Yashobhoomi, passing
through the roundabout under the Dwarka Expressway Interchange, and continuing along the
sector-23 road until point O. Notably, the TPA encompasses the junction of sectors 22, 23, and 24 at
point O-P-Q, fostering multi-modal integration.
Subsequently, from point Q to R, the TPA boundary aligns with the alley in sector 22 of Dwarka,
which passes in front of Green Valley Apartment and Vardhman Market, connecting to the rear side
of CGHS Apartment along the sector 22 road before finally circling back to point A, across the road.
3.2.3 Intense Development Area (IDA) Boundary- Sector 21 Metro Station, Dwarka
As per DDA Tod Policy document, IDA land has been delineated based upon the following factor,
i) Traversing 500m radius from center of the ToD node.
ii) All the plots, physical boundaries, roads, waterbodies and lined/unlined drains coming
within 500m of radius are considered as part of IDA.
iii) Plots which are having 25% of its area under 500m of radius of ToD nodes are also added
in IDA. Complete plot boundary is considered in IDA.
iv) IDA has been extended further to include next junctions along the transportation
network falling in radius of 500m.
The IDA boundary is mainly defined by considering RLDA land in south-east of the ToD center,
residential pockets, DDA commercial land in north-west and ISBT, cluster bus depot in west side of
the ToD node. IDA includes sub arterial road which passes in front of sector-21 metro station with
45m RoW and another sector road with 30m RoW connects sector 22, 23 and beyond in west
direction.
If one move in clockwise direction, in south-east side IDA boundary traverse along the northern
railway broad-gauge line which connects Delhi-Gurgaon-Jaipur, in south-west down side it traverses
along newly built Dwarka expressway, in west it covers existing cluster bus depot and proposed ISBT,
sector-22, in north-west it covers 5 CGHS societies and vacant DDA commercial land. The area under
IDA is about 100 Ha (Figure 3-6).

Existing Situation Assessment- Dwarka Sector 21

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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

Figure 3-6: Delineation of IDA Boundary

3.2.4 Project Site Appreciation-Sector 21 Metro Station, Dwarka

3.2.5 SITE SURROUNDING &

CONNECTIVITY
The proposed project site is
situated in Dwarka Subcity of
South-West Delhi district,
connected to Gurgaon in South
and Other parts of West & South
Delhi. It is surrounded by
Pochanpur village, Raj Nagar,
Panoramic view of Sector 21 Metro Station
sector 8, 21, 22, 23, 25, 26 etc.
residential areas of Dwarka within 1km radius area of the proposed project site (Figure 3-7). Site
surroundings and Connectivity details of the proposed project in planning and intense development
area are given in Table 3-3.
Table 3-3: Site Surroundings and Connectivity Details

S. No. Description Distance and Direction

from Center of TOD

1 Nearest Railway Station Bijwasan, Palam railway station Approx. 600m, SE

2 Nearest Metro Station Sector 21 Metro Station Terminal At Node Center

Existing Situation Assessment- Dwarka Sector 21

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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

S. No. Description Distance and Direction

from Center of TOD
(Blue Line and Airport Express
Metro)

3 Nearest Bus Terminals Cluster Bus Depot, Sector 22. Approx. 50m, W
Proposed ISBT

4 Nearest Airport Indira Gandhi International Airport Approx. 3.0km, SE

5 Residential Area Pochanpur village, Raj Nagar, sector Within 1km

8, 21, 22, 23, 25, 26

6 Institutional, Industrial Pacific Mall, Vivanta Taj, Marble Within 2kms of Radius
and Commercial Area Market, Yashobhoomi (IICC), Bharat
Vandana Park, Golf Course,
Vardhman Complex

7 State Boundary Haryana, Gurgaon boundary is just 3.5km, SW

4km away

8 Nearest Highway and Dwarka Expressway, UER-II. 100m, SW, E

Major Roads
Gurgaon-Dabri Road, 30m, E
NH-8 Approx.4km, E

9 River and Drain Airport Drain, Adjacent, SE

Najafgarh-Dwarka Drain 1.5km, NW
Sahibi River 3.0km, W

10 Nearest School Government School- 3 nos Within 1kms

Mount Carmel School
Prudence School, Dwarka
Ambedkar School of Specialised
Excellence

11 Nearest Hospital Maple Care Hospital Approx. 0.5 km, NW

12 Places of worship Shirdi Sai Baba Temple, Within 1km

Durga Mandir Pochanpur
Karyasiddhi Hanuman Mandir

13 Water/Sewage DJB STP, Pappankalan Approx. 6 km, NW

Treatment Plant

Existing Situation Assessment- Dwarka Sector 21

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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

Figure 3-7: Land uses in Intense Development Area

3.2.6 Transportation Hubs in Project Influence Area

Project area is one of the major multimodal transportation hubs in Delhi, there are two metro lines,
a railway junction and a bus terminal in intense development area of TOD. Metro line directly
connects the IGI Airport and New Delhi Railway and further to Noida and Gurgaon, which makes this
a perfect location for transit oriented development. Details of various transportation nodes and site
visit pictures are presented in Figure-3-8.

Existing Situation Assessment- Dwarka Sector 21

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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

Sector 21 Metro Station Cluster Bus Depot, Proposed ISBT Site

Figure 3-8 Site Visit Pictures of Transportation Nodes

3.2.7 Commercial/Industrial and Residential zones in IDA

During site visit of intense development area of TOD, it is observed that there are planned and un-
organized colonies situated near Sector 21 Metro Station Site. We have observed unorganized
colonies such as Pochanpur village, Sector 8 and Raj Nagar whereas planned land parcels are Sector
20, 21, 22, 23 and 25. Yashobhoomi convention center is situated in Sector 26 South-west side of the
TOD zone, Vivanta Taj is situated in north side, just 250m from node. There are many intuitional,
industrial and recreational are under construction and planned in vicinity of zone, some of them are
Golf Course, Bharat Vandana theme park, Bijwasan Redevelopment Zone etc. Site visit pictures of
commercial and residential areas in IDA are presented in Figure 3-9.

Yashobhoomi, Sector 26 Bharat Vandana Park

Existing Situation Assessment- Dwarka Sector 21

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Housing Society in IDA Pochanpur Village

Taj Vivanta Hotel Shirdi Sai Temple

Figure 3-9: Commercial and Residential/Religious landmarks in Influence Area

3.2.8 Road Network and Public Transport lines in IDA

Major access roads in IDA are Dwarka Expressway, Gurgaon-Dabri Road, UER-II and NH-8. Blue line
which connects the Major destination in Delhi, Noida, Ghaziabad starts from Sector 21 and Airport
Metro also runs from Sector 21 which connects the Airport, and New Delhi Railway Station. Cluster
Bus depot situated in 100m and ISBT is proposed at this location, Bus routes are operation from this
depot to various parts of NCR region. Bijawas and Palam station of northern railway zone are also
situated within 1km of radius. Connectivity and Pulic Transit Lines are resented in Figure 3-10.

Existing Situation Assessment- Dwarka Sector 21

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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

Figure 3-10: Road Network and Public Transport lines

4.1.1 DDA and DMRC Vacant Plot in Study Area

There are two vacant land of DDA is identified within IDA and TPA of TOD nodes under commercial
land use. Sector 26 vacant land is currently temporarily acquired by NHAI to setup construction yard
for ongoing Dwarka Expressway package-1. Site pictures and layout are presented in Figure 3-11 &
3-12.

DDA Vacant land in IDA (Sector 22) Vacant DDA commercial land (Sector 26)

Figure 3-11: DDA Vacant Plot

A small patch DMRC vacant land of about 1.2 Ha has been observed adjacent to Taj Vivanta. A detail
of this plot is shown in Figure 3-12.

Existing Situation Assessment- Dwarka Sector 21

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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

DMRC Plot dimensions and Layout in TPA of Satellite imaginary of DMRC Plot
Sector-21 Metro Station

Figure 3-12: DMRC Plot near Taj Vivanta

3.2.9 Parking Scenario in IDA
The Multi-level car parking (MLCP) and at-grade off street parking are operational in sector 21 metro
premises presented in Figure 3-13. Unauthorized parking also observed along the service road in
front of metro station. Pickup/drop-off zone are created by metro for IPT modes, however these
spaces being shared by private mode for pickup/drop-off without any segregation.

Unauthorized Parking along Service Rd Authorized at-grade Parking

MLCP Parking for Pacific Mall above Sector 21 Separate at-grade two-wheeler parking in metro
Metro Station premises

Figure 3-13: Parking Scenario in IDA

Existing Situation Assessment- Dwarka Sector 21

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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

3.2.10 Multi modal Integration (MMI) efforts at Metro Station

DMRC is running E-Autos/ Rickshaws to connect the nearby inhabitants as last mile connectivity in
collaboration with private companies. It has been observed that designated bays are provided inside
the premises of metro station for pickup/drops off and also 4 E-charger and one swapping station
are also installed for recharge the batteries.
It is also observed that few IT companies have tie up with DMRC and cab-aggregators to provide last
mile connectivity. Employees from across the Delhi/Noida destined at sector-21 metro station and
board these cabs on sharing basis to reach the offices located in Gurgaon.
Park and ride facilities also considered by DMRC at metro station where at-grade car/two wheeler
off-street parkings are provided in the premises to increase the ridership of metro and it was quite
visible as most of the time parking spaces were over occupied and efforts are being made to
increase the number of parking spaces.
However two bus-stops are located along the 45m wide front road and routes are scheduled at take
metro users to various location in West Delhi and Gurgaon but accessibility of these bus stops with
metro station is hindered by raised footpath, unauthorised parking at service roads and absent of
pedestrian signal time at 3 arm-junction.

Designated bays for Pick-up/drop-offs and Electric Buses Stopping along the sub-arterial road in
Rickshaw in Metro Station premises front of Metro Station

Figure 3-14: Multi-Modal Integration and Last mile Connectivity

Existing Situation Assessment- Dwarka Sector 21

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4 DEMOGRAPHY
4.1 Introduction
The existing population will serve as the basis for evaluating the current physical and social
infrastructure in the TPA area. Future population projections will be made based on organic growth
and the implementation of the Transit-Oriented Development (TOD) scheme within the TPA
boundary. The TOD scheme is expected to be implemented within three years of its approval. Given
that the project commenced on March 21, 2024, with a duration of one year, the TOD schemes must
be approved by March 21, 2025, to ensure implementation by 2028.
The population estimates for the years 2024 and 2028 within the TPA and IDA areas are summarized
below. These projections will help in planning and validating the necessary infrastructure
developments required to support the anticipated growth. The successful execution of the TOD
scheme will significantly influence these projections, ensuring sustainable and well-managed
development within the TPA boundary.
The estimated population figures for 2024 and 2028 within the TPA and IDA areas are presented in
here. These estimates will be crucial in validating and enhancing the existing infrastructure, ensuring
it meets the future needs of the population effectively.
4.2 Demography of Dwarka
Dwarka, a prominent sub-city located in the southwestern part of Delhi, is known for its well-
planned infrastructure and growing population. Dwarka, often considered one of the largest
residential suburbs in Asia, is home to approximately 1.1 million people. It spans an area of 56
square kilometers, with a population density of around 160-200 (range) people per hectare. The sub-
city comprises 29 sectors.
Dwarka was initially developed as a middle-class housing hub dominated by cooperative housing
societies. However, recent years have seen significant changes with the entry of private builders
undertaking luxurious projects. New infrastructure developments, such as the upcoming Dwarka
Expressway and Urban Extension Road-2, are expected to boost property prices and attract more
residents to the area.
Overall, Dwarka’s demographic landscape is characterized by rapid development, increasing
population, and significant infrastructural investments, positioning it as a key residential and
commercial hub in Delhi.
Key Features and Development
1. Population Growth: The Dwarka has witnessed steady population growth due to the influx
of middle-class families and professionals attracted by its residential appeal and strategic
location.
2. Urban Infrastructure: Enhanced amenities such as the DDA Sports Complex, multiple parks,
and educational institutions like National Law University and Guru Gobind Singh
Indraprastha University contribute to the high livability index of these areas.
3. Connectivity: The area's connectivity is bolstered by the Dwarka Expressway, Urban
Extension Road-2 (UER-2), and extensive metro network, ensuring seamless access to other
parts of Delhi and NCR.
4. Economic Activity: The presence of public sector enterprises and upcoming commercial
hubs further enhances the economic landscape, providing ample employment opportunities
and stimulating local businesses.

Existing Situation Assessment- Dwarka Sector 21

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4.3 Population of Constituent Wards

TPA and IDA fall within the Dwarka B (Ward 120) and Dwarka C (Ward 130) of the K-II zone Delhi
Master Plan 2021. The figure 4.1 shows the boundaries of constituting ward and TPA boundary.
These wards are part of the larger administrative and planning framework of Dwarka, which is a key
sub-city within Delhi known for its strategic urban development and residential infrastructure.
Figure 4.1: Ward Boundary with Respect to the TPA and IDA Boundaries

Dwarka B and Dwarka C wards are integral to the TPA boundary, reflecting significant aspects of the
area's demographic and urban profile. The population, area, and population density of these wards
are presented in the table below, illustrating the density and spatial distribution of residents in this
burgeoning sub-city:
Table 4-1: TPA Constituent Ward Population

Ward Population Area (Ha) Population Prominent land

Density Use
(person.ha)

Dwarka B (120) 62971 1058 60 Residential,

commercial and
Dwarka C (130) 45075 1722 26 Institutional

Total 108046 2780 39

The population density of Ward 120 is 60 persons per hectare (PPH), and for Ward 130, it is 26 PPH.
The average population density of both wards is 39 PPH. It is noteworthy that the population density
of these two wards is very low considering the urban context. This low population density is
primarily due to the prevalence of green areas and undeveloped land within these wards.

