to the seminar on “urban transportation planning

COMPREHENSIVE TRANSPORTATION STUDY FOR HYDERABAD METROPOLITAN AREA

www.ctshma2011.com

WELCOME

To The SEMINAR ON URBAN TRANSPORTATION PLANNING:

PROBLEMS AND PROSPECTS

INAUGURAL SESSION

Welcome Address : Mr. Rajeshwar Tiwari, IAS.,

Metropolitan Commissioner, HMDA

Key Note Address : Mr. John Long

LEA International Ltd.

Inaugural Address : Mr. Busi Sam Bob, IAS.,

Principal Secretary, MA&UD

Vote of Thanks : Mr. Dave Saunders

CEO, LEA Group

GLIMPSES OF THE SEMINAR

LIGHTING OF LAMP AT INAUGURAL SESSION INAUGURAL SESSION IN PROGRESS

MR. BUSI SAM BOB, IAS., PRINCIPAL SECRETARY, MA&UD ADDRESSING THE PARTICIPANTS

A SECTION OF THE PARTICIPANTS AT SEMINAR

SEMINAR ON

URBAN TRANSPORTATION PLANNING: PROBLEMS AND PROSPECTS

Inaugural Address by Mr. Rajeshwar Tiwari, IAS, Metropolitan Commissioner, HMDA

Good Morning, Ladies and Gentlemen,

At the outset I welcome you to the Seminar on Urban Transportation Planning: Problems and

Prospects being organized by HMDA and LASA. I thank the organisers for giving me the

opportunity to inaugurate this Seminar. We are very happy to have with us Prof. Raghava Chari,

who is known to everybody as an expert in Transportation Planning, Mr. John Long from LEA

International Ltd. and Mr. Dave Saunders, CEO of LEA International Ltd. We also have many

officers from different organization like GHMC, APSRTC, Traffic Police, Hyderabad and

Cyberabad. There are also many professionals from the academia and consultants, DTCP, PWD

(R&B) etc. attending the Seminar.

Hyderabad city is now a megalopolis that has grown from a town. The cities in India are growing

at a rapid rate and Hyderabad is no exception to this. Hyderabad has grown tremendously in the

last 20-30 years. The population of Hyderabad Metropolitan Area (HMA) has grown from 58

lakhs in 1990 to 97 lakhs in 2011. The growth of any city is always accomplished with the growth

in economic activities propelling the growth in travel. The growing cities expand in space

generating long distance travel requiring faster modes of transport to meet the growing needs of

travel by the residents. Unfortunately the developments in Urban Transport Systems in our cities

have not kept pace with the growth of the city population and space and the concomitant travel

demand. As the cities grow the distances of travel by the residents also grow and in the absence

of appropriate and efficient mass transport systems the use of private, individual modes of

transport grow. In the absence of adequate transport infrastructure, specially roads and their

hierarchy the problems like congestion, accidents, air pollution are common and they get

intensified in the core areas of the city.

For example, when we were students in the college, people who visited cities like Calcutta used

to tell their travelling experiences of spending hours to travel short distances like 5 to 6

kilometres in traffic jams. Hyderabad is no exception to this. Today people in Hyderabad have to

spend more than two hours to travel over distances of 20-30 kilometres during most part of the

day. Keeping this in mind we in HMDA thought about assessing the transportation needs of

Hyderabad Metropolitan Area comprehensively and evolve strategies of developing transport

systems in short, medium and long term perspectives with scientific background. Following this,

HMDA with the approval of the Unified Metropolitan Transport Authority (UMTA), Government of

Andhra Pradesh and in consultation and support from other sister departments and organisation

like GHMC, APSRTC, HMR and Traffic Police (Hyderabad and Cyberabad); and many experts in

this field of transportation planning, who are present here today in large numbers, have taken up

the task of getting Comprehensive Transportation Studies (CTS) conducted by internationally

reputed consultants. To this effort even Government of India through the Ministry of Urban

Development (MoUD) is extending part funding and technical advice. The CTS has been initiated

in March 2011, some eleven months ago, by engaging LEA Associates South Asia Pvt. Ltd.

(LASA) and LEA International Ltd., Canada through proper international competitive bidding

process. We are happy that they have good expertise and up-to-date knowledge in the field. So

far the study has been carried out in the right direction and is being monitored by a Technical

Advisory Committee consisting of senior officers from HMDA, APSRTC, GHMC, HMR, Traffic

Police and Technical experts in the field of transportation planning from the country.

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Basic aim of the study is to identify and promote:

Desired pattern of land use development in HMA;

Mobility, safety and sustainability of transport system in Hyderabad; and

Access to opportunities and reduce adverse environmental impacts in HMA.

I would like to share some of my experiences while I was chairman of the APPCB earlier.

Transport sector is found to be the major contributor to the air pollution in the city. With proper

planning and management of transport systems air pollutions can be minimized. Further with

promoting the use and availability of mass transport systems and high speed transit systems the

air pollution can be controlled to a great extent.

The intent of this Seminar is basically to make it known, to all those concerned with transport

systems planning, management, operation, and regulation, as to what is going on in the CTS and

provide an insight into the happenings in the Urban Transportation Planning field in India as well

as across the world and as to how these problems are being addressed. We have experts from

LEA International, other experts and organizations with vast amount of experience and

knowledge to present their experiences and discuss in the Seminar and give proper directions to

the ongoing CTS of HMA. It is said that development generates demand for transport and the

transport supply to meet the demand encourages further development causing further

consequent demand for transport systems. From the presentation we would come to know how

this vicious circle is being tackled by various cities in different parts of the world. The CTS is

expected to address all these problems.

One of the many challenges in the task of preparing transportation strategies for short, medium

and long term perspectives is the assessment of economic and social changes that are likely to

take place in the respective periods for which the transport system plans are to be evolved and

designed. So we have to project the growth scenario of HMA in the next 30 years at the intervals

of 10 years (i.e. 10, 20, 30 years from now). This is one of the major issues to be addressed by

the experts and consultants. Apart from this it will also be prudent to assess in which sectors of

urban economy the growth in going to take place and in which part of the HMA this growth is

going to occur. This is essential, because the transportation systems will have to be planned

based on the intensity and spatial distribution of the travel demand. For example we are now

seeing certain corridors like Tarnaka to Hitech City, Mehdipatnam to Gachibowli, Kukatpally to

Koti, LB Nagar to Koti are highly congested. In future such corridors are needed to be identified

and adequate spaces to incorporate the appropriate transport system in such corridors are to be

allocated in planning the physical developments.

It is not just enough to prepare transportation plans through systematic and thoughtful studies.

The implementation of these plans can happen only when resources/finances are made

available. The CTS is also going to address this issue of generating resources and this aspect

will also be introduced in this Seminar for pondering over the possible ways of creating the fund

for implementation of the proposed plans. For proper implementation of these plans we also

need to have proper institutional framework and set-ups to perform this task. This aspect will also

be addressed in this Seminar.

These aspects will be discussed through experiences of the recently completed CTS for Mumbai

Metropolitan Region in Maharashtra. This is slated for presentation in the technical session of the

Seminar. We can draw upon the experiences of MMRDA as they are currently implementing the

plans developed before us through CTS for MMR.

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We have the presence of very experienced experts like Mr. John Long, Mr. Dave Saunders, Mr.

Andrew Brown, Mr. P.R.K. Murthy and others to speak from their experiences. I happened to get

the exposure to the plans of Toronto Transportation Systems in Canada during our visit to that

country. It gives us good feeling and chance to visualise similar systems to our HMA also. The

magnitude of problems is much bigger for Hyderabad as the city has grown very big and we are

trying to plan after its growth whereas in most of the foreign cities the transportation plans and

the developments are taken up simultaneously and are done together. So we may have the

limitation, but within the limitations we must do the best and this Seminar can provide an insight

into these aspects.

I am very happy that a large number of participants have turned up from various local bodies to

discuss these issues connected with the study. Our principal Secretary, Mr. Sam Bob was to

come here but due to unexpected high level meeting in the State Assembly he could not come.

He has conveyed his support to this Seminar as well as this study. We hope to discuss the

issues and bring out recommendations that can help in the conduct of the ongoing CTS for HMA.

Thank you once again for giving me the opportunity.

SEMINAR ON


Address by Mr. B. Sam Bob, IAS, Principal Secretary, MA&UD, Government of Andhra Pradesh

Good Evening to Everybody.

