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 NRDA has constructed 75 KM of 4 lane / 6 lane city level road network and additional 60 KM of roadwork is under construction.

Transport System

The sub-regional transport system, covering NRDA area, mainly consists of the road network system. In Raipur District, apart from the two national highways, a state highway connects Raipur with Baloda Bazar. Another state highway on the southern side takes off from NH-43 at Abhanpur and connects to Rajim. From Rajim, a Major District Road (MDR) connects to Mahasamund on NH-6. The Master Plan for State Roads Development has proposed upgradation of Nawapara (on Raipur-Rajim SH) – Arang (on NH-6) road as a MDR. The Arang-Nawapara-Abhanpur road link connects NH-6 and NH-43 and will function as a bypass road for Naya Raipur. As part of sub-regional plan it is proposed to connect all the villages by an all-weather village road so that they are all connected to a higher order road either directly or through another village settlement.

9.3.3 Naya Raipur City Transport System

Intra-city transport system requires huge investment for their development, maintenance, operation and management. In terms of land use, ‘transportation’ accounts for 12.55 % (1005.77 Ha) of the gross area of Naya Raipur. Road Network

The Road Network, which is the most important component of the city transport system, integrates three conceptual forms – linear, cruciform and grid thus providing a basic skeleton around which various activities are dispersed and interlinked. Naya Raipur road network extends over a total length of 117.86
km and accounts for 843.97 ha of land.

1. Hierarchy

The envisaged hierarchy of roads, by right of way is as under (Refer map 9.2):
 City Arterial Roads (100 m/60 m)
 Intra-Sectoral Roads (24 m/18 m /12 m)

2. Road Link Identification

A unique numbering system is adopted to identify the links and nodes (intersections) of the road network system. All north-south roads are given alphabetical identification like AA, BB, CC roads, etc, starting from the west moving towards the east. All east west roads are given numbers like 11, 22, 33 etc. starting from the south and moving towards the north. With this all nodes (intersections) get an alpha-numeric identification like A1, B2, K13 etc. and the links in turn get identified by the node numbers at its ends like A1-A2, H3-H5, etc. (Refer map 9.3) for link and node identification.

3. Development Phasing

The road network is proposed to be developed in three phases as stated below:

Phase I

The phase I shall establish the basic core network thus initiating the further development. The sequence of development would be generally from the basic core towards all directions with adjustment of priority developments (Refer map 17.2).

Phase II & III

The core network shall be further extended in all directions, as per requirement to complete the network.

1. Road Cross Sections

The road cross-sections provide ways for general traffic, exclusive ways for public mass transport (bus) system, pedestrian paths and ways, cycle tracks, utility corridors and green strip. The phase I cross – section details shall be as indicated in drawing 9.1 and 9.2. The major roads shall be free of service lanes so that no abutting property/activity gets a direct access from the main road. An internal road system linked to the main roads at defined locations shall provide access to all the activities

2. Pavement

It is recommended that in the initial period, flexible pavement be constructed to allow for consolidation and settling of base. IRC Guidelines for the Design of Flexible Pavement (IRC:37-2001) and other relevant codes shall be followed. Cement concrete pavements may be constructed in the later phases
along roads that carry higher volumes of traffic.

3. Intersections

All intersections shall be designed and developed as roundabouts. The diameter of the central rotary should be more than the carriageway widths of links meeting at the intersection. The roundabouts need to be landscaped. Different thematic motifs could be adopted for the different roundabouts representing the wide variety of flora and fauna of the state of Chhattisgarh. Maintenance of roundabouts could be enabled through participation by industrial and trade houses.

4. Geometric Design of Links and Nodes

The geometric design of all links and nodes to be carried out in accordance with the manuals and guidelines and in conformity with standards and specifications prescribed by the authorities and professional bodies like MoUD / MoRTH, GoI, Indian Roads Congress, Institute of Town Planners (India), Institute of Urban Transport (India), Bureau of Indian Standards.

5. Utility Lines

All utility lines (electricity, telephone, cable, water supply, sewerage, drainage, etc.) shall be laid below ground level. Ducts shall be provided along and across the roads to lay the utility lines. Major trunk (water/sewerage) lines are to be laid along the utility corridor.

6. Street Lighting

Street lighting needs to be of high quality. The light poles and other fixtures need to be aesthetically designed. Sodium vapour lights along city network system shall be provided. High intensity, high mast lights to be installed at intersections, bus stops and major pedestrian movement areas. The specifications
and guidelines prescribed by the Bureau of Indian Standards and/or other relevant Professional Institute to be followed.





7. Drainage

Road drainage needs to be given close attention to enable quick runoff of surface water and prevent water logging. The road level shall be kept at least 0.5 to 1.0 m above the observed high flood level (HFL) at any location. The road drainage system of Naya Raipur needs shall be planned and designed as an integral part of the road network system planning and design. The Guidelines on Urban Drainage, IRC: SP-50 shall be followed.

8. Fencing

To prevent unauthorized ribbon development along and control access to the city peripheral roads, it is recommended that fencing along the outer edge of the road right of way may be carried out. Also, the design of longitudinal drain along the edge of the roads may be availed to act as a barrier for such development/access.