Existing Situation Assessment- Dwarka Sector 21

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4.4 Population of Constituent Sectors

There are three sectors viz. Sector 21, Sector 22 and Sector 26 falling within the TPA boundary of
Dwarka Sector 21 ToD Node. The Figure 4.2 shows the boundaries of constituent Sectors within the
context of TPA and IDA boundaries.
Figure 4.2: Sector Boundaries with Respect to the TPA and IDA Boundaries

Table 4.2 presents the population, area, population density, and primary land use for each sector.
The analyzed data indicates that Sector 22 has the highest population density at 120 persons per
hectare (PPH), followed by Sector 21 with 71 PPH, and Sector 26 with 52 PPH. It is important to note
that significant portions of Sector 21 and Sector 26 remain undeveloped. All these sectors are
planned colonies with low density.
Table 4-2: Details of Sectors in Study Area

S. No. Description Sector-21 Sector-22 Sector-26

1 Population 9,281 10,301 7,422

2 Area 130.85Ha 86.25Ha 143.8Ha

3 Density (pph) 71 120 52

4 Major Land Use Transportation Residential and Commercial

hub transportation (Freight
Complex)

Source: Census of India

Existing Situation Assessment- Dwarka Sector 21

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The primary land use for each sector is as follows:

 Sector 21: This sector is designated as a transportation hub, with the new Bijwasan Railway
Station currently under construction. The on-going development of the Bijwasan Railway
Station indicates the sector's strategic importance in transportation, which will likely
enhance connectivity and accessibility.
 Sector 22: Predominantly a residential area, Sector 22 has the highest population density
among the three sectors. It hosts a cluster bus depot and the proposed ISBT, reinforcing its
significance as a residential and transit-oriented sector.
 Sector 26: Planned to be developed as a commercial center, Sector 26 will feature a major
land allocation for a Freight Complex. The planned Freight Complex and commercial
development position this sector as a future commercial hub, which will drive economic
activity and provide job opportunities.
The data highlights the varied stages of development and land use plans for these sectors,
underscoring the dynamic growth and strategic urban planning efforts within the area. These plans
aim to balance residential needs with commercial and transportation infrastructure, fostering a well-
rounded urban environment.
4.5 Demography of TPA and IDA
As shown in Figure 4.2, the ToD Planning Area (TPA) includes partial areas of Sector 21, Sector 22,
and Sector 26. The Intense Development Area (IDA) encompasses partial areas of Sector 21 and
Sector 22.
4.5.1 Population Estimation Methods
Due to the unavailability of population data for these partial areas, two methods were explored to
estimate the population of the TPA and IDA:
Extrapolation of Habitable Area:
 Methodology: This method involves using the proportion of habitable area within the TPA
and IDA boundaries to estimate the population. The approach assumes that the population
density within the habitable area of a sector can be applied uniformly across the TPA and
IDA.
 Procedure: First, calculate the total habitable area of the sectors involved. Next, determine
the percentage of this area that falls within the TPA and IDA boundaries. Finally, apply the
average population density of the sectors to these percentages to estimate the population.
 Limitations: This method can be misleading as population density varies within each sector
boundary. Factors such as the presence of commercial zones, parks, or low-density
residential areas can skew the density calculations. As a result, this method might not
accurately reflect the true population distribution within the TPA and IDA.
Combination of Ground Surveys and Secondary Source Data:
 Methodology: Considering the relatively small habitable areas (6 hectares in the IDA and 27
hectares in the TPA), ground surveys were deemed more reliable. This method involves
direct data collection through field visits to accurately assess the population, complemented
by secondary source population data.
 Procedure: The consultant team conducted site visits and collected detailed information on
the names and number of flats in the relevant societies within the TPA and IDA. Data on the
average household size and overall estimated population for each society was also gathered.
Population data for most of the societies was available on the Delhi State Election

Existing Situation Assessment- Dwarka Sector 21

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Commission website. For societies where population data was not available, ground survey
data was used.
 Benefits: The combination of ground survey and secondary source data provides a more
precise population estimate. Ground surveys capture real-time data specific to the TPA and
IDA, while secondary source data offers additional authenticity.
4.5.2 Selection of Method and Population Estimates
In view of the above the consultant adopted Ground Survey method to estimate the population if ID
and TPA. The outcome of ground survey is presented below:
IDA Population:
The total estimated population of the IDA area is 1950, based on the data collected. As presented in
the table below, there are four societies within the IDA.
Table 4-3: Population of IDA

Name of Society Population

Sl No. Park Royal Residency 250

1 Bhagwati CGHS 150

2 Baverley Park 400

3 Aero View 600

4 The Naval Technical 550

Total 1950

Source: Delhi State Election Commission Delimitation, 2022 and Ground Survey
TPA Population:
The total estimated population of the TPA area is 5919. There are sixteen societies within the TPA
boundary.
Table 4-4: Population if TPA

Sl No. Name of Society Population

1 Park Royal Residency 250
2 Bhagwati CGHS 150
3 Baverley Park 400
4 Aero View 600
5 The Naval Technical 550
6 Nav Sansad Vihar 360
7 Green valley CGHS 300
8 Jagran Apartment 301
9 Bank Vihar Apartments P 17 292

Existing Situation Assessment- Dwarka Sector 21

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Sl No. Name of Society Population

10 Maharani Avanti Bai 200
11 Keshav Kunj 207
12 Delhi Apartment 163
13 Dream Apartments 494
14 Shubham 466
15 Udyog Vihar 700
16 Classic Apartment 466
17 Sai Baba Mandir 20
Total 5919

Source: Delhi State Election Commission Delimitation, 2022

4.5.3 Population Projection
It is important to note that the habitable areas of the IDA and TPA are expected to remain
unchanged, and the Floor Area Ratio (FAR) for each society will likely stay consistent. Considering
key population growth parameters such as birth rate, death rate, and employment, the population in
these areas is projected to remain relatively stable in the future.
In urban environments, the primary driver of population growth is the availability of additional land
for new habitation. However, in the case of the IDA and TPA, which are situated near the IGI Airport,
an increase in FAR is not feasible. Therefore, within the existing habitable areas, the population of
the IDA and TPA is expected to remain stable.
At Interim Report stage where preliminary proposals will be suggested, new population estimates
will be made by considering the development of ToD schemes and other potential developments (on
RLDA Land) on currently undeveloped land. These future developments could introduce new
residential areas, thus potentially altering the population dynamics. However, until such
developments are realized, the population is projected to stay consistent within the current
habitable boundaries.
4.5.4 Livelihood Status
Based on discussions with local residents, it was found that the residents of the TPA and IDA broadly
engage in the following economic activities:
 Private Jobs
 Government Jobs
 Business
Despite the significantly smaller habitable area of the IDA compared to the TPA, the employment
profiles of people living in both areas are similar. This indicates a consistent pattern of economic
engagement across both the IDA and TPA.
This detailed approach provides a comprehensive understanding of the demography within the TPA
and IDA, offering a reliable basis for future planning and development initiatives.

Existing Situation Assessment- Dwarka Sector 21

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5 LAND USE ASSESSMENT AND PLOT IDENTIFICATION

5.1 Introduction
The analysis of existing land use is a critical component in preparing the influence zone plan for the
TPA of the TOD Node at Dwarka Sector 21 Metro Station. The existing land use plan for both the TPA
and IDA has been developed based on an extensive ground survey of the project site. This plan
details the current utilization of various land parcels within the TPA and IDA.
Furthermore, the existing land use has been compared with the proposed land use outlined in the
Zonal Development Plan (ZDP) of Zone K-II. Any discrepancies or variations between the current and
proposed land uses have been highlighted. Additionally, specific plots have been identified within
the context of the TOD Scheme selection, ensuring alignment with the overall development
objectives.
This chapter provides an in-depth analysis of all these aspects, offering a comprehensive
understanding of the current land use, its comparison with future plans, ToD Plot identification and
the implications for the TOD Node of Dwarka Sector 21 Metro Station.
5.2 Proposed Land Use of Zonal Development plan-Zone C
The proposed land use for Zone K-II encompasses the built-up areas designated for redevelopment,
Sectors 1 to 29 of Dwarka, and the green belt south of Bijwasan Road. As detailed in Table 5-1 and
illustrated in Figure 5-1, the largest land allocation is for residential use, accounting for 49.91% of
the total area. This is followed by recreational use (16.53%), transportation (12.89%), public and
semi-public use (6.13%), commercial use (5.78%), green belt (4.46%), utilities (2.61%), and
government use (1.69%). The zone is predominantly residential, with significant areas designated for
recreation, transportation, and commercial activities.
Table 5-1: Proposed Land Use of Dwarka Zone K-II for 2021

Sl.No. Land Use Area (in Ha.) Percentage

1. Residential 2956.65 49.91

a) Built-up (Redevelopment) 1933.33 (32.64%)

b) Planned Areas 1023.32 (17.27%)

2. Commercial 342.82 5.78

a) Commercial (including IFC) 299.77

b) Service Center 43.05

3. Government Use 99.97 1.69

4. Public & Semi-Public Use 363.00 6.13

5. Utilities 154.66 2.61

6. Recreational 979.30 16.53

7. Transportation 763.60 12.89

Existing Situation Assessment- Dwarka Sector 21

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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

Sl.No. Land Use Area (in Ha.) Percentage

8. Green Belt 264.00 4.46

Total Zone K-II 5924.00 100.00

Source: Zonal Development Plan, Planning Zone- ‘K-II’ (Dwarka), 2021

Zone K-II is primarily residential, complemented by substantial recreational, transportation, and
commercial spaces to create a balanced and functional urban environment. Figure 5-1 provides a
visual representation of the location of the TPA within Zone K-II. The various land uses outlined in
Table 5-1 are depicted on the zonal map, highlighting the distribution of residential, commercial,
recreational, and other designated areas. This visual aid helps in understanding the spatial
organization and land use planning of Zone K-II. The Dwarka Sector 21 TPA is situated in the
southern part of Zone K-II.

Existing Situation Assessment- Dwarka Sector 21

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Figure 5-1: Proposed Land Use of Zonal Plan K-II (Dwarka)

Existing Situation Assessment- Dwarka Sector 21

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5.3 Zonal Development Plan Land Use within TPA Boundary

The proposed land use of Zonal Development Plan for Zone K-II has been thoroughly analyzed in
relation to the Transit-Oriented Development (TOD) Planning Area (TPA) boundary of the Dwarka
Sector 21 TOD Node. This analysis as illustrated in Figure 5-2, reveals significant insights into the land
use distribution within the TPA.
 Railway Passenger Terminal Area: The largest portion of the land is designated for the
development of the Bijwasan Railway Station, a critical infrastructure project aimed at
enhancing rail connectivity and passenger services. This area, which occupies a substantial
part of the TPA, is a focal point of the development plan.
 Commercial Use: Following the railway terminal, a significant area is allocated for
commercial activities, promoting economic growth and providing essential services to the
residents and commuters.
 Inter-State Bus Terminal (ISBT) and Public and Semi-Public Use: These areas are crucial for
ensuring seamless transportation and providing public amenities, contributing to the overall
functionality and convenience of the TOD Node.
It is important to note that the construction of the Bijwasan Railway Station is currently on-going.
However, a significant portion of the land designated for the railway passenger terminal is proposed
to be developed as mixed-use land (which is currently vacant) by the Rail Land Development
Authority (RLDA). This strategic approach aims to create a dynamic, multifunctional space that
integrates residential, commercial, and recreational uses, maximizing land utilization and enhancing
the area's vibrancy. However, it should be noted that the proposed developments for the ISBT and
public and semi-public spaces are still in the planning stages, with only a cluster bus depot of private
bus currently operational.
The next section provides a detailed analysis of the existing land use, offering insights into the
current state and the transformative potential of the proposed developments. This includes a closer
look at how the RLDA plans to leverage the railway passenger terminal area for mixed-use purposes,
creating a well-integrated urban space.

Existing Situation Assessment- Dwarka Sector 21

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Figure 5-2: Location and Land Use Characteristics of TPA of Dwarka Sector 21 Node within Zonal
Development Plan

Source- Zonal Development Plan-Zone K-II

5.4 Existing Land Use of TPA Boundary

The analysis of existing land use is pivotal for any planning activity as it provides an insight into the
current utilization of available land within the planning area. Table 5-2, Figure 5-3, and Figure 5-4
present the existing land use of the TPA at Dwarka Sector 21 ToD Node. The entire land is
categorized into developed and vacant (undeveloped) segments. Out of the total 234.97hectares,
39.94% is developed, primarily allocated to transportation use accounting for 23.28% (including the
Cluster Bus Depot, Roads, Metro Corridor, Parking, Metro Station, and Flyover Circulation).
Residential areas cover 10.66%, followed by commercial (2.37%), Green Areas (1.8%), Oil Pipeline
infrastructure (1.52%), RTO Driving Test Area (0.22%) and Public and Semi-Public (0.09%).
Conversely, the vacant or undeveloped land comprises RLDA land earmarked for the proposed
development of Bijwasan Railway Station (38.96%), with only a portion currently under construction.
Other significant undeveloped areas include the Proposed Freight Complex (10.29%), Proposed ISBT
(4.90%), undesignated DDA-owned land (3.15%), Proposed Commercial DDA Land (1.94%), etc. It is
noteworthy that while a segment of the RLDA land is being utilized for the construction of Bijwasan
Railway Station, the remaining parcels, particularly those situated south and east of the Sector 21
Metro Station, have been leased out to a private builder for mixed-use development purposes, as
confirmed by RLDA officials.
Table 5-2: Existing Land Use of TPA

S. No. Name Area (Ha) %

A Developed 93.86 39.94

1 Residential 25.06 10.66

Existing Situation Assessment- Dwarka Sector 21

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S. No. Name Area (Ha) %

2 Commercial 5.56 2.37

3 Transportation 54.71 23.28

3A Cluster Bus Depot 1.9 0.81

3B Circulation (Road) 43.66 18.58

3C Metro Corridor 5.11 2.17

3D Parking 1.08 0.46

3E Metro Station Sec-25 0.52 0.22

3F Flyover Circulation 2.44 1.04

4 Public and Semi-Public 0.21 0.09

5 Green Area 4.23 1.80

6 RTO Driving Test Area 0.52 0.22

7 Oil Pipe Line 3.57 1.52

B Vacant/ Undeveloped 141.12 60.06

1 RLDA (Bijwasan Railway Station) 91.56 38.97

2 I.S.B.T 11.51 4.90

3 Freight Complex (Ware Housing) 24.19 10.29

4 Proposed Commercial Land (D.D.A) 4.57 1.94

5 Reservation For Circulation 0.66 0.28

6 Hajj House 0.45 0.19

7 Lodging and Boarding House(M.H.A) 0.41 0.17

8 L.A.W College (D.U) 0.36 0.15

9 Non-Designated 7.4 3.15

Total 234.98 100.00

Source: ICT Consultant

Existing Situation Assessment- Dwarka Sector 21

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Figure 5-3: Existing Land Use Distribution of TPA

Developed Area

Vacant/
Un-developed Area

Existing Situation Assessment- Dwarka Sector 21

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Figure 5-4: Existing land Use of TPA and IDA

Existing Situation Assessment- Dwarka Sector 21

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5.5 Existing Land Use of IDA Boundary

The analysis of existing land use within IDA is also critical because it provide basic information about
current utilisation of available land within IDA which will further help in the selection of land parcels
for the ToD Schemes. Table 5-3 and Figure 5-4, and Figure 5-5 present the existing land use of the
IDA at Dwarka Sector 21 ToD Node. The entire land is categorized into developed and vacant
(undeveloped) segments. Out of the total 101.4 hectares, 22.6% is developed, primarily allocated to
transportation use accounting for 10.23% (including the Cluster Bus Depot, Roads, and Parking).
Residential areas cover 7.03%, followed by commercial (2.74%), Oil Pipe Line infrastructure (2.39%)
Green Areas (1.8%), Public and Semi-Public (0.21%), and Green Area (0.01%).
Conversely, the vacant or undeveloped land comprises RLDA land earmarked for the proposed
development of Bijwasan Railway Station (77.40%), with only a portion currently under construction.
Other significant undeveloped areas include the proposed ISBT (10.26%), Proposed Commercial DDA
Land (4.51%), etc. It is noteworthy that while a segment of the RLDA land is being utilized for the
construction of Bijwasan Railway Station, the remaining parcels, particularly those situated south
and east of the Sector 21 Metro Station, have been leased out to a private builder for mixed-use
development purposes, as confirmed by RLDA officials.
Table 5-3: Existing Land Use of IDA