Firstly I would like to thank the organisers for giving me the opportunity to share a few of my

thoughts with all of you. I was to be here with you in the morning but due to other important

legislative committee meeting I could not be present. I am sorry for this. I am not an expert in the

field of Traffic Planning, but I have come here to know about the things happenings in the

Seminar. Urban traffic, particularly in Hyderabad, is the subject of complaint for everybody,

including myself. Whenever we have to go to some meetings we have to estimate the time, it

takes to travel and reach that place. It has become very uncertain to realistically estimate the

travel time in Hyderabad. It takes anywhere between 30 to 60 minutes. So every day we have

tensions of reaching to the meetings in time. This is the case with people like me who has the car

available to travel. One can imagine the fate of common man who has to either engage auto-

rickshaw or take a bus to reach the places to fulfill the commitments.

We have widened the roads and built many flyovers even then we are finding congestion in

major part of the road network. The expansion of traffic is such that it looks traffic increased

suddenly. I wonder whether this problem is because of wrong planning or something else, I really

do not know. Mr. John Long and his team are here. They have given some ideas to ease the

problems in short term. They are also going to suggest the transport systems required for

Hyderabad Metropolitan Area in long term. At state level we have the agencies concerned with

traffic management, traffic planning and infrastructure development meeting periodically, once in

three months to discuss about traffic problems and decide on the actions to be taken. In spite of

this the desired results are not achieved. This is because implementation of these actions is

linked to finances. Government has limited finances and finance has to be generated through

appropriate taxes. Unfortunately when we propose to increase or raise new tax to fund the

projects there will be an uproar in the public.

We have to remember, all of you are educated and enlightened people and there is no need to

tell you, that we cannot have good service unless we pay adequately for the services we are

expecting to receive. Local bodies in the cities have no resources to provide the transport

infrastructure. Therefore the residents of Hyderabad city should come forward to bear the cost of

these services and infrastructure. When we visited Canada, last year we were told that they have

well laid system of investments planning for urban transport systems. While in Seattle, I learnt

that for any major improvements like widening of existing roads or construction of new roads or

construction of flyovers referendum is sought from the residents for their implementation and

their contribution of fund towards their construction. Once the residents agree to the proposals

the fund is gathered through either from their salaries or through special taxes. Thus the

residents can demand and decide on the services they need for their convenience and better

standard of living.

In our country, we expect everything from the State Government or local bodies and keep

criticizing them for things that cannot happen. This is a common problem in all city municipalities

of our country. We have people obtaining permission to construct only one floor of residence and

SEMINAR ON


construct multistoried building and evade property tax. This is a situation where more demand is

generated for services and less payment is made to the agency expected to provide the services.

If every citizen is conscious of what he is demanding and pay for his demands we can also solve

most of our transport problems in our cities and ensure better living standards to our urban

residents.

Hyderabad has grown rapidly in the last 10 - 15 years and the impact is seen and felt all over the

area. In early nineties Kavuri Hill, where we are now, was a barren jungle and today it is an urban

jungle. To ensure better standards of urban living it is necessary to plan the developments

systematically along with transportation system plans. All of you attending this Seminar may

contribute by sharing your experiences and ideas. I am told that the proposed plans of

consultants are available on website and kept in public domain to be accessible to all of you. The

plans can be modified to improve them further through your ideas and contributions. Therefore I

request all you to help in bringing out better valued plans.

The work relating to Hyderabad Metro is going to start in some areas soon. For this, cooperation

of all sections of the residents is essential. Without cooperation of the public it is very difficult to

implement this project. Certainly Metro system will provide lot of relief to road traffic congestion.

During the course of construction and operation of Metro system, traffic on the roads has to be

managed by widening the roads, improving the junctions, acquiring properties along the Metro

corridors. I am not standing here to suggest what to do and what not to do to manage the traffic

and find solutions to transport problems in Hyderabad. I am only sharing my anxiety as the

increased travel times are eating into our productive working hours.

I am sure all of you who are here from the morning must have discussed many of these issues.

We have officers from Traffic Police, GHMC, APSRTC, Metro Rail, HMDA, who keep meeting

almost every fortnight for discussing the problems related to traffic management with regards to

Metro Rail Project. There are avoidable impediments like small religious structures, statues and

people are touchy about these impediment. It is now the time to think and find alternatives to

these problems as they are coming in the way of larger sections of the people and causing huge

losses in terms of productive hours of the people. Somebody mentioned that the thinking of the

people is tending to change with regard statues. If it is so it is a good sign and it should also

come the same way in respect of religious structures so that they can be improved.

I am told all of you are here since morning and discussing the issues. This really encourages us

to do better and more.

I thank you all for patiently listening to me.

SEMINAR ON


Opening Remarks by Prof. S. Raghava Chari

Good Morning to all of you,

Very distinguished people on the dais as well as in the auditorium! The major qualification I have,

perhaps, is that I am born and brought up in Hyderabad, played and travelled in the streets of

Hyderabad city for over seventy years. This is a great experience in my life.

Well, I have seen the city in pre-independence and post-independence days and experienced the

traffic problems. My school was in Mojamjahi Market area and I used to either travel by cycle

rickshaw or cycled by my uncles on bicycles. In those days that was the best form of available

transport. The situation has changed over the period. The city grew initially along the two national

highways connecting Hyderabad with Bangalore and Nagpur and Mumbai and Vijayawada. The

junction of the two highways was the growth center of Hyderabad city. North of the junction was

new development and south of the junction was the original old city. Gradually the population

expanded along with the area and traffic problems surfaced and grew with time. I can recall the

Public Gardens is not the same what it is now. It was very narrow area. Chaderghat was not

accessible and occupied by many vendors in those days. Lakdi-ka-pool was totally different. It

was just a two lane bridge. As the traffic grew Government started thinking to do something

about the traffic. Traffic consisted of mostly bicycles and cycle-rickshaws and some motor-cycles.

In those days Hyderabad was known to be the second largest cycle populated city in world and

this was the distinction it had. I remember to have purchased a cycle at Rs. 200 when the

salaries were Rs. 100 a month. That used to be the cost of a cycle. Once the Scooters like

Vespa, Lambretta and car like Ambassador and Fiat came into the market, motor vehicle

ownership started growing and the traffic problems also become complex and intense.

The first consultancy study was undertaken by Central Road Research Institute wherein Dr. N. S.

Srinivasan, the first Traffic Engineer of the country, advised on improvements to some of the

intersections. But, not much happened. CRRI report also advised the need for setting up a Traffic

and Transportation cell to look after the citys traffic problems. That is how a traffic cell with a

Traffic Engineer was set-up in Hyderabad Urban Development Authority (HUDA). Mr. I. Rama

Chandra Reddy, who was Principal and Director of Chaitanya Bharathi Institute of Technology

CBIT), was the first one to occupy that post. It takes time to recollect the other names who joined

the traffic cell. Mr. Reddy is the one who identified the need for a Comprehensive Study of Traffic

Problems of HUDA as he felt that not much can be achieved through piece meal approach. That

is how the Regional Engineering College, Warangal (RECW) came in to conduct the Hyderabad

Area Transportation Study (HATS) in 1978. HUDA was committed to implement the

recommendations of the study. A detailed report was submitted later. But during the project

period RECW used to submit their recommendations and HUDA was getting them implemented.

The importance of the Traffic Engineering Cell increased and as many as 120 intersections were

designed and traffic management plans were prepared and put on ground. The traffic cell was

headed subsequently by Mr. Y. Srihari and Mr. K. Pitchi Reddy. Mr. Srihari became Engineer-in-

Chief of PWD (R&B) and retired while Mr. Pitchi Reddy also retired as Chief Engineer and today

he is present amongst us. The beauty was that the recommendations were implemented and

Vice-Chairman could manage to get the projects funded from the State Government. All the

youngsters at that time, like Mr. Pitchi Reddy, Mr. P.R.K. Murthy, Mr. Sharma and many others,

SEMINAR ON


whose names I cannot recall now contributed in their implementation. Mr. Murthy, who is here

amongst us, today is heading the Transportation and Communication Cell of Mumbai

Metropolitan Region Development Authority (MMRDA); he was responsible for implementing

Traffic Management Plan of Charminar Area. Charminar Area was very narrow and not like what

it is today. I am very proud of all these boys who happened to be my students. They did not ask

for any comforts and extra facilities but worked because they had feeling for the travelling public.

I salute all of them. After that many studies with specific objectives were conducted and this CTS

for HMA is the major one like HATS after so many years, more than 30 years. Traffic problems of

Hyderabad are well known to everyone. Mobility in impaired, access to communities has become

difficult, parking problems have multiplied and safety and environmental conditions have

deteriorated, convenience and comfort are nowhere in sight.

