Comprehensive Mobility Plan for Jammu

GOVERNMENT OF JAMMU & KASHMIR

MASS RAPID TRANSIT CORPORATION, JAMMU AND SRINAGAR

COMPREHENSIVE MOBILITY PLAN FOR JAMMU

FINAL REPORT

JANUARY 2020 (A Government of India Enterprise)

TABLE OF CONTENTS Comprehensive Mobility Plan for Jammu Final CMP Table of Contents

TABLE OF CONTENTS

EXECUTIVE SUMMARY

1. INTRODUCTION 1.1. SUSTAINABLE MOBILITY PRINCIPLES ...... 1-2 1.2. IMPACT OF REGIONAL/NATIONAL FRAMEWORK ...... 1-2 1.3. NATIONAL URBAN TRANSPORT POLICY...... 1-3 1.4. DELINEATION OF PLANNING AREA (STUDY AREA) ...... 1-5 1.5. VISION AND OBJECTIVES OF MOBILITY PLAN ...... 1-6 1.6. REVIEW OF AVAILABLE RESOURCES ...... 1-6 1.7. APPROACH AND METHODOLOGY ...... 1-11 1.8. COMPOSITION OF REPORT ...... 1-24

2. REVIEW OF CITY PROFILE 2.1. REVIEW OF EXISTING TRANSPORT SYSTEM ...... 2-1 2.2. TRANSPORT DEMAND SURVEYS ...... 2-5 2.3. ANALYSIS OF EXISTING TRAFFIC/TRANSPORT CONDITIONS ...... 2-7 2.4. TRAFFIC VOLUME COUNT ...... 2-9 2.5. ROAD NETWORK INVENTORY ...... 2-13 2.6. MODAL SHARE ...... 2-18 2.7. PARKING SURVEYS ...... 2-22 2.8. NON-MOTORIZED TRANSPORT SURVEYS ...... 2-24 2.9. WORK CENTRE SURVEY ...... 2-26 2.10. FREIGHT TERMINAL SURVEY ...... 2-29 2.11. FUTURE LAND USE DEVELOPMENTS PLAN ...... 2-30 2.12. REVIEW OF ENERGY AND ENVIRONMENT ...... 2-31 2.13. ANALYSIS AND INDICATORS ...... 2-35

3. TRANSPORT DEMAND ASSESSMENT 3.1. DEVELOPMENT OF BUSINESS AS USUAL SCENARIO...... 3-1 3.2. DEVELOPMENT OF SUSTAINABLE URBAN TRANSPORT SCENARIOS ...... 3-26 3.3. CONCLUSIONS ...... 3-47

4. DEVELOPMENT OF COMPREHENSIVE MOBILITY PLAN 4.1. INTEGRATED LAND USE AND URBAN MOBILITY PLAN ...... 4-1 4.2. FORMULATION OF PUBLIC TRANSPORT IMPROVEMENT PLAN...... 4-2 4.3. PUBLIC TRANSPORT CONNECTIVITY TO JAMMU METROPOLITAN REGIONAL DEVELOPMENT AREA ...... 4-11

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4.4. PREPARATION OF ROAD NETWORK DEVELOPMENT PLAN ...... 4-12 4.5. PREPARATION OF NMT FACILITY IMPROVEMENT PLAN ...... 4-16 4.6. "INTER-MODALITY" - INTEGRATED DEVELOPMENT OF ALL ...... 4-17 MODES INCLUDING NON-MOTORISED TRANSPORT ...... 4-17 4.7. FREIGHT MOVEMENT PLAN ...... 4-17 4.8. PLANS FOR INTELLIGENT TRANSPORT SYSTEM...... 4-18 4.9. TRAFFIC MANAGEMENT MEASURES ...... 4-19 4.10. INFORM AND ENGAGE STAKEHOLDERS INCLUDING CITIZENS ...... 4-24 4.11. REGULATORY AND INSTITUTIONAL MEASURES ...... 4-24 4.12. DEVELOPMENT OF FISCAL MEASURES ...... 4-32 4.13. MOBILITY IMPROVEMENT MEASURES PROPOSED IN CMP AND ...... 4-34 NUTP OBJECTIVES ...... 4-34 4.14. IMPACT OF THE PROPOSED MEASURES ON SERVICE LEVEL ...... 4-35 BENCHMARK ...... 4-35

5. IMPLEMENTATION PLAN 5.1. PREPARATION OF IMPLEMENTATION PROGRAM ...... 5-1 5.2. PRIORITIZATION OF SUB-PROJECTS...... 5-2 5.3. FUNDING OF PROJECTS & MONITORING OF CMP ...... 5-2 5.4. ACTION PLAN AND BUDGET PLAN...... 5-8

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LIST OF FIGURES

FIGURE 1.1: REGIONAL TRANSPORT CONNECTIVITY OF JAMMU ...... 1-3 FIGURE 1.2: STUDY AREA - JAMMU MASTER PLAN AREA, 2032 ...... 1-5 FIGURE 1.3: PROPOSED PUBLIC TRANSPORT INFRASTRCUTURE PROPOSALS ...... 1-8 FIGURE 1.4: METHODOLOGY FLOW CHART FOR CMP ...... 1-13 FIGURE 1.5: FOUR BROAD STRATEGIES AND ACCOMPANYING POLICIES USED FOR SUSTAINABLE SCENARIOS ...... 1-19