S. No. Name Area (Ha) %

A Developed 22.92 22.60

1 Residential 7.13 7.03

2 Commercial 2.78 2.74

3 Transportation 10.37 10.23

3A Cluster Bus Depot 1.9 1.87

3B Circulation (Road) 7.39 7.29

3C Parking 1.08 1.07

5 Public and Semi-Public 0.21 0.21

6 Green Area 0.01 0.01

7 Oil Pipe Line 2.42 2.39

B Un-developed 78.48 77.40

1 RLDA Land (Bijwasan Railway Station) 61.62 60.77

2 I.S.B.T 10.4 10.26

3 Proposed Commercial Land (D.D.A) 4.57 4.51

4 Reservation For Circulation 0.66 0.65

Existing Situation Assessment- Dwarka Sector 21

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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

5 Hajj House 0.45 0.44

6 Lodging and Boarding House(M.H.A) 0.41 0.40

7 L.A.W College (D.U) 0.36 0.36

Total 101.4 100

Source: Consultants’ Calculation

Figure 5-5: Existing Land Use Distribution of IDA

Developed Area

Vacant/
Un-developed Area

5.6 Eligibility Criteria as per TOD Policy

As per the Delhi TOD Policy (Section 20.4, Page 15 & 16), TOD Schemes must fulfil the following
criteria in order to be eligible:
1. A TOD Scheme must cover a minimum area of 1 Ha. TOD Schemes may fully or partly fall
within the Intense Development Area of a TOD Node. In any case:
a) At least 25% of the scheme area shall fall in the Intense Development Area,
b) The entire scheme area shall fall within the TOD Planning Area.
2. A TOD Scheme must be accessible from an existing road having a minimum ROW of 18m, of
a continuous length equivalent to at least 25% of the perimeter of the scheme.
3. Plots earmarked for Housing area and Neighbourhood level PSPs (except senior secondary
schools and parks) can be included within TOD Schemes, provided that the underlying land
belongs to the DE/constituent landowners of the DE. In such cases, equivalent facilities of
the same type and of the same area shall be provided in the scheme. These facilities shall be
over and above the mandatory PSP requirements prescribed under this Policy.

Existing Situation Assessment- Dwarka Sector 21

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 Public areas such as roads, open spaces, drains, etc. may be included in the TOD Scheme for
purposes of integrated planning provided the following conditions are met:
 public roads (less than 18m ROW)
 public drains (not more than 5m width) c) public parks (not exceeding the open
space hierarchy of ‘tot lots’ as per MPD)
However, the area under such public facilities shall not be considered for meeting the minimum
scheme area requirement for computation of permissible FAR/ ground coverage.
4. Amalgamation and reconstitution of plots (including Housing Area and Neighbourhood PSPs)
will be permitted for all TOD Schemes. Reconfiguration of existing roads and open spaces
within a TOD Scheme area shall be permitted, provided that:
a) The reconfigured layout provides equal or more area under roads and open spaces.
In areas where a fine network of streets for pedestrian movement already exists, it
shall be preserved as far as possible.
b) Due approval has been obtained from the concerned public agencies in case of
public parks and roads. Such public areas shall be handed over to the concerned
public agency and remain open to public at all times.
c) There is minimal damage to existing trees.
It may be noted that all identifies land parcels within the TPA will be scrutinised as per the above-
mentioned criteria. Only those land parcels that fulfil all these criteria will be selected for the
preparation of TOD Schemes. This rigorous process guarantees that the selected parcels contribute
effectively to the overall goals of Transit-Oriented Development, promoting sustainable urban
growth, enhanced accessibility, and improved quality of life for residents.
5.7 Listing of Plots and Land Ownership
All the plots within the TPA and IDA boundaries have been listed adequately. These plots have been
identified based on strict adherence to established criteria, ensuring the highest standards of
accuracy and reliability. The criteria for identification include:
1. Clear Visible Boundaries on the Ground: Each plot must have clearly defined and visible
boundaries. This ensures that there is no ambiguity regarding the extent of the plot,
facilitating precise planning and development activities.
2. Availability of Clear Land Records: Comprehensive and unambiguous land records must be
available for each plot. This includes documentation of ownership, land use permissions, and
any other relevant legal records. Such clarity in land records is crucial for avoiding disputes
and ensuring smooth implementation of TOD schemes.
3. Contiguity of Built-Up Area: The plots must exhibit continuity in the built-up area. This
means that the plots should not be isolated but should be part of a cohesive and contiguous
urban fabric.
All the plots have been listed within the TPA and IDA boundaries. The plots have been identified as
per the standard criteria of clear visible boundary on ground, clear land record availability, and
contiguity of built-up area.
5.7.1 Plots within TPA Boundary
There are total 33 plots identified within the TPA boundary. The Plots with area, proposed land use
as per Zonal Development Plan of Zone K-II, existing use and ownership are provided in the Table 5-4
below. It is to be noted that some of plots (mostly existing residential area are clubbed together as
one bigger plot) are owned by multiple owners but are shown here as a single plots considering the
contiguity of built-up area and lesser probability of getting selected in the ToD schemes.

Existing Situation Assessment- Dwarka Sector 21

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Regarding land ownership within the TPA for all identified plots, 87% of the total land is owned by
the government, while private owners hold 13% of the total listed plot area.
Table 5-4: List of Plots within TPA Boundary
Plot Name Area Land Use as Existing Use Encroachment Location Ownership
No. (Ha) per ZDP- Status in
Zone K-II Sector
2021
1 Flyover 2.63 Multi-Level Flyover No 22 DDA
Circulation Parking Circulation
Ramps for
UER II
2 RTO Driving 0.52 ISBT NCT Delhi- No 22 NCT of Delhi
Test Area Driving
License
Testing Area
and Office
3 Cluster Bus 1.90 ISBT Cluster Bus No 22 NCT of Delhi
Depot Depot
4 I.S.B.T 11.33 ISBT Vacant/ No 22 NCT of Delhi
Undeveloped
5 Proposed 4.62 Commercial Vacant/ No 22 DDA
Commercial Undeveloped
Land (D.D.A)

6 Haj House 0.45 Public and Vacant/ No 22 Haj

Semi-Public Undeveloped Committee of
India,
Ministry of
Minority
Affair, GoI
7 Lodging and 0.41 Public and Vacant/ No 22 Ministry of
Boarding Semi-Public Undeveloped Home Affairs,
House(M.H.A) GoI
8 L.A.W College 0.36 Public and Vacant/ No 22 Delhi
(D.U) Semi-Public Undeveloped University
9 Reservation 0.66 DDA Vacant/ No 22 DDA
For Undeveloped
Circulation
st
10 Pacific Mall 3.76 Railway Commercial No 21 DMRC (1
nd
(Shopping Passenger Floor, 2
Mall & Sec-21 Terminal Floor and part
Metro of Ground
Station) floor leased
to Pacific Mall
for 25 year.
11 Mixed 2.70 Railway Vacant/ No 21 RLDA leased
Landuse Passenger Undeveloped to Private
Parcels Terminal Builders
12 Mixed 7.36 Railway Vacant/ No 21 RLDA leased
Landuse Passenger Undeveloped to Private
Parcels Terminal Builders
13 Mixed 3.59 Railway Vacant/ No 21 RLDA leased
Landuse Passenger Undeveloped to Private
Parcels Terminal Builders

Existing Situation Assessment- Dwarka Sector 21

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Plot Name Area Land Use as Existing Use Encroachment Location Ownership
No. (Ha) per ZDP- Status in
Zone K-II Sector
2021
14 Bijwasan 23.52 Railway Under No 21 RLDA
Railway Passenger Construction
Station Terminal Railway
(Under Station
Construction)
15 Mixed 37.69 Railway Vacant/ No 21 RLDA
Landuse Passenger Undeveloped
Parcels Terminal
16 Mixed 17.08 Railway Vacant/ No 21 RLDA
Landuse Passenger Undeveloped
Parcels Terminal
17 Freight 24.19 Commercial Vacant/ No 26 DDA
Complex Undeveloped
(Ware
Housing)
18 Residential 8.74 Residential Residential No 22 Private
Residential
Societies /
Multiple
Private
Owners
19 Residential 10.99 Residential Residential No 22 Private
Residential
Societies/
Multiple
Private
Owners
20 Non- 9.08 Commercial Vacant/ No 26 DDA
Designated Undeveloped
21 Metro Station 0.52 Commercial Metro No 26 DMRC
Sec-25 Station
22 Metro 4.62 Commercial Metro Line No 26 DMRC
Corridor
23 Metro 0.51 MRTS Metro Yard No 21 DMRC
Corridor Corridor
24 Vivanta Hotel 2.79 Railway Commercial No 21 DMRC
Passenger (Leased to
Terminal Taj)
25 Indian Oil 2.23 Utilities Utilities No 21 & 22 Oil India
Pipe Line
25 Indian Oil 1.34 Utilities Utilities No 22 Oil India
Pipe Line
26 Green Area 4.23 Residential Park No DDA
27 Adolescent 0.11 Residential Clinic No Private
Center
28 Divinity Play 0.10 Residential Play School No Private
School
29 Sai Temple 0.04 Residential Temple No Private
30 Kids Meadow 0.11 Residential Play School No Private
Play School

Existing Situation Assessment- Dwarka Sector 21

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Plot Name Area Land Use as Existing Use Encroachment Location Ownership
No. (Ha) per ZDP- Status in
Zone K-II Sector
2021
31 BP CNG 0.10 Residential CNG Station No Private
Station
32 Prudence 2.38 Residential School No Private
School
33 Residential 2.19 Residential Residential No Private
Total 192.85
Source: ICT Consultants
5.7.2 Plots within IDA Boundary
There are total 19 plots identified within the IDA boundary. The Plots with area, proposed land use
as per Zonal Development Plan of Zone K-II, existing use and ownership are provided in the Table 5-5
below. It is to be noted that some of plots (mostly existing residential area are clubbed together as
one bigger plot) are owned by multiple owners but are shown here as a single plots considering the
contiguity of built-up area and lesser probability of getting selected in the ToD schemes.
Regarding land ownership within the IDA for all identified plots, 93.77% of the total land is owned by
the government, while private owners hold 6.23% of the total listed plot area.
Table 5-5: List of Plot within IDA Boundary
Sl Plot Name Area Land Use as Existing Use Encroachment Location Ownership
No. No. (Ha) per ZDP- Status in
Zone K-II Sector
2021
1 3 Cluster Bus 1.90 ISBT Cluster Bus No 22 NCT of
Depot Depot Delhi
2 4 I.S.B.T 11.33 ISBT Vacant/ No 22 NCT of
Undeveloped Delhi
3 5 Proposed 4.62 Commercial Vacant/ No 22 DDA
Commercial Undeveloped
Land (D.D.A)

4 6 Haj House 0.45 Public and Vacant/ No 22 Haj

Semi-Public Undeveloped Committee
of India,
Ministry of
Minority
Affair, GoI
5 7 Lodging and 0.41 Public and Vacant/ No 22 Ministry of
Boarding Semi-Public Undeveloped Home
House(M.H.A) Affairs, GoI
6 8 L.A.W College 0.36 Public and Vacant/ No 22 Delhi
(D.U) Semi-Public Undeveloped University
7 9 Reservation 0.66 DDA Vacant/ No 22 DDA
For Undeveloped
Circulation

Existing Situation Assessment- Dwarka Sector 21

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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

Sl Plot Name Area Land Use as Existing Use Encroachment Location Ownership
No. No. (Ha) per ZDP- Status in
Zone K-II Sector
2021
st
8 10 Pacific Mall 3.76 Railway Commercial No 21 DMRC (1
nd
(Shopping Passenger Floor, 2
Mall & Sec-21 Terminal Floor and
Metro part of
Station) Ground
floor leased
to Pacific
Mall for 25
year.
9 11 Mixed 2.70 Railway Vacant/ No 21 RLDA
Landuse Passenger Undeveloped leased to
Parcels Terminal Private
Builders
10 12 Mixed 7.36 Railway Vacant/ No 21 RLDA
Landuse Passenger Undeveloped leased to
Parcels Terminal Private
Builders
11 13 Mixed 3.59 Railway Vacant/ No 21 RLDA
Landuse Passenger Undeveloped leased to
Parcels Terminal Private
Builders
12 14 Bijwasan 23.52 Railway Under No 21 RLDA
Railway Passenger Construction
Station Terminal Railway
(Under Station
Construction)
13 15 Mixed 37.69 Railway Vacant/ No 21 RLDA
Landuse Passenger Undeveloped
Parcels Terminal
14 25 Indian Oil 2.23 Utilities Utilities No 21 & 22 Oil India
Pipe Line
15 27 Adolescent 0.11 Residential Clinic No Private
Centre
16 28 Divinity Play 0.10 Residential Play School No Private
School
17 29 Sai Temple 0.04 Residential Temple No Private
18 30 Kids Meadow 0.11 Residential Play School No Private
Play School
19 31 BP CNG 0.10 Residential CNG Station No Private
Station
Total 101.04

Existing Situation Assessment- Dwarka Sector 21

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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

Figure 5-6: Listing of Plots within TPA and IDA of Dwarka Sector ToD Node

Existing Situation Assessment- Dwarka Sector 21

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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

5.8 Eligible Plots for ToD Schemes

All the listed plots identified as individual plots have been evaluated according to the criteria
prescribed in the Delhi TOD Policy (Section 20.4, Pages 15 and 16), which are also reproduced in
Section 5.6 of this chapter. The eligible and non-eligible plots for the development of TOD Schemes
within TPA and IDA are presented in Tables 5-6 and 5-7, respectively.
Table 5-6: Eligibility of Plots for TOD Scheme within TPA
Plot No. Name Area Existing Use Location Ownership Plot Selection for ToD
(Ha) in Scheme
Sector Eligibility Reason
1 Flyover 2.63 Flyover 22 DDA No Already in
Circulation Circulation essential use
Ramps for
UER II
2 RTO Driving 0.52 NCT Delhi- 22 NCT of No Whole plot area
Test Area Driving Delhi is within TPA
License boundary not
Testing Area fulfilling
and Office essential
criteria of min.
25% within IDA.
3 Cluster Bus 1.90 Cluster Bus 22 NCT of Yes Fulfils all
Depot Depot Delhi criteria like
total plot area,
RoW, over 25%
area within IDA
4 I.S.B.T 11.33 Vacant/ 22 NCT of Yes Fulfils all
Undeveloped Delhi criteria like
total plot area,
RoW, over 25%
area within IDA
5 Proposed 4.62 Vacant/ 22 DDA Yes Fulfils all
Commercial Undeveloped criteria like
Land (D.D.A) total plot area,
RoW, over 25%
area within IDA
6 Haj House 0.45 Vacant/ 22 Haj No Area less than 1
Undeveloped Committee ha
of India,
Ministry of
Minority
Affair, GoI
7 Lodging and 0.41 Vacant/ 22 Ministry of No Area less than 1
Boarding Undeveloped Home ha
House(M.H.A) Affairs, GoI
8 L.A.W College 0.36 Vacant/ 22 Delhi No Area less than 1
(D.U) Undeveloped University ha
9 Reservation 0.66 Vacant/ 22 DDA No Area less than 1
For Undeveloped ha and it will be
Circulation used for
essential use of
circulation