Today Government of India has been encouraging city administrations and state governments to

prepare Comprehensive Transportation Plans for their cities. Ministry of Urban Development has

evolved guidelines and suggests to integrate plans of land use and transportation. It is very nice

to talk about this, but in practice it becomes difficult to accomplish. This is because there are

many issues that come in its implementation. One is institutional set-up is not existing to

undertake and pursue this responsibility and the second is the non-availability of funds for Urban

Traffic Management and Traffic Infrastructure Development. Some of the cities like Delhi,

Mumbai, Bangalore, Calcutta in India, have exclusive budget for tackling the needs of Urban

Traffic and Transportation. But Hyderabad is yet to follow them. Budget for roads is other than

what I am talking about. When I say Traffic Infrastructure, I am meaning the Traffic Control and

Management devices like signals, signs, Area Traffic Control Systems, traffic markings, junction

improvements, etc.

LEA Associates South Asia Pvt. Ltd., Present Consultants have prepared Immediate Action

Plans that cover Junction Improvements, Traffic Management Plan, Parking Management Plans,

Corridor Improvements Plan etc. They have, to their credit the MMR CTS, whose

recommendations are currently under implementation. I can see that they have displayed the

reports and drawings which they have prepared. It is now for the stake holders present here to

put them on ground and derive the benefits for the residents of Hyderabad Metropolitan Area.

Thank you for the opportunity given to me and I wish wonderful improved travel experience for

Hyderabad residents.

KEY NOTE ADDRESS

HYDERABAD METROPOLTIAN DEVELOPMENT AUTHORITY

Comprehensive Transportation Study

Seminar on

Urban Transportation Planning

Problems & Prospects

7th February 2012

HYDERABAD METROPOLITAN AREA

Covers 7,100 sq km.

2nd largest urban

development area

in India

*Hyderabad Urban Development Authority (HUDA)- Established in 1975

*Transformed into Hyderabad Metropolitan Development Authority (HMDA ) in August 2008 to address the growing

needs of a Global City

*Primary Functions *Preparation of Master Plans, Development Plans *Facilitate balanced development of infrastructure *Undertake various trunk infrastructure projects *Coordinate with all line agencies concerned with urban infrastructure

services and development

*Regulate and control developments through statutory plans and other measures

The Present activities of HMDA

*Preparation of Master plan for the core area of the city (erstwhile MCH area)

*Preparation of Master Plan for the Extended area of HMDA (HMDA HUDA)

*Preparation of Green Building Guidelines *Outer Ring Road Project *Hyderabad Growth Corridor *Radial Roads Project *Hussain Sagar Lake Improvement Project *Integrated Townships *Comprehensive Transportation Study for HMA

*To Promote Desired Land Use Pattern in Hyderabad Metropolitan Area (HMA)

*To Improve Mobility, Safety, and Sustainability of Transport System in HMA

*To Increase Access to Opportunities and Reduce Adverse Environmental Impacts in HMA

Key Aims of CTS

Scope of Services Following completion of the Project Inception Report and reflecting the

TOR and agreed objectives the study was divided into the following

seven major activities:

Activity 1: Inception Report

Activity 2: Development of Immediate Action Plan (IAP)

Activity 3: Base Line Data - Collect and Update Household, Land

Use and Transport System Data

Activity 4: Development and Operation of an Urban Transport)

Planning (UTP Model)

Activity 5: The Long-Term Transport Strategy for HMA

Activity 6: Identify a Medium and Short-Term Investment

Programme

Activity 7: Skill and Knowledge Transfer

Activity 8: Assist HMDA in Public Consultation Process

Study divided into eight major activities, 62 tasks and various

sub-tasks

Activity Schedule

Immediate Action Plan

Dr. T.S.Reddy

Technical Session II

Activity 2

Objectives of the Study

Plan and conduct necessary technical studies to:

Identify and quantify the socio-economic characteristics of the

HMA and compare with earlier studies.

Determine present detailed travel characteristics of the HMA

and document changes that have occurred over the last 20

years.

Develop a Urban Transport Planning (UTP) forecasting model

using the state-of-the art techniques that is able to simulate

existing urban travel and is readily adaptable to analyse

different urban growth patterns and related transport system

options over the next 30 years.


In conjunction with client develop incremental and alternative

urban and economic growth strategies that are possible over

the next 30 years recognizing the constraints of forecasting

human behavior and economic conditions over the long term.

Review and assess the earlier transport strategies and identify

the benefits and impacts of alternative proposed

comprehensive transport strategies and plans for HMA up to

2042.

Evaluate resiliency of short, medium and long term transport

strategies to accommodate several possible and different

longer term development futures


Identify, evaluate and present alternative resource mobilization

options and related affordable and viable investment policies

to implement transport strategies up to 2042.

Assess Transit Oriented Developmental (TOD) issues and

policies and the integration of all modes of public transport in

HMA.

Assist in strengthening transport planning skills and transfer

all data, planning models/tools and knowledge obtained

through the study to HMDA, GHMC, HMRL, APSRTC, Traffic

Police and other stakeholders.

Formulate action plan for improving Service Level Bench

Marks (SLBs) to monitor the prudent achievement of the

transport strategies.

Major Surveys

35,000 Households to be Surveyed

130,000 Persons Interviewed

Details of 250,000 individual trips documented

Plus data on places of work and school, shopping, incomes,

frequency/cost of travel etc

Household Travel Origin-Destination Survey covering all of HMA

Traffic Volume and Roadside Origin/Destination Surveys

43,000 Drivers interviewed

entering/leaving HMA

30 Traffic counts were undertaken

throughout the Metropolitan Area

Activity 3 Base Line Data

Examples of Major Surveys

*Airport Terminal Survey

*Suburban Rail Passenger Survey

*Goods Focal Point/Goods Movement Survey

*Parking Surveys

Passengers interviews in departure areas

On board counts and train alighting counts to establish line

volumes, passenger crowding levels and station use


Other Surveys

Traffic volume count survey at, Mid blocks and Terminals

Traffic volume count survey at intersection/junction,

Occupancy survey - for passenger vehicles along screen

lines

Bus passenger survey interview of passenger at bus stop

and or on-board

Bus passenger survey On-Board boarding/alighting


Road network inventory survey for identifying the major road network.

Speed and delay survey by moving observer method

IPT survey (for Taxi and Auto rickshaw) interview of passengers

IPT survey (for Taxi and Auto rickshaw) Vehicle/Operational characteristics of IPT modes

Work place/Work zone survey.

Goods transport operators survey interviews of drivers/owners

Parking survey separate format for On-street and Off-street parking

Other Surveys Activity 3

Base Line Data

New Annual 2-W & Car Registrations

Hyderabad & Rangareddy Districts 2000-2011

0

50,000

100,000

150,000

200,000

250,000

2000 2002 2004 2006 2008 2010

Car

2-W


* Accumulative 2-W & Car Registrations Hyderabad & Rangareddy Districts 1999-2011

0

500,000

1,000,000

1,500,000

2,000,000

2,500,000

up to

1999

2001 2003 2005 2007 2009 2011

2-W

Cars

Between 2003-11 potential growth

2-W 225%

Cars 275%

Note:

The figures plotted do not take into account

vehicles taken off the road over this period


New Annual Auto R. Registrations


0

2,000

4,000

6,000

8,000

10,000

12,000

2000 2002 2004 2006 2008 2010

Auto


* Accumulative Auto R. Registrations Hyderabad & Rangareddy Districts 1999-2011

0

10,000

20,000

30,000

40,000

50,000

60,000

70,000

80,000

90,000

100,000

up to

1999

2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011


175%

Note:




New Annual Goods Vehicle Registrations


0

2,000

4,000

6,000

8,000

10,000

12,000

14,000

16,000

2000 2002 2004 2006 2008 2010


* Accumulative Goods Vehicle Registrations Hyderabad & Rangareddy Districts 1999-2011

0

20,000

40,000

60,000

80,000

100,000

120,000

140,000

160,000

up to

1999

2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011


200%

Note:




* Accumulative Vehicle Registrations Hyderabad & Rangareddy Districts 1999-2011

0

500,000

1,000,000

1,500,000

2,000,000

2,500,000

up to

1999

2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011

Note:



2-W 350%

Cars 450%

Autos 800%

Goods 280%

Potential growths -1999 to 2011 shown make an

allowance for vehicles taken off the road


Hourly variation for Two Wheelers

2012

1999

Cumulative Growth Rate - 275% (8.1% per annum)

Hourly variation for Car/Jeep

Cumulative Growth Rate - 242% (7.0 % per annum)

2012

1999

Hourly variation for Auto Rickshaws


1999

2012

Hourly variation for Goods Vehicles


2012

1999

Hourly variation for Total Vehicles

Cumulative Growth Rate - 239% (6.9% per annum)

