Seminar

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, A SECTION OF THE PARTICIPANTS AT SEMINAR
MA&UD ADDRESSING THE PARTICIPANTS
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.

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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,
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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

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
Key Aims of CTS
*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
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
Activity Schedule
Study divided into eight major activities, 62 tasks and various

sub-tasks
Activity 2
Immediate Action Plan
Dr. T.S.Reddy
Technical Session II
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 Activity 3
Base Line Data
Household Travel Origin-Destination Survey covering all of HMA
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
Traffic Volume and Roadside Origin/Destination Surveys
43,000 Drivers interviewed

entering/leaving HMA
30 Traffic counts were undertaken
throughout the Metropolitan Area
Examples of Major Surveys
Activity 3
Base Line Data
* Airport Terminal Survey

Passengers interviews in departure areas
* Suburban Rail Passenger Survey

On board counts and train alighting counts to establish line
volumes, passenger crowding levels and station use
* Goods Focal Point/Goods Movement Survey

* Parking Surveys
Activity 3
Other Surveys Base Line Data
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
Activity 3
Other Surveys Base Line Data
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
New Annual 2-W & Car Registrations Activity 3
Base Line Data
Hyderabad & Rangareddy Districts 2000-2011
250,000
200,000 2-W
150,000
100,000
Car
50,000
0
2000 2002 2004 2006 2008 2010
* Accumulative 2-W & Car Registrations Activity 3
Base Line Data
2,500,000
2,000,000 Between 2003-11 potential growth

2-W 225%
Cars 275%
1,500,000
2-W
1,000,000 Cars
500,000
0
up to 2001 2003 2005 2007 2009 2011
1999 Note:
The figures plotted do not take into account
vehicles taken off the road over this period
New Annual Auto R. Registrations Activity 3
Base Line Data
12,000
10,000
8,000
6,000
Auto
4,000
2,000
0
2000 2002 2004 2006 2008 2010
* Accumulative Auto R. Registrations Activity 3
Base Line Data
100,000
90,000 Between 2003-11 potential growth
175%
80,000
70,000
60,000
50,000
40,000
30,000
20,000
10,000
0
up to 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011
1999 Note:
New Annual Goods Vehicle Registrations
Activity 3
Hyderabad & Rangareddy Districts 2000-2011 Base Line Data
16,000
14,000
12,000
10,000
8,000
6,000
4,000
2,000
0
2000 2002 2004 2006 2008 2010
* Accumulative Goods Vehicle Registrations
Hyderabad & Rangareddy Districts 1999-2011 Activity 3
Base Line Data
160,000
140,000
Between 2003-11 potential growth
120,000 200%
100,000
80,000
60,000
40,000
20,000
0
up to 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011
1999 Note:
* Accumulative Vehicle Registrations Activity 3
Hyderabad & Rangareddy Districts 1999-2011 Base Line Data
2,500,000
Potential growths -1999 to 2011 shown make an
allowance for vehicles taken off the road
2,000,000
2-W 350%
1,500,000
1,000,000
Autos 800%
500,000
Goods 280% Cars 450%
0
up to 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011
1999 Note:
Hourly variation for Two Wheelers
Cumulative Growth Rate - 275% (8.1% per annum)
2012
1999
Hourly variation for Car/Jeep
Cumulative Growth Rate - 242% (7.0 % per annum)
2012
1999
Hourly variation for Auto Rickshaws
2012
1999
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 Activity 3
by Mode Base Line Data
12
10
0
Two Wheeler Car Auto/Taxi Transit
2003 Daily Passenger Klm. Activity 3
by Mode Base Line Data
35,000,000
58.6%
30,000,000
25,000,000
20,000,000
31.8%
15,000,000
10,000,000
5,000,000
2.7% 6.9%
0
Two Wheeler Car Auto/Taxi Transit
* Activity 3
Base Line Data
3,500,000
3,000,000
2,500,000
2,000,000
1,500,000
1,000,000
500,000
0
2003-04 2004-05 2005-06 2006-07 2007-08 2008-09 2009-10 2010-11
* Activity 3
Base Line Data
4,000
3,500
3,000
2,500
2,000
1,500
1,000
500
0
2003-04 2004-05 2005-06 2006-07 2007-08 2008-09 2009-10 2010-11
*
Activity 3
Base Line Data
1200
1000
800
600
400
200
0
2003-04 2004-05 2005-06 2006-07 2007-08 2008-09 2009-10 2010-11
* Activity 3
Base Line Data
70,000
60,000
50,000
40,000
30,000
20,000
10,000
0
2003-04 2004-05 2005-06 2006-07 2007-08 2008-09 2009-10 2010-11
* Activity 3
Base Line Data
20
18
16
14
12
10
8
6
4
2
0
2003-04 2004-05 2005-06 2006-07 2007-08 2008-09 2009-10 2010-11
*
Activity 3
Base Line Data
0
2003-04 2004-05 2005-06 2006-07 2007-08 2008-09 2009-10 2010-11
Two
2005 wheeler, 2007
8% Banglore
Mumbai Car, 3%
Two
wheeler,
Auto/Taxi, 33%
7%
Transit,
47%
Transit, Car, 7%
82%
Auto/Taxi,
Transit,
13%
28%
Two
wheeler,
2003 57%
Hyderabad Activity 3
Base Line Data
Auto/Taxi,
11%
Car, 3%
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
Activity 4
UTP Model
State of Art
Urban Transport
Planning Model
Review of Earlier Activity 4
Studies UTP Model
Data Collection
and Analysis
Primary Surveys
and Analysis
Traffic Demand Analysis
Modeling
and Modeling Overview
Planning
Parameters
Calibration and
Traffic Analysis
Validation of Travel
Zoning Systems
Demand Models
Base Year
Transport
Network
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
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)
Activity 5
Long Term Strategy
Long Term Strategy for

Hyderabad Metropolitan
Area
Long Term Urban Transport Plan
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
Growth of Hyderabad Activity 3
Base Line Data *
Year 1687 Year 1787 Year 1887
Year 1959 Year 1990 Year 2010
Pop 12 lakhs Pop 43lakhs Pop 85 lakhs

Hyderabad Urban Agglomeration Area from Year 1687 to Year 2010
* HMA Population Growth in Lakhs
200 200
185 Activity 3
180 Forecasts to 2042 180 Base Line Data
160
160 Being Assessed 160
140 140
120 120
100 90 100
80 80
60 60
Actual 43
40 40
20 12 20
0 0
1959 1990 2010 2030 2040
Where and How Does

Hyderabad Grow?
Alternatives will be Evaluated
in CTS
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?
Activity 5
Long Term Strategy

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:
A Vision for the HMA and the CTS
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.
Overview
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
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 .
Overview
Reference - Hyderabad Metropolitan
Development Authority Web Page
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:
Overview
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
Overview
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.
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.
Reference - Hyderabad Metro Rail Corporation
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.
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 Growth Corridor Limited
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 - HMDA Revised Master Plan for Core Area
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 - City Development Plan, Hyderabad prepared under
JNNURM (2006) for The Greater Hyderabad Municipal Corporation
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
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
2% 10% 30% 40%
transport
Average Speed - km/h 12 20 30 35
Sidewalks length to Total road length Half of the 75% of the 95% of the
25%
requirement requirement requirement
Usage of alternative fuels 5% 40% 60% 60%
Road accidents Reduced by Reduced by Reduced by
Not known
25% 50% 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
Reference City of Ahmedabad
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 CTS Mumbai Metropolitan Region Development
Authority 2008
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 Greater London Authority
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.
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
Activity 5
Long Term Strategy

Hyderabad Metropolitan Area
Long Term Transit Planning
Pop 9.7m(2011)
Transit Modal Split Approx 25%
Pop 14m(2001)
Transit Modal Split 54%
20 km
20 km
Delhi Metro
Hyderabad
Pop 9.7m(2011) Pop 17.8m(2001)
Transit Modal Split Approx 25% Transit Modal Split 80%
20 km
20 km
Mumbai
Hyderabad Current
Pop 34.0m(2031)
Pop 9.7m(2011) Transit Modal Split 44%
Hyderabad
International Comparisons..
Pop 9 to10m(2010)
Pop 13.95m(2001)
ORR
Metro 20 km
Rail
20 km
20 km 20 km
Airport
Rail
London
Hyderabad
London
Pop 13.95m(2001)
Subway Pass. 2.6m/pd
Pop 9 to10m(2010) Av Trip Length 7.8km(32kph)
Transit Modal Split 44% 408 km track
253 Stations
Railway Pass. 1.8m/pd
Av Trip Length 28.3km(56kph)
Bus Pass. 4.2m/pd
ORR
20 km
Metro
Rail
20 km
20 km 20 km
Airport
Rail
London (Subway)
Hyderabad
Pop 15.5-19.5m(2001)
Pop 9 to10m(2010) Transit Modal Split 50%
20 km
20 km
20 km 20 km
Hyderabad Mexico City

Pop 9 to10m(2010)
Pop 15.5-19.5m(2001)
20 km
20 km
20 km 20 km
Hyderabad Mexico City

Pop 9 to10m(2010) Pop 23m(2010)
Transit Modal Split 44% Transit Modal Split 44%
20 km
20 km
Hyderabad Shanghai
Shanghai Proposed Urban Growth
& Metro System Expansion
Pop 9.7m(2011)
Pop 15.5-19.5m(2001)
20 km
20 km
Hyderabad Sao Paulo

Pop 9.7m(2011)
Pop 15.5-19.5m(2001)
20 km
20 km
Hyderabad Sao Paulo

Short and Medium Term
Investment Strategy
Short, Medium and Long Term Investment Strategy
Project Phasing based on

need assessment and economic benefits
the implementation period
institutional capacity, and
fund availability
Resource Mobilization
Fares Dedicated General Sales

Tolls Taxes
Dedicated Fuel Taxes Targeted Sales Taxes
Property Taxes Parking Levies
Employment Taxes Vehicle Licensing Fees
Development Charges Driver Licensing Fees
Betterment Charges Congestion Charges
Advertising Rights Air Right Development
Commercial Leasing 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
Training On:
Two Toronto/ Transportation
10 Weeks Planning, Software
Montreal
OFFICERS Use etc.
06 Transport Planning
Boston,
London/
OFFICERS One Week Management &
USA
Toronto
Toronto Implementation
Public Consultation
Before Finalizing Transportation Strategy

Before Finalizing Investment Program
On submission of Draft Final Report
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 : Mr. P. R. K. Murthy

Metropolitan Region Chief, T & C Division, MMRDA
Planning Practices in Canada : Mr. John Long

LEA International Ltd.
Institutional Setup and : Mr. V. K. Phatak, LASA

Finances
An overview of HMA Plan : Mr. S. Vishwanath

Director-Planning, HMDA
Mumbai Metropolitan Region
Development Authority
Presentation on
Comprehensive Transportation
Study for Mumbai Metropolitan
Region
P.R.K. Murthy, Chief

Transport & Communications Division,
Mumbai Metropolitan Region Development Authority
7th Feb., 2012

Million Plus Cities in India (Census 2011)
Sl.
No Name of Sl. Name of Populatio Sl. Name of Populatio
. City Population No. City n No. City n
Greater 16 Thane 1,807,616 31 Aurangabad 1,208,285
1 Mumbai
13,830,884
17 Bhopal 1,792,203 32 Sholapur 1,163,734
2 Delhi 12,565,901 1,740,247
18 Ludhiana 33 Allahabad 1,142,722
3 Bangalore 5,438,065 1,686,976
19 Agra 34 Jabalpur 1,082,794
4 Kolkata 5,138,208 1,637,905
20 PCMC 35 Srinagar 1,081,562
5 Chennai 4,616,639 1,585,444
21 Nasik 36 Ranchi 1,073,466
6 Hyderabad 4,068,611 1,539,428 Vishakhapat
22 Vadodara
37 nam
1,065,395
7 Ahmedabad 3,959,432
23 Faridabad 1,521,605
8 Pune 3,446,330 38 Chandigarh 1,064,711
24 Ghaziabad 1,505,958
9 Surat 3,344,135 39 Mysore 1,042,354
25 Rajkot 1,456,181
10 Kanpur 3,221,435 40 Howrah 1,034,982
26 Meerut 1,404,723
11 Jaipur 3,210,570 41 Jodhpur 1,026,140
27 KKDMC 1,342,842
12 Lucknow 2,750,447 42 Guwahati 1,022,606
Navi
28 Mumbai
1,268,784 1,016,348
13 Nagpur 2,447,063 43 Coimbatore
14 Patna 1,875,572 29 Amritsar 1,224,616

15 Indore 1,854,930 30 Varanasi 1,211,891
Mumbai Metropolitan Region (MMR)
Area 4355 sq.km.
Population 20.8 million (2005)
Vasai-Virar Districts in MMR 1. Mumbai
2. Suburban
Thane Dist. 3. Thane
4. Raigad
Bhiwandi Corporations in MMR 1. Greater Mumbai
Mira-Bhayander
2. Thane
Sub- Thane 3. Navi Mumbai
urban Kalyan 4. Ulhas Nagar
Dist.
Ambernath 5. Kalyan-Dombivali
Ulhasnagar 6. Mira Bhayandar
Navi Mumbai Badlapur 7. Bhiwandi- Nizampur
8. Vasai-Virar
Municipal Councils in 1. Ambernath
Mumbai Panvel Matheran MMR 2. Kulgaon-Badlapur
3. Alibaug
4. Pen
Raigad Dist. Karjat
5. Uran
Uran
6. Matheran Hill Station
7. Panvel
Khopoli
8. Karjat
9. Khopoli
Pen
Villages < 1000
Alibag
Urbanisation 94% Urban Population
6% Rural Population
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.
Virar
Virar
Nalasopara Nalasopara
Navgarh
Navgarh-Manikpur
Manikpur
Vasai
Vasai
Mira Bhayandar
Mira Bhayandar
Bhiwandi
MMR Study Area
Kalyan
Ulhasnagar
Thane Dombivli
Ambernath Covers entire Mumbai,
Badlapur Parts of Thane and Raigad
Greater
Mumbai Districts
Greater Mumbai Navi Mumbai
4,355 sq.kms area

20 Urban Local Bodies
Panvel
Nhave Matheran
Sheva
Uran Karjat
Khopoli
Pen
Alibag
MMR and its Sub-regions
Base Year (2005)
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

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 24 Hr., 9 Locations
Locations
3 Classified Volume count and OD Survey at Sub-regional 24 Hr., 20 Locations
cordons
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 5700 Bus Routes and 1767 Train Services
Networks
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
Trips per day (2005)
Trips Mode Split with Mode Split without
Mode
(ml) Walk Walk
Walk 14.85 52.4% -
78%
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
Per Capita Trip Rate
With walk: 1.65
Total Region
Without walk: 0.65
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.
0
500
1000
1500
2000
2500
3000
3500
6:
00
8:
00
10
:0
0
12
:0
0
14
:0
0
16
:0
0
18
:0
0
Total In PCU's
20
:0
0
22
:0
0
0:
00
2:
00
4:
00
Hourly Passenger Flow
10.00%
0.00%
2.00%
4.00%
6.00%
8.00%
0:00 to 1:00
0.9%
1:00 to 2:00
2:00 to 3:00
3:00 to 4:00
4:00 to 5:00
0.1% 0.0% 0.0% 0.2%

5:00 to 6:00 London Rail
1.2%
6:00 to 7:00
2.8%
7:00 to 8:00
4.5%
8:00 to 9:00
8.4%
9:00 to 10:00
9.4%
10:00 to 11:00
7.5%
11:00 to 12:00
4.7%
TIME
12:00 to 13:00
13:00 to 14:00
14:00 to 15:00
4.3% 4.2% 4.4%
15:00 to 16:00
4.5%
16:00 to 17:00
5.1%
17:00 to 18:00
6.3%
18:00 to 19:00
7.7%
19:00 to 20:00
7.0%
20:00 to 21:00
6.3%
21:00 to 22:00
4.8%
22:00 to 23:00
3.8%
2300 to 0:00
Peaking Characteristics of Train Passengers
2.0%
10 Year Growth in MMR
Vehicle Ownership
1,600,000
1,400,000
1,200,000
2 Wheeler + 10%pa
1,000,000
Cars +8% pa
800,000
600,000
400,000
200,000
0
1996 1997 1998 1999 2000 2001 2002 2003 2004 2005
Average Trip Length
(km)
Purpose Split
60.0%
50.0% 46%
40.0%
32%
30.0%
21%
20.0%
10.0%
1%
0.0%
Home Based Home Based Home Based Non-Home
Work Education Others based
Mode Split: Major Cities across the World
Mumbai 78 22
Hong Kong 72 28
Shanghai 68 32
Tokyo 49 51
Singapore 37 63
Paris 28 72
London 24 76
New York 10 90
Washing Ton 7 93
Los Angles 3 97
0 10 20 30 40 50 60 70 80 90 100
Public Transport Private Vehicle 24

CTS Population Forecasts
MMR: Population Forecast and Distribution
25,000
20,000
Population in Thousands
14 to 21 Million
15,000
Greater Mumbai 11.9m
10,000
7.0m
5,000
Rest of MMR
-
1991 2001 2011 2021 2031
MMR Population Growth
Target Employment Growth in MMR
7,000,000
6.43m
6,000,000
Office
5,000,000 4.51m
Employees
4,000,000
3.77m Other 4.36m
3,000,000
2.36m Industry
2,000,000
1.47m
1,000,000
0
2005
2007
2009
2011
2013
2015
2017
2019
2021
2023
2025
2027
2029
2031
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
2005
2031 Pop. 34 Mil Population Scenarios Considered
MCGM 12.8 Mil
2031 Emp. 15.3 Mil RoR 7.8 Mil
2005 Population P1 Population P2 Population P3 Population P4

Employment E1 MCGM 21 Mil MCGM 18 Mil MCGM 16 Mil MCGM 14 Mil
MCGM 5.4 Mil RoR 13 Mil RoR 16 Mil RoR 18 Mil RoR 20 Mil
RoR 2.2 Mil
Employment E1 P2-E1 P3-E1 P4-E1

P1-E1
MCGM 11.4 Mil
RoR - 3.9 Mil
Employment E2 P1-E2 P2-E2 P3-E2 P4-E2

MCGM 9.7 Mil
RoR 5.6 Mil
Employment E3 P 1-E3 P2-E3 P 3-E3 P4-E3

MCGM 7.2 Mil
RoR 8.1 Mil
Employment E4 P1-E4 P2-E4 P3-E4 P4-E4

MCGM 5.1 Mil
RoR 10.2 Mil
1st Shortlisting 2nd Shortlisting

Six Options Three Options
TranSforM Overview
Future Transit
& Road
Network
Planning
TRANSFORM
Suburban Train Metro Bus
Car Two Auto Taxi

Wheeler
Suburban Rail
Bus
Car
Two Wheeler
Auto Rickshaw
TranSforM Overview
Why a
Transit First
Priority
TRANSFORM
Road Assignment:
2005 and 2031 Travel Demand on 2005 Road Network
2005 2031
Sub-Urban Rail Assignment:
2005 and 2031 Travel Demand on 2005 Rail Network
2005 2031
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
Road Traffic Injuries:
Can We Stop A Global Epidemic?
High Density
Development
Nodes
Station
Major Arterial/Local Buses/IPT

Traffic
Signal
Transit (Rail/BRT) & Freeway

on Grade Arterials Taken Over Minor Arterial/Local Buses/IPT
or Under Main Corridor Station
One-Way
Major Arterial/Local Segregated Lanes
Buses/IPT
Conceptual Arrangement
Multimodal Expressway
Station Corridor in New
Development Areas
Higher order nodes/
corridors/centres where
offices are the predominant (b
not exclusive) employment u
Higher density mixed use
developments encouraged cl
to rail and Metro stations
Predominantly clean indus

employment areas general
accommodating employme
uses not compatible with
higher density nodes or
requiring significant land
areas
Potential greenfield develop

ment areas for predominant
residential uses in planned
communities including
related service uses and
employment
Concept for Development

Intensification Focused on
Transportation Corridors
Summary of Growth Indicators
Actual 15 year Forecast 25 year

MMR 1991-2005 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
Virar Virar
Nallasopara Nallasopara
Navgarh
Navgarh Manikpur
Manikpur
Vasai Vasai Bhiwandi

Bhiwandi
Mira Kalyan Titwala Mira Kalyan
Bhayander
Bhayander
Thane
Ambernath Thane
Ambernath
Dombilli
Badlapur Dombilli
Badlapur
Narthen Narthen
Gaon Navi Gaon
Navi
Mumbai Mumbai
Airport
Airport
Airport
Panvel Panvel
JNPT
JNPT
Metro Link
Subject to Maha Mumbai
MMSEZ MMSEZ
Development Maha Mumbai
MMSEZ
Metro Extensions
Subject to
Development Legend:
Plans
Suburban Train
Metro
Exclusive Bus Lanes
on Roads (EBL)
Deferred
Beyond 2031
Long Term (2031)Transit Network Long Term (2031)Highway Network

Virar
Connectivity by Metro
Nallasopara
Navgarh
Manikpur
Vasai
Bhiwandi
Existing Airport and Proposed
Mira Kalyan Titwala
Navi Mumbai Airport
Bhayander
Thane
Ambernath
Dombilli
Badlapur
Nariman Point and Proposed Navi
Mumbai Airport
Narthen
Navi Gaon
Airport Mumbai
Bhiwandi/Kalyan and Proposed

Airport
Panvel Navi Mumbai Airport
JNPT
Metro Link
Subject to Maha Mumbai
SEZ Lands and Proposed Navi
MMSEZ
Development
MMSEZ Mumbai Airport
Metro Extensions
Subject to
Development
Plans
Legend:
Suburban Train
Metro
Exclusive Bus Lanes
Long Term (2031)Transit Network on Roads (EBL)
Candidate Roads
for
Bus Rapid Transit/ EBL/ Mono Rail
On Existing Roads
On Proposed New Roads
Vashi
Ulwe
Panvel
Uran
Dronagiri
Multi-Modal Corridors
Right of Way Requirements
100
100
100 100
100
100
100
80
80
100 100
100
100
100
100
100
100
100
80 100
100
100
100
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.
LEGEND
Metropolitan Finalisation of the ROWs
Regional Roads require, detailed feasibility
studies specific to each corridor.
100 ROW, 100 m
MMR Transport Network for 2031
2500
2000
Length (kms)
1500
1000
500
0
Road System Sub-urban Rail System Metro System
Transport Network
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
2008- 2031 2008- 2021 2008- 2016
Component Length Cost Length Cost Length Cost
km Rs Crores km Rs Crores km 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
77 1,670 111 2,000 147 11,079
EBL
Bus System 4,280 2,150 1,104
Passenger Water Transport 480 480 480
Truck Terminals, Inter-Bus
3,040 2,038 1,126
and Rail Terminals
2,07,956 1,62,890 1,32,504
Total 2,429 1,772 1,418
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
Strengthening MMRDA to include transport functions-
Unified Transport Administration
Level Organizational structure Functions
Financing of Capital Intensive

Urban Transport Board /
Projects, &Cost sharing,
Development Inter Authority Coordination,
High Powered Committee Prioritization of Projects
Department External funding,
Transport Policies
Planning of projects of regional

Strengthening of MMRDA significance, integrated land use
Authority & Executive Committee transport policy, land control,
Creation of Directorate of identification of projects of regional
MMRDA
significance, preparing 5 year rolling
Transportation program for transport infrastructure
development, deciding financing
MMR Transport Advisory Panel and implementation (either through
other agencies, PPP, SPV, external
funding
Municipalities
ULBs Creation of Traffic & Spot improvements, junctions,
Transportation Division signals, markings, signs, parking,
With Separate Budget bus stops, road maintenance, and
public representations.
ULB Traffic Advisory Panel
UMTA Board Municipalities &
(CM, Urban Development Municipal
Minister, Transport Minister, Councils in the
Chief Secretary) Region
UMTA Commissionerate
(Additional Chief
Secretary)
Port
Trusts
Corporate Management Wing