Existing Situation Assessment- Dwarka Sector 21

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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

Plot No. Name Area Existing Use Location Ownership Plot Selection for ToD
(Ha) in Scheme
Sector Eligibility Reason
st
10 Pacific Mall 3.76 Commercial 21 DMRC (1 Yes Fulfils all
nd
(Shopping Floor, 2 criteria like
Mall & Sec-21 Floor and total plot area,
Metro part of RoW, over 25%
Station) Ground area within IDA
floor
leased to
Pacific
Mall for 25
year.
11 Mixed 2.70 Vacant/ 21 RLDA No RLDA has
Landuse Undeveloped leased to decided not to
Parcels Private opt for ToD
Builders Policy
12 Mixed 7.36 Vacant/ 21 RLDA No RLDA has
Landuse Undeveloped leased to decided not to
Parcels Private opt for ToD
Builders Policy
13 Mixed 3.59 Vacant/ 21 RLDA No RLDA has
Landuse Undeveloped leased to decided not to
Parcels Private opt for ToD
Builders Policy
14 Bijwasan 23.52 Under 21 RLDA No RLDA has
Railway Construction decided not to
Station Railway opt for ToD
(Under Station Policy
Construction)
15 Mixed 37.69 Vacant/ 21 RLDA No RLDA has
Landuse Undeveloped decided not to
Parcels opt for ToD
Policy
16 Mixed 17.08 Vacant/ 21 RLDA No RLDA has
Landuse Undeveloped decided not to
Parcels opt for ToD
Policy
17 Freight 24.19 Vacant/ 26 DDA No Whole plot area
Complex Undeveloped outside of IDA
(Ware boundary &
Housing) does not
fulfilling
essential
criteria of min.
25% plot area
within IDA.
18 Residential 8.74 Residential 22 Private No Multiple private
Residential owner who
Societies / have already
Multiple paid for the
Private maximum
Owners development
within each
residential
society

Existing Situation Assessment- Dwarka Sector 21

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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

Plot No. Name Area Existing Use Location Ownership Plot Selection for ToD
(Ha) in Scheme
Sector Eligibility Reason
19 Residential 10.99 Residential 22 Private No Multiple private
Residential owner who
Societies/ have already
Multiple paid for the
Private maximum
Owners development
within each
residential
society
20 Non- 9.08 Vacant/ 26 DDA No Whole plot area
Designated Undeveloped outside of IDA
boundary &
21 Metro Station 0.52 Metro 26 DMRC No
does not
Sec-25 Station
fulfilling
22 Metro 4.62 Metro Line 26 DMRC No essential
Corridor criteria of min.
23 Metro 0.51 Metro Yard 21 DMRC NO 25% plot area
Corridor within IDA
24 Vivanta Hotel 2.79 Commercial 21 DMRC No
(Leased to
Taj)
25 Indian Oil 2.23 Utilities 21 & 22 Oil India No Essential use
Pipe Line
26 Green Area 4.23 Park DDA No Essential use
27 Adolescent 0.11 Clinic Private No Essential use
Center
28 Divinity Play 0.10 Play School Private No Essential use
School
29 Sai Temple 0.04 Temple Private No Essential use
30 Kids Meadow 0.11 Play School Private No Essential use
Play School
31 BP CNG 0.10 CNG Station Private No Essential use
Station
32 Prudence 2.38 School Private No Essential use
School
33 Residential 2.19 Residential Private No Multiple private
owner who
have already
paid for the
maximum
development
within each
residential
society
Total 192.85

Source: ICT Consultant

Existing Situation Assessment- Dwarka Sector 21

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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

Table 5-7: Eligibility of Plots for TOD Scheme within IDA

Sl No Plot Name Area Existing Use Location Ownership Plot Selection for ToD
No. (Ha) in Scheme
Sector Eligibility Reason
1 3 Cluster Bus 1.90 Cluster Bus 22 NCT of Yes Fulfils all
Depot Depot Delhi criteria like
total plot area,
RoW, over
25% area
within IDA
2 4 I.S.B.T 11.33 Vacant/ 22 NCT of Yes Fulfils all
Undeveloped Delhi criteria like
total plot area,
RoW, over
25% area
within IDA
3 5 Proposed 4.62 Vacant/ 22 DDA Yes Fulfils all
Commercial Undeveloped criteria like
Land (D.D.A) total plot area,
RoW, over
25% area
within IDA
4 6 Haj House 0.45 Vacant/ 22 Haj No Area less than
Undeveloped Committee 1 ha
of India,
Ministry of
Minority
Affair, GoI
5 7 Lodging and 0.41 Vacant/ 22 Ministry of No Area less than
Boarding Undeveloped Home 1 ha
House(M.H.A) Affairs, GoI
6 8 L.A.W College 0.36 Vacant/ 22 Delhi No Area less than
(D.U) Undeveloped University 1 ha
7 9 Reservation 0.66 Vacant/ 22 DDA No Area less than
For Undeveloped 1 ha and it will
Circulation be used for
essential use
of circulation
st
8 10 Pacific Mall 3.76 Commercial 21 DMRC (1 Yes Fulfils all
nd
(Shopping Floor, 2 criteria like
Mall & Sec-21 Floor and total plot area,
Metro part of RoW, over
Station) Ground 25% area
floor within IDA
leased to
Pacific
Mall for 25
year.
9 11 Mixed 2.70 Vacant/ 21 RLDA No RLDA has
Landuse Undeveloped leased to decided not to
Parcels Private opt for ToD
Builders Policy
10 12 Mixed 7.36 Vacant/ 21 RLDA No RLDA has
Landuse Undeveloped leased to decided not to
Parcels Private opt for ToD

Existing Situation Assessment- Dwarka Sector 21

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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

Sl No Plot Name Area Existing Use Location Ownership Plot Selection for ToD
No. (Ha) in Scheme
Sector Eligibility Reason
Builders Policy

11 13 Mixed 3.59 Vacant/ 21 RLDA No RLDA has

Landuse Undeveloped leased to decided not to
Parcels Private opt for ToD
Builders Policy
12 14 Bijwasan 23.52 Under 21 RLDA No RLDA has
Railway Construction decided not to
Station Railway opt for ToD
(Under Station Policy
Construction)
13 15 Mixed 37.69 Vacant/ 21 RLDA No RLDA has
Landuse Undeveloped decided not to
Parcels opt for ToD
Policy
16 25 Indian Oil 2.23 Utilities 21 & 22 Oil India No Essential use
Pipe Line
17 27 Adolescent 0.11 Clinic Private No Essential use
Center
18 28 Divinity Play 0.10 Play School Private No Essential use
School
19 29 Sai Temple 0.04 Temple Private No Essential use
20 30 Kids Meadow 0.11 Play School Private No Essential use
Play School
21 31 BP CNG 0.10 CNG Station Private No Essential use
Station
Total 101.04

5.8.1 Selected Plots for ToD Schemes

The selected plots for potential ToD Scheme are presented in Table 5-8 below. There are four plots
which fulfill the criteria of ToD Scheme as outlined in the Delhi ToD Policy. In the next deliverable,
we will explore the development potential of these selected plots in accordance with the Transit-
Oriented Development (ToD) Policy for enhanced Floor Area Ratio (FAR) norms and the guidelines of
the Airport Authority of India (AAI) for height restriction. These considerations will ensure
compliance with AAI regulations, given the proximity of these sites to the airport, and will involve
seeking the consent and interest of the land owning agencies viz. NCT of Delhi, DDA and DMRC.
Table 5-8: Selected Plot for Potential ToD Scheme

Plot Plot Name Plot Area Existing Use Location Ownership

No. (Ha) in Sector

3 Cluster Bus Depot 1.8962 Cluster Bus Depot 22 NCT of Delhi

4 I.S.B.T 11.5148 Vacant/ 22 NCT of Delhi

Undeveloped

5 Proposed 4.5696 Vacant/ 22 DDA

Existing Situation Assessment- Dwarka Sector 21

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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

Plot Plot Name Plot Area Existing Use Location Ownership

No. (Ha) in Sector

Commercial Land Undeveloped

(D.D.A)

10 Pacific Mall and 3.7585 Commercial 21 DMRC (1st Floor,

Sector 21 Metro 2nd Floor and part
Station of Ground floor
leased to Pacific
Mall for 25 year.

Cluster Bus Depot: The Cluster Bus Depot occupies a plot of approximately 2 hectares, where private
buses are operated on open ground. The site includes a two-storey office building (Refer Figure 5-7).
Figure 5-7: Detail Layout of Cluster Bus Depot Land Parcel

ISBT: The proposed Inter State Bus Terminal (ISBT) site, covering an area of 11.5 hectares, is
currently undeveloped, and there is no set date for its development by the NCT of Delhi. The Figure
5-8 illustrates the detailed layout the ISBT land parcel. It should be noted that part of the northwest
corner of the ISBT land, below Plot No. 2, is currently used temporarily by the Delhi Traffic Police for
parking impounded commercial vehicles. Additionally, a Driving License Test Centre of NCT of Delhi
operates on Plot No. 2 in the north corner of the ISBT land. This should not pose a problem, as both
departments fall under the jurisdiction of the NCT of Delhi and will be appropriately adjusted when
the ISBT is developed on the proposed land parcel.

Existing Situation Assessment- Dwarka Sector 21

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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

Figure 5-8: Detail Layout of ISBT Land Parcel

Proposed Commercial Land (D.D.A): The currently undeveloped land owned by the Delhi
Development Authority (DDA) is proposed for commercial development in the Zonal Development
Plan. At the next stage the options for potential commercial development will be explored. The
Figure 5-9 illustrates the detailed layout the DDA land parcel.
Figure 5-9: Detail Layout of Proposed Commercial Land of DDA

Existing Situation Assessment- Dwarka Sector 21

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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

Pacific Mall and Sector 21 Metro Station: The site of Pacific Mall covers an area of 3.8 hectares is
owned by DMRC and includes the Sector 21 Metro Station on the ground floor. The Figure 5-10
illustrates the detailed layout the DMRC land parcel. The ground floor, along with the first and
second floors, has been developed by Pacific Mall for commercial use. The land is owned by the
Delhi Metro Rail Corporation (DMRC), and the commercial part is leased for 25 years.
For all these sites, development options will be explored in the next stage in accordance with the
ToD policy and AAI norms, including permissible development and height increases where
applicable.
Figure 5-10: Detail Layout of DMRC Land Parcel at Sector 21 Metro Station

Existing Situation Assessment- Dwarka Sector 21

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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

6 INFRASTRUCTURE ASSESSMENT
6.1 Introduction
The availability and quality of urban services are crucial indicators of a community's livability. These
services are essential for driving economic development. Consequently, infrastructure encompasses
the fundamental facilities necessary for any developed area to support its on-going activities.
Infrastructure is vital for promoting economic growth and improving public welfare. Key components
of infrastructure include physical infrastructure and social infrastructure which are explained in this
chapter.
6.2 Physical Infrastructure
6.2.1 Water Supply
The Delhi Jal Board is responsible for the Production and Distribution of potable water after treating
raw water from various sources like river Yamuna, Bhakhra Storage, Upper Ganga Canal &
Groundwater and also provides
treatment and disposal of
waste water1.
Water supply is one of the
essential municipal services.
The service levels of the water
supply system within the TPA
boundary are assessed based
on the availability of water
supply infrastructure within the
TPA boundary or in nearby Mr. Satish Kumar Saini, XEN, DJB, Dwarka
areas for potential future
connections. Generally, water is adequately available within the TPA and in the surrounding areas of
Sector 25, Sector 26 and Sector 23.
As informed by Mr. Satish Kumar Saini, Executive Engineer, DJB- Command Tank No. 4, Sector-20,
Dwarka, and illustrated in Figure 6-1, the main water supply pipeline originates from the Water
Treatment Plant (WTP) located at Old Kakrora, near Tura Mandi. Water from the WTP is transported
to Command Tank No. 6 near Yashobhum in Sector 26, which serves the TPA and the surrounding
areas. All habitable areas within the TPA, including the residential apartments of Sector 22, Cluster
Bus Deport, Sector 21 Metro Station and Pacific Mall, and Vivanta Hotel, receive a reliable water
supply from the Command Tank 6 (UGR).

1
Delhi Jal Board

Existing Situation Assessment- Dwarka Sector 21

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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

Figure 6-1: Water Supply Network and Location of Underground Water Reservoir

Cluster Bus
Deport

6.2.2 Sewerage
The Delhi Jal Board (DJB) is responsible for providing sewage services within the National Capital
Territory of Delhi. As illustrated in Figure 6-2, the Sewerage Treatment Plant located at Pappankala
(Near Sector 17 and Sector 18 on the bank of Sahibi River) serve whole of Dwarka including the TPA
located in Sector 21, Sector 22 and Sector 26. According to S.K. Saini, Executive Engineer, DJB, the
sewerage system consists of gravity main, sewage pumping station (SPS) and rising. Like water
supply all habitable areas of the TPA like residential apartments of Sector 22, Cluster Bus Deport,
Sector 21 Metro Station and Pacific Mall, and Vivanta Hotel are connected with the sewerage
system, which culminate in the STP located at Pappankalan within the TPA.

Existing Situation Assessment- Dwarka Sector 21

6-2
 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

Figure 6-2: Location of Sewerage Treatment Plan (STP) in Delhi and Dwarka

STP Pappankalan

Location of TPA

6.2.3 Storm Water Drainage

The storm water drainage system is crucial for managing rainwater and preventing flooding and
waterlogging. The TPA area primarily relies on roadside storm water drains, which are covered under
the footpaths along the roads. The slope of the TPA is towards the northwest, ultimately directing
rainwater runoff into the Najafgarh Drain or the Sahibi River (refer Figure 6-3). The Najafgarh drain is
the biggest drain in National Capital Territory (NCT) of Delhi. It enters SouthWest corner of Delhi
from Haryana. It traverses a length of57.489 km before joining river Yamuna, downstream of
Wazirabad barrage2. The study of the Dwarka Sector 21 ToD Node indicates that there are adequate
drains to handle the runoff, and rainwater within the TPA boundary is naturally drained into the
Najafgarh Drain.