2012

1999

2003 Average Travel Distance

by Mode

0

2

4

6

8

10

12

Two Wheeler Car Auto/Taxi Transit


2003 Daily Passenger Klm.

by Mode

0

5,000,000

10,000,000

15,000,000

20,000,000

25,000,000

30,000,000

35,000,000

Two Wheeler Car Auto/Taxi Transit

58.6%

2.7% 6.9%

31.8%


*

0

500,000

1,000,000

1,500,000

2,000,000

2,500,000

3,000,000

3,500,000

2003-04 2004-05 2005-06 2006-07 2007-08 2008-09 2009-10 2010-11


*

0

500

1,000

1,500

2,000

2,500

3,000

3,500

4,000

2003-04 2004-05 2005-06 2006-07 2007-08 2008-09 2009-10 2010-11


*

0

200

400

600

800

1000

1200

2003-04 2004-05 2005-06 2006-07 2007-08 2008-09 2009-10 2010-11


*

0

10,000

20,000

30,000

40,000

50,000

60,000

70,000

2003-04 2004-05 2005-06 2006-07 2007-08 2008-09 2009-10 2010-11


*

0

2

4

6

8

10

12

14

16

18

20

2003-04 2004-05 2005-06 2006-07 2007-08 2008-09 2009-10 2010-11


*

0

1

2

3

4

5

6

7

2003-04 2004-05 2005-06 2006-07 2007-08 2008-09 2009-10 2010-11


Two

wheeler,

8%

Car, 3%

Auto/Taxi,

7%

Transit,

82%

Mumbai Two wheeler,

33%

Car, 7%

Auto/Taxi,

13%

Transit,

47%

Banglore

Two

wheeler,

57%

Car, 3%

Auto/Taxi,

11%

Transit,

28%

`

Hyderabad

2005 2007

2003 Activity 3

Base Line Data

Scope of Services Following completion of the Project Inception Report and reflecting the

TOR and agreed objectives the study was divided into the following

seven major activities:

Activity 1: Inception Report

Activity 2: Development of Immediate Action Plan (IAP)

Activity 3: Base Line Data - Collect and Update Household, Land

Use and Transport System Data

Activity 4: Development and Operation of an Urban Transport)

Planning (UTP Model)

Activity 5: The Long-Term Transport Strategy for HMA

Activity 6: Identify a Medium and Short-Term Investment

Programme

Activity 7: Skill and Knowledge Transfer

Activity 8: Assist HMDA in Public Consultation Process

State of Art

Urban Transport

Planning Model

Activity 4 UTP Model

Review of Earlier

Studies

Primary Surveys

and Analysis

Data Collection

and Analysis

Traffic Demand Analysis

and Modeling

Planning

Parameters

Traffic Analysis

Zoning Systems

Base Year

Transport

Network

Calibration and

Validation of Travel

Demand Models

FORMULATION OF TRANSPORTATION STRATEGIES

Long Term Transportation Strategy and Identification of

Transport Network (2041)

Medium Term Transportation Strategy (2031), Identification of

Transport Network and Preparation of Investment Plan

Short Term Transportation Strategy (2021) and Identification of

Transport Network

Modeling

Overview

Activity 4 UTP Model

State of Art Urban Transport Planning Model

Establish baseline data

Evolve Traffic Zoning System

Scoping of data collection needs, Sampling for HIS,

locations for other traffic surveys

Conduct Primary Surveys

Collect data from secondary sources

Compile 2012 traffic zone socio-economic data

Model Calibration

Data coding, analysis and interpretation

Development of Base year transport network map in GIS

platform

Establish base year traffic and transport scenario in HMA

Establish Service Level Benchmarks (SLBs)

Long Term Strategy for

Hyderabad Metropolitan

Area

Activity 5 Long Term Strategy

To recognize that people occupy center-stage in our cities and

all plans would be for their common benefit and well being

To make our cities the most livable in the world and enable

them to become the engines of economic growth that power

Indias development

To allow our cities to evolve into an urban form that is best

suited for the unique geography of their locations and is best

placed to support the main social and economic activities that

take place in the city.

Long Term Urban Transport Plan

Components

Traffic Demand Management

Metro System

MMT System

Highway System

Bus System/ BRTS

NMT and Pedestrian Facilities

Truck Terminals, Inter-Bus and Rail Terminals

Long Term Urban Transport Plan

*Growth of Hyderabad

Hyderabad Urban Agglomeration Area from Year 1687 to Year 2010

Pop 12 lakhs Pop 43lakhs Pop 85 lakhs

Year 1687 Year 1787 Year 1887

Year 1959 Year 1990 Year 2010


*HMA Population Growth in Lakhs

12

43

90

160

185

0

20

40

60

80

100

120

140

160

180

200

1959 1990 2010 2030 2040

0

20

40

60

80

100

120

140

160

180

200

Actual

Forecasts to 2042

Being Assessed

Where and How Does

Hyderabad Grow?

Alternatives will be Evaluated

in CTS

Activity 3

Base Line Data

Womens Participation in the Workforce In 2006, roughly 26% of women in Hyderabad were

employed.

26% of them had professional, technical or managerial

occupations

Case of IBM India

70,000 employees

35% women target is 50%

Implemented flexi-time scheduling, and

telecommuting to accommodate mothers and

increase proportion of female employees

Deloitte in 2010

37% of managers were women

23% of partners, principals and directors were

women

Equal male-female hiring practice

In London UK females exceed males in workforce

What will likely be the role of women in workforce

In next 20-30 years?


Hyderabad Metropolitan Area


Long Term Strategy

A Vision for the HMA to Guide the CTS

The CTS should be responsive to and be supportive of a long

term vision for future development of the HMA and the

associated aspirations of its present and future citizens.

The terms vision, image, goal, guiding principles, key policies

or strategies and mission statements are often used

interchangeably.

It would be very helpful and in some respect essential, to

establish an agreed vision statement or set of statements to

guide the execution of the CTS.

Some examples of vision statements or guiding principles for

large urban conurbations follow:

Reference - Ministry of Urban Development,

Government of India

The Vision of the Ministry is To facilitate creation of economically

vibrant, inclusive, efficient and sustainable urban habitats.

Consistent with the vision, the Mission is to promote cities as

engines of economic growth through improvement in the quality of

urban life by facilitating creation of quality urban infrastructure,

with assured service levels and efficient governance.

A Vision for the HMA and the CTS

Reference - National Urban Transportation Policy

Government of India (NUTP)

Vision

To recognize that people occupy center-stage in our cities and

all plans would be for their common benefit and well being.

To make our cities the most livable in the world and enable

them to become the engines of economic growth that power

Indias development in the 21st century.

To allow our cities to evolve into an urban form that is best

suited for the unique geography of their locations and is best

placed to support the main social and economic activities that

take place in the city.

Overview A Vision for the HMA and the CTS

Reference NTUP Objectives

The objective of this policy is to ensure safe, affordable, quick,

comfortable, reliable and sustainable access for the growing number

of city residents to jobs, education, recreation and such other needs

within our cities. This is sought to be achieved by:

Incorporating urban transportation as an important parameter at the urban planning stage rather than being a consequential requirement.

Integrated land use and transport planning

Improving access of business to markets

More equitable allocation of road space with people, rather than vehicles, as its main focus.

Greater use of public transport and non-motorized modes

Regulatory and enforcement mechanisms enhanced safety.

Intelligent Transport Systems for traffic management.

Improving road safety and trauma response.

Reducing pollution levels .


HMDA was set up for the purposes of planning, co-ordination,

supervising, promoting and securing the planned development of the

Hyderabad Metropolitan Region.

HMDA coordinates the development activities of:

the municipal corporations, municipalities and other local authorities,

the Hyderabad Metropolitan Water Supply & Sewerage Board,

the Andhra Pradesh Transmission Corporation,

the Andhra Pradesh Industrial Infrastructure Corporation,

the Andhra Pradesh State Road Transport Corporation,

and other such bodies

and for the matters connected therewith or incidental thereto:

Reference - Hyderabad Metropolitan

Development Authority Web Page


Reference - Draft Metropolitan Development Plan-2031

for Hyderabad Metropolitan Region

Vision Statement and Development Strategies

To develop Hyderabad Metropolitan Region as a modern

economic region with world class infrastructure and social

amenities to address future requirements in harmony with its

ecological resources


Reference - Draft Metropolitan Development Plan-2031 for

Hyderabad Metropolitan Region

Objectives

Balance between Resource Conservation and Quality of Life

A balance between the built and un-built to provide a good quality of life

to the people inhabiting the region.