MMRDA Currently
AAI Finance & Programming
Administration High Involvement
Legal
Police System Planning & Integration
Project Management
MIS/ IT
MSRDC/ Public Liaison
PWD
MMRDA Currently
Low Involvement MMR Surface MMR Rail MMR Marine
Transport Transport Transport
Corporation Corporation Corporation
MMR Bus MMR Road MMR Metro MMR Commuter

Transport Transport Transport Rail Transport
Division Division Division Division Or
MRVC
MMRDA Currently
High Involvement
Service Delivery Corporations/ Agencies/Contractors

MMRA- Expanded Representation of
State Appointed
Authority Mayors/ Presidents from
Representatives
Municipalities & Municipal Councils
Additional Members
MPC Executive Committee Transport & Home Secretaries
and MD, MRVC
Metropolitan Commissioner, MMRA Technical Role of

UMTA
MMR MMR Corporate Management

MMR MMR
Development. Economic Growth Group
Water Transport
Planning Resource &. Finance.
Development. Advisory Board
Appointed from Government,
Private/Public/ Institutional
Commissioner of Police Co-ordination &
Consultation Director: Transport Sectors with Expertise in
Corridor Management & Safety
Transportation
ITS Regional Surface Transport Regional Metro Sub-Urban Rail

Department Department Transport
Department
(Co-ordination)
MMR Bus MMR Road Transport
MMR Marine
Transport Division Division Transport Division
Service Delivery Corporations/ Agencies/ Contractors

Creation of Dedicated
Infrastructure fund (MMIF:
Mumbai Metropolitan
Infrastructure Fund)
Infrastructure Investment Needs and Potential Sources of
Revenue for Dedicated Infrastructure Fund for MMR
Long term transportation strategies will

have little meaning unless.
the implementation funding can be
secured based on a sound and
sustainable financing strategy.
This includes both capital and operating
costs
TRANSFORM
Infrastructure Investment Need in MMR
@ 2009-10 Prices
Investment Investment
Sl. No. Sector Needs by 2021 Needs by 2031
(INR million) (INR million)
1 Regional Water Resource Development 168,640 193,430
2 Transit Development 1,641,740 1,874,860
3 Road development + Terminals 610,500 809,510
4 Regional Drainage 23,920 27,440
5 Land, Real estate & Housing 146,160 167,650
6 Thakurli Power Plant 25,000 25,000
7 Regional Landfill Sites 30,000 34,410
8 Matheran Funicular Railway 2,000 2,000
9 Nirmal MMR Abhiyan 2,400 2,400
Total Metropolitan Infrastructure 2,650,360 3,136,690
US$ 53 billion US$ 63 billion
85% of the Infrastructure Investment Need is Transport Infrastructure
70
New Source
Value linked Development Charge - most
promising
1. Real Estate Market is buoyant with escalating prices, but does
not contribute to capital needs of infrastructure.
2. Current area linked development charges are less than 0.5% of
the real estate values.
3. Charge is on total value of property on date of permission

granted to construct a new development/ redevelopment would
be a buoyant source of capital receipts.
4. Proposal for amending MRTP Act and MMRDA Act formulated

and submitted to UDD, GoM-3% for ULBs and 7% for MMIF 74
Potential Revenue Generation
1. By 2031 MMRDA + State of Maharashtra will need to generate
INR 1,93,500 Crores.
2. Potential Sources from where Revenue can be collected are:
a) Land Sale : INR 58,880 Crores
b) Development Charges : INR 50,000 Crores
Total : INR 1,08,880 Crores
The above forecast are over a time period for financial planning as:
a) Land sales may proceed more slowly
b) Funds from Private sector and GOI may be less than forecast
c) Project construction cost may escalate beyond levels of inflation
Funding Sources
Estimated
Total Cost Inter Development Private
Sl. Borrowing
Transport System (Rs. Crore) Governmental Charges Investmen
No. (%)
@ 2005-06 Transfer (%) (%) t (%)
Prices
I Metro System 1,10,095 15 25 0 60

II Sub-Urban Railway System 30,978 30 30 40 0
III Highway System 57,412 25 25 30 20
Highway Corridors with
IV Exclusive Bus Lanes (EBL) 1,670 25 25 30 20
V Bus System 4,280 25 25 30 20
VI Passenger Water Transport 480 12 12 16 60
VII Terminals 3,040 21 21 28 30
Total Investment, Average % Funding 2,07,956 20 28 12 40
Sources
Potential Need for

Re-allocation from Private
to Development Charges
Particularly for Metro
Creation of Dedicated Fund (MMR Transport Infrastructure

Fund) for implementation of Proposed Transport Infrastructure in MMR
Thank you
Planning Practices in Canada
By
Mr. John Long
Ontario12 million
(1,076,000 sq. km)
Andhra Pradesh
India 1,210 million (3,387,000 sq. km)
Canada
Vancouver India
Hyderabad
USA Toronto
Canada 33 million (9,985,000 sq. km)
Andhra Pradesh 84.7 million

(275,000 sq. km)
Pop 9.7m(2011)
Pop 5.5m(2001)
20 km
20 km
Greater Toronto Area

Hyderabad
2006 Population 5.55m
7,124 sq. km
0.56m
1.16m 0.92m
0.44m 2.50m
Federal Elections Federal
5Year Term
Major
Government Airports
Provincial of Railways
Elections 4 4 Year Canada Ports
Term
Infrastructure
Ontario METROLINX Provincial
Ministry of
Large Capital Commuter Rail Government
Transportation
Projects Large Capital of
Provincial Highways
Innovative Transit Projects Ontario
Financing
Metro Railways
Regional
Regional Bus
Municipal Municipal
Elections 4 Year System
Governments
Term Regional Roads
Simplified Governmental Local

Responsibilities for Municipal
Local Roads
Governments
Transportation Cities &
Local Buses
Towns
Regional
Municipal
Governments
Regional
Development
Plan
Regional Regional
Transportation Servicing
Master Master
Plan Plan
Regional Planning Process

Overview of Goals & Objectives
The METROLINX Mandate
Its mandate includes providing seamless, coordinated transportation

throughout this region, which is Canadas largest and among North
America's most rapidly growing.
An immediate priority for Metrolinx is to create a Regional Transportation

Plan (RTP), a long-term strategic plan for an integrated multi-modal
regional transportation system.
Triple bottom-line goals and objectives are guiding the RTP development,
evaluation and recommendations
people,
environment,
economy
.
Aurora 404
400
Peel 47kph York

43kph Brampton
Halton
Stouffville
Hills Vaughan Richmond
410
Hill
407
32kph 42kph
Markham
407 43kph
401 Airport
401
407
62kph 401
32kph Seaton
403
Rouge
Park
407 Mississauga 32kph

401
32kph Pickering
Oakville
49-72kph
Downtown
50-65kph
Toronto
Early Phase Metrolinx Transit Projects

METROLIX Transit Objectives
Between 2010 and 2035
Increase people living within 2km rapid transit (from
42% to 75% )
Increase proportion of morning peak period travel by
transit (from 16.5% to 26%)
Increase length of rapid transit service (from 500km
to 1650km)
Increase work commuting (under 45min) by transit
(from 38% to 52-56%)
Increase number of transit users in morning peak
period (from 476,000 to 1.1 million)
Aurora 404
400
Peel
York
Halton Brampton
Stouffville
Hills Vaughan Richmond
410
Hill
407
Markham
407
401 Airport
401
407
401
Seaton
403
Rouge
Park
407 Mississauga
401
Pickering
Oakville
Downtown
2km Radius 2km Radius 2km Radius 2km Radius

Subway GO Rail LRT BRT
Early Phase Metrolinx Transit Projects- Areas within 2km Radius of RT Stations
All politicians
Including Mayors
Of Municipalities
TransLink Political Structure
TransLink Corporate Structure
TransLink Effectively
Contracts Out
Operations to
These Subsidiaries
Greater London Authority
Some 40% of households in

London do not own a car that is
much higher than other urban
centres in the UK.
Pop 13.95m(2001)
Subway Pass. 2.6m/pd
Pop 9.7m(2011) Av Trip Length 7.8km(32kph)
Transit Modal Split Approx 25% 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
London (Subway)
Hyderabad
25 Members + Mayor
There is a clear separation of powers within the

Greater London GLA between the Mayor - who has an executive
role, making decisions on behalf of the GLA
Authority - and the Assembly, which has a scrutiny role and
is responsible for appointing GLA staff.
The internal organisation of the GLA takes account
of this separation.
Greater London Authority
GLA Group
Transport Current Committees
Elected by Public at Large Policing 7 July Review Committee
Term 4 years Fire and emergency planning Audit Panel
Economic development Budget Committee
Mayor Deputy London Planning Budget Monitoring Sub-Committee
of Mayor Assembly Culture Business Management and Appointme
London 25 Members Environment Economic Development, Culture, Sport
30 Staff 600 Staff Health Environment Committee
Health and Public Services Committee
Planning and Spatial Development Com
London Assembly: Mayor's GLA Chair Standards Committee
Question Time and Plenary meetings Deputy Chair Transport Committee
10 Meetings pa
GLA Executive
People's Question Chief Executive Officer
Time Monitoring Officer
2 Meetings pa Chief Financial Officer
GLA Group
Metropolitan Fire & Emergency London Transport London's

Police Planning Development for Transport
Authority Authority Agency London Strategy
Board of Directors Underground Advisory Panel

Chair - Mayor Surface Advisory Panel
13 Directors Rail Transport Advisory Panel
Appointed by Mayor Safety, Health and Environment Committee
Finance Committee
Commissioner Audit Committee
Surface Transport Rail Division London Group Support

Division -Buses Integration Underground Services
& Roads National Rail
Greater London Authority & Transport for London

GLA Group
Metropolitan Fire & Emergency London Transport London's

Police Planning Development for Transport
Authority Authority Agency London Strategy
Board of Directors Underground Advisory Panel

Chair - Mayor Surface Advisory Panel
13 Directors Rail Transport Advisory Panel
Appointed by Mayor Safety, Health and Environ.
Finance Committee
Commissioner Audit Committee
Surface Transport Rail Division London Group Support

Division -Buses Integration Underground Services
& Roads National Rail
Greater London Authority & Transport for London

TfL is responsible for London's buses, the Underground,
the Docklands Light Railway (DLR) and the management of
Croydon Tramlink and London River Services
Transport for London Street Management is responsible

for maintaining and managing the 580km Transport for
London Road Network (TLRN), which, although
comprising only 5 per cent of the Capital's roads, carries
approximately 33 per cent of its traffic..
About London Buses
London Buses manages bus services in London. It plans routes,
specifies service levels and monitors service quality. It is also
responsible for bus stations, bus stops and other support
services.
The bus services are operated by private operators, which work
under contract to London Buses.
Dynamic response
London's bus network is one of the largest and most
comprehensive urban transport systems in the world. Every
weekday over 6,800 scheduled buses carry around six million
passengers on over 700 different routes.
The network is also dynamic and responds to changes in London's
growth and changing needs. Every year a fifth of the bus service
is re-tendered, with around half of the network subject to some
level of review.
Is Shanghai a Reference Point
for Hyderabad ?
Pop 9 to10m(2010) Pop 23m(2010)
Transit Modal Split 44% Transit Modal Split 44%
20 km
20 km
Hyderabad Shanghai
Shanghai Proposed Urban Growth
& Metro System Expansion
Employment/Housing
Shanghai 57% residents are employed
Hyderabad 30% residents are employed
Shanghai 2.8 residents/ household

Hyderabad - ?? residents/household
Summary of Shanghai Municipality Income
Total Income $45 billion

Less Export Tax Refund $4 billion
Net Income $41 billion
City Local Income $13.87 billion
Value added taxes $1.63 billion
Business operating taxes $5.48 billion
Personal income taxes $1.1 billion
Property taxes $0.34 billion
District & County Incomes $8.95 billion
Shanghai - Changes in Employment
70% Note:
63.8% Secondary employment is
predominantly industrial
60% 55.0%
50.8%
47.9%
50%
43.8%
40%
31.9%
Secondary
Secondary
Secondary
Tertiary
30%
Primary
Tertiary
Tertiary
Primary
Primary
20%
10% 4.3%
1.3% 1.2%
0%
1990 2004 2005 10th 5 yr Plan
Modern Industry
Key Industries
Shanghais six key or pillar industries:

- manufacturing of electronic and information products,
- auto making,
- petrochemical and fine chemical processing,
- fine steel products manufacturing,
- production of complete plants,
- and biomedicine
The added value of the six pillar industries

accounted for 70.5% of the city's major industries.
Their combined sales income reached 899.19 billon

yuan($114 billion), accounting for 69.8% of the city's total.
Shanghai Economic Structure
Industrial Structure
In 2004, the realized added value in the
city's secondary industry reached
$47billion up 14.9% from the previous
year according to the comparable prices.
The ratio of the city's employment sectors has changed:

primary secondary tertiary
4.3%: 63.8%: 31.9% in 1990
1.3%: 50.8%: 47.9% in 2004.
12.3% pa 12.7% pa Annual average growth

rate 1990-2004
Industrial
Economic Structure
Structure of the
Tertiary Industry
Shanghais six key tertiary sectors,
are:
- finance and insurance
- wholesale and retail;
- real estate;
- transportation
- postal services;
- information services and software;
- hotels and catering,
made up for more than 40% of the city's GDP.
Among the six, the proportion of the added value of the finance and insurance
sector in the city's total stood at 10%.
The figure with wholesale and retail reached 8.2%. The figure with the real estate
sector grew from 0.5% in 1990 to 8.4% in 2004.
Shanghai Annual Capital
Investment in Urban Transportation
Infrastructure ($US billions pa)
4.0 3.71
3.5
$US billions p.a.
3.0
2.5
2.0 1.77
1.46
1.5 1.16 1.19
1.07
1.0 0.77
0.5
0.0
1996 1997 1998 1999 2000 2001 2002
Pop 9.7m(2011)
Pop 20m(2001)
20 km
20 km
Seoul
Hyderabad
Seoul
Seoul
Seoul
Seoul
Seoul
Seoul
Seoul
Seoul
Seoul
Seoul
Seoul
Seoul
Seoul
Seoul
Seoul
Seoul
Seoul
Seoul
Seoul
Seoul
Seoul
Institutional Set-up and Finance
Vidyadhar K. Phatak
Presented at the Seminar on
Urban Transportation Planning:
Problems and Prospects
7 February 2012
Institution
Institution
Organisation
Processes and Practices, and
Data systems
Governance is the totality of interactions, in which government,

other public bodies, private sector and the civil society
participate, aiming at solving societal problems or creating social
opportunities
Organisation
Sectoral verticals at State or Central
Government
At metropolitan scale Urban Planning and
Transport represent horizontal slice that cuts
across the vertical sectors.
Effective organisation structures are yet to be
devised.
Organisation as a tree
Processes and Practices
Prerequisites
Legal empowerment Legislation
Political acceptance Inclusion of elected
Knowledge base Universities & Research
Manpower People with knowledge
skills
Protocols
Inter agency coordination Direct communication
Decision making Inter-sectoral
Resource allocation Budget

The Context
Development is a chain of Disequilibria
Albert Hirschman in 1958 explained that development
process needs inducement and hence it is in disequilibrium.
Aim of planning should be to manage the process of
inducement and not force balance or equilibrium.
Decision Making - Science of muddling through
Charles Lindblom in 1959 compared Rational
Comprehensive vs. Successive Comparison and agued that
the latter is more suitable for real world development.
Polycentric Governance in Creative Conflict
Polycentric governance in creative conflict is superior to
monolithic large governments (that assure integrated
development).
Techniques of Integration
Long Term Plans: Long Term land use and transport plans are
supposed to be integrated frameworks for decision making.
But they are prepared separately hardly serve the avowed
purpose.
CIP: World Bank in 70s tried to persuade Chennai and
Mumbai authorities to use Capital Investment Programming
as a way of integrating development. JNNURM also required
CIP as part of CDP. Never seriously attempted not achieved
the purpose. (MTA New York uses it.)
GIS: In 80s GIS held a promise for organising
multidimensional data around geographical entities. But
twenty years letter I is still silent. Invention has failed to
mother its necessity.
Knowledge Base?
Public Policy perspective is absent
Planning education is splintered
Regional Planning
Urban Planning
Housing
Transport Planning
Environmental Planning
Urban Design; etc
Each developing its language and jargon making
communication difficult
Research leading to knowledge base necessary to
address the problems not being developed
Data Systems
Data Hungry Transport Planning
With improved computing technology, transport
planning has become data hungry
Every major planning exercise begins with massive
surveys
By the time decisions are to be made data
becomes outdated
Periodic updating of data necessary to quickly
apply analytical techniques to help decision
making
Metropolitan Transport Functions and
International Experience
Metropolitan Transport Functions
Financing Metropolitan Transport
Per Capita Cost
Source: Table 3.2 of Report on Indian Urban Infrastructure and Services

The Indian Menu
Use of limited public Resources
Examine for
PPP/BOT/
DBFOT
BOT supported
by 20% to 40%
VGF
Partial
PPP+MMIF/
Borrowings/
Govt. Grants
MMIF
Considers
meeting total
cost
Evolution
Regulating
Multiple operators
Service standards
Tariff setting
Stabilising city
Demand Management
Traffic calming
Modal shifts
Expanding city
Land use Transport
Capturing land
value gains
Thank You
HYDERABAD
METROPOLITAN AREA
METROPOLITAN DEVELOPMENT PLAN
-AN OVERVIEW-
OVERVIEW-
Seminar on
Urban Transportation Planning: Problems and
Prospects
S Vishwanath Sista
Director (Planning)
Hyderabad Metropolitan Development Authority

7th February, 2012 1
P tA
Part
BACKGROUND
HYDERABAD GROWTH DYNAMICS &

CHALLENGES
HYDERABAD - CHRONOLOGY AND GROWTH
History of more than 500 years Earlier Symbols

Melting pot of north and south
cultures-- called Panchavani
cultures
Sangam
Major City Functions are: urbs

Charminar HITECH CITY
prima in entire State;
Main Administrative Centre;
Latest Symbols
Largest concentration Defence Outer Ring Road
Nagpur
International Airport
Establishments ; Narsapur
Road
p NH 7 Karimnagar Road
Mumbai NH 9
Keesara Road
Also largest Cantonment;
Warangal NH 202
2nd largest concentration of Osman

Sagar
Shankarpally Road
public undertakings and Vijayawada NH 9
institutions Nagarjuna Sagar Road

3
Srisailam Road
HYDERABADS POTENTIAL
Fifth Largest City in India
8 million population presently
Metropolitan Area 7100 sq kms (second largest in India)
One of the fastest growing cities in India

Population growth of Core Area at 11.6%,
6% Peripheral areas 5 - 6%
per annum.
16% of the Indian IT Exports are from Hyderabad
Growing at 25% per annum (2008
(2008--2009)
15% of the State GDP is generated in Hyderabad
Major Hub for
IT Hardware,
IT, H d Bi
BioTech
BioTech,
T h, Pharma
Ph
Pharma,, Education,
Ed ti Health,
H lth Defence
D f &
Aviation industries.
Second Largest Metropolitan region after Bengaluru

7200 sqkms (4500 newly extended area for which the development plan
4
is being prepared now)
HYDERABADS MAJOR ATTRACTIONS
Education
Ed ti & Research
R h Center
C t
6 Universities
more than 78 educational and research institutions
more than 168 engineering colleges
IIT,, IIIT,, ISB,

S , BITS
S
Many national-
national-level and international level business
schools/ institutions are coming to Hyderabad.
Industrial Center:
Largest concentration of public
p blic sector units:
nits
BHEL, ECIL, HMT, HAL, Praga
Tools, NFC, HCL, BDL, IDL, IDPL, MIDHANI etc.
Has the largest concentration of industrial areas among metro
cities.
5
HYDERABADS MAJOR ATTRACTIONS
((CONTD.))
IT & ITES Center
Has the 2nd largest
g concentration of IT and ITES units
Regional Center of Trade & Commerce

largest centre of Collection and distribution of various
commodities and goods in Andhra Pradesh ranging from
engineering and hardware to vegetable and food-
food-products.
Corporate Offices Center.
A major centre for transport, storage and transhipment
transhipment/logistics
/logistics
by being a virtual gateway to South India.
6
MEGA PROJECTS IN HYDERABAD
(EXISTING ANDF UPCOMING)
Health Cities
Cities, Super Speciality Nodes
Hyderabad International Airport
(Shamshabad )
International Schools/Universities/ISB
Outer Ring
g Road ((ORR)-
(ORR))-159 Kms
Integrated Transport Terminals/Truck
Airport Expressway Terminals/Logistics Hubs
Elevated Expressway
p y (11.46
( Kms))
I
International
i l Convention
C i Centres
C
Metro Rail/MRTS
Golf Courses and major theme
Radial Roads/BRTS,, Flyovers
y parks/resorts.
p
Financial District
SEZs (Pocharam, Adibhatla)
ORR Growth Corridor
Fab City, Biotech Park, Nanotech
Integrated Townships & Satellite Townships Park, Hardware Park
9Srinagar, Tellapur
Tellapur,, Jawaharnagar
Declaration of major IT & ITES
Development Corridor/ITIR
7
P tB
Part
HYDERABAD-PLANNING & DEVELOPMENT
INITIATIVES
HMDA PLANS
PLANS--Highlights
Hi hli ht
PROACTIVE STEPS FROM GOVT OF AP-
OVERVIEW
Series of steps have been taken to tackle the

urbanisation related challenges::
Enactment of Hyderabad Metropolitan Development Act.
Constitution of Metropolitan Development Authority HMDA-
(Hyderabad Metropolitan Development Authority)
Constitution of Unified Metro Transport Authority (UMTA)
and undertaking preparation of comprehensive Traffic &
Transportation Plan
Formation of GHMC- (Greater Hyderabad Municipal
Corporation)
Efficient Urban Management Systems
H d b d MRTS P
Hyderabad Project
j t
9
Hyderabad Metropolitan
Region
TO
NIZAMABAD TO NAGPUR(NH7)
Jurisdiction Now
TO
TO Narsapur KARIMNAGAR
TO MUMBAI(NH9)
HUDA
Outer Ring Road
Alwal
Qutubullapur
TO WARANGAL(NH2O2)
Kukatpally Kapra TO KAZIPET

TO MUMBAI HITECH Cantonment
CITY
Outer Ring Road Inner Ring
CDA
C.D.A Road
TO Shankarpalli B.P.P.A Uppal
M.C.H AREA
Osmansagar
8 LANE
EXPRESS WAY L.B.Nagar
TO VIJAYAWADA (NH9)
Rajendranagar
TO Vikharabad Himayatsagar
LEGEND
International Airport 8 Lane Expressway, PHASE I
Inner Ring Road

HADA Haware Outer Ring Road
Park,
BG Rail Line
TO BANGALORE (Rail Line) Nanotech TO National Highway
Park Nagarjunasagar State Highway
TO BANGALORE (NH7) 10
TO Srisailam
PROACTIVE STEPS FROM HMDA
Preparation of Metropolitan Development

Plan (MDP)
(MDP)-- Underway
Metropolitan Infrastructure Investment
Plan (MIIP)
(MIIP)-- To be undertaken
Comprehensive
C h i Transportation
T t ti Study
Study-
St d -
Underway
Constitution
C tit ti off Lakes
L k Conservation
C ti
Authority
Infrastructure Projects completed/ongoing
Outer Ring Road
PVNR Elevated Expressway
Expressway.
Taking up development of 34 radial roads
11
PLANNING INITIATIVES UNDERTAKEN
7 Master Plans for various areas of Hyderabad
approved and are in force:
1. Revised HUDA (Hyderabad Agglomeration Area)
Master Plan
2. HADA Master Plan (New International Airport Area)
3. O t Ring
Outer Ri R RoaddGGrowth
th C
Corridor
id M Master
t PlPlan iin 2008
2008;
4. Cyberabad Area Master Plan
5
5. Revised Hyderabad Core City Master Plan
6. Master Plan for Bhongir
7. Master Plan for Sanga
g Reddy y Town
Overall Hyderabad Metropolitan Region Development