2
Drainage Master Plan for NCT of Delhi, July 2018

Existing Situation Assessment- Dwarka Sector 21

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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

Figure 6-3: Main Drainage Network and Pumping Stations

Najafgarh Drain/ Sahibi RIver

Existing Situation Assessment- Dwarka Sector 21

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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

6.2.4 Solid Waste Management

As informed by Mr. Anurag Kumar, JE, MCD Dwarka, the collection and transportation of solid waste
from Dwarka sub-city is managed by a private company called Delhi Waste Management Najafgarh
Pvt Ltd. The company is compensated based on the weight of the waste measured at the Sanitary
Landfill Site located in Okhla. Due to strict monitoring by the MCD and the payment incentive based
on waste weight, instances of uncollected waste in Dwarka are very rare.
Mr. Kumar also highlighted that the
hired company is equipped to handle
any increase in solid waste generation
due to potential development within
the TPA of Dwarka Sector 21 ToD Node.
The TPA area of Dwarka Sector 21 ToD
Node falls within Dwarka B Ward and
Dwarka C Ward. The average solid
waste generation is 0.58 kg per capita in
these two wards. The table below Meeting with Mr. Anurag Kumar, JE, MCD Dwarka
presents the waste generation and the distribution of wet and dry waste. Out of the total waste,
60% is dry waste and 40% is wet waste.
Table 6-1: MSW Generation of Constituent Wards of TPA

Ward Name Population No. of Average MSW Total Wet Total Dry
Households Generation per Waste Waste
(Population/4) Capita from (40% Of (60% Of
Household MSW) MSW)
TPD
(Population/0.58)

Dwarka-B 62971 15743 37 15 22

Dwarka-C 45305 11326 26 11 16

Total 108276 27069 63 25 38

Source: MCD Office Dwarka
6.2.5 Power Supply
Power is supplied to Dwarka, including the TPA of Dwarka Sector 21 ToD Node, from the 220/66KV
Electric Substation located in Pappankalan. This substation, managed by Delhi Transco Limited (DTL),
plays a crucial role in the high-voltage transmission network, providing electricity to surrounding
areas, including residential and commercial zones in Dwarka. BSES Rajdhani Power Limited (BRPL) is
responsible for the further distribution of power from the substation to retail consumers.
The TPA boundary has a well-established electricity supply infrastructure that meets the current
demand of the area. All residential and commercial areas within the TPA, including Sector 22
Residential Apartments, Pacific Mall, Vivanta Hotel, and the Cluster Bus Depot, are adequately
serviced with a reliable electricity supply.

Existing Situation Assessment- Dwarka Sector 21

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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

6.3 Social Infrastructure

The quality of life in any urban centre is determined by the availability of quality social
infrastructure. Social infrastructure facilities include Health, Education, Communication, Security,
Fire Safety and Socio-cultural facilities. These are generally planned in terms of population norms
with stipulated permissibility conditions and development controls. Thus, the components of social
infrastructure are critical part of any development activity.
Most of the area within the TPA is either vacant, undeveloped or occupied by residential and
transportation uses. There are only a few social infrastructure facilities within the TPA. The available
social infrastructure facilities within the TPA are shown in Table 6-3 and Figure 6-4.
Regarding educational facilities, there is one senior secondary school and two play schools within
the TPA boundary. In terms of health facilities, there is one clinic located within the TPA.
Additionally, there is one temple within the TPA. In the next deliverable, the availability of social
infrastructure facilities will be analyzed based on the applicable Master Plan norms and their
adequacy will be assessed.
Table 6-2: Availability of Social Infrastructure Facilities within TPA

Sl. Name Area Land Use as Existing Use Location Ownership

No. (Ha) per ZDP- Zone in Sector
K-II 2021

1 URVI Vikram 0.11 Residential Clinic 22 Private

National
Centre for
Adolescent

2 Divinity Play 0.10 Residential Play School 22 Private

School

3 Sai Temple 0.04 Residential Temple 22 Private

4 Kids Meadow 0.11 Residential Play School 22 Private

Play School

5 Prudence 2.38 Residential School 22 Private

Senior
Secondary
School
Source: Ground Survey

Existing Situation Assessment- Dwarka Sector 21

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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

Figure 6-4: Availability of Social Infrastructure Facilities with TPA of Dwarka Sector 21 ToD Node

Existing Situation Assessment- Dwarka Sector 21

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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

7 TRANSPORT SECTOR ASSESSMENT

The large scale development are planned within the TPA boundary of Dwarka Sector-21 Metro
Station, entails improved transit service operation and better passenger facilities and as a result
existing traffic to and from metro station is expected to increase in future. In addition to that real
estate development within the TPA is envisaged as part of TOD Development.

Therefore Existing situation of Traffic and Transportation in TPA boundary of the metro station is
essentially needed to analyze the impact of increased traffic load on the city road network and on
station infrastructure in view of above upcoming developments. The purpose of traffic study is to
ensure that mitigation measures due to TOD and other developments to be identified and
implemented to provide seamless access to the station complex and to maintain uninterrupted
traffic flow of all kind of road users with priority of pedestrian and public transit. Existing situation
analysis, issues and challenge related to traffic and transportation are summed up for both stations
in following paragraphs.

7.1 Data Collection

Secondary and Primary data was collected to understand the current situation and future proposals
in the project vicinity for both the stations. Public transport data, planned new road alignments,
were collected from the concerned government authorities.

Detailed primary traffic surveys were conducted to understand the current activities, critical points,
traffic volumes, modal share, travel pattern etc. Following surveys were conducted:

• Road and Infrastructure Inventory

• Speed and Delay survey
• Volume count surveys (Motorised and Non-motorised)
• Origin Destination surveys (Road Side Interviews)
• Public Transit and IPT Surveys
• Household and Establishment survey
• Metro Commuter Survey
• Parking and Pickup/Drop-offs count
• Operator surveys

Traffic Survey location plan is presented in Figure 7-1

Existing Situation Assessment- Dwarka Sector 21

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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

Figure 7-1 Traffic Survey Location Plan- Dwarka sector Metro station
7.2 Dwarka Sector-21 Metro Station

The proposed project site is situated in Dwarka Subcity of South-West Delhi district, connected to
Gurgaon in South and Other parts of West & South Delhi. It is surrounded by Pochanpur village, Raj
Nagar, sector 8, 21, 22, 23, 25, 26 etc. residential areas of Dwarka within 1km radius area of the
proposed project site. Project area is one of the major multimodal transportation hubs in Delhi,
there are two metro lines, a under construction world class railway terminal and a proposed bus
terminal in intense development area of TOD. Metro line directly connects the IGI Airport and New
Delhi Railway and further to Noida and Gurgaon, which makes this a perfect location for transit
oriented development. Figure 7.2 shows the location of metro station and transportation network
in surroundings.

Figure 7-2 Project Location and Transportation Network

Existing Situation Assessment- Dwarka Sector 21

7-2
 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

7.2.1 Road Network and Connectivity

Road network inventory was carried out in the TOD planning area of 800m for Dwarka Metro Station
and beyond as per delineation as shown in Figure 7-3. The details collected are road width, no. of
lanes, road condition, availability of service road etc. Speed and delay were also conducted on the
identified road network. Detailed analysis of existing situations is provided in below sections,

Figure 7-3 Road network configuration in TOD planning area

Existing Situation Assessment- Dwarka Sector 21

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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

Table 7-1 Road Network Inventory in TOD Planning Area- Dwarka Sector 21
Road Inventory for motorised vehicle Footpath
Road Carriage way (Kerb to Service lane width
Node Number LHS Width (m) RHS Width (m)
link Divided/ Kerb) (m)
Length No of Undivid
LHS RHS
(m) lanes ed Median Raised Raised Raised Raised
From To Widt Widt LHS RHS
width (m) Separator Footpath Separator Footpath
h (m) h (m)
Entry
1 A 30 6 D 12 2.2 12 7 8 1.8 0 2 0
pt
2 A B 483 6 D 11 1.8 10.5 7.3 6.7 3.2 1.5 2.7 1.2
3 B C 555 6 D 11 1.5 11 7.2 7 3.2 1.5 2.6 1.2
4 B J 319 6 D 10.5 1.2 10.4 0 0 0 3.9 0 4.1
5 C D 253 6 D 11 1.2 11 7.5 7 3.3 0.5 2.4 1.2
6* C K 370 2 UD 2.5 0 2.5 0 0 0 3.3 0 3.9
7* D O 187 2 UD 4 0 4 0 0 0 5.5 0 5.6
8 D E 492 6 D 11 1.5 10.7 6.7 6.6 2 1.4 3.3 1.2
9 E F 326 6 D 11 1.5 11 7 6.8 2.1 1.6 3.5 1.4
10 E Q 106 6 D 10.6 1.3 10.2 0 0 0 3.9 0 3.8
10.1 Q R 66 2 UD 3.5 0 0 0 0 0 3.9 0 0
10.2 R N 216 6 D 10.6 1.3 10.2 0 0 0 3.9 0 3.8
11 H J 332 6 D 10.5 1.2 10.4 0 0 0 4 0 4.5
12 J M 262 6 D 10.5 1.2 10.5 0 0 2.4 1.5 2.3 1.7
13 H I 347 6 D 11 0 11 0 0 2.6 1.5 3.5 3
Under
14 H P 285 4 D 7 0 6.5 6 1.5 3 0 3
construction
14.1 P G 271 4 D 7 0 6.5 6 Under 1.5 3 0 3

Existing Situation Assessment- Dwarka Sector 21

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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

Road Inventory for motorised vehicle Footpath

Road Carriage way (Kerb to Service lane width
Node Number LHS Width (m) RHS Width (m)
link Divided/ Kerb) (m)
Length No of Undivid
LHS RHS
(m) lanes ed Median Raised Raised Raised Raised
From To Widt Widt LHS RHS
width (m) Separator Footpath Separator Footpath
h (m) h (m)
construction
Undefine
15 I A 678 6 D 11 7.5 11 7.5 7.2 1.4 7.4 1.5
d
Undefine 12.
16 I Outside 30 6 D 12.5 12.5 12 12.4 0 12.4 0
d 5
17 I Outside 30 6 D 12 0 12 0 0 2.5 1.5 3.3 3
18 F G 492 6 D 11.3 2.5 11.3 7.5 7.5 8.8 3.3 8.8 3
19* G K 142 2 UD 2.5 0 2.5 0 0 0 3.5 0 3.5
20 K M 311 6 D 11 1.2 10.5 0 0 0 4.2 0 3.8
21 K N 154 6 D 10.5 1.2 10.5 0 0 0 4.1 0 3.5
22* L M 800 2 UD 2.5 0 2.5 0 0 0 3.5 0 3.5
23* M C 447 2 UD 2.5 0 2.5 0 0 0 3.3 0 3.9
24* C N 632 2 UD 2.5 0 2.5 0 0 0 3.3 0 3.9
25 F Outside 130 6 D 11 1.5 11 7 6.8 2.1 1.6 3.5 1.4
26 F Outside 30 6 D 11.3 2.5 11.3 7.5 7.5 8.8 3.3 8.8 3
27 G K 30 2 UD 2.5 0 2.5 0 0 0 3.5 0 3.5
28 E Outside 30 6 D 10.6 1.3 10.2 0 0 0 3.9 0 3.8
29 p G 288 6 D 11.3 2.5 11.3 7.5 7.5 8.8 3.3 8.8 3

Existing Situation Assessment- Dwarka Sector 21

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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

Brief Observations on Road Inventory

• 3 types of carriageways were observed in study area: 2-lane undivided, 4-lane and 6-lane
divided.
• One of 2 lane undivided road located at Kartar nursery near DDA SFS Sec 22 gate is congested
with low speed (between nodes R and Q). Bottleneck is observed at this location due to land
dispute as shown in below Figures 7-4 & Figure 7-5

Figure 7-4 Location of link between Node R-Q Figure 7-5 Congested road on Kartar nursery

• The Dwarka sec 22 road between nodes H and P, flyover was under construction during the
survey. So, only 4-lane was available for traffic. Once the traffic is operation on flyover which is
part of Dwarka Expressway, 6 lane flyover approaches along with 2 lanes slip road will be
available on this section as described in Figure 7-6.

Figure 7-6 Location of Road Under construction

• Total 8.3 KM of road length were studied in TPA of Dwarka sec 21 Metro under which 2.6 km of
road length was Two lane undivided carriageway, 0.3 km of road length was Four lane divided
and 5.4 Km of road length was Six lane divided.

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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

Figure 7-7 Carriageway Bifurcation of Roads

Speed Bifurcation

Journey time study conducted in TPA area using mobile based tracker. Speed data extracted for
peak hours. Outcome of speed-delay survey is presented below,

Figure 7-8 Speed profile of road network in TOD planning area

• To study the speed profile in project influence area a speed data has been bifurcated in 5
different categories. 0-10 Kmph, 10-20 Kmph, 20-40 Kmph, 40-50 Kmph and 50-100 Kmph.
• 0-10 Kmph speed was observed on the very congested road link located at Kartar nursery near
DDA SFS Sec 22 gate (between nodes R and Q) as shown in Figure 7-9.
Existing Situation Assessment- Dwarka Sector 21
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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

Figure 7-9 Location of low-speed road link

 10-20 KMPH Speed was observed at DDA Park road, Classic apartment road and Road no 210.
 20-40 KMPH Speed was observed at maharani Avanti Road, bank Vihar Road, prudence school
road, mount Carmel Road, school of excellence and DDA SFS road.
 40-50 KMPH was observed at Dwarka sec 22 road.
 50-100 KMPH was observed at Dwarka Expressway.

Carriageway Separation and Availability of Footpath

Figure 7-10 Carriageway seperation in TOD Planning

• Dwarka sector 22, Maharani Avanti Road, bank Vihar Road, prudence school road, mount Carmel
Road, school of excellence, DDA SFS road and Dwarka expressway was observed with divided
carriageway.
• DDA Park road, Classic apartment road, Kartar nursery road and Road no 210 was observed with
undivided carriageway.
• Total 8.3 KM of road length were studied in Dwarka sec 21 area under which 4.31 km was
observed with divided carriageway and remaining 3.98 km was observed with Undivided
carriageway as shown in Figure 7-11.

Existing Situation Assessment- Dwarka Sector 21

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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

Figure 7-11 Divided/Undivided bifurcation in study area

• Footpaths were found available at all the streets of the study area.
• Footpath was available only on LHS at Dwarka sec 22 road between nodes H and P during the
survey the other side was in construction as shown in Figure 7-12

Figure 7-12 Location of one side available footpath

• There was total 28 road links in study area in which 25 link has proper footpath facility as shown
in Figure 7-13 , 1 link has footpath at LHS which is under construction road, 2 links were not
having footpath which is Dwarka expressway.

Figure 7-13 Percentage of footpath availability in study area

Existing Situation Assessment- Dwarka Sector 21

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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

7.2.2 Traffic Volume Count and Analysis on Major Road and Junction

7.2.2.1 Mid-Block Counts and Analysis

Midblock count analysis conducted between Metro Station and DGS chowk, in form of Taj Vivanta to
understand the traffic characteristics of the major access road to Dwarka Sec-21 Metro Station and
Upcoming Bijwasan Railway Station. ADT analysis conducted for 2 days, one on normal weekday
andanother on weekend. ADT analysis for 2 days of traffic has been carried out same is presented in
Table 7-2 below,

Table 7-2 Average Daily Traffic at MB-1 (In front of Taj Vivanta)

3-axle Truck

2-axle Truck
Motorised

Mini Bus
Vehicle

Tractor
Non-
Type

Taxi

LGV
Bus
2W

3W
Car

ADT 22145 17684 2845 1146 1131 925.5 864.5 219.5 177.5 135.5 8.5

%
46.84% 37.40% 6.02% 2.42% 2.39% 1.96% 1.83% 0.46% 0.38% 0.29% 0.02%
Composition

Share of Cars is maximum among all other vehicle

category, about 46.84% followed by two wheelers 37.4%.
Heavy vehicles are not allowed in morning and evening
peak hence very low in composition of vehicles.