Mobility, Accessibility and Connectivity

An efficient road network for development of the planning area. Easy

accessibility and connectivity

Private and public intra-city transportation links to enhance the growth

of the region.

Ring roads flanking the region to provide connectivity to the site and the

surrounding areas.

Overview


Objectives (Cont.)

Energy and Ecology

Energy conservation

measures to conserve the natural surroundings.

A balance between the natural and manmade surroundings

to enhance the quality of life of the people living and

working

World Class Infrastructure

World-class effective infrastructure and civic amenities to

infuse development by industrial and corporate sectors.

Overview


The CTS and a Vision for the HMA Hyderabad Metropolitan Development Authority

Objectives (Cont.)

Efficient Management and Maintenance

Efficient management and maintenance of facilities to ensure that economic and

ecological goals are sustained.

High quality urban design to achieve the proposed massing and urban form.

An equitable environment where people can aspire, grow and have

choices

Providing people with an environment for growth and sustenance.

Self-Sustainability

Promoting self-sustainable growth pockets containing special investment zones

and industrial clusters.

Provide urban agriculture and smooth transition zones.

Phased development in consonance with growth potential.

Mission Statement of Hyderabad Metro Rail

To create an efficient, safe, reliable, economical & world class public

transportation system in Hyderabad which will facilitate the citys

transformation as a competitive global city with a high quality of life

A people-friendly city which provides a good quality of life. An

efficient, safe, reliable and comfortable public transportation system is

a pre-requisites of good living.

A robust system that is dependable, comfortable, affordable and

sustainable.

The CTS and a Vision for the HMA

Reference - Hyderabad Metro Rail Corporation

Objectives

Energy efficiency

Reduce travel times

Promote seamless travel

Convenient and affordable for users

Environmentally friendly

Support gender equality and womens empowerment

Travel convenience for children, elderly and disabled


Reference - Hyderabad Metro Rail Corporation

OUTER RING ROAD

Relieving congestion in the metropolitan area and the inner ring road

Accommodating future traffic demand

Providing orbital linkage to radial arterial roads

Creating options for development of satellite townships

Providing linkage to proposed MRTS and bus system

Providing quick access to international airport from strategic parts of the city

Connecting new urban nodes outside of city including HiTech city, the Games village IIIT, ISB, Hardware Park and Singapore Financial district


Reference - Hyderabad Growth Corridor Limited

Vision to make Hyderabad Core City economically, infrastructurally, environmentally and socially

sustainable for the future.

Future Image of Hyderabad

Compact City:

Potential for Rejuvenation& Redevelopment and optimization of infrastructure and resources.

Efficient City

Efficiency in land use, traffic movement & time saving, infrastructure & services.

Efficient Urban Management Systems and with peoples participation.

Healthy City

Healthy Living Environment- Healthy City-Healthy Citizens

Environmental Conservation-Greening

Safe City

Safe for all age groups and people from all social & economic backgrounds and from natural and man-made disasters and threats of all kinds.


Reference - HMDA Revised Master Plan for Core Area

Transportation Vision

Traffic and Transportation for Hyderabad city is to provide with the safe and reliable

transport system that is sustainable, environmental friendly and to significantly

improve the share and quality of public transport service that would improve the

traffic management


Reference - City Development Plan, Hyderabad prepared under JNNURM (2006) for The Greater Hyderabad Municipal Corporation

Table 1: Goals, Service Outcomes for Different Horizon Years

Time Frame Vision Indicators

2005-06 2011 2015 2021

Road Network as % of Total Area 9% 12% 15% 15%

Share of Public Transport 42% 45% 55% 75%

Rail transport as share of total public transport

2% 10% 30% 40%

Average Speed - km/h 12 20 30 35

Sidewalks length to Total road length 25%

Half of the requirement

75% of the requirement

95% of the requirement

Usage of alternative fuels 5% 40% 60% 60%

Road accidents Not known

Reduced by 25%

Reduced by 50%

Reduced by 70%

City with options

Multiple options of employment, good work-home relations, education, health& recreation.

Pedestrian Friendly City

Pedestrian facilities to enable more walking.

Mixed land use pattern

One Hour City

To be able to reach Below One Hour From Anywhere to anywhere within MCH Area

Low Carbon City

A Self Sustainable City & Region with least carbon footprint.

Keeping in view the conservation of environment and to tackle climate change issues



Cardinal Principles of Development

Redevelopment and renewal

Efficient and effective circulation plan

Flexible but effective land use policy

Overall regulation

Infrastructure planning and development and up gradation

Overall optimization of land and land use

Conservation of heritage and ecology



Approach to the Master Plan

Increase and improve access to all parts of the city.

Improve overall circulation, connectivity, alternative routes, and Integrated Multimodal Transport System

Improve the quality of infrastructure and housing w.r.t to the required carrying capacity.

Improvement in the quality of urban form/built form

Integration of various projects, consolidation of information.

Develop the city into a modern metropolis while conserving the environment and heritage.

Improvement in quality of life for all citizens of all parts of the city



Submission under JNNURM

Overall City Vision

A vibrant, productive, harmonious, sustainable and environment

friendly, clean and liveable city having a responsive local

government offering its citizens a good quality of life - in essence:

Ahmedabad A Vibrant City, a City of Quality Life for all


Reference City of Ahmedabad

Overarching Vision 2006

To support the goal of Transforming Mumbai into a world

class city with a vibrant economy and globally comparable

quality of life.

Policies

Planning for future uncertainties considering several long

term development scenarios .

Planning and implementing transport infrastructure

investments that are resilient to several urban futures.

Adopting the principle of Public Transit First in setting

priorities

Adopting of the principle Growth should Pay for Growth


Reference CTS Mumbai Metropolitan Region Development Authority 2008

2009 New Development Plan

Vision Statements

The vision statements prefacing the development plan were

authored by its Mayor, Boris Johnson (formerly a journalist,

newspaper editor, author, an elected member of the British

Parliament), and are reflective of his background and flair for

prose. While somewhat unusual, his series of vision statements

show his passion for London and his sentiments are aimed at a

wide public audience that typically get their information from

newspapers and sound bites on radio and TV.


Reference Greater London Authority

Mayors Proposed Vision for London

I want London to be the best big city on earth. To understand what needs to be done, try Googling our city with one of those satellite maps. Zoom in and out of London from on high.

You will see how the world beneath you is divided into two categories. There is private space that is, homes and gardens occupied by individuals and their families.

But more than half of the London landscape by area is shared space: roads, parks, canals, rivers, squares, shops, piazzas, malls, stations, monuments and museums. This shared space is a vast and complex environment in which millions of perfect strangers must move, meet and negotiate.

What is it like in that shared space? Are people stressed, tense, crowded, unhealthy, unhappy, snappy or even downright hostile? Or are they relaxed and good-humoured, surrounded by things of beauty both natural and man-made?

The genius of a big city lies in the way it organises that shared space, for the benefit of visitors and inhabitants alike.



Mayors Proposed Vision for London - continued

We want to make that shared space ever safer, so that it is always pleasant

to visit a park, and so that public transport is never threatening.

We need to bridge the gap between rich and poor, to fight illiteracy and

youthful poverty of ambition not just because they are evil in themselves,

but because they lead to the criminal disorder that affects everyone.

To make that shared space safer, we need to make it more beautiful. That

is why we are seeking a world reputation for new and improved public

spaces that Londoners will cherish for decades to come.

We will tackle stress and overcrowding by building houses that once again

have decent-sized rooms, and we will insist on architecture that once again

delights the eye.

London is now poised to lead the world in new green technology from

electric cars to home insulation to a new low-carbon bus to a bike hire

scheme that will help reduce CO2, sweeten the air, generate jobs and

save consumers money at the same time.



Mayors Proposed Vision for London - continued

Wherever we can we want to plant more trees, protect green space and push ahead with the expansion of an efficient and world-beating public transport system. These plans set out the fundamental economic and environmental importance of these transport investments for the whole of the Greater London area.

We want to let Londoners make the most of their innate talent and flair so that they make Londons economy even more productive and successful and we want all Londoners to have the opportunity to find fulfilling jobs. That also means ensuring the conditions are right for the businesses that employ them to flourish.

This is a vast and disparate city, the product of centuries of immigration and technological change. But with energy and enthusiasm we intend to bring our communities together celebrating our different traditions while sharing the humour and friendliness that unite us as Londoners.