9. Traffic Signs and Lane Markings

Traffic signs of different types, as prescribed in IRC: 67-2001 to be installed along the road network. Overhead gantry signs to be provided at suitable locations to guide traffic. Lane markings along the roads, at intersections and at all pedestrian crossings to be provided as per specifications and guidelines in IRC: 35-1997.

10. Pedestrian Paths

Pedestrians shall be given priority attention in detailing the transport system. The components include:
 Footpaths
 Pedestrian ways and corridor
 Pedestrian plazas
 Other facilities


Well-lit and smooth surfaced footpaths, of minimum 2.0 m width, on both sides of all roads shall be provided for. Interlocking tiles provide opportunity to create interesting and attractive designs.

Pedestrian ways

Pedestrian ways are proposed along the ‘Green strip cum Utility corridor’ along the right of way of the major roads (100 m/60m). This shall be incorporated as part of the proposed landscape plan of the green strip.

Pedestrian Corridor

A major ‘Pedestrian Corridor’ has been proposed from the southern end to the northern end along the‘Public facilities cum Green Corridor’ (Refer map 9.4). This corridor passes through the central park, the cultural complex and the CBD. It needs to be sensitively designed to make it attractive and safe. Its width may vary from 3m – 5 m and could be combined with cycle tracks. The proposed pedestrian corridor primarily runs along the green strips. However it needs to cross the major roads at a few locations. In the initial phases these crossings could be at grade with clear markings, adequate signage and good lighting. However in the long run, they need to be grade separated with convenience accorded to the pedestrians.



The detailed layout of residential sectors, envisages the concept of axial green strips, interlinking with the green strips of adjoining sectors that result in a large number of continuous green paths along the length and breadth of Naya Raipur. Pedestrian paths shall be included as a part of the landscape plan for
these green strips

Pedestrian Plazas

In the preparation of detail plans of activity areas like CBD, Govt office Complex, Institutional areas, etc, pedestrian plazas shall be incorporated as part of the integrated design.

11. Cycle Tracks

Cycle Tracks, of minimum 3 m width, are to be included as part of the integrated design of the green and pedestrian corridors and ways.

12. Hoardings

Hoardings along the roads, which distract the attention of drivers and degrade the aesthetic quality, shall be strictly prohibited. At certain locations specially designed wall spaces may be provided for advertisement/information. Bus shelters shall be designed to provide for controlled advertisement space.

13. Public Conveniences and Dhalaos

Public conveniences and Dhalaos are provided generally in the ROW of roads. Apart from the need for good design and proper maintenance, they can also be major source of income generation by providing space for commercial advertisement. They shall be so located as to ensure that they do not adversely affect the geometrics of road system in terms of sight distance, obstruction, etc.

9.4 Public Mass Transport System

The economy of Naya Raipur is envisaged to be high. Proportion of middle and high income groups is expected to be higher than those observed in other cities. Hence motor vehicle ownership by households is estimated to be high, possibly nearer to 2 per household in the long range. The road network system is
planned and designed to enable efficient and safe movement of motorized traffic. However it is prudent to minimize usage of personalized modes, particularly for mandatory trips like work and education, by providing a highly attractive, convenient and efficient public mass transport system. The linear form of the city is conducive to public mass transport (LRTS). The grid iron form provides flexibility in provision of services (Buses & ITPs). It is important that a high quality public mass transport service, be operated from the earlier stages in order to mould the travel behaviour of the residents of Naya Raipur in favour of public transport.
The public mass transport of Naya Raipur would include:
A. Bus system (common carrier)
B. IPT modes and
C. Rail based LRT System

A. The Bus System

The bus system is the most important component of the proposed inter-modal city public transport system. In order to provide a high frequency service operation, the use of mini buses is recommended. The average load factor shall be limited to 0.7 by operating more buses for a high degree of comfort. CNG based or preferably, battery operated buses are recommended in order to maintain the environmental quality of the city.

1. Bus Depots

A requirement of 160 to 180 buses is estimated for the new city. Two depots, each of 2.5 Ha, are proposed in the service industry area.

2. Bus Terminals

Bus terminals are important to facilitate convenient interchange amongst modes and passengers. They are also prominent elements of the urbanscape providing orientation and identity. They need to be designed sensitively and managed efficiently.

i. Inter-City Bus Terminal

An inter-city bus terminal is proposed at the ‘Transport Hub’ area, on the northern side that helps integrate the rail station, intra-city bus terminal and IPT modes. An extent of 2 Ha for the terminal has been reserved for the same.

ii. Intra-city Bus Terminals

A total number of 5 nodal intra-city bus terminals have been proposed at the following locations –
1. Transport Hub in the north
2. Railway Station/University Area in
the south
3. CBD (Central node)
4. Software Technology
Park/Exhibition Grounds in the west
5. Government offices area in the east

An area of 1 Ha has been reserved for intra-city bus terminals at each of these locations. The north, central and south nodal terminals shall be integrated with the proposed LRT system. These nodal terminals shall be planned and developed as multi-use complexes and their development and management shall be entrusted to the private sector, through BOT route, under the PPP model.


iii. Sub-Terminals

In all activity areas, the Local Area Plans (LAPs) shall make suitable provision for terminal facilities for the buses serving these areas.