Daily Variation Figure 7-14 Vehicle Composition at Taj

Vivanta

It has been observed that vehicles are reduced about 20% on weekend as office goes are dominates
on this project stretch and on weekend commuting of recreational trips remains more which are not
par to office goers hence normal weekdays are congested compared to weekend 51,438 PCUs were
captured on Friday whereas 43,137 PCUs are captured on Saturday which is weekend as shown in
Figure 7-15. Hence design traffic will be taken as per weekday traffic numbers.

Existing Situation Assessment- Dwarka Sector 21

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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

Figure 7-15 Daily Variation of Traffic in PCU MB-1

Hourly Variations

Graph is plotted for 1 hour of interval to obtain the peak hours and hourly variations throughout the
day. As shown inn Figure 7-16.

• As per graphical representation, peak hour falls between 5:30Pm to 6:30PM with ADT of
3,223 vehicles.
• Future proposal for the traffic circulation will be prepared as per peak hour anlaysis of
junction and midblock.

Figure 7-16 Average Daily variation

7.2.2.2 Junction Count and Analysis

24 hours junction counts were conducted on weekday being a worse situation on project corridor.
Junction count carried out on 3 arm junction adjoining to metro station where major maneuvering
takes place to access the station building. The major through road connect Dwarka with Gurugram
and a side road from sector 23 comes and joins here.
• Peak hour of the junction captured between 9:00AM to 10:00 AM in morning with 8.27% of
share of total daily traffic.
• Peak hour traffic at the junction is 4,895PCUs (5,467 Vehicles)

Peak flow diagram has been presented in Figure 7-17.

Existing Situation Assessment- Dwarka Sector 21
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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

3617 PCUs Total = 1006 PCUs

Total
Car 1448 640 89 2177 Car 603
3W 24 37 27 88 3W 48
2W 1137 281 35 1453 2W 343
MB 15 5 1 21 MB 11
SB 0 0 0 0 SB 0
Bus 64 11 0 75 Bus 22

Gurugram
LGV 17 7 1 25 LGV 14
Tr 0 0 0 0 Tr 3
MAV 6 0 0 6 MAV 8
TF 2711 981 153 3845 TF 1052
TS 15 266 2 283 TS 34
Cy 5 35 0 40 Cy 0
CR 0 36 0 36 CR 1
ER 9 195 2 206 ER 33
TRO 1 0 0 1 TRO 0

Total = 392 PCUs

Car 3W 2W MB SB Bus LGV Tr MAV TF TS Cy CR ER TRO

111 7 20 1 0 3 3 1 0 146 31 0 0 31 0
29 25 37 0 0 0 2 0 0 93 125 0 14 111 0
24 2 12 0 0 1 2 0 0 41 6 0 0 6 0
140 32 57 1 0 3 5 1 0 239 156 0 14 142 0

Sector-23
Car 3W 2W MB Bus LGV Tr MAV TF TS Cy CR ER TRO
691 42 303 5 0 12 9 0 0 1062 273 35 36 202 0

Total = 1233 PCUs

Total
Car 1505 Car 28 403 27 458
3W 65 3W 16 14 3 33
2W 1189 2W 15 288 10 313 Total(All Legs) = 4,895 PCUs
MB 15 MB 0 9 0 9 = 5,467 Vehicles
SB 0 SB 0 0 0 0
Dwarka

Bus 64 Bus 0 19 0 19 3W - Three Wheeler

LGV 19 LGV 0 10 0 10 2W - Two Wheeler
Tr 0 Tr 0 2 0 2 MB - Minibus
MAV 7 MAV 1 8 0 9 SB-School Bus
TF 2864 TF 60 753 40 853 LGV - Light Goods Vehicle
TS 182 TS 42 1 1 44 Tr - Truck
Cy 5 Cy 0 0 0 0 MAV - Multi Axle Vehicle / Tractor with Trailor
CR 32 CR 18 1 0 19 Cy - Cycle
ER 144 ER 24 0 1 25 CR - Cycle Rickshaw
TRO 1 TRO 0 0 0 0 ER-E Rickshaw
2656 PCUs Total = 843 PCUs TRO-Cycle Trolly
TF - Total Fast (in No.)
TS - Total Slow (in No.)

Figure 7-17 Peak traffic flow diagram

Existing Situation Assessment- Dwarka Sector 21

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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

7.2.2.3 Level of Service Analysis

Level of service analysis has been done for all the approach roads of the junction to understand the quality
of the existing operation of traffic. Indo HCM used to estimate the V/C of all the junction approaches and
LOS analysis carried out as per mythology outlined in the chapter 5 of the publication as shown in Figure 7-
18 and Table 7-3.

Figure 7-18 Methodology to determine the roadway capacity and LOS

Table 7-3 LOS Criteria based on V/C Ratio

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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

Table 7-4 LOS Results from Analysis

Road Capacity Adjustment Factors
S.No. Arm Ad. Capacity Vol/Hr. V/C LOS
Type (PCU/Hr.) Fop Fbs Fac
1 Gurugram Six-lane 8400 0.65 0.8 1 4368 3969.36 0.91 E
2 Dwarka Six-lane 8400 1 1 1 8400 2962.3 0.35 B
Four-
3
Sector-23 lane 5400 1 1 1 5400 1010.8 0.19 A

• LOS of Gurugram Approach falls in poor category of “E” due to interference kerb side bus stops and
unauthorised parking with through traffic.

7.2.3 Travel Pattern (Origin-Destination Survey) for Road Users

OD survey conducted at junction. The data will be anlysed understand the travel pattern and
future growth estimation. The analyses will be provided in next stage of submission.

7.2.3.1 Zoning System and Sampling

Origin-Destination surveys were carried out at 1 locations on the road Data collected from the site
was fed to the computer and compiled for the base year (2024), using the zoning system adopted
for the study. Modewise OD matrices for each location were prepared from the data collected to
find the travel characteristics of the traffic.
Data Checking
The data fed into the computer were checked manually. It was thoroughly checked for
inconsistencies in data. The checking included:
• Matching vehicle type with commodity carried
• Vehicle type with their corresponding Lead/ Load/ Frequency/ Time for any inconsistencies
• Any other inconsistency in the data
The checked and corrected data were used for the final analysis. The Data from the OD Surveys
were analysed to obtain:
• Origin and Destination of the present trip.
• Travel time, Trip Length and Frequency of Travel.
• The trip purpose for passenger vehicles.
• Load analysis and types of commodities carried by good vehicles.
Zoning System
To assess the movement pattern on the road network, the zoning system was developed keeping
in view the major generation and attraction points in the area and to establish the base year traffic
for the proposed road. The OD zones were designated to analyse the traffic movements in the
study area. The traffic zone system developed in the process comprises 48 traffic analysis zones as
shown in Figure 7-19 & Table 7-5.

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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

Figure 7-19: Internal and External Zones

Table 7-5: Adopted Zoning System for the Influence Area

Zone No Zone Name
1 Dwarka Sec 21
2 Pochanpur,DWK Sec 23.
3 Dwarka Sec 22
4 Dwk sec 9,10,19
5 Dwarka sec 29
6 Dwarka sec 28, Yashoboomi
7 Bharthal
8 Samalka, Kapaseda Border
9 Dwk Sec 6, Dwk Sec 7
10 IGI Airport
11 DWK sec 12
12 Qutub Vihar
13 Mahipalpur, Gitorni
14 Sankar Vihar, Vasant Vihar, RK Puram
15 Sardar Bazar- Delhi Cantt
16 Palem
17 Uttamnagar

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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

Zone No Zone Name

18 Janakpuri
19 Vikaspuri
20 Rajouri Garden
21 Patel Nagar
22 Karol bagh, CP
23 Anand Vihar
24 Janpura
25 Rohini
26 Pitampura
27 Paschim Vihar
28 Najafgarh
29 Jhuljuli
30 Chattarpur
31 Kalikaji mandir
32 Bahadurgarh
33 Gurugram
34 Sector 46, Gurugram
35 Faridabad
36 Palwal
37 Pataudi
38 Rewari
39 Haryana
40 Punjab
41 Rajasthan
42 Uttar Pradesh
43 Himachal
44 J&K
45 Western India
46 Central India
47 South India
48 Eastern States

Expansion Factors and Development of Origin-Destination Matrices

The origin-destination details were collected from the trip makers during the OD survey on a
sample basis. The sample size varied for different survey locations depending on the volume of
traffic moving on the road. The sampling rate also varied with the change in traffic flow during
different times of the day at the same location. Care had been taken to eliminate any element of
bias in the sampling method. Since the data was collected on a sample basis, expansion factors are
required to replicate the pattern as reflected in the sample to the total number of vehicular trips
made during the day. These expansion factors are calculated separately for each class of vehicle.
For example if “xc“ is the number of cars interviewed and “Xc“ is the Average Daily Traffic (ADT) at
the corresponding ATCC location, then “Xc/xc“ would be the expansion factor for cars.
Existing Situation Assessment- Dwarka Sector 21
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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

OD Matrices are developed to assess the traffic movement pattern. These matrices provide a
distribution of inter-zonal trip movements for each zone pair. Multiplying the sample OD matrix
obtained from the survey data with the expansion factors developed, vehicle-wise OD matrices for
all the survey locations were obtained. Accordingly, OD matrices, by various vehicle categories,
were developed for each of the survey locations. The OD Sample and Expansion factor calculated
for all surveyed locations is shown in Table 7-6.
Table 7-6: Expansion Factors used for Passenger & Goods vehicles
Expansion factors used for Passenger & Goods vehicles.
Sample From O- Traffic Flow Expansion Sample Size
Vehicle Type
D Data Value Factor (%)

OD 1, Goods,Near Dwarka sec 21

LGV-4 Wheeler 210 278 1.324 75.54%
2-axle Truck 39 136 3.487 28.68%
3-axle Truck 51 178 3.490 28.65%
4-6 axle Truck 0
Total 300 592 1.973 50.68%
OD 1, Passenger, near Dwarka sec 21
Car 1259 22145 17.589 5.69%
Taxi 738 2845 3.855 25.94%
Bus 42 1131 26.929 3.71%
Mini Bus 31 420 13.548 7.38%
Motar Cycle 603 17684 29.327 3.41%
Auto 89 1146 12.876 7.77%
Total 2762 45371 16.427 6.09%

7.2.3.2 Travel Characteristics of Passenger Vehicles

A. Lead Analysis
The OD survey data has been analysed to obtain lead ranges for various vehicle types. Different
categories of passenger vehicles viz. Car, Taxi, Bus, Mini Bus, 2W and Auto are distributed based
on trip lengths or lead ranges. The trip length frequency distribution in terms of proportion in each
range is presented in Table 7-7.
Table 7-7: Vehicle-wise Distribution of Trips for Various Trip Lengths (in %)
Trip length (in Km)
Vehicle Type

Average Trip
Length (km)
1000 - 1500
500- 1000
100-250

250-500
50-100

>1500
20-50
0-20

OD 1, Passenger, near Ban Toll Plaza (NH-44)

Car 53.38% 38.60% 6.20% 1.03% 0.64% 0.16% 0.00% 0.00% 24.8

Taxi 59.62% 33.20% 5.83% 0.81% 0.54% 0.00% 0.00% 0.00% 21.8

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Trip length (in Km)

Vehicle Type

Average Trip
Length (km)
1000 - 1500
500- 1000
100-250

250-500
50-100

>1500
20-50
0-20
Bus 45.24% 50.00% 4.76% 0.00% 0.00% 0.00% 0.00% 0.00% 20.5

Mini
45.16% 45.16% 9.68% 0.00% 0.00% 0.00% 0.00% 0.00% 21.9
Bus

Motor
58.54% 36.82% 4.64% 0.00% 0.00% 0.00% 0.00% 0.00% 18.5
Cycle

Auto 80.90% 16.85% 2.25% 0.00% 0.00% 0.00% 0.00% 0.00% 11.8

The average trip length for Cars varies from 24.8 km, for Taxis ranges from 21.8 km whereas for Bus
and Mini Bus it varies from 20.5 km tp 21.9kms , Motar cycle at 18.5 kms and Auto at 11.8 kms
respectively. The differences in average trip lengths can be attributed to the mode of
transportation and their respective functions in the transport ecosystem. Taxis, for instance, are
typically used for point-to-point transportation services and can serve as a means of commercial
transport and an aggregator of public transport for short and long-distance trips, making them
ideal for regional commuting. Buses, on the other hand, are the primary means of public transport
for long-distance commuting; this is reflected in their higher average trip lengths as shown in Table
7-7, as they are designed to serve intercity and interstate travel routes. Finally, minibuses are
generally used for internal commuting, such as school or office transportation services. As a result,
they tend to have shorter average trip lengths than compared to Buses and a higher frequency of
trips within the region.
Distributions of trips by distance (TLFD) for passenger vehicles are shown in Figure 7-20.