Boris Johnson October 2009




Hyderabad Metropolitan Area

Long Term Transit Planning


Delhi Metro

Pop 9.7m(2011)

Transit Modal Split Approx 25%

Hyderabad

Pop 14m(2001)

Transit Modal Split 54%

20 km

20 km

20 km

20 km

Mumbai

Current

Pop 17.8m(2001)


Hyderabad

Pop 9.7m(2011)


http://www.aboutmumbai.com/mumbaimap.asp

Hyderabad

Pop 34.0m(2031)

Transit Modal Split 44% Pop 9.7m(2011)


London

Pop 13.95m(2001)


Hyderabad

Airport

ORR

Rail

Metro

Rail

Pop 9 to10m(2010)


International Comparisons..

20 km

20 km

London

20 km

20 km

London (Subway)

Pop 13.95m(2001)

Subway Pass. 2.6m/pd

Av Trip Length 7.8km(32kph)

408 km track

253 Stations

Railway Pass. 1.8m/pd

Av Trip Length 28.3km(56kph)

Bus Pass. 4.2m/pd


20 km

20 km

Pop 9 to10m(2010)


Airport

ORR

Rail

Metro

Rail

20 km

20 km

Hyderabad

Mexico City

Pop 15.5-19.5m(2001)

Transit Modal Split 50% Pop 9 to10m(2010)


20 km

20 km

Hyderabad

20 km

20 km

Mexico City

Pop 15.5-19.5m(2001)


Pop 9 to10m(2010)


20 km

20 km

Hyderabad

20 km

20 km

Shanghai Proposed Urban Growth

& Metro System Expansion

Hyderabad Shanghai

Pop 9 to10m(2010)


Pop 23m(2010)


20 km

20 km

Sao Paulo

20 km

20 km

Pop 15.5-19.5m(2001)


Hyderabad

Pop 9.7m(2011)


Sao Paulo

20 km

20 km

Hyderabad

Pop 15.5-19.5m(2001)


Pop 9.7m(2011)


Short and Medium Term Investment Strategy

Project Phasing based on

need assessment and economic benefits the implementation period institutional capacity, and fund availability

Short, Medium and Long Term Investment Strategy

Resource Mobilization

Resource Mobilization

Fares

Tolls

Dedicated Fuel Taxes

Property Taxes

Employment Taxes

Development Charges

Betterment Charges

Advertising Rights

Commercial Leasing

Dedicated General Sales

Taxes

Targeted Sales Taxes

Parking Levies

Vehicle Licensing Fees

Driver Licensing Fees

Congestion Charges

Air Right Development

Dedicated Income Tax

Capacity Building

Training Needs Assessment and Plan

Training to Core Team on general Transport planning/Engineering

aspects. (Field visit, Lectures, Workshops, Reading Material)

Training to core Team on Transport Demand Modeling.

Overseas Training

10 OFFICERS

06 OFFICERS

Two Weeks

Toronto/ Montreal

Training On: Transportation Planning, Software Use etc.

One WeekLondon/ Toronto

Transport Planning Management & Implementation

Boston,

USA

Toronto

Before Finalizing Transportation Strategy

Before Finalizing Investment Program

On submission of Draft Final Report

Public Consultation

SEMINAR ON


Vote of Thanks by Mr. Dave Saunders, CEO, LEA Group

Respected Metropolitan Commissioner and Officers from various departments of Government

AP and Most Valued Invitees and Guests, Respected Participants, Ladies and Gentlemen It's

my privilege to have been asked to propose a vote of thanks on this occasion. On behalf of

HMDA and LASA, and on my own behalf extend these vote of thanks.

I would like to thank Mr. Rajeshwar Tewari, Metropolitan Commissioner, HMDA for his Welcome

Address. It is vital, apart from others, as mentioned by the Metropolitan Commissioner that CTS

for Hyderabad Metropolitan Area (HMA) is under preparation and needs best of support and

participation from all concerned. I am hopeful that CTS will address most points of concerns and

would try meet all components of Travel demand by evolving the immediate action plan, short,

medium and long term transport strategy and plans. Lastly, I would like to thank Commissioner

for his hospitality.

I take this opportunity to thank Prof. Raghavachari for his address and giving an overview of

transport problems of Hyderabad Metropolitan Area. In his address he succinctly brought out the

growth trends of Hyderabad Metropolitan Region and the growing challenges in tackling these

problems. He also highlighted the difficulties in evolving long term transportation strategies in

rapidly growing HMA.

I also would like to thank our esteemed colleague and Chairman emeritus of LEA Group Mr.John

Long for his Key note presentation and bringing out number of vital issues which need to be

addressed in HMA and some of which will be focused on as part of the ongoing assignment. With

Mr.Long being part of team, I am sure some of valued Canadian experience will be integral to the

evolution of Transport Plan for HMA.

I would like to thank all who attended this session and would once again welcome as mentioned

by speakers for active participation in this important event. At the end I would like to note that

CTS is only a beginning to guide planned development of transport sector by integrating Land

Use Transport System, with Transit First as theme and the process and it is not the endand I

am sure CTS will help all the City Managers and Planners in their endeavors in improving the

transport scenario and quality of life of Community in the HMA in the coming years

TECHNICAL SESSION I

Chairman : Prof. Ravi Anand Kamal,

Professor, JNA&FA University

Planning for Mumbai

Metropolitan Region

: Mr. P. R. K. Murthy

Chief, T & C Division, MMRDA

Planning Practices in Canada : Mr. John Long

LEA International Ltd.

Institutional Setup and

Finances

: Mr. V. K. Phatak, LASA

An overview of HMA Plan : Mr. S. Vishwanath

Director-Planning, HMDA

Presentation on

Comprehensive Transportation Study for Mumbai Metropolitan Region

Mumbai Metropolitan Region Development Authority

7th Feb., 2012

P.R.K. Murthy, Chief Transport & Communications Division,

Mumbai Metropolitan Region Development Authority

Million Plus Cities in India (Census 2011)

Sl.

No

.

Name of

City Population

1

Greater

Mumbai 13,830,884

2 Delhi 12,565,901

3 Bangalore 5,438,065

4 Kolkata 5,138,208

5 Chennai 4,616,639

6 Hyderabad 4,068,611

7 Ahmedabad 3,959,432

8 Pune 3,446,330

9 Surat 3,344,135

10 Kanpur 3,221,435

11 Jaipur 3,210,570

12 Lucknow 2,750,447

13 Nagpur 2,447,063

14 Patna 1,875,572

15 Indore 1,854,930

Sl.

No.

Name of

City

Populatio

n

16 Thane 1,807,616

17 Bhopal 1,792,203

18 Ludhiana 1,740,247

19 Agra 1,686,976

20 PCMC 1,637,905

21 Nasik 1,585,444

22 Vadodara 1,539,428

23 Faridabad 1,521,605

24 Ghaziabad 1,505,958

25 Rajkot 1,456,181

26 Meerut 1,404,723

27 KKDMC 1,342,842

28

Navi

Mumbai 1,268,784

29 Amritsar 1,224,616

30 Varanasi 1,211,891

Sl.

No.

Name of

City

Populatio

n

31 Aurangabad 1,208,285

32 Sholapur 1,163,734

33 Allahabad 1,142,722

34 Jabalpur 1,082,794

35 Srinagar 1,081,562

36 Ranchi 1,073,466

37

Vishakhapat

nam 1,065,395

38 Chandigarh 1,064,711

39 Mysore 1,042,354

40 Howrah 1,034,982

41 Jodhpur 1,026,140

42 Guwahati 1,022,606

43 Coimbatore 1,016,348

Mumbai

Thane

Vasai-Virar

Bhiwandi

Kalyan

Khopoli

Pen

Alibag

Mira-Bhayander

Ulhasnagar Ambernath

Badlapur

Panvel

Uran

Matheran

Karjat

Navi Mumbai

Thane Dist.

Raigad Dist.

Sub- urban Dist.

Area 4355 sq.km.