FIGURE 2.1: GROWTH TRENDS OF REGISTERED VEHICLES ...... 2-3 FIGURE 2.2: TRENDS OF ROAD ACCIDENT STATISTICS IN JAMMU ...... 2-4 FIGURE 2.3: TOURISTS TRENDS IN JAMMU ...... 2-5 FIGURE 2.4: TRAFFIC ANALYSIS ZONE (TAZ) SYSTEM FOR JAMMU ...... 2-7 FIGURE 2.5: TRAFFIC SITUATION AT IMPORTANT ROADS ...... 2-8 FIGURE 2.6: DISTRIBUTION OF AVERAGE TRIP LENGTH BY MODE ...... 2-20 FIGURE 2.7: PROPOSED LANDUSE DISTRIBUTION IN MASTER PLAN 2032 FOR JAMMU ...... 2-31 FIGURE 2 8 GRAPH SHOWING FUEL SUPPLIED TO JAMMU CITY...... 2-34

FIGURE 3.1 FOUR STAGE TRAVEL DEMAND MODEL ...... 3-3 FIGURE 3.2 FOUR STAGE MODEL STRUCTURE ...... 3-9 FIGURE 3.3 SCATTER PLOT: POPULATION VS TRIP PRODUCTION ...... 3-12 FIGURE 3.4 ATTRACTION MODEL (HBW – LINEAR REGRESSION) ...... 3-13 FIGURE 3.5 GRAVITY MODEL FORMULATION ...... 3-16 FIGURE 3.6 SEQUENCES OF ACTIVITIES FOR CALIBRATING GRAVITY MODEL ...... 3-17 FIGURE 3.7: MULTI-LOGIT FORMULAS (COMBINED SPLIT) ...... 3-18 FIGURE 3.8 LOGIT MODEL SENSITIVITY ...... 3-19 FIGURE 3.9 STUDY AREA SCREEN LINES ...... 3-21 FIGURE 3.10 ASSIGNED PEAK HOUR TRAFFIC VOLUME ON NETWORK IN PCU ...... 3-22 FIGURE 3.11 TRAFFIC ASSIGNMENT FOR PEAK HOUR TRAFFIC (IN PCU’S) ON ROAD NETWORK IN BAU SCENARIO 2044 ...... 3-27 FIGURE 3.12 PEAK HOUR PT ASSIGNMENT IN BAU SCENARIO 2044...... 3-28 FIGURE 3.13 PUBLIC TRANSPORT ROUTES IN URBAN STRUCTURE SCENARIO (YEAR 2044) ..... 3-36 FIGURE 3.14 PEAK HOUR PT ASSIGNMENT IN URBAN STRUCTURE SCENARIO (YEAR 2044) .... 3-37 FIGURE 3.15: ENHANCED PUBLIC TRANSPORT NETWORK IN PUBLIC TRANSPORT SCENARIO (YEAR 2044) ...... 3-39 FIGURE 3.16 PEAK HOUR PT ASSIGNMENT IN PUBLIC TRANSPORT SCENARIO (YEAR 2044) .... 3-40

FIGURE 4.1: INTENSIVE DEVELOPMENT CORRIDOR ...... 4-2 FIGURE 4.2: INTEGRATED PUBLIC TRANSPORT NETWORK ...... 4-4 FIGURE 4.3: PROPOSED MRTS CORRIDORS IN JAMMU ...... 4-5

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FIGURE 4.4: CITY BUS ROUTE NETWORK ...... 4-7 FIGURE 4.5: PROPOSED BUS TERMINALS AND DEPOTS IN JAMMU ...... 4-9 FIGURE 4.6: TYPICAL BUS STOP IMAGE ...... 4-10 FIGURE 4.7 PUBLIC TRANSPORT CONNECTIVITY TO JMRDA AREA...... 4-11 FIGURE 4.8: PROPOSED ROAD WIDENING PROPOSAL ALONG WITH NMT & RIVER BRIDGES .. 4-14 FIGURE 4.9 CROSS-SECTIONS FOR PROPOSED ROW ...... 4-15 FIGURE 4.10: LOCATIONS OF EXISTING ITC AND PROPOSED INTEGRATED FREIGHT COMPLEX 4-18 FIGURE 4.11: INFORMATION SYSTEM ...... 4-19 FIGURE 4.12: PROPOSED PARKING LOCATIONS ...... 4-20 FIGURE 4.13: PROPOSED JUNCTIONS FOR IMPROVEMENT ...... 4-22 FIGURE 4.14 UMTA'S FUNCTIONS...... 4-29 FIGURE 4.15 ORGANISATION STRUCTURE FOR UMTA ...... 4-31