Figure 7-20: Distributions of Trips by Distance for Passenger Vehicles

Existing Situation Assessment- Dwarka Sector 21

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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

B. Trip Purpose
The passenger across all the locations shows a high proportion of trips for work/ business followed
by social/ recreation/ shopping trips. The distribution of trips by purpose of travel is presented in
Table 7-8.
Table 7-8: Distribution of Trips by Purpose of Travel
Trip Purpose
Social /
Vehicle Type Work Education Others
Shopping
OD 1, Passenger, near Dwarka sec 21
Car 74.58% 17.87% 4.69% 2.86%

Taxi 84.69% 11.65% 1.90% 1.76%

Bus 83.33% 2.38% 14.29% 0.00%

Mini Bus 96.77% 3.23% 0.00% 0.00%

Motar Cycle 79.44% 14.93% 1.49% 4.15%

Auto 88.76% 7.87% 0.00% 3.37%

C. Travel Time Analysis

The analysis of travel time for various modes at all the locations shows that the average trip time
varies from 0.4 hrs for Car, 0.3 hrs for Taxi, 0.4 hrs for Bus and 0.3 hrs for Mini Bus , 0.3 for Motar
cycle and 0.2 for Auto. respectively. After validation, it can be observed that the average trip time
taken by different modes of transport reflects the average trip length observed in Table 7-7. For
instance, buses have the highest average trip length as well as a higher average travel time. The
average travel time across all the locations is shown in Table 7-9.
Table 7-9: Vehicle-wise Percentage Distribution of Trips by Travel Time
Trip Time (in hr)
Vehicle Type

Average Trip
Time (hrs)
10 - 100
5 - 10
0-2

2-5

OD 1, Passenger, Near Dwarka sec 21

Car 98.65% 1.11% 0.24% 0.00% 0.4
Taxi 98.92% 1.08% 0.00% 0.00% 0.4
Bus 100.00% 0.00% 0.00% 0.00% 0.4
Mini Bus 100.00% 0.00% 0.00% 0.00% 0.3
Motar Cycle 100.00% 0.00% 0.00% 0.00% 0.3
Auto 100.00% 0.00% 0.00% 0.00% 0.2

Existing Situation Assessment- Dwarka Sector 21

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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

D. Trip Frequency
The frequency of travel on different roads in the project influence area is analysed for different
modes as shown in Table 7-10. Upon evaluation, discernible patterns could not be identified.
However, the data analysis indicates the presence of regular commuters.
Table 7-10: Vehicle-Wise Distribution of Trips by Various Trip Frequency Groups
Trip Frequency
Vehicle Type

Occasionally
Monthly
Weekly

Total
Daily

OD 1, Passenger, near Dwarka sec 21

Car 63.62% 12.23% 9.77% 14.38% 100.00%

Taxi 74.25% 13.55% 5.83% 6.37% 100.00%

Bus 85.71% 11.90% 2.38% 0.00% 100.00%

Mini Bus 80.65% 9.68% 6.45% 3.23% 100.00%

Motar Cycle 74.63% 12.77% 3.15% 9.45% 100.00%

Auto 77.53% 13.48% 4.49% 4.49% 100.00%

7.2.3.3 Travel Characteristics of Goods Vehicle

A. Commodity Groups
The different commodities recorded during the OD survey have been classified into eleven (11)
categories of load carried in the trucks as presented in Table 7-11. Due consideration has been
given to including all possible commodities and categorizing them into homogeneous groups.
Table 7-11: Classification of Commodities

Commodity
Commodity Type Description
Code

1 Minerals Coal etc.

2 Food Grains Wheat, Rice etc.

3 Cash Crops Cotton, Jute, Tea etc.

Vegetables, Fruits, Fish, Meat, Milk and Milk Products

4 Perishables Items
etc.

Wood and Forest

5 Timber, Furniture etc.
Products

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Commodity
Commodity Type Description
Code

6 Building Materials Brick, Cement, Sand, Lime, Stone, Iron etc.

7 Oil and Natural Gas Petrol, Diesel, Oil, Lubricant etc.

8 Grocery Items Soap, Salt, Sugar, Pulses, Spices etc.

Electronic items, Vehicles, Medicine, Leather, Wine,

9 Manufacturing Items
Tobacco, Rubber/ Tyre, Plastics, Cloth, Paper etc.

10 Others Fertilizer, Rubbish, Animals etc.

11 Empty ---

B. Commodity Analysis
Table 7-12 shows that there is significant movement of Building Materials and Manufacturing
Items (such as electronic items, vehicles, medicines etc. followed by others (like fertilizer, rubbish,
animals etc.), Oil & Natural Gas, Perishable Items,), and Grocery.
In summary, LGVs were found to be the most commonly used Goods vehicle type across all
locations for carrying a variety of commodities, likely due to their convenience in providing last-
mile connectivity for local/regional distribution, especially in the supply of essential commodities. It
is also observed. However, empty trucks represented a significant portion of vehicle movements,
possibly due to deadheading after head hauling.
Table 7-12: Vehicle-wise Commodity Distribution
2-Axle 3 Axle 4-6 Axle
Commodity LGV
Trucks Trucks Trucks
OD 1, Goods,near Dwarka sec 21
Minerals 2.86% 2.56% 0.00% 0.00%
Food Grains 0.00% 0.00% 0.00% 0.00%
Cash Crops 0.00% 0.00% 0.00% 0.00%
Perishables Items 8.57% 2.56% 3.92% 0.00%
Wood and Forest Products 0.95% 5.13% 3.92% 0.00%
Building Materials 3.81% 0.00% 0.00% 0.00%
Oil and Natural Gas 1.90% 0.00% 1.96% 0.00%
Grocery Items 16.19% 17.95% 25.49% 0.00%
Manufacturing Items 36.19% 38.46% 52.94% 0.00%
Others 15.71% 28.21% 5.88% 0.00%
Empty 13.81% 5.13% 5.88% 0.00%
Total 100.00% 100.00% 100.00% 0.00%

Existing Situation Assessment- Dwarka Sector 21

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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

C. Load Analysis
The load analysis for various types of goods vehicles at the surveyed locations is given in Table
7-13. The average load carried at all the survey locations varies from 2.0 tons for LGVs, 2.2 tons for
2-Axle trucks, 1.7 tons for 3-Axle trucks. The trend indicates that multi-axle trucks have higher
tonnes values as they have larger sizes and hence, are capable of transporting higher loads than
other types of vehicles.
Table 7-13: Mode-wise Load Distribution of Commodities
Cargo Weight (in Tonnes)

Average Load (Tonnes)

Vehicle Type

0.1 - 2.5

10 – 20
05 - 10

20 - 30

30 - 40
Empty

2.5 - 5

>40
OD 1, Goods,near Dwarka sec 21
LGV-4 Wheeler 13.81% 50.95% 30.48% 4.76% 0.00% 0.00% 0.00% 0.00% 2.0

2-axle Truck 5.13% 51.28% 38.46% 5.13% 0.00% 0.00% 0.00% 0.00% 2.2

3-axle Truck 5.88% 78.43% 13.73% 1.96% 0.00% 0.00% 0.00% 0.00% 1.7

D. Lead Analysis
The OD survey data has been analysed to obtain lead and ranges for various vehicle types.
Different categories of vehicles viz. LGVs, 2-axle, 3- axle and 4-6 axle trucks are distributed based
on trip lengths or lead ranges. The trip length frequency distribution in terms of proportion in each
range is presented Table 7-14.
Table 7-14: Vehicle-wise Distribution of Trips for Various Trip Lengths
Trip lengths of Goods Vehicles
Vehicle Type

Average Trip
Length (km)
1000-1500
500-1000
100-250

250-500
50-100

>1500
20-50
0-20

OD 1, Goods,near Dwarka sec 21

LGV-4 Wheeler 56.67% 37.14% 5.71% 0.00% 0.48% 0.00% 0.00% 0.00% 20.4

2-axle Truck 35.90% 56.41% 7.69% 0.00% 0.00% 0.00% 0.00% 0.00% 22.9

3-axle Truck 39.22% 54.90% 5.88% 0.00% 0.00% 0.00% 0.00% 0.00% 24.1

The average trip length for LGV is 20.4 km whereas the average trip length for 2 Axle trucks is 22.9
km. For 3 Axle trucks, trip length is 24.1 km .
Existing Situation Assessment- Dwarka Sector 21
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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

Smaller goods vehicles like Light Goods Vehicles (LGVs) and 2-axle trucks are employed for the local
distribution of goods. Distributions of trips by distance (TLFD) are shown graphically in Figure 7-21.

Figure 7-21: Distributions of Trips by Distance for Goods Vehicles

E. Trip Frequency
The OD survey data has been analysed to obtain trip frequency for various vehicle types. Different
categories of vehicles viz. LGVs, 2-axle, 3-axle and 4-6 axle trucks are distributed based on trip
lengths or lead ranges. The trip frequency distribution in terms of proportion in each range is
presented in Table 7-15.
Table 7-15: Vehicle-Wise Distribution of Trips by Various Trip Frequency Groups
Trip Frequency
Vehicle Type Daily Weekly Monthly Occasionally Total
OD 1, Goods,near Dwarka sec 21
LGV-4 55.71% 34.76% 5.71% 3.81%
100.00%
Wheeler
2-axle Truck 76.92% 20.51% 2.56% 0.00% 100.00%

3-axle Truck 54.90% 37.25% 3.92% 3.92% 100.00%

7.2.4 Bus Transit Surveys and Analysis

Bus transit survey were carried out at two bus station in TPA area which connects the Dwarka Sector-21
metro station with other parts of Delhi-NCR details are shown in Table 7-16 below.

Existing Situation Assessment- Dwarka Sector 21

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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

Table 7-16 IGI T2/Kapasheda Border to Uttam Nagar (Bus Stop B1)
Number of Frequency (in Morning Peak Evening Peak
Buses mins) Period Period
Bus
Numbe Route Details
r

Avg Occu

Avg Occu
Boarding

Boarding
Alighting

Alighting
Morning

Morning
Evening

Evening
UTTAMANAGAR TO
772 9 8 26 30 26 2 2 20 4 7
AIRPORT

UTTAMANAGAR TO KAPAS
F-839A 27 18 9 13 29 2 1 20 1 2
HEDA BORDER

UTTAMANAGAR TO
718 11 7 21 35 22 2 2 10 3 2
KAPASHEDA

801 INDRALOCK TO IGI T2 8 9 30 26 22 2 1 18 4 3

DW- DWARKA SEC-10 TO

7 14 35 18 21 1 1 7 1 1
2STL BADARPUR BORDER

NDLS Gate 2 TO Chawla

892 2 2 105 105 25 1 3 6 0 0
Village

UTTAMANAGAR TO
801 STL 11 14 21 18 26 1 1 26 5 5
KAPASHEDA

DWARKA SECTOR-10 TO IGI

801 A 1 5 210 53 20 2 1 5 5 0
T2

*Morning Peak 8:00 to 12:00, Evening Peak 16:00 to 20:00

Existing Situation Assessment- Dwarka Sector 21

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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

Figure 7-22 : Major Bus Transit Routes in TPA Area

Table 7-17 : Uttam Nagar to IGI T2/Kapasheda Border (Bus Stop B2)
Number of Frequency (in Morning Peak Evening Peak
Buses min) Period Period
Bus
Route Details
Number

Avg Occu

Avg Occu
Boarding

Boarding
Alighting

Alighting
Morning

Morning
Evening

Evening

BADARPUR BORDER TO
717 10 10 23 23 17 6 0 17 2 6
DWARKA SEC-10

KAPASHEDA TO UTTAM
718 14 14 18 18 25 7 0 25 1 7
NAGAR

801 IGI T2 TO INDERLOK 5 5 53 53 16 4 1 16 3 4

CHAWLA VILLAGE TO NEW

892 2 2 105 105 15 1 2 15 2 1
DELHI GATE 2

UTTAMANAGAR TO KAPAS
F839A 29 27 8 9 28 3 2 16 3 2
HEDA BORDER

*Morning Peak 8:00 to 12:00, Evening Peak 16:00 to 20:00

Study Outcomes

• About 11 routes are found along the road, connecting Dwarka Sector-21 metro station,

• Average Occupancy of the buses is ranging from 20-30 passengers, 2-3 boarding and 4-5 alighting
observed

Existing Situation Assessment- Dwarka Sector 21

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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

• Bus Route from Uttam Nagar to Kapasheda border has more demand so supply, and AC, Non-AC
DTC and private buses are operational on this corridor. This route provide connectivity of
Uttamnagar, Dabri, Mahavir Enclave, Dwarka Sec 1,6, 7, 9, 10, Gurgugram and Airport Connectivity
to the Metro Station. Metro riders coming from different parts of Delhi destined to Sector-21
metro station and take these buses to reach above mentioned destinations.

• Most of the buses have common routes in Dwarka and along the Airport link road hence serving
frequency along this corridor which serve the Metro station passenger is about 3 mins average in
peak periods including AC/Non AC and Private buses.

• There is need to connect the Dwarka Expressway and Sector-19 of Dwarka where demand is
observed but bus transit routes are missing hence commuters are dependent on use of private
vehicles.

7.2.5 Metro Commuter Survey and Analysis

To understand the trip evolution and transportation needs and to provide a better service of
transportations Facilities the Metro Commuter survey is done in the dwarka sector 21 on the orange Line
and blue Line of the Dwarka Metro Station. This survey includes a samples in both orange Line and Blue
Line which was done on Morning Peak and Evening peak time and both Boarding and alighting data
samples has been collected from the passengers across the Metro station. In this survey various
parameters of the data has been collected such as age group, occupation, Travel Purpose, Main mode of
Transportation use, travel cost per day, total travel time, access modes, egress modes, Vehicle Ownership
etc.

Majority of the passenger travelling using metro for reach their main destination in both blue line and
Orange Line are male (orange-72%, blue-79%) as shown in figure 7-23.

Orange Line Blue Line

Figure 7-23 Gender Classification

AGE GROUP & OCCUPATION DESCRIPTION:

Majority of the passengers are of between 20 – 30 years of age aggregating to 37% and 39% of the total
commuters for their trip purposes daily in Orange line and in blue line followed age group between 30-40
years(33% in orange and 32% in blue) as shown in Figure 7-25.

Existing Situation Assessment- Dwarka Sector 21

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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

Orange Line Blue Line

Figure 7-25 Age Classification Metro commuter survey

Figure 7-24 Occupation Statistics Metro Commuter survey

Majority of the commuters are private job holders utilizing the metro services for to travel to their
work place both in case of Orange line and blue line, followed by the students utilizing the metro
services for their education purposes to travel to their college, university daily.

INCOME RANGE OF COMMUTERS:

Income range is a socially sensitive topic, and individuals with higher incomes often prefer not to
disclose their income. Conversely, those in the middle-income range are generally more open to
sharing their income information, as it typically does not present similar issues. Consequently, income
range data has been collected as we got. Based on trip-making and destination patterns, it is evident
that the proportion of commuters having high pay (Rs 50000 or more) is more than rest of the group of
commuters for both the Orange and blue Line . they are followed by the group of income range Rs
40000-50000 (13% in orange and 5% in blue). It shows that income has direct influence on travelling
behaviour. Income groups classification is shown in figure below.

Existing Situation Assessment- Dwarka Sector 21

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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

Orange Line Blue Line

Figure 7-26 Monthly Income description Metro commuter

VEHICLE OWNERSHIP:

It is observed that 36% commuters blue line owns 2W and On Contrary the majority commuters in Orange
line own Car with 35%. Proportions of commuters owning both are roughly same and 12% of Orange line
commuters own two category of vehicles 2W& 4W and in Blue line 10% of commuters have both
categories as shown in Graph below Figure 7-27.

Figure 7-27 Ownership distribution for Metro commuter

Existing Situation Assessment- Dwarka Sector 21

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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

First Mile Connectivity:

First Mile connectivity (Access Mode) refers to which passengers choose particular mode of transport to
reach their main mode of the transportation from Trip origin to reach their destination. It is observed that
majority of the passengers are walking on foot to reach their main mode of the transportation to reach
their destination. On the Blue line 37% of Metro commuters are walking and 35% of commuters chosen to
use 3W for First mile connectivity to reach their main mode of transportation. For orange line, 36% people
walk and about 20% use bus. Cab is 3rd most popular made on orange line as described below Figure 7-28.

Orange Line Blue Line

Figure 7-28 First Mile connectivity

Last mile connectivity (Egress Mode):

Last Mile connectivity (Egress Mode) refers to which passengers choose particular mode of transport to
reach their Destination from Main Transport to reach their Trip destination. The majority of the passengers
52% in Orange line and 70% in Blue line were reaching their destination through walking as their
destination is at a walk able distance from the respective metro station. While some passengers will be
prefer for the 3-Wheeler (14% in orange, 19% in blue), Cab and 2W for reaching their final destination as
shown in Figure 7-29.