Plan under preparation, consolidated all the above
plans including preparation of Metropolitan
12
Investment Plan by HMDA
HMDA AREA INCLUDES
1)GHMC 625.50 Sq.Kms
2) Sangareddy Municipality 13 60 Sq.Kms

13.60 Sq Kms
3)) Bhongiri
g Municipality
p y 9.60 Sq.Kms
q
4) 849 Villages 6451.30 Sq.Kms
-----------------------
Total 7100 00 Sq.
7100.00 Sq Kms
-----------------------
PLANNING ISSUES
HMR (HYDERABAD METROPOLITAN REGION) covers

one-fifth of the total Urban area of Telangana Region & more
than 50% of total urban population of Telangana Region
Region.
Metro Dev. Plan required to cater to 30 Million Population and

abo t 1.1
about 1 1 million work
ork force b
by end of 2030
2030.
Needs to be planned and developed as State capital Region

on lines
li off NCR
NCR; as a Megalopolis
M l li
Lop-sided
p development
p spreading
p g towards North-west and
West- need for correcting imbalance
14
PLANNING NEEDS
Need for improving and augmenting transportation network and
traffic
t ffi system
t managementt (TSM) measures, which hi h is
i becoming
b i
the bane of large metro areas
Need for developing a decentralised activity pattern, nodal
development model (eg Hub & Spoke) to restrict urban sprawl sprawl.
Need for mixed development land use strategy to encourage for
efficiency & to minimise trip lengths.
Need for identification & development of new industrial areas &
work centres in secondary cities/towns of Hyderabad
Need for Integrated Infrastructure Development strategy
Transportation
p
Water
Sewerage
Storm water
Solid Waste
Need for Integrated Investment and Implementation Plan to ensure
that the Master Plan ggets translated into reality
y
15
P tc
Part
Hyderabad Metropolitan Region
Development Plan under
preparation
-An overview-
VISION
compact city with multiple centers
Transit Oriented Development (TOD)
Integration of the peripheral areas with the core and

intermediate areas,
Protection of environmentally sensitive and fertile

agriculture land from urban development pressure.
Creation of peri urban zone
Proper connectivity and adequate urban amenities in

core and peripheral areas
Employment opportunities by creation of smaller

centres in rural areas
HYDERABAD METROPOLITAN DEVELOPMENT
AREA MASTER PLAN IN PROGRESS
Identification of future urban nodes
Infrastructure investment and implementation
p p
plan.
Regional transportation connectivity.
Broad Circulation Plan
Emphasis on environment
Focus on sustainability
New & efficient mechanism for urban governance
Aimed at efficiency, transparency, development friendly regulations
Increased role of private sector in urban development
Financial District: Expansion and regulated development
promoting through partnerships: HADA Area
more than 60,000 acres of prime urban land master planned and available for
urbanisation around the International Airport
18
SENSITIVITY ANALYSIS FOR DEVELOPMENT BASED ON GREEN
PARAMETERS
PARAMETERS
Rivers
Water bodies
Forest
Drainage
g
Slope
Soil
Vegetation
111 GO
Ground water
19
No Field Discription
Soil
Altisoil (red sandy soil)
6 Redsoil
Vertisols (Mixed red and
black clay)
Vegetation
7
Dense vegetation cover
Agriculture
8
Prime agriculture land
111 GO
9
Conservation area
Ground water
Less than 2m bgl
10 2-5m bgl
5-10m bgl 20
above 10m bgl
Proposed Urban nodes in Metropolitan Development Plan - 2031
There are total

proposed 13 urban
nodes.
nodes
Total area of urban
nodes in Metropolitan
Development Plan is
262 sq.kms
k
Proposed Road network - Draft Metropolitan Development Plan
2031
Proposed Road network Regional Ring Road for Draft Metropolitan Development
Plan 2031
REGIONAL RING ROAD

Total length 288.8 Km
Existing (Upgradation) 206.4
Proposed (New) 82.4 Km
Proposed Truck/ freight terminals Draft Metropolitan Development Plan 2031
Proposed Landuse zoning of Draft Metropolitan Development Plan 2031
Phasing of development for urban areas for Metropolitan Development
Plan - 2031
INTENSITY % AREA
YEAR PHASE
HIGH MEDUIM LOW DEVELOPMENT
2015 PHASEI 10 12 10 32
2021 PHASEII 19 30 15 64
2025 PHASE III
PHASEIII 30 35 24 89
2031 PHASEIV 45 35 20 100
Phase Wise Development
201 202 2002 203

PHASE IV INTENSITY
5 1 5 1
PHASE III HIGH
PHASE II INTENSITY
MEDUIM
PHASE I
INTENSITY
0 50 100 150 LOW
DRAFT METROPOLITAN DEVELOPMENT PLAN-2031 FOR HMR & ZONING
AND DEVELOPMENT PROMOTION REGULATIONS
Notified for objections & suggestions 22 07 2011 to 21.02.2012
22.07.2011 21 02 2012
1. Head office, Tarnaka
2. Shankerpally Zonal Office
3. Medchal Zonal Office
DMDP 2031 displayed 4. Ghatkesar Zonal Office
5. Shamshabad Zonal Office
MunicipalOffices
6. Bhongir&
g 7. Sangareddy
g y
DMDP2031 can be viewed on website www.hmda.gov.in
DMDP2031 Objections and Suggestions

can be Emailed mdp2031@hmda.gov.in
CONCLUSION
Already more than 2000 sq kms area master planned
planned.
High potential of urbanisation
Can accommodate around 3 crore population
regulated
l t d and
d planned
l d development
d l t providing
idi higher
hi h quality
lit off
urban living than any other city
Infrastructure upgradation urgently required
This area needs an efficient transportation system right away
away.
This transportation system to be linked to the regional transportation system
Extended area of around 4000 sq kms of rich in natural heritage and
agriculture
Hyderabad becomes a larger magnet to attract more jobs, economic
activities and people.
What is the right development model
Debating Points
Can we make Hyderabad Metropolitan Region a One Hour City like
Melbourne--Sydney is a Half Hour City?
Melbourne
Then what is the optimal Land Use-
Use-Transportation Model?
28
THANK YOU!
We welcome your feedback !
Write to us addressed to:

M
Metropolitan
li C
Commissioner
i i
HMDA, HMDA Tarnaka Office Complex, Hyderabad 7
OR
e-mail us at mc @ hmda.gov.in
OR
To my e-mail: visista @ rediffmail.com 29
TECHNICAL SESSION II
Chairman : Prof. S. Raghava Chari
Retd. Professor, NIT-Warangal
Traffic Management Issues in : Mr. C. V. Anand, IPS.,

Hyderabad Addl. Commissioner (Traffic),
Hyderabad
Public Transport systems : Mr. A. Koteshwar Rao

Operations / Management in HMA ED (GHZ), APSRTC
CTS-Immediate Action Plan : Dr. T. S. Reddy, LASA
Traffic Infrastructure in GHMC : Mr. K. Dhananjaya Reddy

DANICS, Addl. Commissioner,
GHMC
TRAFFIC MANAGEMENT
ISSUES IN HYDERABAD
By
Mr. C.V.Anand, IPS.,
07-02-2012 1
Vehicles
In Chennai - 38 lakhs
In Mumbai - 19 lakhs
In Bangalore - 36 lakhs
In Delhi - 70 lakhs
GHMC area - 32 lakhs
Hyderabad city - 24.5 lakhs
2
HYDERABAD CITY
1. Population : 80 Lakh( Was 40 lakh in 2001)
2. No.of Vehicles : 24.5 Lakh( was 10 lakh in 2001)

(About 500 vehicles are newly registered in Hyderabad City every day)
3. Area : 175 sq.km.

4. Road Length : 242 km ( is constant )
5.Road Area (as % of City area) : 9%
3
600 being added everyday in Hyderabad
City
2.5 lakh vehicles being added in GHMC
area, every year
Projected to cross 45 lakh by 2015
Hyderabad Metro Rail Project will enhance
chaos
4
VEHICLES IN HYDERABAD CITY
Taxis, 33734, 1%
Others, 16541, 1%
Autos, 83340, 3%
Stage carriages, 22098, 1% Two wheelers

Goods veh, 98599, 4%
Cars/Jeeps
Goods veh
Cars/Jeeps, 373981, 16%
Stage carriages
Autos
Taxis
Others
Two wheelers, 1780334,

74%
5
Total vehicles in Hyd. city : 24.50 lakhs (100%) as on 31st December, 2011
MOTOR CARS / JEEPS INCREASE TO BE NOTED
Number of cars /
Sl. No. Year Increase in that year
jeeps
1 2001 126472 -
2 2002 139698 13217
3 2003 155869 16180
4 2004 176646 20777
5 2005 199904 23258
6 2006 227918 28014
7 2007 261904 33986
8 2008 283236 21332
9 2009 304234 20998
10 2010 329103 24869
11 2011 357650 28547 6

Vehicle Density i.e. number of
vehicles per KM
Hyderabad - 723
Mumbai - 747
Chennai - 593
Bangalore - 727
Kolkatta - 814
7
% of road area to total area = 9% in
Hyderabad. Compared to 10% in Mumbai,
18% in Chennai, 12% in Kolkatta.
Kolkatta increased from 6% to 12% by

construction of several flyovers.
Can be increased in Hyderabad by 6% by
removal of 600 religious bottlenecks,
electricity poles and construction of some
flyovers.
8
Departments involved in Traffic &
Transportation Management
GHMC
Police especially Traffic Police
RTA
HMDA
R&B
NHA
Metro Water Works
APCPDCL
APTRANSCO
Railways 9
TRAFFIC POLICE FOLLOWS
THE 3 Es
- We added a 4th E Enablement
10
REGULATION
Majority time spent on it
Peak hours all senior officers on the road
VIP movement personally monitored to reduce
stoppage time and public trauma
CM / Governor / visiting dignitaries by DCsP
Other VIPs by ACsP
Junction to junction communication enhanced, key
role in clearing congestions and increase average speed
Added 250 UHF sets, total 400
Require another 150 to cover remaining officers /
junctions 11
1st E: Enforcement (overall)
Lakhs
35 31.51
30 25.85
25
Cases
20 16.67
15
10
0
2009 2010 2011
Year
12
Daily average enforcement
Daily on an average 10,000 cases are
booked
About 4500 M.V.Act cases
100 C.P.Act cases
600 Towing cases
4500 e-Challan cases (i.e. through Camera,
Laser Gun, Red Light Violation, Surveillance
Cameras)
13
1 st E - Enforcement
Enforcement Philosophy
Misunderstood, to explain that
No targets, HTP does not get single paisa
Enforcement Safety relationship
To maintain traffic discipline. One day
relaxation leads to violations.
Enforcement = Education
75% of time on regulation, 25% on
enforcement
14
Contact Enforcement Methodology
Peak hours / Heavy traffic focus on regulation
Any blatant violation, detain to road side,
continue regulation.
Challan after traffic flow is regulated.
Be conscious of public opinion.
Do not Group up
One Challan at a time principle
Only 1 HG / PC to bring one violation at one
time
15
Politeness despite provocation during enforcement
Counselling attitude
Do not react to arguments
Do not harass those following Traffic Rules
To cover big cars, Government vehicles, Teenagers
To cover uncovered areas like sold vehicles / fake
D.L.s / RCs etc., irregular number plates, stolen
vehicles, etc.
To cover less covered areas like old city, Malakpet,
Mehdipatnam, Asifnagar, Lungerhouz, Amberpet, etc.
Special Drive methodology to cover autos, RTC buses,
Documents, Specific Traffic offences
16
DRUNK DRIVE ENFORCEMENT
Huge impact
Using sections 185, 203, 130 M.V.Act
mainly
Earlier practice
30 microgram / 100 ml of blood as tested
by a Breath Analyser
Have 35 Breath Analysers now 10 from
WHO, 25 from RTA
19
Detain vehicle, give challan and send driver
away
Petty Case charge sheet U/s 185 M.V.Act
prepared
Driver produced in Court on next working day of
Court
Fine of Rs.2000/- imposed, license suspended for
3 months etc.
In 25 days of checking since November 4, 2011,
2600 cases (16572 Ws, 98 - 3 Ws, 845 4 Ws)
booked 20
Advancements in Contact Enforcement
Challan Books to be replaced soon by new
PDAs (Personal Digital Assistant)
On the spot payment
Credit Card swiping
Pending challans, spot payment no need to
go to e-Seva
Payment gateways to be increased, Axis Bank
21
ACCIDENTS
09 2990
Total 10
Accidents
2797
11 2651
09 481 2009
Deaths10 494 2010
11 441 2011
09 2908
Injured10 2662
11 2528
0 500 1000 1500 2000 2500 3000 3500

22
ACCIDENTS : VICTIM VEHICLES
Pedestrian 994
Passenger 95
Cycle/Rickshaw 57
2 wheelers 1187
3 Wheeler 101
Four Wheeler 57
Self Cause 124

Others 36
0 200 400 600 800 1000 1200 1400
Total accidents - 2651 23

N.B. Accidents figures for the year 2011 (Total Accidents i.e. Fatal + Non Fatal)
To reduce deaths by 10% i.e. 441
to 400 deaths
24
RELATIONSHIP BETWEEN ENFORCEMENT
AND ACCIDENTS
Sl.No. Total Cases Total Total Total

accidents deaths injuries
2009 16.67 lakhs 2990 481 2908

2010 25.85 lakhs 2797 494 2662
2011 31.51 lakhs 2651 441 2528
25
Non Contact Enforcement
Use of Technology
Surveillance Cameras
Red Signal Violation System
Hand Held, Portable Cameras
Speed Laser Guns
e-Challan System is the basis.
26
Advantages of Non contact
Enforcement
1. Reduces arguments / assaults
2. Reduces corruption
3. Instills more discipline
4. No traffic obstruction
27
e -Challan Printing Process
2009 onwards every e-Challan

is booked with photo evidence.
e-Challan notices are generated

in the form of Inland letter.
30
G.O. & User Charges
The Government has issued orders vide G.O. Ms.No.
307, dt:26-12-2007 of Home (Pol.Bud) Department,
enhancing the User Charges to Rs.35/-. Break-up of
Service Charges is as follows:
e-Seva service charges - Rs. 5/-

Postal Department expenditure - Rs.15/-
APTS PD Account - Rs. 5/-
Police Department User Charges - Rs. 10/-
31
PAYMENT PROCEDURE
THE VIOLATOR CAN PAY THE FINE
AT ANY OF THE e-SEVA AND APOnline
CENTRES IN HYDERABAD CITY.
PAYMENT DETAILS AT e-SEVA AND

APOnline ARE AUTOMATICALLY
UPDATED AT THE e-CHALLAN
CONTROL ROOM.
e-SEVA AND APOnline PROVIDES A

RECEIPT FOR THE PAYMENT MADE.
ONLINE PAYMENT THROUGH OUR

WEBSITE WWW.HTP.GOV.IN
NEW PDAs WILL ENABLE ON THE

SPOT PAYMENT.
32
B. Digital cameras
Bought 800 cameras

Empowering of HGs / Constables who dont
have enforcement powers 33
These photos are taken to the Police Station after shift timing.
Downloaded onto computers
Sorted out, retain only clear violation photos
Sent through intranet to central server in CP office in Traffic
Command Centre
Access to RTA data base
Type vehicle no:, get details
Sent to e-Challan Section to generate challan 34
Challan printed, dispatched in one day, reaches in 2 days
Non Contact Enforcement Methodology
Still cameras (Use of technology)
Main Source
800 issued till date
To cover all junctions
About 15 to 20 a Day, not more.
Quality to be maintained.
Violation to be clearly seen.
Signal jumping complaint from public.
No misuse / corruption / deletion / harassment.
Downloading in Police Station computer
Editing required, clear violations
35
Maintenance of camera
Highlights of Automated Red-light
Violation enforcement system
Fully automated Redlight enforcement system
Integrated with existing traffic signaling system
Challan printed directly on Inland Letter with violation
photo for easy posting
Flexible payment option at E seva centers or online
payment at AP online
Online checking of defaulters through PDAs (Personal
Digital Assistant)
36
C. Surveillance Cameras
Total 355 Cameras in 4 phases
(91+34+75+155) at a cost of
Rs.10.8 Crores (3+0.8+2+5
Crores) At 229 junctions in
the city.
Fourth phase (155) work still in
progress.
These cameras monitor traffic
as well as Law & order by
giving the traffic SMS alerts
and live updates to the
concerned officers
Also record traffic violations
38
and book using the PDAs
Problems with this Surveillance Cameras
System
Entire system is maintained by the personnel of
Hyderabad City Police.
No funds - No AMC to look after the maintenance?!
Payment to the BSNL towards Lease Line connectivity
is pending since 2 years?!
Dynamic and intelligent monitoring not available.
Latest Video Analytics and Monitoring is required.
Regular budget for recurring expenditure and AMC is
required.
3000 more cameras are required to cover the total
Hyderabad
40
Total 98 PDAs in 2 phases (50+48) at a cost of approx. Rs.35 lakhs
Pending e-Challans are traced by PDAs

Wireless connectivity to the e-Challan Server.
On entering the vehicle Reg.No. it shows the pending
e-Challans, if any.
42
Instant print-out of pending e-challans to the violator.
FEATURES OF NEW PDAs
Shifting to Non paper enforcement
Can be used for spot challaning also
Debit / Credit card swiping facility for payment of challan
Connected to Server online. Offline facility is also available.
Equipped with GPS and GPRS facility and live connection with
the server through GSM Modem
With in-built camera, violations can be captured and uploaded
into the server to generate e-challans immediately
Smart card / RFID card reader system to read the Driving
license and RC data.
44
Is the basis of Traffic Police functioning and existence
Had 225 manpack UHF sets, added 200 in the last one
year.
Improves junction to junction communication
Instrumental in increased average speed in Hyderabad
from 12 to 18 km/hr in 2010 11
Adding another 150 soon to cover 150 left over traffic
points / officers
Total 925 traffic points, manpower enough to cover only
525. 47
10 main obstacles to Traffic
Management and Traffic flow
and how we have been tackling them
48
1st obstacle
Irregular Parking
On street parking increasing carriageway

affected.
e.gs. of how wrong / irregular parking affects
traffic flow.
49
Laws / Rules applicable for parking norms:
G.O.Ms.No.423, dt. 31-07-1998 of MA & UD (M1)
Department.
PARKING REQUIREMENT:
Type of Building One vehicular parking space
of 20 sq. mtrs. Area for every
a) Institutional (Medical) 20 Beds
b) Govt. or Semi Public buildings 100 Sq. mtrs. Built-up area or fraction
thereof.
c) Mercantile Lodgings One car parking space of 20 sq. mtrs.

Lodgings, Tourist Houses, Hotels area of every 80 Sq. mtrs. built-up area
with Lodging and Restaurants or fraction thereof.
50
25 %
G.O.Ms.No.86, dt. 03-03-2006 of the MA & UD (M)
Department.
1. PARKING REQUIREMENTS:
Category of building / activity Parking area to be
provided as percentage of
total built up area
In MCH Area
Shopping Malls with Multiplexes, Multiplex Complexes, 60 %
Information Technology Enabling Services Complexes
Hotels, restaurants, lodges, Cinema halls, business 40 %

buildings, other commercial buildings, Kalyana
Mandapams, Offices & High-rise buildings / Complexes
Residential Apartment Complexes, Hospitals, Institutional 30 %
buildings, Industrial buildings, Schools, Colleges & other
educational buildings.
51
Godowns & Others 20 %
C.Ps Circular Memorandum No. L&O/A4/954/2009, dt. 07-07-2010
1.The Commissioner, GHMC vide reference No.

A/4149/TPS/HO/GHMC/2010, dt. 07-07-2010, has clarified
that the parking space requirement as per G.O.Ms.No.86, dt. 3-3-
2006 is applicable only to the buildings which are permitted
under the said G.O. and not applicable to the buildings permitted
prior to the issue of G.O.Ms.No.86 MA, dt. 3-3-2006 for which
permissions were granted under G.O.Ms.No.423, dt. 31-07-1998
or any other G.Os which were prevailing as on that day.
52
Orders of Honble High Court of AP in W.A.No.2130/2005, dt. 21-02-2006
Directed the GHMC for removal of the illegal construction made in the
Cellars and Sub-cellars shall continue unabated.
Orders of Honble A.P. Lokayukta in complaint No.171/2009/B1
Dt. 02-07-2010:
Directed the GHMC as well as Hyderabad Traffic Police Dept., to take
appropriate action to prevent the illegal parking including the closure
of the business in r/o business premises where there are no or
insufficient parking in conformity with the judgments of the Honble
High Court.
Dt. 09-08-2010:
Directed the GHMC as well as Hyderabad Traffic Police Dept., that

the problem of illegal parking is removed submit a further report by53
the next date of hearing i..e. 27-09-2010.
Violations Being Made by Commercial
Establishments / Corporate Hospitals etc.
Not enough parking place as per norms
Conversion of parking places into business area
The parking place not being accessible, vehicles parked on
the road
Not taking responsibility to keep the road clear in front of
the establishments i.e. valet drivers, or private security
guards.
54
Solutions will come
if we recognise our
social responsibility
59
How we are trying to tackle
Keep Carriageway Clear drives.
Large scale towing and booking of cases.
No Parking sign boards put up.
Wheel clamps, towing, photographs and
e-challans done.
Arguments as public demands delineation of
parking areas.
Builds pressure on establishments + on GHMC
to create parking as per norms
Public more alert now 60
NEW TRAFFIC CRANES
LIFTING A TWO WHEELER
25 Traffic Police Stations

have 25 Cameras
All 10 tonne Cranes
New design, reflectives,
flash lights etc.
On hire = 18
Government = 7
62
NEW TRAFFIC CRANES
LIFTING A FOUR WHEELER
63
2nd obstacle : Encroachments
Pushcarts, Hawkers, projections

Footpaths almost occupied.
64
Economic / political issues in this.
Combined drives with Municipality.
Traffic Cranes used for this mainly.
Inspectors / SIs held responsible for
any lacksity.
Important criteria for assessment of
performance
65
3rd obstacle : Poor Traffic
Infrastructure
Traffic Signalling System.
Roads
Road markings
Road signages
Junction developments
Other engineering aspects.
66
A. TRAFFIC SIGNALLING SYSTEM
20 year old, old poles wiring bulb type etc.
Frequent repairs
Maintained / installed by GHMC
AMC to CMS not maintained
Stand alone
Bulb type signals
No UPS
No Count Down Timers
No manual function
No central monitoring 67
H-TRIMS
(Hyderabad Traffic Integrated
Management System)
68
B. Road Markings
Stop lines, Zebra lines, Yellow divider lines, free
left signs, arrow markings, lane markings etc.
Very important for observance of traffic rules.
Thermoplastic paint to be used, will last for 1 year.
All 425 junctions can be covered in 100 days.
Total of 45,000 Sq.Mtrs. of painting required.
At Rs.700/- @ Sq.Mtr., it will cost Rs.3 Crore
approximately.
Along with Traffic signals, road markings will give a
new look to the City. 69
Road markings
HTP recruited 14 painters as HGs,

imported 2 Greco machines from USA
HTP only paints Stop & Zebra lines
70
Greco Machine for
Road Marking Traffic Painting Team
71
C. Road Signages
Standardised directional overhead sign boards to various
locations on signals, under FOBs, Flyovers needed (with
out advertisements)
Can be put up at 131 Big Junctions in 100 days, about 500
boards @ Rs.25,000/- each.
Will cost around Rs.1.25 Crores.
Other road signages of No Parking, School Zones, Signals
Stop line, Bus Bay Parking, Auto Parking etc.
Over 2000 boards have been sponsored and put up by
SBH.
Total cost for them = Rs.1 Crore spent by SBH.
500 more are being put up by SBH.
Will remove all other agencies traffic signages for sake of
uniformity / aesthetics.
72
Signages
SBH has put up 2500 sign boards
Rs.1.5 Crore expenditure
Hazard markers from Jaycees
Barricades from cell companies etc.
73
What we are doing
Civic body is responsible for all these

But public / media blames Traffic Police
Traffic Police suffers on the roads.
Attached one RI for GHMC works
Attached one RI for RTA, Secretariat works.
74
D. REFLECTIVES
Like Reflective Stickers / Cat eyes / flexible cones
with reflective tapes / Hazard markers to ensure
night visibility of dividers, medians, dangerous
turnings etc.
Will avoid many accidents / deaths.
Expenditure will be about Rs.1 Crore.
75
E. Minor Junction Improvements / Other
minor Engineering changes
Over 50 junctions identified for improvement.
Development of U-turns.
Development of free lefts.
Shifting of medians, closing of gaps
Proper shape / size / height of central dividers.
Central cement medians (moveable), 3000
required @ 2000 each
Their proper painting.
Can be completed in 100 days.
Expenditure of Rs.3 Crores. 76
F. Traffic Engineering Cell
Need to hire services of Traffic Experts, Engineers,
Consultants to carry out above minor engineering
changes, study traffic volumes, introduce one-ways
etc.
Expert advice lacking, presently by trial and error
method by Traffic Officers.
Several proposals / suggestions of public on one-ways,
other changes pending.
5 persons required at Rs.25,000 per month for 1 year
Expenditure Rs.10 lakhs
77
G. Bottlenecks
Both natural and Religious.