Population 20.8 million (2005)

Districts in MMR 1. Mumbai 2. Suburban 3. Thane 4. Raigad

Corporations in MMR 1. Greater Mumbai 2. Thane 3. Navi Mumbai 4. Ulhas Nagar 5. Kalyan-Dombivali 6. Mira Bhayandar 7. Bhiwandi- Nizampur 8. Vasai-Virar

Municipal Councils in MMR

1. Ambernath 2. Kulgaon-Badlapur 3. Alibaug 4. Pen 5. Uran 6. Matheran Hill Station 7. Panvel 8. Karjat 9. Khopoli

Villages < 1000

Urbanisation 94% Urban Population 6% Rural Population

Mumbai Metropolitan Region (MMR)

Major Challenges in Infrastructure Development

Physical Challenges

Difficult Landform and Geography

Scarcity of Developable Land

Inadequate transportation system capacity and unacceptable levels of safety

Social Challenges

Re-settlement & Rehabilitation

Economic Challenges

Increasing Job Opportunities and Incomes

Global Competitiveness

Institutional Challenges

Multiplicity of agencies and lack of coordination

Lack of Institutional Framework/setup

Inadequate Technical Resources to implement large scale projects

Financial Challenges

Huge Gap in Demand and Supply of Infrastructure

Resource Mobilization and Fiscal Management

Others

Environmental Degradation and Protection

Traffic congestion resulting from private vehicle growth

Problems in Transport Infrastructure

Development

Multiplicity of agencies and lack of coordination

Huge gap in demand and supply of transport infrastructure

Lack of adequate funds

Lack of institutional frame work/setup

Inadequate expertise in planning and implementation

Encroachments

Environmental Deterioration

Modal shift from public to private transport modes

BACKGROUND

1962 - Bombay Traffic and Transportation study- Wilbur Smith

Associates- Collected Household information. Mainly focused

on Island road transportation

1978 - CRRI - Planning of Road System for Mumbai

Metropolitan Region - The first exhaustive study - Collected

total Household information. Mainly focused on road

transportation.

1992 CTS study by WS Atkins used 1978 Household Survey

Data collected by CRRI

WS Atkins recommended review/ updating of Data every 10 years

All subsequent studies updated CRRI matrices and no fresh Home Interview surveys were carried out

World Bank recommended a fresh CTS to formulate MUTP extensions

Study Mandate/ Objectives

Identify travel patterns of the whole MMR region;

Develop a model to simulate travel patterns and test

alternative land use/transportation strategies for the

MMR;

Formulate a long-term transportation strategies for

the region (2031);

Evolve a phased Investment Programme (2016);

Strengthen the transportation planning skills of the

counterpart team

Conduct Stakeholders Meeting/ Public Consultation

Vision - TranSforM MMR

Transforming MMR into a world class metropolis

with a vibrant economy and globally comparable

quality of life for all its citizens.

Vasai

Navgarh-Manikpur

Nalasopara

Virar

Greater Mumbai

Mira Bhayandar

Bhiwandi

Kalyan

Ambernath

Ulhasnagar

Alibag

Uran

Khopoli

Bhiwandi

Thane

Kalyan

Ambernath

Ulhasnagar

Navi Mumbai

Dombivli

Pen

Nhave

Sheva

Uran

Panvel

Matheran

Karjat

Khopoli

Greater

Mumbai

Navgarh

Manikpur

Nalasopara

Virar

Mira Bhayandar

Vasai

Badlapur

Covers entire Mumbai, Parts of Thane and Raigad Districts

4,355 sq.kms area

20 Urban Local Bodies

MMR Study Area

MMR and its Sub-regions

Total population = 20.8 mil

Total Employment = 7.6 mil

Pop (m) Emp (m)

Greater Mumbai 12.86 4.7

Region 7.94 2.9

Base Year (2005)

Travel Scenario in MMR

Surveys/ Studies Conducted No. Primary Survey Extent

1 Home Interview Survey (HIS) 66,000 Households

2 Classified Volume count and OD Survey at Outer Cordon

Locations

24 Hr., 9 Locations

3 Classified Volume count and OD Survey at Sub-regional

cordons

24 Hr., 20 Locations

4 Classified Volume count at Inner Cordon Locations 16/24 Hr., 33 Locations (OD Survey at 3 Loc.)

5 Screen Line Points 16 Hr., 3 Locations

6 Mid-Block Locations 16 Hr., 11 Locations

7 Level Crossing Locations 16 Hr., 5 Locations

8 Sub-urban Rail Passenger Surveys 6.17%

9 Sub-urban Rail Passenger Surveys, Alighting Survey: Stations 16%

10 Operational Characteristics of Bus and Rail Transport

Networks

5700 Bus Routes and 1767 Train Services

11 IPT (Auto and Taxi) Surveys 50 Locations

12 Bus Terminal Surveys 13 Bus Terminals

13 Airport Terminal Surveys 2000 air passengers

14 Goods Terminal Surveys 20 Goods Terminals

15 Speed-Flow Studies 16 Carriageway Types

16 Journey Speed and Delay Studies 550 Kms

17 Network Inventory 2,300 kms.

18 Pedestrian Surveys 50 Locations

19 Parking Surveys 50 Stretches

20 Workplace Based Surveys 4000 respondents

Per Capita Trip Rate With walk: 1.65

Without walk: 0.65

Trips per day (2005)

Total Region

Mode Trips

(ml)

Mode Split with

Walk

Mode Split without

Walk

Walk 14.85 52.4% -

Train 6.98 24.6% 51.8%

Bus 3.55 12.5% 26.3%

Auto 1.05 3.7% 7.8%

Taxi 0.23 0.8% 1.7%

Two Wheeler 1.05 3.7% 7.8%

Car 0.63 2.2% 4.6%

Total (with Walk) 28.33 100.0% 100.0%

Total (without

Walk) 13.48

78%

Average Standees Per Coach 12 pass/sq.m.

US Federal Transit Administration Report

(1996)

Totally Intolerable 5 pass/sq.m.

Unacceptable 8 pass/sq.m.

Total In PCU's

0

500

1000

1500

2000

2500

3000

3500

6:00

8:00

10:00

12:00

14:00

16:00

18:00

20:00

22:00

0:00

2:00

4:00

Peaking Characteristics of Train Passengers

0.9%

0.1% 0.0% 0.0% 0.2%

1.2%

2.8%

4.5%

8.4%

9.4%

7.5%

4.7%4.3% 4.2% 4.4%

4.5%

5.1%

6.3%

7.7%

7.0%

6.3%

4.8%

3.8%

2.0%

0.00%

2.00%

4.00%

6.00%

8.00%

10.00%

0:0

0 to 1

:00

1:0

0 to 2

:00

2:0

0 to 3

:00

3:0

0 to 4

:00

4:0

0 to 5

:00

5:0

0 to 6

:00

6:0

0 to 7

:00

7:0

0 to 8

:00

8:0

0 to 9

:00

9:0

0 to 1

0:0

0

10:0

0 to 1

1:0

0

11:0

0 to 1

2:0

0

12:0

0 to 1

3:0

0

13:0

0 to 1

4:0

0

14:0

0 to 1

5:0

0

15:0

0 to 1

6:0

0

16:0

0 to 1

7:0

0

17:0

0 to 1

8:0

0

18:0

0 to 1

9:0

0

19:0

0 to 2

0:0

0

20:0

0 to 2

1:0

0

21:0

0 to 2

2:0

0

22:0

0 to 2

3:0

0

2300 to 0

:00

TIME

Ho

url

y P

assen

ger

Flo

w

London Rail

10 Year Growth in MMR

Vehicle Ownership

0

200,000

400,000

600,000

800,000

1,000,000

1,200,000

1,400,000

1,600,000

1996 1997 1998 1999 2000 2001 2002 2003 2004 2005

2 Wheeler + 10%pa

Cars +8% pa

Average Trip Length

(km)