Orange Line Blue Line

Figure 7-29 Last mile connectivity statistics

Existing Situation Assessment- Dwarka Sector 21

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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

TRAVEL COST:

It has been observed that the majority of passengers' travel costs on both the Orange and Blue Line
metro services range from Rs 50-100. Additionally, It is also observed many of the commuters on the
Orange Line are spending up to 200 rupees per trip. This is consistent with the data showing that
Orange Line commuters have higher income levels. Consequently, it is evident that Orange Line users
are willing to incur higher travel expenses for increased comfort and speed Figure 7-30.

Figure 7-30 Travel Cost

TRAVEL TIME:

It has been observed that Blue Line passengers take longer to reach their destinations. The majority of Blue
Line passengers spend between one and two hours traveling (39%). In contrast, most Orange Line
passengers reach their destinations within 30 to 60 minutes (41%) as shown in figure below as this
difference is attributed to the special privilege of the Orange Line, which serves as the Airport Line,
connecting the Central Business District (CBD) to the airport with a faster metro service.

Existing Situation Assessment- Dwarka Sector 21

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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

Figure 7-31 Travel Time

TRIP PURPOSE:

Majority of the passengers travelling through Orange Line and Blue line use the metro for the Work
Purpose though the proportion is more in blue line (72%) as compared to orange line (29%). As the
connectivity is good to reach their work place on time rather than other transport they were utilizing
the metro services. Recreation commuters holds 2nd place in orange line (29%) whereas it’s taken by
education in blue line (15%) as shown in Figure 7-32.

Orange Line Blue Line

Figure 7-32 Trip Purpose description Metro Commuter

7.2.6 Household and Establishment Surveys and Analysis
To understand travel patterns and transportation needs within the Dwarka Sector 21 TOD nodes, a
household survey was conducted. The survey targeted a sample size of 100 households across two key
locations: DDA Flats pocket-2 and Navasansad Vihar. This selection ensures representation from various
income groups, providing a well-rounded perspective on transportation choices within the TOD area. The
data collection included education qualification, occupation, monthly income, vehicle ownership, origin,

Existing Situation Assessment- Dwarka Sector 21

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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

destination, main mode of transport, Trip purpose, Travel distance, access and egress mode, Parking
facility, Travel time and travel cost, monthly expenditure on transport and so on.

The observations taken from the household survey is as follows:

• The sample comprised of 79% male and 21% female respondents, with a balanced representation as
shown in Figure 7-33 below

Gender
M 79
F 21
Total 100

Figure 7-33 Gender Classification Household

• The educational attainment of the sample revealed two primary categories: 57% with graduate degrees
and 31% with postgraduate degrees. The remaining categories, up to 12th or currently in 12th (8%), PhD
(2%), and diploma holders (2%), were represented in smaller proportions as in Figure 7-34.

Education
Matriculation/Upto 12th 9
Diploma 2
Graduate 56
Post Graduate 31
Ph.D 2
Total 100

Figure 7-34 Education classification

This survey captured data from individuals across the entire income spectrum, encompassing low, middle,
and high income groups as shown in Figure 7-35.

Monthly Income Group

<50,000 4%
50,000-1,00,000 17%
1,00,000-2,00,000 14%
2,00,000-5,00,000 8%
Total 100
Figure 7-35 Income groups
• The Dwarka Sector-21 TOD node is primarily characterized by a predominance of middle and high-
income households. These households exhibit a high rate of private vehicle ownership, with a
significant portion possessing cars, two-wheeled vehicles, or both. However, the survey data
indicates that approximately 17% of sampled households do not own a private vehicle. This
demographic segment likely consists primarily of students and housewives and data is shown in
Figure 7-36.

Existing Situation Assessment- Dwarka Sector 21

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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

Vehicle Ownership
Name Numbers
Car 68%
2W 12%
Car & 2W 3%
No Vehicle 17%
Figure 7-36 Vehicle Ownership

• An analysis of trip purposes revealed that work and education were the dominant reasons for travel,
accounting for a combined total of 88% of all trips undertaken. In contrast, trips for recreation and
other purposes constituted a significantly smaller share, representing only 4% and 8% of trips,
respectively as shown in below table and Figure 7-37. It is important to note that trips related to home
access, auto and public transport availability did not contribute to the overall trip purposes,
representing 0% of total trips.

Trip Purpose
purpose numbers
Home 0%
Work 74%
Education 14%
Recreation 4%
Others 0%
100
Figure 7-37 Trip Purpose Household
• The primary travel modes utilized by residents are metro and car, accounting for 63% and 30% of trips,
respectively . This observed preference for metro travel can likely be attributed to the infrequency of
bus services. The detailed description is shown in Figure 7-38.

Main Mode of transport

Mode No. of passengers
2W 4%
Bus 1%
Auto 1%
Car 30%
Walking 1%
Metro 63%
Total 100
Figure 7-38 Main mode of Transport

• The most frequent trip duration category was 30-60 minutes, accounting for 69% of all trips.
• 17% of trips were classified as short trips, taking only 10-30 minutes to complete.

Existing Situation Assessment- Dwarka Sector 21

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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

• A smaller proportion of trips, 8%, lasted between 60 and 90 minutes.

• Relatively few trips, 2%, required extended travel times of 1.5 to 2 hours.
• Trips of under 10 minutes constituted 4% of the total as shown in Figure 7-39.

Total Travel Time(Min)

<=10 4%
10-30 17%
30-60 69%
60-90 8%
90-120 2%

Figure 7-39 Total Travel Time Analysis

• Residents have access to a variety of travel modes, including personal vehicles, buses, shared vehicles
(e.g., ride-hailing services), and walking. Due to the proximity of the Dwarka Sector-21 Metro Station,
walking is the preferred mode of travel for a significant portion of the residents. Conversely, personal
vehicle usage remains low (approximately 2%) due to the availability of parking facilities at the station,
potentially encouraging car it is also observed that 49% are walking to Public transport and 36% oare
not Accessing as they were using Own transport as shown in Figure 7-40.

Access Mode
Mode no of passenger
Car 1%
2w 1%
Auto 8%
Bus 1%
E-Rickshaw 4%
Walk 49%
does not Access 36%
Figure 7-40 First mile connectivity (Access mode)
• It is also observed that travel time taking for reaching public transport is mostly 10 -15 mins where 47%
of commuters fall, followed by 34% residents are using Personal vehicle and doest have First mile
connectivity . It is also evidential due to proximity of Dwarka Metro station travel time for access is less
as shown in Figure 7-41.

Travel Time to Access(Min)

0 34%
<5 2%
5 to 10 9%
10 to 15 47%
15 to 30 8%
Total 100%
Figure 7-41 Travel time analysis for First mile connectivity

Existing Situation Assessment- Dwarka Sector 21

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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

• The availability of egress travel modes was restricted to auto rickshaws, cabs, and walking. This limited
choice resulted in longer travel times for those choosing to walk.
• It is observed that 36% of residents doesn’t egress as they are using their personal transport for
commuting and 49% of commuters do walk for their last mile connectivity as shown in Figure 7-42

Egress Mode
Mode No of Passenger
Cab 1%
Walk 49%
Auto 14%
Does not egress 36%
Total 100%

Figure 7-42 Mode of Transport description for Last mile connectivity

The availability of egress travel modes was restricted to auto rickshaws, cabs, and walking. This limited choice resulted
in longer travel times for those choosing to walk. It is observed that 23% of people taking 15 to 30 mins time to egress
and 25% upto 10-15 mins as shown in Figure 7-43.

Travel Time to Egress(Min)

0 36%
<5 3%
5 to 10 13%
10 to 15 25%
15 to 30 23%

Figure 7-43 Travel time analysis for Last mile connectivity

7.2.6.1 Establishment Survey (DWK SEC 21):

Establishment survey is conducted in vicinity of Dwarka sector 21 at Vardhaman market Pacific mall and some smart bazars. It is
identified from questionnaire survey that Workers are commuting from nearby surrounding areas for work with average trip length
of 5.6 KMS and Average Travel time of 27.5 mins. And majority of Trips are generating from Pochanpur, Najafgarh, Palam, Badli and
Dwarka mor. It is also observed that 26% of workers are commuting through Metro and 26% of commuters are commuting by
walking from Households followed by Bus at 13% and E- Rickshaw at 3% as shown in Table 7-18 below.
Table 7-18 Mode of transport used Est survey

Mode of
No of samples Percentile
Transport

Car 1 3%
2W 8 26%
E Rickshaw 1 3%
Auto 1 3%
Bus 4 13%
Metro 8 26%
Walk 8 26%

Existing Situation Assessment- Dwarka Sector 21

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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

Mostly the Land use at the Dwarka sector 21 was Residential and the establishment survey was taken up in
Commerial areas to catch the Businesses and workers who are commuting on daily basis and detailed
representation of land use is shown in Table 7-19 below.

Table 7-19 Economic Activity

Percentile
Type of No of
S.no Activity Shops
1 Groccery 2 23%
2 sweets 1 11%
3 pan shop 1 11%
4 medical 2 22%
Groccery + 11%
5 Fruits 1
6 Smart Bazar 1 11%
Grocerry + 11%
7 Tea 1
Table 7-20 Travel time

Travel time range Percentile

(min) Count
0-20 7 30%
20-40 6 26%
40-60 2 9%
60-80 5 22%
>80 3 13%

Majority of the travel time ranges in the range of 0-20 minutes, 30% of the persons taking travel time in the
range of 0-20 minutes. 26% of the persons taking a travel time in the range of 20-40 minutes. 22% of the
persons taking the travel time in the range of 60-80 minutes as shown in Table 7-20.

Table 7-21 Trip generation points for workers in Commercial zones

Origin Count Percentile
Badli 3 10% Origin
Dadri 1 4%
7% 3% Badli
Dwarka mor 6 21% 4% Dadri
Dwarka sec 2 7% 10%
23 Dwarka mor
14%
Dwarka Sec 3 10% 21% Dwarka sec 23
7 7%
Dwarka Sec 7
Janakpuri 2 7% 10% 7% Janakpuri
Najafgarh 3 10% 7% 10% Najafgarh
Palam 2 7%
Palam
Pochanpur 4 14%
Pochanpur
Shadipur 2 7%
Shahabad 1 3%
Existing Situation Assessment- Dwarka Sector 21
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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

Majorly the persons are originating from Dwaraka mor with an percentage of 21%, Badli is of 10%,
Janakpuri is of 7% and 14% of the persons from pochanpur as shown in Table7-21.

In conclusion , Household survey reveals that Majority of Commuters using Personal cars and Metro as
Main Transport and Mostly First mile connectivity for Public transport users was completed by Walking and
E rickshaw due to shartest distance and availability of Footpaths. Workers working in surrounding areas are
majorly from Pochanpur and surrounding sectors majorly using Metro, 2W and by walking.

7.2.7 Pickup/Drop offs and Parking Scenario

7.2.7.1 Pick-ups and Drop-offs Analysis

Pickup and drop off surveys of private and intermediate transit vehicles were carried out for morning and
evening peak periods to assess the existing situation at the Metro Station. Vehicle type for surveys has
categories in three categories as shown below Table 7-22

Table 7-22 Index for Pickup/ Dropoff

Index
Private 2W, Car
Paratransit ER, Auto, R
Rented Vehicles Rental Cab, Rental Bike

Table 7-23 Mode of Transport& Percentage share

Types of No. of Percentage
Transport passenger share
Private 100 44%
Paratransit 82 36%
Rented Vehicles 44 19%
Total 226 100%

Study Outcomes

• Currently there are no designated separate spaces are provided for private and IPTs for pick up and
drop-offs, same bays are being used as per first cum first serve basis. Share of Private vehicles
dominates with about 44% followed by IPTs 36% and rental cabs 19% as shown in Table 7-23.
• It has been observed that maximum pickups/drop-offs are occurring between 8:30AM and 9:30AM
in morning and 6:30PM to 7:30PM in evening time as shown in Figure 7-44.

Existing Situation Assessment- Dwarka Sector 21

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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

Figure 7-44 Pickup / Drop off Duration in Morning / Evening peaks

• About 85 passengers are observed at pick up/drop off areas in 76 vehicles, either departing or
arriving at metro station using pickup/drop-off area.
• Duration of pickup/drop-off is ranging from 10 seconds to 450 seconds as IPTs waits for arriving
passenger to board their vehicle in premises after dropping off.
• In future this numbers will be increased with many folds which requires designated areas for
different categories of vehicles.

7.2.7.2 On Street/Off Street Parking facilities

There are MLCP and at-grade off street parking is operational in sector 21 metro premises presented in
Figure 7-45. Unauthorized parking also observed along the service road in front of metro station.

Unauthorized Parking along Service Rd Authorized at-grade Parking

Existing Situation Assessment- Dwarka Sector 21

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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

MLCP Parking for Pacific Mall above Sector 21 Separate at-grade two-wheeler parking in metro
Metro Station premises
Figure 7-45 Existing Parking Scenario at Dwarka sec 21 Metro station
There 200 parking spaces are provided for at grade off street car parking and 500 spaces at MLCP. Also
there is at grade parking for about 1200 two-wheelers. All the parking spaces remain over occupied as
users park vehicle and travel to offices in metro. There is huge demand and supply found insufficient.

7.2.8 Multi-Modal Integration

DMRC is running E-Autos/ Rickshaws to connect the nearby inhabitants as last mile connectivity in
collaboration with private companies. It has been observed that designated bays are provided inside the
premises of metro station for pickup/drops off and also 4 E-charger and one swapping station are also
installed for recharge the batteries.

It is also observed that few IT companies have tie up with DMRC and cab-aggregators to provide last mile
connectivity. Employees from across the Delhi/Noida destined at sector-21 metro station and board these
cabs on sharing basis to reach the offices located in Gurgaon.

Park and ride facilities also considered by DMRC at metro station where at-grade car/two wheeler off-
street parkings are provided in the premises to increase the ridership of metro and it was quite visible as
most of the time parking spaces were over occupied and efforts are being made to increase the number of
parking spaces.

However two bus-stops are located along the 45m wide front road and routes are scheduled at take metro
users to various location in West Delhi and Gurgaon but accessibility of these bus stops with metro station
is hindered by raised footpath, unauthorised parking at service roads and absent of pedestrian signal time
at 3 arm-junction as shown in Figure7-46 below.

Existing Situation Assessment- Dwarka Sector 21

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 Preparation of Influence Zone Plan (IZP) for Majlis Park and Dwarka Sector-21 TOD Nodes

Designated bays for Pick-up/drop-offs and Electric Buses Stopping along the sub-arterial road in
Rickshaw in Metro Station premises front of Metro Station
Figure 7-46 Multi-Modal Integration and Lastmile connectivity

Existing Situation Assessment- Dwarka Sector 21

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Annexure 1.1: Name Change Process of Mukundpur Metro Station to Majlis Park Station