Electrical poles, transformers on
widened roads, buildings court cases
etc.
Religious structures in the middle of
widened roads (600).
78
Natural Bottlenecks to Traffic Flow
Not mentioning Religious Structures.
Which can be rectified in 100 days by concerned
Departments.

Shyamlal Nalas Jabbar Building in Begumpet

Lakdikapul Bridge

Opp: St.Anns School, Secunderabad.

Removal of Advertisement Lollipops on Central
Medians by GHMC.
Electric poles making widened roads unutilised.
AP Transco / CPDCL can shift them by sorting out
with GHMC.
GHMC can come out with a proper parking policy
Pedestrianisation / Footpath development plans to
streamline traffic flow. 79
What we are trying to do
Take media help in exposing them
Play coordinating role in bringing

concerned parties for negotiation
80
5th Obstacle : VIP movement
Stop traffic, switch off signals.

Security Reasons.
Public harassed / complaints
81
Conducted meetings with the Pilots, Chief Security
Officers, Traffic officers, ; develop coordination, patience.
Green channel only for CM / Governor.
Other VIPs, only junction clearance.
Minimise stoppage time.
Running traffic on opposite side always. (for PM /
President also)
Stress on clearing built up / waiting traffic after VIP
passes.
Try to inform motorists about diversions through Flexis,
mike announcements, FM radio, TV channels, Facebook.
Changed orientation of Traffic Police from VIP
Movement Management to Congestion Management 82
6th Obstacle : Lack of Road
cutting policy
Roads dug by GHMC, Water works, CPDCL,
TRANSCO, private agencies too.
All through the year.
Long delays in executing works.
No recarpeting for months / years.
Carriage way lost.
83
No permissions in rainy season, only between
October and May.
Inspection first by Traffic Officer ACP and
concerned Department Officer + contractor.
Undertaking in writing on stamp paper about time
of completion + other conditions.
Seizure of equipment.
Stern despite controversy
Recarpeting insisted before further permission is
given 84
7th Obstacle
Use of roads for publicity,

exhibitions, dharnas by various
groups
85
Refuse permissions for any mobile activity like
publicity, mobile restaurants, car rallies.
Exhibitions.
Baraats also (especially in Metros)
Can not do much about dharnas / agitations.
Prohibition of heavy vehicles / private buses
entry in day time. (8 am to 10 pm)
86
8th Obstacle
RTC Buses
Autos - 3 Wheeled
Their parking and indiscipline
7 Seaters
Private Buses movement
DCMs
Lorries - National Permit
Local Permit
87
Created Bus bays with mobile barricades.
Push buses into them, passengers into Bus
stops, signages put up.
Special drives, Education sessions of Drivers.
Push Autos out of Bus Bays.
Auto parking areas identified / signages put up.
Discipline Autos measures like Rate charts,
Display boards, Helpline, Plastic sheets, Meter
tampering etc.
Restrict unauthorised Autos entry
Restrict unauthorised Private buses entry 89
Special Drive on Buses
90
Special Drive on Autos
7-Seaters entry
4 seaters - confusion on permits
issued by RTA
91
PRE PAID AUTO BOOTH
G.Oms No.82 of Tr Dept issued after 1 year effort.
Started on 24th Nov , 2011 at secbad Rly. Stn.
3 booths each on Bhoiguda side and Alfa side
Totally outsourced- Rs.2/- for each auto hire from
the passenger.
Manned 24 hours , 12 employees, computers,
UPS, CCTVs etc
Slab rates decided by TRA/HTP/ Passengers
committees and Auto unions
Can be changed by the committee
Can be extended to other places 92
PREPAID AUTO - SLAB RATES
(From Secbad Rly.Stn.)
Sl.No. Distance in Kms Day time Night time tariff
Tariff (11.00 PM to 5.00
(in Rs) A.M)
(in Rs.)
1 0 3 Kms 30 40
2 3.1 6 Kms 55 80
3 6.1 - 9 Kms 80 120
4 9.1 12 Kms 110 160
5 12.115 Kms 135 200
6 15.1 20 Kms 180 250
7 20.1 25 Kms 225 325
8 25.1 30 Kms 270 375 93

9th Obstacle : Lack of any budget
Traffic Police requires lot of

funds for the 3 Es.
94
A. Funds for Enforcement and Traffic Regulation
Surveillance Cameras
Only about 180 in Hyderabad City, another
155 coming up.
Moscow = 85,000 cameras
London = each individual photographed 200 times.
Their maintenance
Connectivity / AMC Charges - not paid?
e-Challan System
Red Signal Violation System
- Their maintenance, servers etc.
- Connectivity / AMC charges. 95
Funds needed to buy Equipment
Cameras Breath Analysers
PDAs Wheel Clamps
Batons Bell hailers / Mega phones
Painting Machines Speed Guns
Barricades More Surveillance
Cones
UHF Sets (batteries)
To maintain Private Cranes
96
Funds needed for
Welfare of Traffic Policemen
Rain Coats
Rain Shoes
Oxygen Concentrators
Nose Masks
Helmets / Gloves
Summer Allowance
Regular Health Checkups.
Water bottles
Goggles 97
B. Funds for Traffic Education
Pamphlets / Booklets for
School Children
RTC Bus Drivers
Auto Drivers etc.
Required in thousands
Short movies on various violations like Cell

phone driving, Triple / Drunken driving,
Signal jumping etc.
School Traffic Commando programme etc. 98
C. Funds for Road Engineering
Major junction improvements, road
repairs, median constructions lot of time
lag.
But small changes which can bring lot of
improvement in traffic flows through
cement Barricades / Traffic Barricades
Closing gaps-in-medians, right turns etc.
One-ways etc., sign boards for them.
99
10 th Obstacle :
Manpower shortage
100
Out of 1807
Sl.No. Post Sanctioned Vacancies
1 PCs 1282 492
2 HCs 255 68
3 ASIs 106 36
4 SIs (Civil) 97 25
5 RSIs 21 7
6 Inspectors 35 7
7 RIs 3 0
8 ACsP 7 0
9 Addl.DCsP 2 0
10 DCsP 2 0 101
Problem is with
1700 Home Guards in HTP
Low allowance (Rs.200/- per day)
Low commitment
Corruption
102
2 nd E - Engineering
Municipal Corporation / Municipality /

Civic bodys responsibility
Traffic chief must take initiative to
pressurise.
2 RIs attached to GHMC
103
Philosophy of Road Engineering
Encouraging more straight to straight

traffic.
Close unnecessary openings in medians
To take left, go ahead, take U turn, join
traffic.
104
1. Development of one-ways
Identify congested areas.
See if alternate route exists.
If about 1 Km extra, go ahead.
Small civic works, barricades, etc will be
required.
Rope in civic body, joint inspections.
105
One ways at
Krishna Nagar / Jubilee Hills Road No.2

V.V.Statue / Anand Nagar Colony
Malakunta
Ek minar
Yousufguda Check Post
106
2. Closure of Gaps in Medians
Gaps become junctions through which all sides
traffic tries to go through.
Accidents, Chaos, Fear.
Encourage straight to straight traffic.
Close unnecessary gaps with cement
barricades, permanent barricades or mobile
traffic barricades.
Study and do it.
Resist pressures for 3 days.
Closed over 125 openings 107
3. Closure of Right turns
Main reasons for congestion at several
junctions.
Always obstructs traffic on all other sides.
To go ahead, take U-turn, and join traffic.
U turn to be manned / regulated.
U turn should not be too faraway.
110
Development of U-turns
Vehicle taking U-turn to be protected
from oncoming traffic.
113
4. Junction improvements
Road conditions
U turns
Signals functioning
Zebra stop lines
Free left road
Footpaths
- increased carriageway 114
Free left at junctions - an illustration
Zebra lines for pedestrians to cross.
IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII
Stopline
STOP STOP
Cones 11ft.
Free left
Free left
11ft.
Sign board
115
5. Central medians
Needed in view of increasing congestion,
impatience
Divides traffic
Controls parking
Prevents clash / overtaking / obstruction /
accidents
Openings given at necessary places
Even on flyovers (e.g. Masab Tank flyover)
Examples
17 KMs (new) got constructed
Proposals for 7 KMs more with GHMC. 117
Medians on Flyovers
122
Thinking on Tank
Bund Too
125
6. Bring old, unutilised
roads back into use
126
Begumpet to Bowenpally road
Across the Airport tarmac
Used to function 20 years ago.
(Connects road in front of Begumpet L&O PS
to the Air Cargo unit across the airport
runway over the Nala into the road
connecting to the boundary wall.)
127
PROPOSED ROAD FROM BEGUMPET TO BOWENPALLY
ROAD ACROSS THE AIRPORT TARMAC
Bowenpally Jn. Tarbund
Jn.
Old Airport
Fateh Nagar
Rd Wall
Nala
RUN WAY
Tarbund
Road
Balamrai
Checkpost
Airport Staff
Chilla Airport
quarter
compound
Airport
Road No.1 1.9 KMs
gate Road No.2 2.1 KMs
Fire Road No.3 3.4 KMs
Station
Cargo
point Begumpet
Women
Police
PS
lines
CTO
S.P.Road Circle
128
2.Chintal Basti Road connecting Rd.No.12,
Banjara Hills to Nirankari Khairtabad road.
3.Chaderghat to Koti Road, behind Womens

College for RTC Buses.
129
7. Reversible traffic lanes
Some roads are heavy in one direction in
the morning, heavy in opposite direction in
the evening.
Open median / divider
Give an extra lane using cones
To man properly to avoid accidents
At Begumpet, Alugadda Baavi RUB,
Malakpet RUB, Secunderabad Club Road
130
Reverse Traffic
e.g. Begumpet
600 mtrs distance
Diversion into - to bypass

Nala when jammed Usha Kiran
Studios
Nala
Slip road under
P&T flyover B obstruction
F
Begumpet
Divide Traffic and send
onto Nala Flyover
D C
Opening in Central Median
P & T Flyover median at Nallis A Flyover
slip road
Greenland
Divide Traffic into s flyover
2 and send into
Nala
Slip road of
P&T flyover Jabbar Alauddin Nala
obstruction
Bldg. Bldg.
HPS (B)
School
131
3rd E - Education
Very very important.
Traffic Police image
- dented by enforcement.
- enhance by education.
Lasting impression on public
Public support needed.
132
1. Information about Special Drives /
any other changes.
Through Pamphlets / Leaflets.
Through Press Notes.
Develop an Admn Cell with an officer in
charge to look into this
Give with Diagrams / maps etc.
133
2. One or Two minute films
Cost of preparation Rs. 2 Lakhs
To be played in theatres
Sponsors can be found.
On TV, requires heavy payments.
Go violation wise
E.g. explain significance of Red-Orange-Green signals,
Stop lines Zebra lines.
On Cell phone driving Drunken driving Triple riding
Wrong side driving.
Educate about any other system you have developing
Wheel clamps e-Challan system etc.
134
Follow Educate Enforce sequence.
3. E Mail facility
Announce id, publicise

Spend time to go through feed back.
135
4. Traffic Website
Largest hits on HTP (2.8 Crore)
Lot of information kept online e-Challan

status, accident figures, officers details,
alternate routes etc.
Very popular
136
WEBSITE
137
Daily more than 15,000 hits
More than 2 Crore hits till date
Facilities available on it:
By typing vehicle number one can know e-challan
status
Live alerts on traffic jams in city
Information on Road Rules, Alternate routes, Road
accident statistics
Jurisdiction of PSs
Names and numbers of Traffic Police officers
138
5. Facebook facility
To cover large section of IT employees, youth who are active on

Facebook
To use as a forum to exchange ideas
To post ideas / suggestions
FB friends can report Motor Vehicle violations they see. 139
Launched on 03-08-2011
Presently 22,000 friends
Very lively program, lot of education -
feedback
140
Interaction :
Use as a forum to exchange ideas
Post ideas / suggestions
Be constructive
Not for fault finding
141
6. SMS ALERTS FACILITY
Surveillance Camera Control

Room Traffic Control Room (UHF)
SMS service for commuters to

know about
Traffic jams / congestions
Reasons for congestion
Clearance time
Alternate Routes 142
SMS alerts facility
Gupshup group
Public can subscribe to know traffic
status
Regular updates from Traffic Control
Room
5000 subscribers
143
7. FM Radio
Can be highly useful
Tie up
Officers talk regularly give info.
Give live updates
Reaches commuters on road
144
8. Traffic Helpline
Allotted a cell number
Publicise it
Invite people to call
150 calls daily on Hyderabad Traffic
Helpline
9010203626
145
9. Involve students / schools
School Traffic Commandos
(STCs) programme
Had pre-academic year meetings
to discuss safety issues like
school buses autos school
parkings STCs Private
security etc.
Printed School children education
books and visit schools to
educate / talk / show films of
accidents education film on
Saturdays preferably, covered 1
lakh students this year 146
10. Traffic Park / TTI
Make children visit Traffic Park in police
premises.
Bring violators also to Traffic Park to
educate.
Shifting from Bal Bhavan to TTI,
Goshamahal
TTI being repaired, expanded with 2
Training Halls. 147
We added a
4th E - Enablement
Deals with organisational issues,

Government Orders, etc.
Affects functioning.
148
1. Budget Sanctions
Usually no money is sanctioned.
Some places, 50% of traffic fines, Kolkatta = 5
Crores per annum.
Bangalore = 300 Crores.
Got 8.58 Crores G.O. from Government recently.
Got 40 lakhs from HMDA
Got 40 lakhs from RTA
GHMC funds
149
2. Legislations / G.O.s
New Traffic Police Stations sanctions
7 new ones created, functioning
Enforcement powers to ASIs
MV Act fine enhancement
Prepaid Auto / Taxi Booths started in
November, 2010.
150
3. Permanent Decongestion
Measures
1) Staggering of Timings of Schools / Colleges
Liaison with Education Department
2) Shopping areas / Malls / Theatres
Liaison with Labour Department, Municipality
etc.
151
152
TOPIC:-
PUBLIC TRANSPORT SYSTEMS
OPERATIONS / MANAGEMENT
IN HMA
Presentation by
EXECUTIVE DIRECTOR
GREATER HYDERABAD ZONE & HYDERABAD ZONE
OUR MOTTO
To provide
Efficient
adequate and
Properly co-ordinated transport
facilities at economical rates to
the commuters.
PROFILE OF GREATER HYDERABAD ZONE
No. of Regions - 2
No. of Divisions - 4
No. of Depots - 12
Each Depot operates 120-150 buses on
specified routes.
Each Depot is headed by a Depot Manager
who is assisted by 5 frontline Supervisors.
Each Depot is a profit center. Depot Manager
is responsible for the overall profitability of
the Depot.
OPERATIONAL PARTICULARS
RTC Fleet 3628
Hire Fleet 157
Total Fleet 3785
Kilomters per day 998204
Trips per day 45190
Earnings per day 193.93 Lakhs
No.of Passengers carried per day 32.56 Lakhs
Occupancy Ratio 71%
No.of Employees 22770
PRODUCT-WISE FLEET
Air Conditioned 84
Metro Deluxe 150
Metro Express 953
City Ordinary 2492
Mini Buses 106
Total Buses 3785
COMMITTED TRIPS DETAILS

Secretariat spl trips - General 96
Secretariat spl trips - Ladies spl 21
Other Govt. Office trips - General 158
Other Govt. Office trips - Ladies spl 13
General Ladies spl trips 37
BUS PASSES
Free Bus passes (p.m.) 59726
Student Bus passes (p.m.) 2.3 lakhs
General Commuter Bus passes (p.m.) 2.1 lakhs
NEW DEPOTS:
Proposals are on hand to increase the no.of
depots to 50 and fleet to 5000.
5 new bus depots are under construction at

Bandlaguda, Chengicherla, Farooqnagar,
Kachiguda and Mushirabad-III.
15 places were identified for establishing

new bus Depots in suburban areas.
Proposals were submitted to UMTA and the

District Collectors of Rangareddy and
Hyderabad requesting for alienation of
Govt.lands.
LOCATIONS OF NEW BUS DEPOTS
1 Koheda-Pasumamula 9 Narsinghi
2 Mankhal-Srinagar 10 Muthangi-Patancheru
3 Edulanagulapalli 11 Dommarpochampally/Gandimysamma
4 Moinabad 12 Pocharam-Ghatkesar
5 Upparapally 13 Borabanda
6 Qutubllapur 14 KPHB IV phase
7 Bhoodanpochampally 15 Balajinagar
8 Katedan-Madhuban Colony
UNDER CONSTRUCTION
MUTTANGI-PTC
QUTUBULLAPUR
MYP-I & II
KPHB IV PHASE
CHENGICHERLA
MSRD-III
MSRD-I & II
NARSINGI
KACHIGUDA
BANDLAGUDA
FAROOQ NAGAR
KATEDAN
HYT-I & II
BHOODAN
POCHAMPALLY
OPERATIONAL JURISDICTION
Assembly constituencies of Hyd. Dist. 15
Assembly constituencies of RR. Dist. 8
Assembly constituencies of MDK Dist. 1
Total Assembly constituencies 24
Mandals of Hyd. Dist. 16
Mandals of RR Dist. 22
Mandals of Medak Dist. 10
Mandals of MBNR Dist. 2
Mandals of NLG Dist. 5
Total Mandals 55
BUS BAYS:
Total No.of Bus Bays required 234

No.of Bus Bays provided 27
Requested GHMC to 207
provide/construct bus bays
at the identified places
BUS BAYS ALREADY PROVIDED
1 MEHDIPATNAM X ROADS
2 LAKDIKAPUL
3 SECRETARIAT
4 ERRAMANZIL TOWARDS AMEERPET
5 ERRAMANZIL TOWARDS KHAIRATABAD
6 REZIMENTAL BAZAR ( SECUNDERABAD)
7 KOTI ( WOMENS COLLEGE)
8 DILSUKHNAGAR
9 JUBILEE HILLS CHECK POST
10 TARNAKA (TOWARDS METTUGUDA)
11 TARNAKA (RTC HOSPITAL)
12 SECUNDERABAD STN (INFRONT OF RLY STATION)
13 TELEPHONE BHAWAN (TOWARDS LAKDIKAPUL)
14 KHAIRATABAD (INFRONT OF RLY STATION)
15 S.R.NAGAR (TOWARDS AMEERPET)
16 C.T.O. JUNCTION, PARADISE (TOWARDS BEGUMPET
17 EAST MARREDPALLY(INFRONT OF POLYTECHNIC COLLEGE)
18 A.C.GUARDS, MASAB TANK
19 BEGUMPET (AIRPORT)
20 ALL INDIA RADIO (TOWARDS NAMPALLY)
21 SWIMMING POOL (PATNY, SECUNDERABAD)
22 YOUSUFGUDA BASTI
23 INDIRA PARK
24 A.S.C.I. (BANJARA HILLS ROAD No.2)
25 KHAIRATABAD ( R.T.A. OFFICE)
26 RANIGUNJ (TOWARDS PARADISE)
27 HABSIGUDA STREET No.8
SECTOR WISE BUS BAYS REQUIRED
SECTOR NO.OF BUS
SL NO BAY
FROM TO REQUIRED
1 Afzalgunj Zoopark 30
2 SantoshnagarChandrayanagu 30
3 Punjagutta Uppal 23
4 Secretariat Lothukunta 17
5 Afzalgunj Erragadda 17
6 Nalgonda X Sagar Ring 14
7 Madina Barkas 13
8 Chaderghat Dilsukhnagar 13
Gandhi Mehadipatnam
9
Bhavan (Via. Mallepally)
10
10 Jublee CheckSarathi Studios 6
11 Gachibowli Lakdikapool 6
12 Bapughat Nanalnagar 5
13 Secunderaba Koti (via. Bible 5
14 Tarnaka Afzalgunj 4
15 CTO JunctionBowepaly 4
16 Chaderghat Uppal 3
Jublee
17 Masabtank
Checkpost
3
18 Secunderaba Afzalgunj 2
19 Secunderaba AOC Center 2
TOTAL 207
BUS TERMINI:
Proposals are on hand to provide Modern Bus Termini at 20
important points to develop them as commuter transit points
and to provide all basic passenger amenities.
Already constructed two Commuter Amenity Centres under

JnNURM scheme and made operational at ECIL and Patancheru
Two more Commuter Amenity Centres are under construction

under JnNURM scheme at Koti and Kukatpally.
At Commuter Amenity Centres all basic passenger amenities

such as Bus Pass Counter, e-seva centre, ATM, AC waiting
halls and modern toilets etc., would be provided.
PROPOSED BUS TEMINUS POINTS
1 Thorrur 6 Cheryal 11 Dharmaram 16 Bowrampet
2 Aylaipur 7 Gowdavelli 12 Dundigal 17 Rampalli
3 Sulthanpur 8 Karadanur 13 Patighanpur 18 Thukkuguda
4 Kollur 9 Balapur 14 Nadergul 19 Chilukur
5 Munaganur 10 Kuntlur 15 Korremula 20 Kondapur

TRIPS ORGINATING FROM MAJOR TRAFFIC JUNCTIONS
NAME OF THE MAJOR NO.OF TRIPS NO.OF
SL NO.
TRAFFIC JUNCTION ORGINATING DESTINATIONS
1 SECUNDERABAD STATION 4598 246
2 KOTI 1708 122
3 ECIL X ROADS 1258 42
4 MEHADIPATNAM X ROADS 1210 86
5 AFZALGUNJ 1197 94
6 PATANCHERU BUS STATION 1036 32
7 MEDCHAL 858 31
8 DILSUKH NAGAR 766 78
9 UPPAL BUS STATION 599 55
10 IBRAHIMPATNAM 596 76
11 BORABANDA 483 21
12 KONDAPUR 451 12
13 SHALIBANDA 390 48
VANASTHALIPUTAM
14
(NGO'S COLONY)
238 24
15 HAYAYATHNAGAR 235 40
16 JAGADGIRIGUTTA 203 14
17 KPHB IV PHASE 178 5
18 GHATKESAR 93 10
19 KACHIGUDA RLY. STATION 84 12
TOTAL 16181 1048
VEHICLE MAINTENANCE SYSTEMS IN APSRTC
Every depot is equipped with adequate maintenance

pits, washing plants, battery chargers, greasing
equipment, tyre inflator, special tools etc.
Periodical preventive maintenance is being done at

each depot. Vehicle maintenance activities are
directly supervised by a set of supervisors headed by
Assistant Engineer.
Contd..
VEHICLE MAINTENANCE SYSTEMS IN APSRTC
Zonal Work shop situated at Uppal caters to the

demands of CO units, major aggregates those are
required for replacement at the time of major
docking.
Zonal stores situated in work shop complex

supplies the required tyres and automobile spares
to all the depots as per the prefixed schedule.
TRAININGS
Each Zone is having an exclusive Staff Training
College for conducting in house trainings
Drivers, Conductors and Supervisors are subjected
to rigorous training at the time of induction in to
APSRTC
They are subjected to periodical refresher trainings
at Zonal Staff Training College
Trainings are also conducted at Depot level and
Regional level on latest schemes of APSRTC and
courteous behavior with passengers.
Faculty from out side HR institutions and transport
experts are utilised for training purpose
INITIATIVES FROM APSRTC
Introduced 1075 BS-III and 70 BS-IV norm buses in
twin cities
Introduced 98 CNG buses at Cantonment, Hakimpet
and Medchal depots
CNG buses would be enhanced to 250 shortly
106 Mini buses are being operated on the narrow
roads of Old City
PASSENGER AMENITIES
No.of Bus Stations 18