Purpose Split

46%

32%

21%

1%

0.0%

10.0%

20.0%

30.0%

40.0%

50.0%

60.0%

Home Based

Work

Home Based

Education

Home Based

Others

Non-Home

based

Mode Split: Major Cities across the World

3

7

10

24

28

37

49

68

72

78

97

93

90

76

72

63

51

32

28

22

0 10 20 30 40 50 60 70 80 90 100

Los Angles

Washing Ton

New York

London

Paris

Singapore

Tokyo

Shanghai

Hong Kong

Mumbai

Public Transport Private Vehicle 24

CTS Population Forecasts MMR: Population Forecast and Distribution

-

5,000

10,000

15,000

20,000

25,000

1991 2001 2011 2021 2031

Po

pu

lati

on

in

Th

ou

san

ds

Greater Mumbai

Rest of MMR

11.9m

7.0m

14 to 21 Million

MMR Population Growth

Target Employment Growth in MMR

0

1,000,000

2,000,000

3,000,000

4,000,000

5,000,000

6,000,000

7,000,0002

00

5

20

07

20

09

20

11

20

13

20

15

20

17

20

19

20

21

20

23

20

25

20

27

20

29

20

31

Em

plo

yees

Industry

4.51m

1.47m

2.36m

6.43m

Office

Other 4.36m 3.77m

Why more than one future? Benefits of analyzing several futures for region

undergoing rapid change recognized

The approach acknowledges our limited ability to

accurately forecast a single future

Future impacted by numerous local, national and

global factors outside the control of region

Mumbai a region of national importance seeking to

expand in global prominence

Region has to rapidly respond to changing

conditions occurring elsewhere in the world

Alternative 2031

Population & Employment

Land Use Scenarios

Population P1

MCGM 21 Mil RoR 13 Mil

Population P2

MCGM 18 Mil

RoR 16 Mil

Population P3

MCGM 16 Mil

RoR 18 Mil

Population P4

MCGM 14 Mil

RoR 20 Mil

Employment E1 MCGM 11.4 Mil

RoR - 3.9 Mil

Employment E2 MCGM 9.7 Mil

RoR 5.6 Mil

Employment E3

MCGM 7.2 Mil RoR 8.1 Mil

Employment E4

MCGM 5.1 Mil

RoR 10.2 Mil

P1-E1 P2-E1 P3-E1 P4-E1

P1-E2 P2-E2 P4-E2

P 1-E3 P2-E3 P 3-E3 P4-E3

P1-E4 P2-E4 P3-E4 P4-E4

2031 Pop. 34 Mil

2031 Emp. 15.3 Mil

1st Shortlisting

Six Options 2nd Shortlisting Three Options

P3-E2

2005 Population

MCGM 12.8 Mil

RoR 7.8 Mil

2005 Employment E1

MCGM 5.4 Mil RoR 2.2 Mil

Scenarios Considered

Future Transit

& Road

Network

Planning

TRANSFORM

TranSforM Overview

Suburban Train Metro Bus

Car Two

Wheeler

Auto Taxi

Suburban Rail

Two Wheeler

Auto Rickshaw

Why a

Transit First

Priority

TRANSFORM

TranSforM Overview

Road Assignment:

2005 and 2031 Travel Demand on 2005 Road Network

2005 2031

2005 2031

Sub-Urban Rail Assignment:

2005 and 2031 Travel Demand on 2005 Rail Network

National Urban Transport Policy

Encourage public transport

Encourage greater use of public transport enabling the establishment of quality focused multi modal public transport systems that are well Integrated providing seamless travel across modes

Integrate Land use with transport

Encouraging integrated land use and transportation planning so the travel distances are minimized and access to livelihoods education and other social needs

Transport to guide development Incorporating urban transportation as an important parameter at

the urban planning stage rather than being a consequential requirement.

Provide equitable allocation of space

Bringing about more equitable allocation of road space with people rather than vehicles as its main focus

Station

Station

Station

Major Arterial/Local Buses/IPT

High Density

Development

Nodes

Transit (Rail/BRT) & Freeway

on Grade Arterials Taken Over

or Under Main Corridor

One-Way

Segregated Lanes Major Arterial/Local

Buses/IPT

Minor Arterial/Local Buses/IPT

Traffic

Signal

Conceptual Arrangement

Multimodal Expressway

Corridor in New

Development Areas

Road Traffic Injuries:

Can We Stop A Global Epidemic?

http://upload.wikimedia.org/wikipedia/en/3/3c/Mexico-city-metro-train-2.jpg

Potential greenfield develop-

ment areas for predominantly

residential uses in planned

communities including

related service uses and

employment

Concept for Development

Intensification Focused on

Transportation Corridors

Higher order nodes/

corridors/centres where

offices are the predominant (but

not exclusive) employment use.

Higher density mixed use

developments encouraged close

to rail and Metro stations

Predominantly clean industrial

employment areas generally

accommodating employment

uses not compatible with

higher density nodes or

requiring significant land

areas

Summary of Growth Indicators

MMR

Actual 15 year

1991-2005

Forecast 25 year

2005-2031

Population Growth 43% 63%

Sub-urban Train Daily Trips* 35% 170%

Bus Daily Trips (Main Mode + Feeder Trips) 9% 36%

Registered Cars 137% 230%

Registered Two wheelers 306% 400%

Registered Auto Rickshaws 420% 20%

Registered Taxis 128% 50%

Registered Commercial vehicles 200% 200%

Airport Passengers 94% 600%

* Includes metro trips for the horizon year 2031

Ambernath

Vasai

Badlapur

Kalyan

Bhiwandi

JNPT

Thane

Dombilli

Mira

Bhayander

Navgarh

Manikpur

Navi

Mumbai

Airport

Virar

Nallasopara

Panvel

Narthen

Gaon

Vasai

Nallasopara

Virar

Badlapur

Kalyan

Bhiwandi

Panvel

Maha Mumbai

MMSEZ

JNPT

Thane

Dombilli

Mira

Bhayander

Navgarh

Manikpur

Navi

Mumbai Airport

Suburban Train

Metro

Exclusive Bus Lanes

on Roads (EBL)

Legend:

Ambernath

Airport

Titwala

Narthen

Gaon

Long Term (2031)Transit Network Long Term (2031)Highway Network

Metro Extensions

Subject to

Development

Plans

Maha Mumbai

MMSEZ

Deferred

Beyond 2031

Metro Link

Subject to

MMSEZ

Development

Vasai

Nallasopara

Virar

Badlapur

Kalyan

Bhiwandi

Panvel

Maha Mumbai

MMSEZ

JNPT

Thane

Dombilli

Mira

Bhayander

Navgarh

Manikpur

Navi

Mumbai Airport

Ambernath

Airport

Titwala

Narthen

Gaon

Long Term (2031)Transit Network

Metro Extensions

Subject to

Development

Plans

Metro Link

Subject to

MMSEZ

Development

Connectivity by Metro

Existing Airport and Proposed

Navi Mumbai Airport

Nariman Point and Proposed Navi

Mumbai Airport

SEZ Lands and Proposed Navi

Mumbai Airport

Bhiwandi/Kalyan and Proposed

Navi Mumbai Airport

Suburban Train

Metro

Exclusive Bus Lanes

on Roads (EBL)

Legend:

Candidate Roads

for

Bus Rapid Transit/ EBL/ Mono Rail

On Proposed New Roads

Panvel

Vashi

Uran

Dronagiri

Ulwe

On Existing Roads

Multi-Modal Corridors

Right of Way Requirements

100

100

100

80

80

100

100

100

100

100

100

100

100

100

100

100

100

100

100

100

100

100

80

100

100 100

The Right of Way (ROW) shown

for each segment of the

proposed Regional Road

Network is the preferred ROW

width.

However , an absolute minimum

width of 80 m is required.

Finalisation of the ROWs

require, detailed feasibility

studies specific to each corridor.

Metropolitan

Regional Roads

ROW, 100 m 100

LEGEND

MMR Transport Network for 2031

0

500

1000

1500

2000

2500

Road System Sub-urban Rail System Metro System

Transport Network

Le

ng

th (

km

s)

Base Year (2005) Horizon Year (2031)

% Increase in Road network: 40%

% Increase in Rail network: 196%

Summary of Preliminary Cost Estimates

Proposed Transport Networks

Horizon Years 2031, 2021 and 2016

Component

2008- 2031 2008- 2021 2008- 2016

Length

km

Cost

Rs Crores

Length

km

Cost

Rs Crores

Length

km

Cost

Rs Crores

Metro System 450 1,10,095 316 82,707 204 59,623

Sub-Urban Railway System 241 30,978 231 28,670 231 27,920

Highway System 1660 57,412 1114 44,844 836 31,173

Highway Corridors with

EBL 77 1,670 111 2,000 147 11,079

Bus System 4,280 2,150 1,104

Passenger Water Transport 480 480 480

Truck Terminals, Inter-Bus

and Rail Terminals 3,040 2,038 1,126

Total 2,429 2,07,956

1,772 1,62,890

1,418 1,32,504

US $ 50.72 Billion US $ 39.73 Billion US $ 32.32 Billion Note:

1. The cost estimates are @ 2005-06 prices

2. The metro system cost includes the cost of rolling stock

3. The sub-urban railway system cost includes the cost of rolling stock for new lines, capacity enhancement of the to the

existing sub-urban railway system

Institutional Framework

Three Tier Structure

At Govt. Level: UMTA Board

MMRDA: To act as a secretariat to provide all the

planning and technical support for the projects of

regional significance

At Local Bodies: Creation of Transportation Engineering

Departments

The local authorities will continue to plan and execute

the projects within their jurisdiction.

MMRDA to decide on planning, proritisation, funding,

implementation and coordination of projects of regional

significance and recommend to UMTA Board

Spot improvements, junctions,

signals, markings, signs, parking,

bus stops, road maintenance, and

public representations.

Urban

Development

Department

Municipalities

ULBs

MMRDA

Transport Board /

High Powered Committee

Creation of Traffic &

Transportation Division With Separate Budget

Strengthening of MMRDA Authority & Executive Committee

to the seminar on “urban transportation planning

Documents