3. Bus Routes

The flexible road network provides a variety of options for planning the bus route system. The nodes and residential as well as other activity areas shall have a ‘hub and spoke’ relationship where the nodes provide the direct services and the other activity areas provide subsidiary services to each other. The grid network enables planning of route services on random transfer basis.

4. Bus Ways

Exclusive bus ways shall be developed in a phased manner along the major road corridors (100m/60mrow).

5. Bus Stops

Bus stops need to be located providing easy access to a maximum number of people and activities. Bus stops along the proposed LRTS corridor to be located such that they integrate with the future LRTS stations.

6. Bus Recess/Bays

During the early phases when buses operate in mixed traffic, bus recess/bays shall be provided as per
standard design.

7. Bus Shelters

Bus Shelters are important to provide convenience and shelter to bus passengers. They are also conspicuous elements in the streetscape and need to be designed and maintained well. The bus shelter designs need to be modern and also to incorporate the cultural themes and motifs of Chhattisgarh. Bus stops also need to include other facilities like telephone booth, drinking water, etc. Bus stops could be a source of resource generation to the operating system by incorporating space for commercial advertisement. With a common design, they may also be constructed and maintained by private parties under concession.

B. Intermediate Public Transport

Intermediate Public Transport modes are an important component of an urban public transport system. They bring in private sector initiative, investments and management with least cost to the public exchequer. In a city like Naya Raipur a large number of floating population for business and other purpose is expected. It is prudent to facilitate entry and operation of a good, technologically modern, energy efficient and environment friendly mode(s) to provide the much needed service. To facilitate the service, physical space for parking and other needs of the operators are to be provided as part of the Local Area Plans.

C. Rail Transit System,/

A rail based urban transit system, to be part of the Public Mass Transport System of Naya Raipur, has been proposed. It runs along the central axial corridor between the two inter-city rail station complexes (Refer map 9.5). The alignment interlinks a large number of activity areas with the residential areas. The system could be Light Rail Transit (LRTS) or mono-rail, to be selected based on detailed studies. The corridor length is about 15.5 km and shall have 12 intermediate stations. The system is proposed to run on elevated way. It will run underground for a short stretch to cross the City Park and 100 m east west central vista road. The rail based system plays an important role in enhancing the image of the city and providing high degree of accessibility and high quality service to the people. It would also help in promoting safety and enhancing environment quality of the city. The system could be made financially viable through a well designed public private partnership package. The city should raise the capital cost through a charge on land/floor space development. The
system would enhance the realty values and measures for value capture to be set in from the start itself. Given careful planning, design and operation with financial prudence and sound management, the urban rail based public mass transport systems could be viable. Naya Raipur is expected to be a technologically modern, world-class city. It is important that the public mass transport of the city is modern, efficient and attractive.

D. Parking

Demand for parking of private, public and commercial modes will be high in Naya Raipur and adequate provision shall be made to cater to the parking needs. A comprehensive Parking Policy needs to be formulated to address this demand. The components would include:
 Parking norms
 Space standards
 Pricing
 Institutional arrangements
Parking Norms and Space Standards
Please refer section


A policy of pricing all parking areas anywhere in the town needs to be adopted from the very beginning. Differential pricing, by use area and by hour of day, needs to be included. The objective of pricing is to regulate demand. However this policy needs to be supplemented by a good public transport service.

Municipalisation of Parking Areas

The concept of municipalisation of parking areas needs to be adopted. In CBD and other commercial areas major part of parking should be under public control and management. Compounding fee, in lieu of parking space, to be charged and public off street parking space developed out of the income generated.

Institutional Arrangements

An institutional arrangement needs to be established for the Management (Operation and maintenance) of parking spaces. It could be either a departmental unit, a special parking agency or outsourced to a private agency.

General Parking Areas

Generation of parking spaces in individual building units through building bylaws needs to be supplemented extensively by generation of public parking spaces in development areas. Special provisions shall be incorporated in the zoning regulations to mandate generation of parking areas as part of Area Development Plans. Area and use based norms to be framed in addition to floor space based norms. Parking solutions shall be more land area based rather than building space based.

Equitable access to all

The transport system plan aspires to provide equal and safe mobility to all. Hence, in accordance with this goal, the design of all roads and transport facilities shall be non-discriminative with respect to physically challenged persons. They shall be in accordance with “The Persons with Disabilities (Equal Opportunities, Protection of Rights and Full Participation) Act, 1995 (No 1 of 1996)”, rules framed there under and other acts, rules and guidelines as relevant.

9.5 Phasing and Cost Estimation

9.5.1 Phasing of Transport System Development

Naya Raipur city transport system is proposed to be developed in three phases as under:
Phase I : 2006 – 2011
Phase II : 2011 – 2021
Phase III : 2021 – 2031
The phase wise development of the transport system is proposed as under:



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