No.of Bus shelters 1266
No.of Bus Stops 1928
Mobile Relief Vans 6
( Koti, DSNR, MP, RBS, KP & PTC)
No.of Late Night services 11
No.of Crew Change over points 37
No.of Night Out Services 733
PASSENGER AMENITIES
BUS PASS PROJECT:
Issue of Bus passes in Greater Hyderabad
was made on line for students and general
commuters from March-2001.
Bus passes are now being issued from 50
centers in Twin cities and sub-urban areas.
Students and general commuters can get
new passes or renew passes from any on
line center.
Nearly 10 lakh passengers and students have
been utilising this facility in the current year.
Contd..
ON LINE BUS PASS CENTERS
SL NAME OF THE CENTER SL NAME OF THE CENTER
NO NO
1 RATHIFILE 26 KPHB
2 KOTI / CBS HANGER 27 NAMPALLY
3 MEHDIPATNAM 28 JBS
4 DILSHUKNAGAR 29 GHATKESAR
5 SANATHNAGAR 30 VST
6 AFZALGUNZ 31 SHAMSHABAD
7 ECIL 32 HAYATHNAGAR
8 UPPAL 33 L B NAGAR
9 KUKATPALLI 34 MANGALAPALLI(Chevella)
10 BHEL 35 MOINABAD
11 MEDCHAL 36 NALGONDA X ROAD
12 IBRAHIMPATNAM 37 SANTHOSHNAGAR
13 KACHIGUDA 38 MIYAPUR
14 CHARMINAR 39 KANDUKUR X ROAD
15 SHAPURNAGAR 40 S R NAGAR
16 NGO'S COLONY 41 ALWAL
17 A.G.COLLEGE 42 JAGATGIRIGUTTA
18 MCH H.O. 43 TIRUMALAGHERRY
19 AP SECRETARIATE 44 KHAIRATHABAD
20 OSMANIA UNIVERSITY 45 VANASTHALIPURAM
21 TARNAKA 46 CBIT
22 BALANAGAR 47 JBIT
23 PATANCHERU 48 RAMANTHAPUR
24 RISALABAZAR 49 ATTAPUR
25 ABIDS 50 AIRPORT
Contd..
PASSENGER AMENITIES
GOODWILL CENTERES:
17 Goodwill centers are functioning in Greater
Hyderabad limits.
At Goodwill Centers the assistance, guidance,
information is provided to passengers in two
shifts from 08.00 am to 10.00pm.
All types of tickets pertaining to marketing
schemes viz. CAT Cards, Travel As You Like
Tickets (TAYL), JHTs, Couple Gift Cards and
Route Maps are available at these centers.
Contd..
GOOD WILL CENTERS
Sl No NAME OF THE GOOD WILL CENTER DEPOT
1 MEHDIPATNAM MP
2 UPPAL BUS STATION UPL
3 GHATKESAR BUS STATION UPL
4 SANATHNAGAR BUS STATION KP
5 KPHB COLONY MYP-1
6 LINGAMPALLY (BHEL) BHEL
7 IBRAHIMPATNAM BUS STATION IBPM
8 AFZALGUNJ BUS STATION FM
9 MEDCHAL BUS STATION MDCL
10 HAYATHNAGAR BUS STATION HYT-1
11 KOTI MEDICAL COLLEGE MSRD-2
12 CBS HANGER (GOWLIGUDA) MDN
13 DILSUKHNAGAR DSNR
14 RATHIFILE BUS STATION RNG-2
15 ECIL BUS STATION KG
16 BALANAGAR BUS STAND JDM
17 KOTI WOMENS COLLEGE (CALL CENTER) MDN
Contd..
PASSENGER AMENITIES
24 x 7 CALL CENTER:
APSRTC established a Centralized Call Center working 24

X 7 to redress passenger grievances
The toll free no. 1800 200 4599 is provided at Call Center
Presently 1200 calls are landing per day at this center
Complaints, enquiries, suggestions etc. are received and
responded round the clock.
Complaints and suggestions would be transmitted to
Regional Managers concerned through e-mail, SMS.
Action taken on the complaints and suggestions are
informed to the passengers through SMS/mail/Phone
call/FAX
Contd..
ACHIEVEMENTS OF APSRTC
Bagged Fuel Conservation Awards from PCRA and ASRTU for
the years 1986-87 to 2009-10 except 89-90,90-91,91-92&93-94.
Maintaining Less Accident rate in city i.e., 0.10/ lakh kms.

Received Awards for maintaining less accident rate for the years
2005-06, 2006-07, 2007-08 and 2010-11 from ASRTU.
Introduced 1000 new buses under JnNURM Scheme in 2010-11
Received several awards for effective fleet maintenance and

optimum costs on vehicle maintenance
Gallery of Awards received by APSRTC

BUS RAPID TRANSPORT SYSTEM(BRTS):
APSRTC is one of the stake holders in

BRTS project.
Formation of SPV by stake holders viz.,
GHMC, APSRTC and Hyderabad City
Police will be done shortly.
BRTS is aimed at providing quick
transport facility to the commuters by
operating buses exclusively on selected
corridors.
BRTS CORRIDORS
S.NO ROUTE
1 NGO'S COLONY TO KPHB
2 AFZALGUNJ TO SEC'BAD (Via) YMCA, Narayanguda
3 HAYATNAGAR TO LINGAMPALLY (Via) Sec'bad
4 SEC'BAD TO KONDAPUR
5 UPPAL TO MEHIDIPATNAM
6 UPPAL TO KOTI
7 SEC'BAD TO TOLI CHOWKI
8 SEC'BAD TO AFZALGUNJ(Via) Tankbund
9 SEC'BAD TO BAPUGHAT
10 KOTI TO KONDAPUR
FEEDER BUSES TO HYDERABAD METRO RAIL
In the 1st phase HMRL operations are proposed on 3 high density
corridors viz., (1) Miyapur - L.B.Nagar (2) JBS Falaknuma (3)
Nagole - Shilparamam
HMRL project was entrusted to M/s.Larsen & Toubro Ltd.,by

Govt., of A.P.
The proposals of APSRTC for the success of Metro Rail are:
APSRTC proposes to operate feeder buses to all Metro Rail

Stations to feed passengers to Metro Rail
Proposes HMRL to construct bus terminus at each Metro

Rail station.
Proposes to provide space for running APSRTC Goodwill

Centers and Bus Pass counters.
Summary of Metro Rail Stations
No.of Length
Corridor
Stations (km)
Corridor I (Miyapur to L.B. Nagar ) 27 28.87
Corridor II (J.B.S. to Falaknuma ) 16 14.78
Corridor III (Nagole to Shilparamam) 23 27.51
Total 66 71.16
CHALLENGES:
Heavy traffic jam at the following places
1 Bata, Sec'bad (Before Rly.Bridge -both ways)

2 Between Ferozguda & Bowenpally(Airforce Station)
3 Khairthabad
4 Srinagar Colony junction near grave yard
5 Moosapet X roads near Ammavari Temple
6 Paradise
7 Lakdi-ka-pool
8 Afzalgunj - Osmania Hospital
9 RTC X Roads
10 Dilsukhnagar, Chaithanyapuri
CHALLENGES:
Low vehicle and crew utilization due to traffic jams in
CBD areas.
Escalating cost of operation of buses due to low
vehicle and crew utilisation
Heavy losses being incurred by APSRTC due to low
utilisation of resources and ever increasing
operating cost
Heavy wear and tear of bus components due to slow
operation in traffic jams.
Overloading of buses by students and general
commuters during peak hours
Ever increasing demand from commuters
particularly from students to increase fleet every
year
Comprehensive Transportation Study
for HMA Immediate Action Plan
By
Dr. T.S.Reddy,
Team Leader, LEA Associates
South Asia Pvt. Ltd.
Date: 07-02-2012
Study progress..
Activity/ Apr-11 May-11 Jun-11 Jul-11 Aug-11 Sep-11 Oct-11 Nov-11 Dec-11 Jan-12 Feb-12 Mar-12
Task Description
Task No. 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4
Activity-1 Project Inception
Completed
Development of Immediate Action

Activity-2
Plan (IAP)
Completed
Activity-3 Establish Baseline Data
Progress
Development and Operation of

Activity-4 Urban Transport Planning Model and
Forecast
Progress
Update the Long-Term Transport

Activity-5
Strategy for HMA
to be initiated in May '12
Prepare Short, Medium and Long-

Activity-6
Term Investment Programme
to be initiated in July '12
Activity-7 Skill and Knowledge Transfer
Progress
Assistance to HMDA in Public

Activity-8
Consultation Process
to be initiated
Planned Activity
Completed Activity Progress
2
Immediate Action Plan
Scope:
Junction improvement plan (30 nos.)
Corridor improvement plan (7 corridors, 15 kms)
On-street parking (10 kms, 6 stretches/ road sections)
Area traffic management scheme (5 areas)
Pedestrian facilities (50 kms within selected areas)
Off-street parking (6 nos. of locations/areas)
Terminal (MGBS)
Care was taken to exclude all locations/ corridors being done by

any of the stakeholders.
3
IAP: Study Locations
4
Basic Junction Improvements
To fit into the available space at the intersections.
streamline the traffic flows
phase-II : involving land acquisition (10 nos)
Signal controls recommended (16 nos)
Major hindrances : statues, religious structures, Transmission

poles lamppost, transformers and trees
5
Muslim Jung Bridge South (City
College) Junction
Peak Hour: 17:00-18:00

Peak Traffic : 10,777 PCUs
6
Old Raidurgam Junction
Peak Hour: 19:00-20:00
Phase-II is being proposed with ideal T jn.,

requires LA as per RDP.
7
WIPRO Junction
Peak Hour: 10:00-11:00

8
Corridors Improvement Plan: Concept
9
JNTU to ROB
6-lane divided C/W
2.5 m cycle track
2.5 m wide footpath
2 m median
Only two median openings.
On-street parking lots at five locations/stretches
Auto rickshaw stands at four locations.
Provision of Bus-bays
10
Chatta Bazar to Dabirpura Gate
Single C/W 7.0 m wide
Footpaths of 1.5 to 3.0 m
On-street parking lots for cars and two-wheelers
Proposed On-Street Parking Management near Civil Court in Corridor-3

11
Area Traffic Management Plan:
Secunderabad
Uppal
Gurudwara 2495 Trips
3661 Trips
Rethifile
3834 Trips
Secunderabad
5440 Trips
Chilkalguda
1156 Trips
17,000 Bus Trips/ day (originate/Terminate)

12
Basic Area Improvement Plan
One-way Circulation of Buses
Improvement of Junctions to suit the circulation Plan
Off-Street Parking Facilities
Improved Pedestrian Facilities
13/68
Secunderabad
Proposals
Overall Traffic Circulation Plan
14
Proposals
Off street Parking Facilities suggested
Long Term Parking Lots: Two Options
15
Kukatpally
Overall Traffic Circulation Plan
16
Proposed Reorganization of Space Under ROW
Balanagar
Service Road & Parking
BUS WAY
Subway
BUS WAY
Service Road
Patancheru
KPHB
17/68
On street Parking Management :
Liberty to Narayanguda Flyover
Liberty to TTD Kalyan Mandapam
18
On-street Parking Management Summary
Cost and Revenue
Estimated Gross
Estimated Cost Rs in
C. No. Name of the Corridor Revenue (Rs. in Lakhs /
Lakhs
year)
1 M.J. Market to Afzalgunj (1.3 km) 63 79
2 Nizam college to GPO (1.1 km) 27 71
3 GPO to Koti (0.5 km) 18 65
Banjarahill Road No.1 (Masab Tank to NFCL Jn.

4 65 87
(2.7 km)
5 Abids to Kachiguda Railway Station (2.2 km) 87 141
6 Liberty to Narayanaguda Flyover (1.8 km) 87 146
Total 348 589
19
Transport Terminal Improvement Plan
Reallocation of the Platforms as per direction
Revised Circulation Plan to suit the reallocation
Regulation of Service Time at Platforms
Improvements to the Junctions at Entry and Exit
Options with and without Rangmahal Bridge
Additional Parking Facilities for Feeder Modes
Need for Additional/De-Centralised Terminals

20/68
IAP: MGBS Terminal Improvement Plan
Re-organised Entry of Buses coming from or Going to

Various places
21
IAP: SUMMARY COST
Estimated Cost
Sl. No. Components of IAP
(Rs. in Crs.)
1 Intersections Improvement Plan 28.10
2 Corridors Improvement Plan 73.10
3 Areas Traffic Management Plan 68.39
4 On-Street Parking Management Plan 3.50
MGBS Terminal Improvement Plan- Option-I
3.00
(without Rangamahal bridge)
5
MGBS Terminal Improvement Plan- Option-
13.5
II (with Rangamahal bridge)
Total Cost 190
*excluding Rangmahal Bridge Cost (180) *
22
Thank youfor your attention
Reports can be seen at
www.ctshma2011.com
Traffic Infrastructure in GHMC
K. Dhananjaya Reddy
Additional Commissioner (Planning)
GHMC
1
Demographic Profile
In 2007, the MCH has been amalgamated with erstwhile
surrounding Municipalities and constituted as GHMC with an area
of 625 sq. km.
Hyderabad urban agglomeration area (1905 sq. km)
Population of million (27% of the State urban population) - 2001
census (as per provincial population figures of 2011 census the
City population is 7.4 million)
Projected to grow to accommodate 13.00 million by 2021
10.3 million trips per day, including trips of 1.75 million people
employed in the city.
2
Administrative Structure
3
Spatial Growth of Hyderabad
150 Sq kms 460 Sq kms 780 Sq kms

Pop: 1.2 M Pop: 4.3 M Pop: 7.6 M
1959 1990
Hyderabad Urban Agglomeration 2010
Area from Year 1687 to Year 2010
HyderabadHyderabad Urban Agglomeration
Urban Agglomeration Area fromArea
Yearfrom
1687Year 1687
to Year to Year 2010
2010
Urban Sprawl
Advent of IT Industry
Complimenting Residential Work Land uses
Growth trends of
Motor vehicles in
Hyderabad
Comparative Growth Rates of TW and Cars

Traffic Composition and Travel Speeds
NMT reduced from 33% to 5%

Motorised modes increased from 23% to 51%
Daily Average Travel Speed=15.2km/hr.
Traffic Composition Travel Speeds in Peak hours

Traffic Problems and Issues Observed
Connectivity - Road Hierarchy
Accessibility
Lack of Pedestrian Facilities
Unmet Existing Demand
TMS needing up-gradation
Parking Woes
Absence of Planned Interchange

Terminals
Lack of Goods Infrastructure facilities

Existing Transport Infrastructure
NH : 79 km
SH : 176 km
GHMC : 4000 km
--------
Total 4255 km
--------
8
Public Transport Facility in Hyderabad
Till 2004 City Bus (APSRTC) is the only mode of public Transport beside
private Auto-rickshaws
The GHMC has taken up the project of MMTS Phase - I from Lingampally
Hyderabad, Hyderabad-Secunderabad-Faluknuma Corridors
The MMTS Phase I commenced in the year 2004 at a cost of Rs 178 crores
for a running length of 43 Kms covering 27 stations with investment share of
50:50 (Railways and State Govt.,)
MMTS is the fastest, Cheapest, Comfortable, Safest and Environmental
friendly mode of conveyance of the common citizen
The commuters were increased from 30, 000 to 1, 60, 000 over a period of
Seven (7) years
Number of services are also increased from 87 to104
With a view to make public transport to meet growing travel needs of
passengers, the Hyderabad Metro Rail Project has been conceived on three
main corridors (Jubilee Bus Stand to Falaknuma, Miyapur to LB Nagar, Nagole
to Shilparamam) to cover a length of 71.6 km
Traffic Infrastructure Improvement Strategies
Short term strategy (1 to 2 Years)
Junction improvements
Signalization of Junctions
Construction of central dividers
Signage and Road markings
Pedestrian Facilities( FOBs & Foot Paths)
Maintenance of Roads
Medium term strategy (5 to 10 Years)
Road Widening
Parallel Roads
Link Roads, Slip Roads
Bridges, ROBs/RUBs
Flyovers, FOBs
Development of Bus bays
Long term strategy (5 to 10 Years)
Integrated Multi Model Transit System (MMTS -2)
BRTS
MRTS (HMR)
10
Traffic Infrastructure Improvements (Short Term)
Junction Improvements:
Improvement of important junctions comprehensively on priority
Improvement of about 85 Junctions on three Corridors of

Hyderabad Metro Rail will be taken up in coordination with
HMR.
50 other junctions are also prioritized for improvement in three

phases, at a cost of Rs.50 cr.
HMR has entrusted the preparation of Junction Improvement

plans on HMR Corridors to the consultant M/s LEA
Associates South Asia Private Limited (LASA), New Delhi. The
consultant has already submitted short term improvement
plans.
11
Traffic Signal Improvements:
126 Traffic Signals in Hyderabad and 49 Traffic Signals in Cyberabad
which are in operation and being maintained by the GHMC
H-TRIMS (Hyderabad Traffic Integrated and Management System):

Bids are invited for Supply of traffic signal hardware, Networking,
Installation, Commissioning and Maintenance and Operation of H-TRIMS.
The project cost is approximately around Rs. 35.0 crores.
220 Signals are going to be installed with latest technology including

maintenance for 5 years
12
Traffic Signage & Road Markings:
SBH is voluntarily sponsoring installation of traffic sign boards with their
logos in Hyderabad & Cyberabad limits
Planned to provide road markings at all the important junctions and

lane markings on important roads on priority basis with reflective
studs and zebra crossings .
Planned to provide zebra crossings at all the school locations
Planned to provide road & area signage's throughout the city before COP-11
to be held on October -2012
13
Pedestrian Crossings:
10 FOBs constructed on BOT basis for safe pedestrian crossing
Construction of FOBs at 2 locations: NMDC, Masab tank &

Narayanamma College- under progress and 4 locations
allotted to the agencies
Planned to provide exclusive pedestrian crossing in the

proposed up gradation of Signals in H-TRIMS Project
Planned to provide zebra crossings at all the important junctions

and on all important roads.
Planned to provide zebra crossings at all the school locations
14
Traffic Infrastructure Improvements (Mid Term)
Grade Separators:
14 Flyovers, 8 ROBs and 3 Bridges are constructed in GHMC area
1 Flyovers, 3 ROBs, 4 RUBs are in progress in GHMC area
GHMC is proposed to take up Flyovers at Tolichowki, Narsapur X road

and 6 No. X Road Amberpet
GHMC is proposed to take up RUBs at Anandbag X Road, Uttam

Nagar, Vajpayee nagar and wideing of existing RUB on MG Road
15
I.WIDENING OF ROADS
Approximate cost
(Rupees in
Sl No. Location of the road where the road has to be widened Crores)
1 Saidabad road 10
2 Barkas road 5
3 Nandana Vanam (Mogul Ka Nala to Puranapool) 15
4 Bazar Ghat road 30
5 Rehmath Nagar road 20
6 Kavadiguda road 15
7 Old Municipal Office to Radhika (Dammalaguda road) 20
8 Widening and development of road from Kothapet X road to Nagole X road. 20
9 Road from Botanical Gardens to Old Bombay via Masjeed banda village. 20
10 Volaga Hotel -Fateh Darwaza-Chandulal Baradari 3
11 Shad Caf to Puranapool via Hussaini Alam 5
12 Tarnaka Junction -Lallapet road 15
13 Shanthinagar road -Railway College -Lalapet. 7
14 Bank Colony to LB Nagar via Saroor Nagar 20
15 Gandhinagar to Jagadgirigutta road 10
16 Gajularamaran X Road to Kukatpally Vivekananda Statue 10
SUB TOTAL 225
II.LINK ROADS
Sl Approximate cost
No. Location of the link road (Rupees in Crores)
100 feet wide road from HI- Tech City Railway Station
1 9.00
to Borabonda
Dargah Junction to OU Colony in Serilingampally
2 12.00
(South)
Moosapet Cheruvu connecting to Railway Line Via
3 12.00
IDL
Ambedhkar University to Kavuri Hills, Madhapur to
4 8.00
Durgam Cheruvu Road via Vasath Vihar, Madhapur.
Construction of 80' wide BT Road from Amaravathi

Hotel (Madhapur Main Road) to Moosapet - Malaysian
5 Township road (from Ch.1.20 Km to 3.60 Km ) 25.00
including construction of Bridge crossing the Railway
lines as per RDP
Madhapur main road to Raheja IT Park -80 feet wide
6 8.00
road
7 Miyapur to Yellammabanda road 20.00
Sub Total 94.00
iii. FLYOVERS/ROB'S/RUB'S
Sl Approximate cost
No. Location of the Flyover (Rupees in Crores)
1 Tolichowki 50.00
Amberpet (6 No. Junction & Sri Ramana Talkies
2 75.00
Junction)
3 Balanagar Junction & Narsapur Junction 90.00
4 Safilguda RUB * 30.00
5 Kandika Gate ROB 25.00
6 Uppuguda RUB 10.00
7 Tukaram Gate RUB 10.00
8 Ashok Nagar Bridge 4.00
Sub Total 294.00
MMTS Phase I
MMTS is, presently, running 104 services a day, covering 27 stations,

connecting Secunderabad, Nampally, Falaknuma and Lingampally, over the
existing railway network. Over 1,60,000 commuters use MMTS everyday. 19
MMTS Phase II
20
MMTS Phase II
The GoAP has agreed in principle to take up the MMTS Phase-II Project works
at an estimated cost of Rs.641 crores on 2/3rd sharing basis vide G.O.Ms.No.174,
MA&UD Department dated 20.04.2010 with the following routes.
Stage-I (now proposed) Stage II (now proposed)
Approximate Approximate
Section Cost Section Cost
(Rs.in Crores) (Rs.in Crores)
Airport Connectivity 85 Moua-Ali Malkajgiri 25

Falakmuna Umdanagar Sitafalmandi
Rajiv Gandhi International
Airport Bolarum Medchal 74
Telapur Patancheru 32 Moula-Ali Ghatkesar 120
Secunderabad Bolarum 30 Passenger Amenities 20
Sanathnagar - Moula-Ali 170 Rakes 85
TOTAL 317 TOTAL :- 324
MMTS Phase II will carry 0.50 million passengers/day on completion. 21
Bus Rapid Transit System (BRTS)
The corridor from Rethibowli Hitech city Kukatpally JNTU with a running
length of 18.80kms being posed for assistance under JNNURM.
Estimated cost Rs.250 Crores.
Prefeasibility report is submitted by Canadian International Development Agency
(CIDA).
Detailed Project Report has to be undertaken.
Formation of Special Purpose Vehicle (SPV) to implement BRTS is under
process.
Respective Departments have nominated their officials for the constitution of
above SPV.
The services of a Chartered Accountant is being taken to register the SPV as per
Companys Act. The Government is requested to issue G.O constituting the SPV
with the above mentioned representation.
After issuing the G.O, Company will be registered.
22
BRTS Route Map
JNTU
Gachibowli
Rethibowli
23
Traffic Infrastructure Improvements
Parking Management:
On street Parking is made available for public at 200 selected stretches as
paid parking area
The GHMC has initiated for developing Vertical Parking lots /Multilevel
Parking Multi level parking complex at Khilwat Allotted on BOT basis
All MMTS Stations have provided with parking facility for the commuters
to park their vehicles
All Bus terminals have provided Parking facilities
Planning to start more parking complexes
INCENTIVES FOR THE PARKING COMPLEXES / PARKING LOTS
Transferable Development Right (TDR)
Set-backs relaxation of 50% of the required on 3 sides set-backs other
than Front side.
No fee and other charges shall be charged.
Moratorium on property tax for 5 years and after 5 years property tax
shall be levied on lowest slab
24
Strategy for Finance
Urban Transport Fund:
The Central Government in the National Urban Transport Policy
(NUTP) has recommended levy of direct taxes that would be credited to
the account of the Urban Transport Fund and used exclusively to meet
the urban transportation needs.
Accordingly GHMC has proposed for creation of Urban Transport Fund:

a. By collecting 25 paise surcharge on vehicular fuel sold
b. By allocating 10% of road tax.
c. By reinvesting all the penalties collected by the traffic police
Expected Urban transport Fund for the year 2012-13 works out
approximately Rs. 140 crores.
25
Strategies for Planning and Institutional Strengthening
Unified Metropolitan Transport Authority (UMTA):
Formation of a Unified Metropolitan Transport Authority (UMTA) for HMA
UMTA act as a singular authority in decision making and allocation of
budget regarding all aspects relating to traffic and transport.
Comprehensive Traffic & Transport Study for HMA:
HMDA & GHMC have entrusted the CTTS for HMA to the LEA
Associates South Asia Private Limited (LASA), New Delhi,
Study is under progress and period is 2 years.
The total estimated cost of the study is Rs.15.24 crores
The Consultant has already submitted IAP Report
Strengthening of Traffic Wing in GHMC

Traffic Coordination Committee 26
MAJOR INITIATIVES
27
GREATER HYDERABAD DEVELOPMENT PROJECT
Contemplated to develop the city level infrastructure by taking up the
following infrastructure works:
S.No Description (Rs. In Crores)
1 Construction of Flyovers/ROBs/RUBs 294.00
2 Link Roads 94.00
3 Widening of Roads 225.00
4 Junction Improvements 50.00
5 Musi River Front Development 50.00
6 Development of City Level Parks 20.00
7 Footpaths on Major Corridors 30.00
8 Construction of New Council Building 50.00
Total 813.00
Proposed to implement in 3 years phase wise.
Tie up with Banks in process for availing loan of Rs. 600 Cr. 28
Road inventory and condition survey of bridges
In order to have a comprehensive road net work data inventory and

condition survey is undertaken.
Survey for 690 kms length of road has been completed.
Based on the survey, technical study is being done to assess the
structural adequacy for 150 kms length on main roads with respect to
the present and future traffic.
Based on the technical survey, action will be initiated to redefine the
life of the road with proper ducting and road characteristics to avoid
future road cutting.
Bridges & Fly Overs:- As the Bridges, ROBs/RUBs are constructed by
various agencies over a period of time, inventory and condition survey
was carried out as per IRC guidelines for 28 nos.
Action will be taken for repairs based on the requirement. Masab Tank
Fly-over, Khairatabad ROB, Lalapet ROB and Narayanaguda
Fly-over identified for repairs.
29
SPECIAL ROAD DIVISIONS
It is proposed to form three divisions exclusively for execution and
maintenance of Arterial & Sub-Arterial / Link Roads and Pedestrian
facilities by reorganizing the staff.
Arterial & Sub-Arterial Roads with widths of two lanes and above
identified for a length of about 170.00 Kms.
The 3 divisions exclusively concentrate on the development and
maintenance of the Main Corridors with footpaths & ducting
adopting modern construction practices.
Action will be initiated for removal of over hanging cables by
providing ducting on the side of the major roads initially.
Negotiations were held with the Cable / Telephone Operators who
have formed consortium and came forward to construct the
common ducting.
Proposed for taking comprehensive improvement of 100 kms
length footpaths as a part of improvement of pedestrian facilities.
30
Modern Bus Shelters
Allotted agencies for construction of 1236 Modern Bus Shelters
on BOT basis with Advertisement Rights for a period of 10
years. 893 Constructed, balance to be constructed.
Proposed to construct another 558 Modern Bus shelter on BOT

basis - tender processed & Bids received
31
Charminar Pedestrianisation Project
Objectives: To safe guard the historical monument Charminar from traffic congestion, sound
and air pollution
To improve the physical environment, tourism infrastructure facilities and
beautification of the area
33
TECHNICAL SESSION III
Chairman : Mr. V. K. Phatak, LASA
HMR System Planning : Mr. N. V. S. Reddy

MD, HMRL
Traffic Impact Assessment : Mr. Andrew Brown

Methods LEA International Ltd.
BRTS - Designs and Operations : Prof. Shivananda Swamy

in Ahmedabad Professor, CEPT, Ahmedabad
Advances in Transport Systems : Mr. Hideo Tsuji and

Management Mr. Hiroya Totani
JICA Study Team
HYDERABAD METRO RAIL SYSTEM PLANNING
Seminar on
Urban Transportation Planning: Problems and Prospects
N.V.S.Reddy, IRAS
Hyderabad Managing Director,
Feb 07, 2012 Hyderabad Metro Rail Ltd.
Indias Urbanization
Indias urban population will increase to 40% (600 million) by 2030 i.e.,
twice the population of US today
Scale & speed of urbanization in India not happened anywhere in the
world except in China
Tremendous potential for Indian cities to be global hubs of economic
activity in the present post-industrial era
At just 30% urbanizn Indian cities already bursting at seams &
infrastructure cracking
70% of new employment opportunities will be generated in cities
85% of total tax revenue comes from urban economy will finance
development of the nation
www.hyderabadmetrorail.in
1
Indias Urbanization
McKinsey estimates $1.2 trillion (`60 lakh crore) investment to meet

projected infrastructure demand in Indian cities.
Intra-urban commute management one of the key factors for success &
livability of the cities
Planning Commn estimates $1 trillion investment on infrastructure in 12th

Plan 50% to come from pvt. Sector thru PPP route
McKinsey estimates about 8,400 km of metro rail requirement in 35 top

Tier I & Tier II Indian cities
2
The world of Urban Transport has Changed drastically
No. of Metro Systems

(Metro + LRT)
Source: http://mic-ro.com/metro/index.html
The first Oil shock of 1970 was the initial trigger

3
Hyderabad Traffic Scenario
Rapid growth of HUA 80 lakh people + considerable floating population
Lack of efficient, reliable & comfortable PTS increase in personal vehicles

( 28 lakh vehs + addition of 2 lakh pa)
Total motorized trips : 70 lakh per day - Modal split : (Bus & MMTS: 44%;
Two wheelers: 30%; Autos: 16%; Cars: 10%)
Total vehicle trips (motorized): 35 lakh per day - Model split: (Two wheelers :
61%; Autos : 21%; Cars : 15%; Bus & MMTS : 3%)
4
Hyderabad Traffic Scenario Major Concerns
High emissions of CO, CO2, SO2, NOX, TSPM, RSPM, etc., & deterioration of
Air Quality Index.
Alarming projections of traffic snarls and air quality deterioration
in avg trip length from 7 km in 1980 to 18 km in 2010
Heavy traffic volumes in major corridors
Congestion level : avg journey speeds reduced from 30 kmph (1980) to

11kmph now 8 kmph in future
70% of the road network operates in highly congested condition
5
POLLUTION LEVELS IN HYDERABAD (as on 14.11.2011)
Parameter Standard Abids Panjaguta Paradise Charminar
RSPM g/m3 100 92 125 78 185
TSPM g/m3 200 236 364 267 362
Carbon Monoxide 4 16 14 10 15
(CO) Peak mg/m3
Noise Level (Avg) 65 dB 80 80 79 80
Noise Level
-- 85 85 84 85
(Peak value)
5a
Solution
MRTS (Metro Rail) in core area
ORR + Radial rds; PVNR Expressway & MMTS phase II
BRTS on newly developed wide roads
Road widening, flyovers, link roads, jn. improvements & other T&T
works
10
MISSION HMR
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
high quality of life.
11
Metro Rail & Urban Redesign
City for citizens not cars
People friendly city
City for children, old men & women
Gender equality & women emancipation
Democracy & public space
Public space & poorer sections
Reducing distances & improving accessibility
Affordable transportation with comfort
Improving productivity & enabling quality time
Promoting family values
BAQ & improving livability
Improving competitiveness
Brand equity of Hyderabad
12
Hyderabad Metro Rail Project
Elevated metro rail project in PPP mode under VGF scheme

3 high density traffic corridors (71 km) taken up in phase I
Miyapur L.B.Nagar : (28.87 kms; 27 Stns)
Jubilee Bus Station Falaknuma : (14.78 kms; 16 Stns)
Nagole Shilparamam : (27.51 kms; 23 Stns)
Integration/interchange planned with existing Rail terminals, MMTS stations

& Bus depots
Air conditioned Merry go round feeder buses between Metro rail stations &
catchment areas seamless travel facility on same ticket
13
Hyderabad Metro Rail Corridors
Miyapur 1 JNTU 3 high density tfc. corridors (71 km) taken up in phase I. Cost ` 12, 132 Cr.
KPHB Colony
1. Miyapur L.B.Nagar : 28.87 km; 27 stns
Kukatpally
2. Jubilee Bus Station Falaknuma : 14.78 km; 16 stns
Balanagar
3. Nagole Shilparamam : 27.51 km; 23 stns
Moosapet
Bharat Nagar
Erragadda Jubilee Bus Station
ESI 2
Prakash Nagar Paradise Parade Grounds
S.R.Nagar
Shilparamam 3 Hitec City Madhura
Yusufguda Nagar
Durgam Rasoolpura
Cheruvu Begumpet Mettuguda
Madhapur PS Ameerpet Secunderabad R.S
Jubilee Hills Secunderabad
Peddamma Temple Road No.5 Panjagutta
Tarnaka
Gandhi Hospital
Jubilee Hills Irrum Manzil Habsiguda
Check Post Musheerabad
Khairatabad NGRI
Survey of India
Lakdi-ka-pul
RTC X Road
Assembly Chikkadpally Uppal
Namply Narayanaguda
Gandhi Bhavan Sultan Bazaar 3 Nagole

M.G.Bus Station
Metro Rail Interchange OMC Malakpet
New Market
Salarjung Museum Dilsukhnagar
MMTS Integration Chaitanyapuri
Musarambagh
Charminar
Integration with Rail Terminals Victoria Memorial
Integration with Bus Stations Shalibanda
1
Shamsheergunj L.B.Nagar
Jangammet
Falaknuma 2
www.hyderabadmetrorail.in 14
Salient Features of Hyderabad Metro
Elevated Metro rail, with two tracks (up & down lines) on a deck erected on
piers generally in central median
Stations at an average interval of 1km (total:66 stns)
Adequate parking space & circulating area at stations for multimodal

integration
Max speed : 80Kmph; Avg. speed : 34 Kmph
Air conditioned coaches with automatic door closures & many safety features
Sophisticated signaling system ATP, ATC, ATO
With a frequency of 3 to 5 minutes during peak hours, the system to carry

about 1.5 million passengers per day by 2015 and 2.2 million by 2025
15
Hyderabad Metro in PPP mode
Worlds largest Metro Rail project in PPP

Project cost: `14,132 Cr.
`1,458 Cr. as Gap Funding by GoI and balance (`12,674 Cr.) by
Concessionaire L&T
Additional `1,980 Cr. being spent by GoAP for land acquisition, shifting of
utilities, R&R, pedestrian facilities, etc.
Concession Period 35 yrs (incl 5 yrs for constn), extendable by another 25 yrs
269 acres of land for 3 Depots and P&C areas at 25 stns
Scope for property devpt through use of air space property cannot be sold
Lease rentals during CP to cross subsidize losses
Property + Rail system to revert to GoAP at the end of CP
16
Transit +
Not just a Metro, but an urban rejuvenation & redesign effort to transform
Hyderabad into a people-friendly green city
Eco-friendly stations with natural ventilation, sky-walks, ramps, escalators,

elevators & a host of commuter-friendly facilities
Provision of street furniture, bicycle tracks, walkways & other NMT facilities
Availability of all daily needs, provision stores, retail, shopping malls, hospitals,
clinics, banks, educationl instns, office space, etc., in Metro stn areas
TOD Mixed land use allowed upto 300 m on either side of Metro corridors
Metro stations as hubs of activity & family recreation reduction in avoidable

road trips
Promotion of gender equality and womens empowerment
Easy commute for women, children, elderly and differently-abled
17
Expected contribution of Metro Rail to pollution mitigation in year 2015*
Psgr trips Reduction Reduction Expected reduction in vehicular emissions with

Total psgr Percentage
per day by in veh trips in veh-km Metro (tonnes per annum)
Mode trips per shift to
Metro per day per day
day (lakhs) Metro
(lakhs) (lakhs) (lakhs) CO HC NOX PM Total
CARS 12.00 2.25 15 1.50 18.00 1384 155 191 24 1754
TW 24.00 4.50 30 3.75 30.00 1643 1191 452 55 3341
AUTO 12.00 3.75 25 0.75 6.00 942 449 24 18 1433
BUS 32.00 4.50 30 0.09 0.90 131 36 230 5 402
Total 80.00 15.00 100 6.09** 54.90 4100 1831 897 101 6929
* projections ** Assuming 2.5 vehicular trips per vehicle per day, 2.43 lakh vehicles will be taken off the roads in the city
17a
Expected contribution of Metro Rail to pollution mitigation in year 2025*
Psgr trips Reduction Reduction Expected reduction in vehicular emissions

Total psgr Percentage with Metro (tonnes per annum)
per day by in veh trips in veh-km
Mode trips per day shift to
Metro per day per day
(lakhs) Metro CO HC NOX PM Total
(lakhs) (lakhs) (lakhs)
CARS 27.20 5.00 20 2.78 41.67 1385 156 330 40 1911
TW 40.80 7.50 30 6.00 60.00 2628 1905 723 88 5344
AUTO 6.80 3.75 15 1.88 18.75 2354 1122 60 44 3580
BUS 61.20 8.75 35 0.16 2.39 232 64 406 9 711
Total 136.00 25.00 100 10.81 ** 122.80 6599 3248 1519 180 11546
* projections ** Assuming 2.5 vehicular trips per vehicle per day, 4.32 lakh vehicles will be taken off the roads in the city
17b
Global practices for Urban Rejuvenation
and Redesign
18
Current Status of Hyderabad Metro
Concession Agreement signed with L&T (L&TMRHL) in Sept 2010
Financial Closure achieved in March 2011
Over 800 expat & Indian engineers currently working on designs & at various
work spots
Surveys, soil investigations & most of the design works completed
Depot works & precast yard works in full swing
Ground works on roads to commence soon
First stretch of Nagole-Mettuguda (8 km) to be opened by end 2014
Project to be completed in 5 yrs
39
Traffic Impact Assessment
LEA Consulting Ltd.

Markham, ON
February 2012
Presentation Outline
What is Traffic Impact Assessment?
What is its purpose?
Traditional Traffic Impact Assessment Process
Ontario Planning Process
New Transportation Impact Assessment Process
Case Study
Questions
LEA Consulting Ltd. 2

Planning Process
To present a unified site plan, the professional team works together by providing
inputs to other disciplines.
For Traffic Consultants responsibilities include:

Urban Designer
Access Requirements
Vehicular / Bicycle
Parking Requirements
Traffic
Consultants Structural
Engineer
Municipal
Engineer Loading Requirements &
Paths for Pedestrians and Spacing
Internal Cyclists
Driveway
Design
LEA Consulting Ltd. Architect

3
What is Traffic Impact Assessment?
A study that assesses the effect of trips (vehicle, bicycle, transit, walking
etc.) associated with a particular development on the surrounding
transportation network

What is purpose of impact assessment?
Assists public agencies in making land use decisions
Informs developers and owners about site accessibility (e.g. shopping
centre can customers easily get there?)
Forecasts demands on the transportation network
Evaluates whether the development is appropriate for a site and what type
of transportation improvements may be necessary

Modes to be Evaluated
Different locations and urban settings require different modes to be
considered within the transportation analysis
Urban Suburban Rural
Transit (ex. Transit (ex. Buses) Vehicles

Streetcars) Vehicles Heavy Vehicles (ex.
Vehicles Heavy Vehicles (ex. Trucks)
Heavy Vehicles (ex. Trucks)
Trucks) Pedestrians
Pedestrians Cyclists
Cyclists

The Process
Base Traffic Conditions
Site Traffic Generation
Site Traffic Distribution
Site Traffic Assignment
Capacity Analysis Methodologies
Intersection Capacity Analysis

Site Traffic Generation (normal)
Number of trips going in and out of a site during a
specified time frame
Trips can be of various modes such as vehicular,

cycling and walking
Vehicular trip generation rates can be derived from:
Survey sites with similar land use

characteristics in comparable areas.
Literature on trip rates in journals, such as
the ITE Journal.
Trip Generation Rates from the Institute of
Transportation Engineers publication, Trip
Generation.
First principles

Site Traffic Distribution
Where is site traffic coming from or going to?
Determine directional distribution of the site traffic
Analogy
Area of influence
Origin-Destination
Trade area

Capacity Analysis Methods
Highway Capacity Manual
(HCM)
Developed in 1950 with the

latest edition published in 2010
by the Transportation Research
Board in the United States.
Provides guidelines to compute

capacity and level of service for
various roadway facilities
including signalized and
unsignalized intersections

ITEs Context Sensitive Approach ~
Design Considerations
Lower Design Speed
On-Street Parking
Wide Sidewalks
Street Furniture and Landscaping
Pedestrian-Scaled Lighting
Street Trees
Bus Stops with Shelters
Transitions between Main Street and
Arterials
Mid-Block Crossings
Bike Accommodations
LEA Consulting Ltd.

Indicators of how well an existing or proposed road network is performing
include:
Level of Service
Volume-to-Capacity ratios
Delays
Queues
These indicators can be calculated manually based on methodologies outlined

in HCM and CCG or through software packages such as Synchro and
HSC2000 that have been developed to assist users in calculating these
indicators in a more convenient interface

Level of Service (LOS) Level of Service Features Control Delay
(sec/veh)
a qualitative measure A Very low control delay. Occurs when signal 0.0 10.0
progression (i.e. coordination) is extremely favorable
describing operational and most vehicles arrive during the green phase. Most
vehicles do not have to stop.
conditions within a traffic B Occurs with good progression, short cycle length, or 10.1 20.0
both. More vehicles stop than with LOS A.
flow and their perception
C Occurs with fair progression, longer cycle length, or 20.0 35.0
by drivers both. Individual cycle failures may begin to appear.
The number of vehicles stopping is significant at this
level, though many still pass through the intersection
without stopping.
D The influence of congestion becomes more noticeable. 35.0 55.0

Longer delays may result from some combination of
unfavorable progression, long cycle lengths, or high v/c
ratios. Many vehicles have to stop. Individual cycle
failures are noticeable (i.e. some vehicles require more
than one cycle to make it through the intersection).
E Considered by many agencies to be the limit of 55.0- 80.0

acceptable delay. High delay values generally indicate
poor progression, long cycle lengths, and high v/c
ratios. Individual cycle failures are frequent
occurrences.
F Considered to be unacceptable to most drivers and often 80.1 +

occurs with oversaturation. It may also occur at high
v/c ratios below 1.0 with many individual cycle failures.
HCM Level of Service Definitions

Capacity Analysis
Queuing measured in length (e.g. metres)

Turning Lane and Storage Lengths
Forecasted queue lengths are reviewed at each Blockage
intersection
Blockage /
Recommendations are made onStorage turning
Length
lanes and storage
Spillage
lengths in consideration
Turning
Max. for
MTOany anticipated
Synchro vehicle
Proposed
spillage
50th %
Intersection Volume Potential
and blockage Lane
conditions
(vph) Calculated
50th % 95th %
Storage
Length
Queue
on thru
Block/ 2
Storage Spillage
1 Queue Queue (m) (m)
Length Blockage /
(m) (m)
Storage Length
(m) Spillage
NBL 356 116
MTO
11.5
Synchro
19.2 45 0.6 No
Max.
Loblaw Main Access / SBL
Turning 18 6 0.9 4.3 30
Proposed 7.2 %
50th No
Intersection Volume Potential
Markland Street Lane
EBL 10 3 0.8 3.5 Storage
15* Queue
2.7 No
(vph) Calculated 2 Block/
50th % 95th % Length on2.5thru
WBL 214 70
Storage 20.6 45.0 45 No
Spillage
1 Queue Queue (m) (m)
Loblaw/Fieldgate Access / SBL 96 Length
21 - 2.7 15 - -
(m) (m)
(m)
Markland Street WBL 20 4 - 6.3 15* - -
NBL 356
237 116
77 11.5
49.5 19.2
96.0 45
50 0.6
16.4 No
Loblaw Main Access / SBL
NBR 18
39 6
13 0.9
0.7 4.3
10.7 30
continuous 7.2
16.4 No Spillage
Markland Street EBL
SBL 10
336 3
109 0.8
80.5 3.5
157.5 15*
60 2.7
15.7 No
Spillage
Markland Street / WBL
SBT 214
82 70
- 20.6
15.7 45.0
30.6 45
- 2.5
15.7 No-
Loblaw/Fieldgate
Major MackenzieAccess
Drive / SBL
SBR 96
294 21
96 -
10.5 2.7
50.0 15
20 -
15.7 No-
Markland Street WBL
EBL 20
301 4
98 -
59.3 6.3
130.2 15*
120 -
64.7 No-
NBL
EBR 237
159 77
52 49.5
- 96.0
0.8 50
60 16.4
64.7 No
Block
NBR
WBL 39
4 13
1 0.7
0.4 10.7
0.9 continuous
110 16.4
128.2 No
Block
SBL
WBR 336
216 109
70 80.5
5.8 157.5
22.3 60
continuous 15.7
128.2 Spillage
No
Markland Street / SBT
NBL 82
34 -
11 15.7
7.1 30.6
17.6 -
15* 15.7
- No-
Major Mackenzie Drive SBR
SBL 294
133 96
43 10.5
30.1 50.0
54.4 20
45 15.7
2.9 No
Nichols Blvd / EBL 301
78 98
25 59.3
8.1 130.2
16.0 120
50 64.7
105.0 No
Block
Major Mackenzie Drive EBR 159
98 52
32 -
0.3 0.8
1.1 60
40 64.7
105.0 Block
WBL 4
17 1
6 0.4
0.6 0.9 110
50 128.2
35.8 Block
No
WBR 216
73 70
24 5.8
0.5 22.3
0.7 continuous
30 128.2
35.8 No
Block
NBL 34 11 7.1 17.6 15* - No
LEA Consulting Ltd. SBL 133 43 30.1 54.4 45 2.9 No
17
Nichols Blvd / EBL 78 25 8.1 16.0 50 105.0 Block
Major Mackenzie Drive EBR 98 32 0.3 1.1 40 105.0 Block
Traffic Improvement
Recommendations
Changes to existing network design (ex. install turn lane, extend turn lane,
proposed signals, change signal operations)
Travel Demand Management

US Development Impact Fees
Inconsistently applied across States and Municipalities
Come in the form of utility connection (tap-in) fees, fees-in-lieu, or
development taxes
Where applied, usually are a one time standardized fee applied to new
developments as a precondition to approval
Goal is to raise revenue for the construction or expansion of capital facilities
located outside the developments property (not to be used for the
maintenance of these facilities)
Projects can include water, sewer system, roads, schools, libraries, parks
and recreation facilities
In determining the value, costs attributed to the development versus the
existing community need to be established

US - Traffic Impact Fees
One-time , per unit fee, charged by local government on new development,
intended to pay for expansion of public facilities in an area, made necessary
by development in that area
Traffic Impact Fee

=
Cost to build additional capacity
*
Development unit
-
Credits for other revenue generated by the development (fuel taxes) and used
for transportation improvements, or road improvements funded directly by the
developer

US - Fair Share Mitigation
Developer makes a mitigation contribution proportional to the developments
use of a mitigation measure:
Mitigation Contribution (Fee)
=
(Site Volume Exceeding Capacity)
/
(Road Capacity Increase)
*
(Cost of Road Capacity Increase)
The required contribution may be in the form of land for right-of-way,

monetary fees, construction of an improvement, or added services or
facilities
Traffic Impact Study is required to identify specific impact and necessary

mitigation
Comparison
Traffic Impact Fees / System Development Charges are considered most
equitable since all developers pay for the infrastructure
Revenues may be used for a wide range of transportation projects over
a large area
May stifle development, particularly during recession
Charges are passed on to buyer
Fair Share Mitigation is increasingly used to target localized improvements

specifically triggered by local development
Only the development that triggers the need for the improvement pays
for it. Subsequent developers can therefore use the improvement
without paying for it, as long as they dont trigger the need for additional
improvements
Therefore this fee mechanism is not equitable since not all developers
pay for infrastructure improvement

Ontario Development Charges
In Ontario, the Development Charges Act (1997, S.O. 1997) grants
municipalities the ability to enact a development charge by-law and levy
charges against land being developed
Calculated based on:
Types, locations, and amounts of projected growth that will occur over a specified
period of time
Infrastructure services required over the same time period to accommodate the
projected growth
Proportion of the total cost to be paid by the existing population which will benefit
from new infrastructure
Relative impact of each type of growth (residential, commercial and industrial) on
the services
Total cost assigned to each type of growth is converted to either a per-unit or
per-square foot

Planning Process Steps Professional
Staff Involved
Pre-consultation
Site Plan Process Process with Client /Planning
consultant
When an owner wants to build and City/Region
maintain any new developments a
Site Plan Control Approval is
required by the City/Region. City Requirements
The City/Region will examine the Building Mass Architects
design and technical aspects of the Survey Surveyors
proposed development to ensure
Wind/Noise Noise Consultants
that it is attractive and compatible Studies
with the surrounding area.
Transportation
A pre-consultation process with Impact Study Traffic Consultants
City/Region is typically held prior to Landscape/ Landscape Architects/
site plan application to identify the Urban Design Urban Designers
required professional studies need
Servicing Municipal Engineers
to assess the potential impacts of
the development
Site Plan Client /Planning

Submission consultant
Planning Process
Obligations of site plan
As part of the site plan agreement with the Region/City the owner is required
to construct additional features to improve the public area around the site.
Ex. Construction of sidewalk and intersection improvements at
Markland/Major Mackenzie intersection by retail development
Trees
Sidewalks
Landscaping
Before After

Therefore Public Projects also require
Impact Assessments
They are multi modal
Forward looking
And they re-imagine the public realm
LEA Consulting Ltd.

Project Applications for the
Encouraging of Physical Activity
Site Selection
On-Site Active Transportation
Connections
Bike Parking
Limiting Vehicle Parking Supply
Pedestrian Connection Design
Community-Wide Linkages
Traffic Calming
Sidewalks
Multi-use Paths
Bike Lanes
Linear Parks
En-route Pedestrian-Oriented
Amenities and Activities
LEA Consulting Ltd.

Health Costs of Transportation
Source: Frank, L. et al. Hidden Health Costs of Transportation, American Public Health Association, 2010.
LEA Consulting Ltd.

LEA Consulting Ltd.
Urban Quality and Function: Integrating
Urban Design and Transportation
LEA Consulting Ltd.

Current Toronto Project: Front Street Reconfiguration
Municipal Class Environmental Assessment
The study aimed to improve the

form and function of pedestrian
realm, while accommodating a
variety of activities that occur
within the street (vehicle traffic,
taxis, drop-off, vendors,
cyclists).
LEA Consulting Ltd.

Front Street Reconfiguration
With a particular focus on creating a pedestrian priority area, the

roadway width was narrowed and centre landscaped median
removed, allowing for the sidewalk to be widened.
As a traffic calming measure, the roadway was further narrowed at
the centre of the Station to develop a central plaza and facilitate a
pedestrian crossing.
LEA Consulting Ltd.

Second Current Study Liberty Village New Street
LEA Consulting Ltd.

Spatial Interaction Internal
STRACHAN AVE
Exhibition Place
LIVE WORK/RESIDENTIAL USES LINKS

RETAIL COMMERCIAL USES NODES
EMPLOYMENT USES TRANSPORTATION NODE
RECREATIONAL / OPEN / PUBLIC SPACE USES
LEA Consulting Ltd.

Spatial Interaction External
STRACHAN AVE
Exhibition Place
LIVE WORK/RESIDENTIAL USES LINKS

RETAIL COMMERCIAL USES NODES
EMPLOYMENT USES EXTERNAL CONNECTION NODE
RECREATIONAL / OPEN / PUBLIC SPACE USES
LEA Consulting Ltd.

Liberty Village New Street
LEA Consulting Ltd.

JANMARG
Ahmedabad Bus Rapid Transit System
An initiative of Ahmedabad Municipal Corporation
Prof. H.M. Shivanand Swamy

Centre of Excellence in Urban Transport
CEPT University
Kasturbhai Lalbhai Campus, Ahmedabad -380009
ACCESSIBLE AHMEDABAD - JANMARG

JANMARG
Ahmedabad doesnt wish for this situation

JANMARG
AHMEDABAD APPROACH
1. Comprehensive outlook
2. Continuous Effort
3. Strong/Decisive Leadership
4. Proactive Elected Wing
5. Encouraging State
6. Consultant who is a Partner
7. Positive Media
8. Citizen who sees change as positive

HYDERABAD BANGALORE AHMEDABAD
Population Density (Urban Built in 17441
10526 9378
persons/sqkm )
Population Density (Urban Sprawl in 15574
6265 5869
persons/sqkm)
Compactness index 0.60 0.63 0.90
Arterial road Density 1.47 1.40 1.85
Public transport Use 48% 51 24%
NMV Use 21% 24% 32%
Trip Length (total) km 10.5 11 5.7
Vehicle km/capita 10.81 8.90 6.4
Road fatalities per 518 865 263
POPULATION (Million) 8.5 8.5 6.5

CURITIBA
Transit and land use Integration
Curitiba's Master Plan integrated
transportation with land use planning
-It limited central area growth, while

encouraging commercial growth along
the transport arteries radiating out from
the city center.
-The city center was partly closed to

vehicular traffic, and pedestrian streets
were created.
- Linear development along the arteries

reduced the traditional importance of the
downtown area as the primary focus of
day-to-day transport activity, thereby
minimizing congestion and the typical
morning and afternoon flows of traffic.
Instead, rush hour in Curitiba has heavy
commuter movements in both directions
along the public transportation arteries.
Land use Transport Integration
Singapore
Concept plan 2001 indicates Metro lines along with the land use around the lines.
The Concept Plan 2001 will provide a variety of housing choices and a comfortable living
environment
INITIATIVES TAKEN BEST PRACTICES
SINGAPORE
1968 Ministry of communication established, 30% import duty on cars imposed
1970 Bus service reform begins
1972 Import duty and ARF raised increases
1973 Buses (Singapore bus service is unified)
1974 ARF raised to 55%
1975 ALS scheme initiated, ARF raised to 100%, preferential ARF started
1987 MRT begins
1989 ALS extended to other vehicles
1990 vehicle quota system begins
1994 ALS implemented whole day
1995 Road pricing system on expressway
1987 Metro Started Operations
1998 ERP begins
1999 ERP extended to highways
Onwards Light rail Construction Started, Landuse Integration, Integrated Transit
Urban Transport Management

JANMARG
Ahmedabad Plan
Vision
Long term Sustainability
Department of Climate Change
Integrated, Comprehensive
Multimodal
Metro System, Regional Rail, BRTS, Bus System,
Feeder, Bicycles, Pedestrians
Land use Plans

Network Completion, Missing links, bridges,
railway over bridges
Road network - Existing
Hyderabad Ahmedabad
470 km Level 1 350 km

Total Area: 466 sqkm
Total Area: 650 sqkm 530 km Level 2 200 km
4900 km Level 4 1760 km
30X30km
Hyderabad Ahmedabad

4200 km Level 4 1760 km
15X15km
Hyderabad Ahmedabad

80 km Level 2 90 km
5X5km
Hyderabad Ahmedabad
25 km Level 1 32 km
30 km Level 2 15 km
40 km Level 3 22 km
Structuring Road Network for Future
2025
JANMARG
TRANSIT TECHNOLOGY CHOICE
Metro-VS BRT- Unnecessary debate
Metro Rail system (6 kms. only) Bus Rapid Transit system (88.8 kms.)
Chandkheda Chandkheda
Sabarmati Rly. Sabarmati Rly.

stn stn
Ahmedabad Naroda Ahmedabad Naroda
Sola RoB Ranip Airport. village Ranip Airport. village
Sola RoB
RTO Naroda GIDC Naroda GIDC
RTO
Naroda Naroda
AEC AEC
Gujarat Gujarat
University University Gandhigram
Odhav Odhav
Rly. stn
Bopal Kalupur Industrial Bopal Kalupur Industrial
Rly. Stn. estate Rly. Stn. estate
Odhav Odhav
Shivranjani Nehrunagar Soni ni Shivranjani Nehrunagar Soni ni
chaali chaali
Geeta Maninagar Rly. Geeta Maninagar Rly.
Mandir stn. Mandir stn.
Vatva Vatva
Industrial Industrial
estate estate
Narol Narol
We are seeking transport solutions and not technology

We need to expand Transit Coverage, Quantity and Quality
RAPID TRANSIT - BRTS ROUTES + METRO+ REGIONAL RAIL
30
25 LEGEND
Urban Rings and Radials
20
Phase 1
15 Gandhinagar Phase 2
Phase 3
BRTS
Phase 4
10
Metro Phase 1 North South
5 Metro Phase 1 East West
Metro Phase 2
KM
0 Suburban Rail
Proposed Suburban Rail
5
10
15
20
25
Memdabad
30
30 25 20 15 10 5 0 5 10 15 20 25 30
Prioritizing Rapid Transit and Reorganizing GSRTC
LEGEND
RIVER FRONT DEVP.

30 RAIL
TRANSIT ready streets
METRO
25 BRTS
RESERVED GREEN
20
TRANSIT ROUTES
15 GSRTC terminals
GSTRC Interchages
10
GSRTC busstops
5 GSRTC bus routes
KM
0
MAJOR NODES
5 LEVEL 1
LEVEL 2
10
LEVEL 3
15 LEVEL 4
20
25
30 30 25 20 15 10 5 0 5 10 15 20 25 30
Total Ridership and Total Fare Collection 45 Km
Extension of Extension of
150000 corridor to 900000
Extension of corridor to Delhi
Naroda Darwaja
corridor to 850000
135000 SoniniChali
39 Km 800000
Extension of corridor to 750000

120000 Jashodanagar Jn.
700000
34 Km
650000
105000 Extension of corridor to
Maninagar&Narol 600000
29.5 Km
550000
Total daily fare collection

90000
Total daily passengers
Extension of
corridor to 25 Km 500000
Kankaria
75000 450000
400000
18 Km
60000 350000
300000
45000
250000
200000
30000
150000
15000
12.5 Km
100000
50000
0 0
Total Passengers Total Collection (in Rs.)

Sunday
Productivity Gains
3000 50
2781
45
45
2500
40
2099 39
2051
1951 1945 35
2000
34
1740
30
29.5
1385
Km.
No.
1500 25
25
20
1000 18
15
12.5
7.8 10
500 6.74
5.5 5.64 5.8
4.84
4.16
5
0 0
14th Oct. 09 25th Dec.2009 27th April.2010 30th June 2010 9th Sept.2010 3rd Nov.2010 31st Aug.2011
Network Length (Km) Avg.Pax. Per Km. Trip Length
Ridership per KM Increases with Expansion of Network

JANMARG
B R T: A S y s t e m o f C o m p o n e n t s
High Fast Customer Low
Comfortable
Quality Orientated Cost
Running ways
Segregated bus ways
Bus Stations
Accessible, Comfortable stations Level boarding,
External Ticketing
Vehicles
Clean buses & modern technologies
Trained Driver
ITS & Fare Payment

Public Information System (Next bus/Next stop)
External Ticketing, Smart Cards, AVL
Area Traffic Management for Bus Priority & Minimise
wastage of GREEN TIME
Operating Plan
Frequent, Reliable service
Closed System
Operations under Single Management Control
JANMARG
P u b l i c Tr a n s p o r t I n i t i a t i v e - B R T S
To upgrade the overall mobility of the city
NETWORK and Not Corridors Chandkheda
Connectivity of important origin

Naroda
and destinations Sola RoB village
RTO
Catalyst for area development AEC

Naroda
Iscon Memnagar
Formation of strong network for
Thakkarbapanagar
Bopal circle Kalupur
Rly. Stn.
Odhav
flexible route operations Shivranjani
Shreyas
Nehrunagar
Maninagar
Soni ni chaali
Rly. stn,.
low income, low accessibility

RoB
CTM
Jashodanagar
zones (old walled city) Narol

Ghodasar
Vatva
Availability of right of way to build

infrastructure
Add capacity and take away apprt PHASE 1
PHASE 2
of capacity for BRTS Proposed Elevated Corridor
Overall impact of transit on city New River bridge

RoB Constructed (Phase 1)
Connect busy places but avoid Proposed RoB/ RuB (Phase 2)
Flyovers (phase 1)
busy roads Proposed Flyovers (phase 2)
Network and not just corridors - Operational corridors, Status, Extensions
RTO to Maninagar loop(22.5

Chandkheda kms.) 33 bus stops
Danilimda to Naroda
(16.4 kms.) 28 bus stops
Bhavsar hostel Delhi darwaja

Sabarmati Rly. stn (4.5 kms.) 6 bus stops
Naroda
Ranip Ahmedabad village
Sola RoB Phase 2 corridors under
Airport.
Naroda GIDC implementation
RTO
(41kms.)
Naroda
AEC
Delhi
Gujarat University darwaja
Gandhigram Proposed Extensions upto Ring
Rly. stn
Odhav
Bopal Kalupur Rly. Industrial road
Stn. estate
Odhav
Shivranjani Nehrunagar Soni ni
chaali
Geeta Maninagar Rly.
Mandir stn. Total BRT Corridor- 89 Kms
BRT corridor operational 44 kms.
Danilimda
BRT corridor under implementation 41
Vatva
Industrial kms.
estate
Narol BRT Corridor under planning and design
4 Km (elevated)
Total no. of Bus stations 67
Total Buses operational 80 (incl 11 AC
buses)
AHMEDABAD - LANDUSE PLAN Daily ridership 1,45,803
JANMARG
JANMARG
Created the Ahmedabad Janmarg Co. Ltd., a wholly owned company

of Municipal Corporation, to manage Janmarg Operations.
Gross Cost Contract for buses (penalties & incentives)
PIS & Automatic Ticketing, Landscape, Automatic doors, Foot Over
Bridges
House keeping
Urban Transport Fund with revenues from advertisement and
parking fee
separate logo, uniform for employees
CEPT University as an advisor
COE is established at CEPT
Complementary measures
2011
2005
Completing the network
22 New bridges (river bridges, flyovers, Rob/RuB) constructed in last 5 years

JANMARG
Ahmedabad2010
INITIATIVES TAKEN
Initiatives :
Widened carriageway
New links connected
Widened RoW
One-way BRT (24mt.

Row)
Elevated BRT (18-24 mt.
Row)
JANMARG
BRTS COMPREHENSIVE PLANNING
Chandkheda
Naroda
village
Sola RoB
RTO Widened CW
Naroda
Widened RoW
AEC
Iscon circle Memnagar Thakkarbapanagar New Roads

Bopal Kalupur
Rly. Stn. Elevated corridor
Nehrunagar Soni ni Odhav
Shivranjani chaali One-way loop (adopted due to less RoW)
Maninagar Rly.
Shreyas RoB stn,.
CTM New River bridge

Jashodanagar
Ghodasar RoB Constructed (Phase 1)
Vatva
Narol
Proposed RoB/ RuB (Phase 2)
Flyovers (phase 1)
Proposed Flyovers (phase 2)

JANMARG
WA DA J D U D H E S H WA R : N e w r i v e r b r i d g e
JANMARG
JANMARG CORRIDOR PHASING
Phase 1 corridors (58 kms.)
Phase 2 corridors (30.5 kms.)

Chandkheda
Airport
Railway Stations
Sabarmati Rly. stn
Naroda GSRTC terminals
Ranip Ahmedabad village
Sola RoB Airport.
RTO Naroda GIDC
University/ educational campus
Naroda
AEC
Gujarat University Industrial estates
Gandhigram
Odhav
Rly. stn Kalupur Rly.
Bopal Industrial
Stn. estate
Odhav
Shivranjani Nehrunagar Soni ni
Geeta Maninagar Rly. chaali AHMEDABAD -
Mandir stn. LANDUSE PLAN
Vatva LEGEND
Industrial
estate
Narol RESIDENTIAL
INDUSTRIAL
INSTITUTIONAL
JANMARG
Accessing Kalupur Railway Station : Elevated BRT
Bus stations across
the Rly. Station
Foot bridges
connecting the bus
stations Bus Stations
Bus Only RoB

JANMARG
BRTS System Characteristics
System Types
Closed system trunk and feeder services selected
Open system considered but not selected
Running Way
Centre Running
Curb Running
Mixed Traffic
Stations
Aesthetically designed, accessible level boarding
Near side (before intersection)
Two buses at each side
Far side
JANMARG
BRTS System Characteristics
Vehicles:
EURO IV Diesel Buses, wide Central doors at both sides
ITS:
Public information system,
Automatic vehicle tracking system,
Area traffic control system
Smart cards
Enforcement:
A team of ex-servicemen hired as BRT Police to support traffic police
JANMARG
VEHICLES DESIGN
High floor buses (900mm)
Flat floor
Cleaner Euro III Diesel, CNG
Standard bus (Capacity 80 passengers )
Two wide central doors
Width of doors in centre 1960 mm
Length of bus -12 m
Mix of A.C. and Non A.C.
Use of ITS
Bus Station Design
Bus stations are accessed through ZEBRA crossings
Signalised &Synchronized with junction signal cycle (ATC)
Closed Bus Stations & Off board ticketing
Provide safe and secure environment
Both side ticket windows
Access control through turnstiles/flap barriers
Off board ticketing to reduce dwell time, plug revenue leakage
JANMARG
IT COMPONENTS IN BUS
Passenger Information system- Electronic displays
Driver Bifocal
Information mirrors
Bus stop: specially designed
System pneumatic doors at bus stop for
passengers. They function with
Card Validator: Placed at the entrance, sensors.
the machine will validate the card in
less than half a second.
JANMARG
JANMARG ITS
Smart Cards
Pre-paid boarding
Signal Enhancements
Public Information System
Automatic Vehicle Locator System
State of Art control room
Integrated Transit Management System
Automated Fare Collection System (AFC)

facilitates purchase of pre-paid tickets and their subsequent use through
electronic systems to permit access to/ from the transit stations and buses
Paper ticket issued, Smart card and tokens to be ready by January 2011
Automatic Vehicle Location System (AVL)
Allows central control room to monitor all vehicles, their performance related to
on-time, speed as well as operator performance
Two way Information Broadcast service with bus and bus station operators
Passenger Information System (PIS)
Advance information on arrivals, departures, next vehicle, next station display
announcements
Financial Management System (FMS)
Vehicle Despatch & Scheduling System (VDSS),Depot Management System (DMS), Bus
Terminal Management System (BTMS)
JANMARG
BRT SYSTEM - CHARACTERISTICS
Closed system trunk and feeder services
Central bus lanes
Median bus stops
Closed bus shelters
Distance based fare smart cards
Integrated ticketing system Trunk, feeder and AMTS
Automatic vehicle tracking system

JANMARG
BRTS COMPREHENSIVE PLANNING
Chandkheda
Widened CW
Naroda
village Widened RoW
Sola RoB
RTO
Naroda New Roads
AEC Elevated corridor
Iscon circle Memnagar Thakkarbapanagar
Bopal Kalupur One-way loop (adopted due to less RoW)
Rly. Stn.
Nehrunagar Soni ni Odhav
Shivranjani chaali
Maninagar Rly.
Shreyas RoB stn,.
New River bridge
CTM RoB Constructed (Phase 1)

Jashodanagar
Ghodasar
Vatva
Proposed RoB/ RuB (Phase 2)
Narol
Flyovers (phase 1)
Proposed Flyovers (phase 2)

JANMARG
ROAD DESIGN CROSS SECTIONS
CL OF ROAD
UTILITY AREA 250 1000 250 UTILITY AREA

2250 7000 2750 10750 2250 7500 2250 10750 1000 2750 7000 2250
SERVICE LANE
CYCLE SEPARATOR CARRIAGE WAY BRT MEDIAN BUS LANE BRT MEDIAN CARRIAGE WAY
PEDESTRIAN SEPARATOR CYCLE SERVICE LANE PEDESTRIAN
TRACK
PATHWAY TRACK PATHWAY
60000
PROPOSED SECTION FOR 60 MTS. ROW - (NAROL TO NARODA)

ROAD CROSS SECTION 60 m RoW
2.25 M - Pedestrian Pathway

7.0 M Service Lane
2.75 M Cycle Track

10.75 M Carriage Way
2.5 M Separator between Carriageway
and Bus Lane (Shrubs/Green)
7.5 M Bus Lane
JANMARG
CL
Shyness Strip Shyness Strip
850 850
250 MEDIAN MEDIAN 250
KERB KERB
1.5% 1.5%
2000 2000 2000 9250 7300 9250 2000 2000 2000
CYCLE PARKING CARRIAGE WAY MEDIAN BUS LANES CARRIAGE WAY PARKING CYCLE
PEDESTRIAN PATH/ PEDESTRIAN PATH/
TRACK TRACK
DRAIN DRAIN
CROSS SECTION FOR 40M ROW
ROAD CROSS SECTION 40 m RoW MEDIAN BUS

LANE
2.0 m Footpath
2.0 m Cycle track
2.0 m Parking
9.25 m Mixed Traffic lane
0.85 m footpath/Bus platform
7.3 m - BRT Lane
JANMARG
C
L OF ROAD
Shyness Strip Shyness Strip
1.5% 2.0% 1.5%

2.0% 2.0%
2000 1750 2000 7250 850 7300 850 7250 2000 1750 2000
PEDESTRIAN PARKING CYCLE CARRIAGE WAY MEDIAN MEDIAN BUS LANES MEDIAN CARRIAGE WAY CYCLE PARKING PEDESTRIAN
PATHWAY TRAKE TRAKE PATHWAY
35000
TYPICAL CROSS SECTION FOR 35M ROW
ROAD CROSS SECTION 35 m RoW MEDIAN BUS LANE
2.0 m Pedestrian Pathway

2.0 m Parking
2.0 m Cycle track
7.25 m Mixed Traffic lane
0.85 m footpath/Bus platform
7.3 m BRT Lane
JANMARG
C
L OF ROAD
ROAD CROSS
SECTION 24 m
RoW MEDIAN
BUS LANE 500 500
1750 2000 6000 3500 6000 2000 1750
PEDESTRIAN PARKING CARRIAGE WAY ONE WAY BUS LANE CARRIAGE WAY PARKING PEDESTRIAN
PATHWAY
PATHWAY
24000
One Way Bus lane

Pushpakunj Maninagar station Link
2.0 m Pedestrian Pathway

1.75 m - Parking
6.0 m Mixed Traffic Lane
0.5 m Bus Median
3.5 m - BRT Lane
JANMARG
W H E R E T O L O C AT E T H E B U S S T O P S ?
At mid-block (or 50-75 mts away

At junctions from junctions)
Other modes and their turnings No turning movements, regular

at junctions should not be section to be retained with
affected constant width of lanes for other
Junctions in Indian context have modes
lot of complications vehicular Mid block locations with lesser
congestion, haphazard turning congestion, pedestrian criss-
movements, encroachments, crossing and hence are better
hoardings , pedestrians and 2 locations for busstop
wheelers criss-crossing and
hence the bus stop should be
kept at a distance
JANMARG
Nava Bhavsar
Prabodh
Wadaj/Akhbar
nagar
Hostel
Rawal Bridge
W H E R E T O L O C AT E
Pragatinagar
Shivam Apt Ranip Cross THE BUS STOPS?
road
Shastrinagar
Jaymangal Soc
AMTS Bus Stop
AEC Total 28 Bus stop locations from RTO to
Shreenath nagar PIrana
Gopal nagar (valinath
Memnagar chowk) Total 19 BRT Bus stops from RTO to
Pirana
Andhjan kelavani mandal
Existing and proposed (future) landuse and activity

centres
Sanghmitra
HimmatlalSoc
park
Shivranjani Soc Haridas
Existing bus stops
Park Nehru
nagar The manier the bus stops, more the stopages for bus
Umiya Satya Tagor park
Vijay Soc Kam
- hence delays. Locate bus stops strategically rather
Manek Baug
Sumel Flats than frequently
Shreyas Rly
Crossing Integration with other bus routes diverging from brt
Dharnidhar Soc route - for transfers
Anjali
Cinema Dungarshree nagar
Chandra nagar
JANMARG
JUNCTION DESIGN
Fewer lanes to cross to Synchronized signals for safe
reach BRT station pedestrian crossing
Median Station allows for More space for mixed

easy transfers traffic at intersection
JANMARG
. . . CONTEXTUAL DESIGN
JANMARG
PEDESTRIAN SPACE AND BUS ONLY LANES AT KANKARIA

JANMARG Extensive Public Outreach
Bus stop prototype and Free trial runs
Special BRT rides for school children,
industrialists, doctors, religious leaders etc.
BRT trial runs till 1 am during Navratri
Extensive public outreach and media coverage

(during construction, trial runs, operations)
Enhanced Accessibility for all (physically and

visually challenged, senior citizens, women,
children etc.)
Special training programmes for staff, Bus drivers

for improved skills and public interaction
Regular passenger feedback surveys and for

performance monitoring
System Indicators and Comparison
14th Month (Previous Year) 25th Month (Previous Month) 26th Month
Month/ Year (15 Nov10- 14 Dec 10)
(15 Oct 11- 14 Nov 11) (15 Nov 11- 14 Dec 11)
R.T.O-Man., RTO to CN
R.T.O-Man., R.T.O to Naroda R.T.O-Man., R.T.O to Naroda
Route
Anjali Naroda, Narol to Naroda
Anjali Naroda, N to N,RTO-SLP Anjali Naroda, N to N,RTO-SLP
Operation Timings 6:00 AM - 11:30 PM 6:00 AM - 11:30 PM 6:00 AM - 11:30 PM
Total Kms/day 14,265 KM 19579 KM 20453 KM
Total Pax. 30,65,447 (471%) 37,30,308 (573%) 4067839
1,78,13,148 (609%)
Total fare collection (INR) 2,30,52,197 (788%) 24925218
1,02,182 (490%)
Avg. pax/day 1,20,473 (578%) 135595
5,93,772 (633%)
collection/day (INR) 8,14,170 (868%) 8,30,841
Avg. Pax./bus/day 1,909 (98%) 1,462 (75%) 1386
Avg. Collectn/bus/day 11,095 (146%) 9,035 (119%) 8490
Avg. Trip Length
Week day 7.36 6.6 6.03
Weekend 7.02 6.2 6.15
fppk
Week day 0.8 1.1 1.02
Weekend 0.9 0.96 0.94
Operating Ratio for Bus 1.15
1.1 0.98
Operator
Breakdown/ 10000 km 1.94 2.04 1.74
Accidents / 100000 Km 2.10 1.53 1.72
24.0 km/hr
Avg.Speedof BRTS 23.58 Km/Hr
Pax. No. Pax. No.
0
1000
1500
2000
2500
3000
3500
4000
500
0
1000
2000
3000
4000
5000
6000
7000
8000
9000
5-3 R.T.O Circle
5-4 Ranip Cross Road
6-1 Bhavsar Hostel
6-2 Akhbarnagar
6-3
Pragatinagar
6-4
Shastrinagar
7-1
7-2 Jaimangal
7-3 Sola Cross Road
7-4 Shree Valinath Chok
Note: Up Dir. RTO - Maninagar , RTO - JN

8-1 Memnagar
8-2 University
8-3 Andhjan Mandal
8-4 Himmatlal Park
9-1 Shivranjani
9-2 Jhansi Ki Rani
9-3 Nehrunagar
9-4
Manekbaug
10-1
Dharnidhar Derasar
10-2
10-3 Anjali
10-4 Chandranagar
11-1 Khodiyarnagar
11-2 Danilimda Char Rasta
11-3 Vaikunthdham Mandir
11-4 Swaminarayan College
12-1 Kankaria Tel. Exchange
12-2 Kankaria Lake
12-3 Rambaug
12-4 Maninagar Char Rasta
13-1
Maninagar Rly Station
13-2
Swaminarayan Mandir
13-3
DN
13-4 Jawahar Chowk

14-1 Bhairavnath Road
14-2 Mira Cinema Char Rasta
UP
14-3 Danilimda Road

14-4 Chhipa Society
15-1 Chandola Lake
Time Interval
15-2 BRTS Workshop
15-3 Kashiram Textiles
Hourly Boarding
15-4 Narol
16-1 Mukesh Industries
16-2
Isanpur
16-3
16-4 Ghodasar
17-1 Jashodanagar Char Rasta
Express Highway Jun.
Total Boarding Bus Stop Wise
17-2
17-3 CTM Cross Road
17-4 Purvdeep Society
18-1 Jogeshwari Society
18-2 Rabari Colony
18-3 Ramrajya Nagar
18-4 Rameshwar Park
19-1 Geetagauri Cinema
19-2 Sonini Chali
19-3
Viratnagar
19-4
20-1 Bapunagar Approach
20-2 Lilanagar
PASSENGER TRIP ANALYSIS ON WEEKDAYS for Janmarg
20-3 Thakkarnagar Approach

20-4 Hiravadi
21-1 Vijay Park
21-2 Krishnanagar
21-3 Dhanushdhari Mandir
21-4 Naroda ST Workshop
22-1 N.R.Patel Park
22-2 Ramapir No Tekaro
22-3 Juna Vadaj
22-4
Gurudwara
30 / Nov /2011
30 / Nov /2011
23-1
23-2 Hanumanpura
Sarkari Litho press
1. ITS Overview and Practices in Japan
Hideo TSUJI
Nippon Koei
2. JICA Special Assistance for Project

Implementation for the Assistance for the
Introduction of ITS on Road Network in
Hyderabad Metropolitan Area in India
Hiroya TOTANI
JICA Study Team
ITS Overview and Practices in Japan
Feb. 2012
Hideo TSUJI
-Table of Contents-
1. What is ITS?
2. Good Practice of ITS in Japan-
3. Recommendation
Page 3
1. What is ITS?
ITS: Intelligent Transportation System

Utilization/Application of Information Technology for
Transportation Sector to Realize:
1. Optimization of Traffic Flow

2. Reduction of Adverse Environmental Effect in
Transportation Sector
3. Reduction of Traffic Accident
4. Enhancement of Efficiency in Traffic/Transportation
Operation and Management
Page 5
1. What is ITS?
ITS: Intelligent Transportation System
ITS
For Digitalization of Transportation
Road Side Telecommunication Vehicles
Via Data Communication Terminal
Traffic Control Center

CCTV/Counter VICS
Processing/ Controlling
Collecting data Providing

Probe ETC
Collecting data Collecting Fee
VMS
Weather Sensor Providing
Collecting data
Page 6
1. What is ITS?
Examples of ITS Services Provided in Japan
Nine Development Areas in ITS Examples of User Services

1. Advances in navigation systems VICS (Vehicle Information and Communication System)
2. Electronic toll collection systems ETC (Electronic Toll Collection system)
3. Assistance for safe driving AHS (Advanced cruise-assist Highway Systems)
Optimization of traffic flow, Provision of traffic restriction

4. Optimization of traffic management information in case of incident
5. Increasing efficiency in road management Management of specially permitted commercial vehicles

Provision of public transport information, Assistance for public
6. Support for public transport transport operations and operations management
7. Increasing efficiency in commercial vehicle operations Assistance for commercial vehicle operations management
8. Support for pedestrians Pedestrian route guidance, Vehicle-pedestrian accident avoidance

Automated emergency notification, Route guidance for emergency
9. Support for emergency vehicle operations vehicles and support for relief activities
Page 7
2. Good Practices of ITS in Japan-
VICS: Vehicle Information and Communication System

VICS Service Started Since 1996 in Japan
Cumulative VICS Car Navigation Unit: 31 Million in 2010
Entrance Parking
closed area
Congestion and travel time by
Simple Diagram Display
Roadwork Alternating
single lane
traffic
Obstruction
Accident
Obstruction
on road
Lane
Road closure
restriction
Disabled Work
vehicle
The car-navigation Systems provide

recommended routes and calculate the
required time to the destination. Source: VICS Center Website
Page 9
Traffic Information Provision via Smart Phone
Page 10
Entire Figure of VICS
Source: VICS Center Website
Page 11
Probe Car System: Congestion Information Provision
Page 12
Probe Car System: Road Closure Location Identification
Area-Wise Comprehension
of Condition After the 3.11
Massive Earth Quake in
Japan Based on Vehicle
Running Record
Source: ITS Japan Website

Page 13
Traffic Control Center
Traffic Management Centers in Most

Major Cities because:
Maximized utilization of existing road
network by appropriate traffic
management plan,
High volume traffic can be smoothly
controlled with appropriate traffic
guidance,
Emergency response (Accident,
Disaster) shall be carried out by proper
cooperation among relevant agencies
(Traffic police, Fire Dept., Ambulance
Service, Public Media++)
Page 17
Public Transporation and Multi Purpose Payment by IC-Card
Bus
Examples of
Charge IC Card
Railways (Subways, Mono-Rail etc)

Gate
Convenience Stores ETC(not in Japan)
Touch
Page 18
Bus Location/Information System
Bus Information Provision by Web Site Information Board at Bus Stop
(Bus Location, Operation Condition, Expected Arrival Time etc)
I'm glad I don't

have to spend
time waiting for
the bus anymore.
Bus Information Provision by Mobile Phone
Page 19
Electronic Toll Collection System
Million
8.00
Usage (per month)
90.0% For Expressway
7.00 6.96 80.0%
Usage ratio
6.74 6.63 70.0%
6.00
5.58 60.0%
5.00
5.50 50.0%
4.00
4.80 40.0% On Board Unit Prepaid Smart Card
3.00
3.60 30.0%
2.00 20.0%
1.00 0.60 1.47 10.0%
0.19
0.00 0.0%
2002 2003 2004 2005 2006 2007 2008 2009 2010 2011
Year
ETC OBU Growth in Use
From Expressway to Urban Area
ETC -Electric Toll Collection on Expressway-
ERP -Electric Road Pricing in the City-

Page 20
3. Recommendation
1. Necessity of Traffic Data Collection and Utilization
For the development of the best road traffic measures, the detailed traffic
data shall be collected and fully utilized.
2. Cost Effective Data Collection: Utilization of Probe-car, V2I, etc
Traffic measurement only by road-side equipment becomes expensive.

Data stored on vehicle shall also be utilized.
3. Establishment of Common Platform
System Architecture shall be built and Platform shall be commonly used

among different ITS services for the purpose of effectiveness.
Page 22
3. Recommendation
4. Public-Private Partnership and Interagency Establishment
The cooperation between public and private sector shall be encouraged.

Establishment of intermediate organization is important.
5. Sustainable Operation Framework After ITS Deployment
Establishment of operational framework after deployment of ITS important.

This includes operation, monitoring, training and etc.
6. Assurance of Tight Security
Tight security such as protection of privacy and prevention of data leakage

shall be highly assured.
Page 23
3. Recommendation
Proposal of Affordable ITS
Latecomers Advantage
(Cheaper and Proven Product , Off-the Shelf Systems )
Rapid IT Spread
Utilizing General-Purpose Communication Infrastructure
Including Cellular phones, Internet and Smart-phones
Deploying ITS with Road Network
Utilizing Existing Infrastructure as Much as Possible
Page 24
Thank you !
Page 25
JICA SPECIAL ASSISTANCE FOR PROJECT
IMPLEMENTATION (SAPI)
FOR
THE ASSISTANCE FOR THE INTRODUCTION OF ITS
ON ROADNETWORK
IN
IN
INDIA
JICA Study Team

- Table of Contents -
1. Project Outline
2. Major Issues in Hyderabad
3. National ITS Initiatives and Major Cities in India
4. ITS Advisory Committee in Hyderabad
5. Preparation of Master Plan
6. Proposed ITS Menus for Master Plan
7. Entire Picture of ITS in Hyderabad in Future
8. Proposed Pilot Project Menus (Draft)
9. Organization Set Up
10. Conclusion
Page 2
1. Project Outline
Study Objective: Study Period:

1. ITS Master Plan Aug 2011 Jan 2013
2. Pilot Project Design (Design Period: End of July)
3. Tender Assistance
4. Capacity Building
Counterpart: HMDA
Funded by JICA Inner Ring Road (IRR)
(Japan International
Cooperation Agency)
Major Target Area
Outer Ring Road (ORR)
Page 3
Population Growth in Hyderabad Traffic Composition in Hyderabad
1991
2011
Page 4
Results of Travel Speed Survey (By Probe Car)
Daily Average
Travel Speed=15.2km/h
Page 5
Summary of Issues
Chronicle Congestion
Heterogeneous Traffic and Traffic Manner
Absence of Historical Traffic Data and Road Inventory
Insufficient Human Resources and Budget
Insufficient Coordination Among Agencies for Planning and Management
Page 6
3. National ITS Initiatives and Major Cities in India
National Government Initiative

Research by Academic Institute and Relevant Department
Sub Projects Initiated by CDAC and Under JNNURM
Common Mobility Card
ITS India
ITS and Associated Facilities in Major Cities

Delhi: DIMS (Delhi Integrated Multi Modal Transit System)
Bangalore: B-TRAC (Bangalore Traffic Improvement Plan)
Chennai: Bus Operation System with GPS/GPRS
Ahmedabad: BRTS (Bus Rapid Transit System)
ITS shall be introduced in Hyderabad as well

Page 7
4. ITS Advisory Committee in Hyderabad
Major Stakeholders for Our Study
Hyderabad Metropolitan Agency (HMDA) Pollution Control Board
Hyderabad Growth Corridor Limited Center for Development of Advanced
(HGCL) Computing (C-DAC)
Hyderabad Traffic Police Roads & Buildings Department (R&B)
Cyberabad Traffic Police National Informatic Center (NIC)
Greater Hyderabad Municipal Corporation
Meteorological Department
(GHMC)
Andhra Pradesh State Road Transport National Highway Authority of India
Corporation (APSRTC) (NHAI)
Emergency Management and Research
Regional Transport Authority (RTA)
Institute (EMRI)
Hyderabad Metro Railway Limited Center for Railway Information Systems
(HMRL) (CRIS)
National Institute of Technology
Taxi Companies (MERU CAB, etc)
(Professor Prasad)
ITS Advisory Meeting: (1) September and (2) December in 2011,
(3) Coming Soon (February in 2012)
5. Preparation of Master Plan
Review and Analysis of ITS Architecture in Major Countries

Japan, USA, Europe, ISO
Formulation of Regional ITS Architecture
Identify Issues
Clarify Needs
Identify Required System Function
Formulation of Master Plan

Safety Improvement (Reduce Traffic Accident)
Environmental Mitigation
Enhancement of Economic Productivity
Enhancement of Mobility, Convenience and Comfortableness
Page 9
6. Proposed ITS Menus for Master Plan
Examples
Basic Information Collection Traffic Volume, CCTV, Meteorology, Disaster
Driving Support System Alart at Intersection, Forward Obstacle, etc

Missing Vehicle Tracking, Car Navigation, Auto-
Vehicle Related System Cruising, Driver Abnormality Alert etc
Over-Speed, Signal Jumping, Excess Riding, Wrong
Enforcement System Way, Illegal Parking, Over-Load etc
Road Inventory, Budget Planning, Maintenance
Road Management System Inspection Assistance, etc
Bus Operation System, Bus Information System, Taxi
Public Transportation System Operation System, etc
Parking Operation and Information Public/Private, Park and Ride

Traffic Control Signal Coordination, Lane Control, Road Pricing, etc
Emergency Vehicle Operation
Human Assistance Tourism Information, Handicap Assistance, etc
Page 10
7. Entire Picture of ITS in Hyderabad in Future
Page 11
1) MENU1: Traffic Information System
2) MENU2: Bus Location/Information System
3) MENU3: Traffic Signal Coordination
Traffic Infrastructure Planning Improve

Traffic Management Improve
Traffic Congestion Reduction
Operational Efficiency in Public Transport
Effective Resource Utilization
It helps : HMDA, GHMC, Traffic Police, and APSRTC
Page 12
MENU 2 MENU 1 Traffic Information System

Signal
Provision Devices
Sensors
MENU 3
HYD ITS Control Center
Bus Probe (Floating Car) Bus Information at Bus Shelter
Page 13
9. Organization Set Up
Hyderabad ITS Control Center
Single Entity for ;

1. Cross-Jurisdictional Governmental Organization
2. Planning, Designing, Execution, Maintenance and Operation
Agency
3. Consisted by Staff from Related Agencies including IT/Electric
/Traffic Engineers
Page 14
10. Conclusion
Conclusion
Current Condition Study (Traffic Survey)
Identification of Issues and Needs
Preparation of ITS Architecture and ITS Menus
Assistance and Input by ITS Advisory Committee
ITS Menus: To be finalized by End of February
Draft Pilot Project Menus Proposal
Page 15
Thank You for Your Attention
Page 16
SEMINAR ON
Vote of Thanks, by Dr. T. S. Reddy,

Team Leader, CTSHMA
On behalf of the organizers of this Seminar and my own behalf, it is my pleasant duty to propose
vote of thanks to all those who have contributed to the successful conduct of this Seminar.
At the outset I would like to thank Shri Busi Sam Bob, Principal Secretary, MA&UD and Shri
Rajeshwar Tiwari, Metropolitan Commissioner, HMDA for guiding us right from the conception to
the final conduct of the Seminar today. Our thanks are also due to Shri Busi Sam Bob for
accepting to be the Chief Guest at the inaugural session and addressing the participants in the
afternoon session. We thank Shri Rajeshwar Tiwari, MC, HMDA for steering us through the
Inaugural Session.
We thank Prof. Chari for accepting our request and giving an overview on transportation
problems of Hyderabad Metropolitan Area and analyzing the prospects of finding the solutions to
them. This will greatly help the team working on the CTS of HMA.
We specially thank Prof. Ravi Anand, JNTU, SPA for accepting our request and helping us in
conducting the Technical Session-1 on Transportation Planning at a very short notice by chairing
the session.
We thank Prof. Raghava Chari, for kindly consenting to be Chairman of Technical Session-II on
Immediate Action Plan at short notice and helping us in conducting the session.
We thank Shri V. K. Phatak for chairing the Technical Session-III and helping us in the conduct of
the session at a short notice.
We thank all the speakers Mr. John Long, Mr. P.R.K. Murthy, Shri V. K. Phatak, Shri Vishwanath,
Shri C. V. Anand, Shri Koteshwara Rao, Shri Dhananjaya Reddy, Shri N.V.S. Reddy, Mr. Andrew
Brown, Prof. Shivanand Swamy, Mr. Hideo Tsuji and Mr. Hiroya Totani for sparing their valuable
time and taking pains in preparing and making the presentation at the Seminar in the Technical
Sessions. We specially thank all the guest speakers for their kind gesture of accepting our
requests for making these presentations.
Without the participants the seminar cannot be held. Therefore, the participants are the main
strength for success of the seminar. It was a wonderful group of participants and they have
stayed till the end, even though the session was extended by more than a hour and half. I thank
all of you for sparing the time and participating in the Seminar to make it a success. I also thank
all the heads of the organizations, consultants and academic institutions for delegating their staff
and students to the Seminar.\
We will be failing in our duty if we dont thank Mr. V.Madhwaraja, CE, HMDA for his unstinting
support and advices at various levels from concept to the conduct of the Seminar. The
assistance provided by the office of MC and CE at HMDA is gratefully acknowledged.
We thank the print and electronic media who have taken pains to spare their time and covering
the proceedings of the Seminar.
SEMINAR ON
We thank the administration Dr. MCR HRD Institute for providing the auditorium space and other
facilities for the Seminar.
I also thank Ms. Soujanya for rendering the prayer at the Inaugural Session. We also thank
caterers (M/s Prizm) who provided sumptuous food and snacks during the Seminar.
Last but not the least, I thank all my colleagues at LASA office in Hyderabad who have worked
tirelessly without a murmur during the course of preparation and till the conduct of the Seminar.

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COMPREHENSIVE TRANSPORTATION STUDY FOR

HYDERABAD METROPOLITAN AREA

Key Note Address : Mr. John Long

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

Vote of Thanks : Mr. Dave Saunders

LIGHTING OF LAMP AT INAUGURAL SESSION INAUGURAL SESSION IN PROGRESS

Inaugural Address by Mr. Rajeshwar Tiwari, IAS,

Address by Mr. B. Sam Bob, IAS,

I thank you all for patiently listening to me.

Opening Remarks by Prof. S. Raghava Chari

Comprehensive Transportation Study

7th February 2012

*Transformed into Hyderabad Metropolitan Development

*To Promote Desired Land Use Pattern in

Study divided into eight major activities, 62 tasks and various

Immediate Action Plan

Identify and quantify the socio-economic characteristics of the

Determine present detailed travel characteristics of the HMA

Develop a Urban Transport Planning (UTP) forecasting model

In conjunction with client develop incremental and alternative

Review and assess the earlier transport strategies and identify

Evaluate resiliency of short, medium and long term transport

Identify, evaluate and present alternative resource mobilization

Assess Transit Oriented Developmental (TOD) issues and

Assist in strengthening transport planning skills and transfer

Formulate action plan for improving Service Level Bench

Household Travel Origin-Destination Survey covering all of HMA

35,000 Households to be Surveyed

Traffic Volume and Roadside Origin/Destination Surveys

43,000 Drivers interviewed

* Airport Terminal Survey

* Suburban Rail Passenger Survey

* Goods Focal Point/Goods Movement Survey

Traffic volume count survey at, Mid blocks and Terminals

Road network inventory survey for identifying the

2,000,000 Between 2003-11 potential growth

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

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

Cumulative Growth Rate - 150% (3.2 % per annum)

Cumulative Growth Rate - 346% (10.0 % per annum)

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

FORMULATION OF TRANSPORTATION STRATEGIES

Long Term Strategy for

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

Year 1959 Year 1990 Year 2010

Pop 12 lakhs Pop 43lakhs Pop 85 lakhs

Where and How Does

Long Term Strategy for

Reference - Ministry of Urban Development,

The Vision of the Ministry is To facilitate creation of economically

Reference - National Urban Transportation Policy

Reference - Draft Metropolitan Development Plan-2031

Mission Statement of Hyderabad Metro Rail

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

A robust system that is dependable, comfortable, affordable and

Cardinal Principles of Development

Approach to the Master Plan

Overarching Vision 2006

2009 New Development Plan

Long Term Strategy for

Hyderabad Mexico City

Hyderabad Mexico City

Hyderabad Sao Paulo

Hyderabad Sao Paulo