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LIST OF TABLES

TABLE 1.1: PROPOSED MONORAIL CORRIDORS IN CMP, 2014 ...... 1-9

TABLE 2.1: REGISTERED VEHICLES IN JAMMU ...... 2-2 TABLE 2.2: ROAD ACCIDENT STATISTICS IN JAMMU ...... 2-4 TABLE 2.3: TOURIST AT VARIOUS TOURIST DESTINATIONS (IN LAKHS) ...... 2-5 TABLE 2.4: PRIMARY TRAFFIC & TRAVEL SURVEYS ...... 2-6 TABLE 2.5: INTENSITY AND DIRECTIONAL DISTRIBUTION OF TRAFFIC AT MID-BLOCK LOCATIONS ...... 2-10 TABLE 2.6: INTENSITY AND PEAK HOUR TRAFFIC AT INTERSECTIONS ...... 2-11 TABLE 2.7: INTENSITY AND DIRECTIONAL DISTRIBUTION OF TRAFFIC AT OUTER CORDON LOCATIONS ...... 2-12 TABLE 2.8: DISTRIBUTION OF ROAD NETWORK AS PER RIGHT OF WAY ...... 2-13 TABLE 2.9: DISTRIBUTION OF ROAD NETWORK AS PER CARRIAGE WAY WIDTH ...... 2-14 TABLE 2.10: TYPE OF ROAD ...... 2-14 TABLE 2.11: AVAILABILITY OF SERVICE ROAD ...... 2-15 TABLE 2.12: AVAILABILITY OF FOOTPATH ...... 2-15 TABLE 2.13: AVAILABILITY OF NMV LANE ...... 2-15 TABLE 2.14: DISTRIBUTION OF ROAD NETWORK AS PER ABUTTING LANDUSE ...... 2-16 TABLE 2.15: DISTRIBUTION OF ROAD LENGTH BY PEAK HOUR JOURNEY SPEED ...... 2-16 TABLE 2.16: DISTRIBUTION OF ROAD LENGTH BY PEAK HOUR RUNNING SPEED ...... 2-17 TABLE 2.17: DISTRIBUTION OF CAUSES AND DELAYS IN PEAK & OFF PEAK HOURS ...... 2-17 TABLE 2.18: DISTRIBUTION OF PASSENGERS AT BUS TERMINALS ...... 2-17 TABLE 2.19: DISTRIBUTION OF PASSENGERS AT RAIL TERMINALS ...... 2-18 TABLE 2.20: DISTRIBUTION OF DAILY PASSENGER TRIPS BY MODE ...... 2-18 TABLE 2.21: DISTRIBUTION OF VEHICULAR & WALK TRIPS BY PURPOSE ...... 2-19 TABLE 2.22: DISTRIBUTION OF PASSENGER TRIPS BY TRAVEL TIME ...... 2-20 TABLE 2.23: DISTRIBUTION OF PASSENGER TRIPS BY TRAVEL TIME & MODE ...... 2-21 TABLE 2.24: DISTRIBUTION OF PASSENGER TRIPS BY TRAVEL COST (EXCLUDING WALK AND CYCLE) ...... 2-21 TABLE 2.25: DISTRIBUTION OF PASSENGER TRIPS BY MODE AND COST (EXCLUDING WALK AND CYCLE) ...... 2-22 TABLE 2.26: PARKING DEMAND...... 2-23 TABLE 2.27: PEAK HOUR PARKING ACCUMULATION ...... 2-23 TABLE 2.28: DAILY & PEAK HOUR TRAFFIC AT PEDESTRIAN SURVEY LOCATIONS ...... 2-24 TABLE 2.29: TYPE OF ESTABLISHMENTS ...... 2-26 TABLE 2.30: TRIP ATTRACTION IN COMMERCIAL CENTRES ...... 2-27 TABLE 2.31: TRIP ATTRACTION IN INDUSTRIAL CENTRES ...... 2-27 TABLE 2.32: TRIP ATTRACTION IN OFFICE CENTRES ...... 2-28

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TABLE 2.33: TRIP ATTRACTION IN EDUCATIONAL CENTRES ...... 2-28 TABLE 2.34: TRIP ATTRACTION IN HOSPITALS AND OTHER WORK CENTRES ...... 2-29 TABLE 2.35: DISTRIBUTION OF GOODS VEHICLES AT GOODS TERMINAL ...... 2-29 TABLE 2.36: COMPOSITION OF GOODS VEHICLES AT GOODS TERMINAL ...... 2-29 TABLE 2.37: DISTRIBUTION OF GOODS VEHICLES BY TRIP FREQUENCY ...... 2-30 TABLE 2.38: COMPARISON OF LANDUSE DISTRIBUTION IN YEARS 2011 & 2032 ...... 2-30 TABLE 2.39 ENERGY DEMAND IN ALL SECTORS IN INDIA FOR NEW POLICIES SCENARIO ...... 2-31 TABLE 2.40 JKPCB - AAQ DATA FROM FOR YEAR 2015 TO 2019 ...... 2-32 TABLE 2 41 FUEL EFFICIENCY OF VEHICLES ...... 2-33 TABLE 2 42 FUEL MIX OF VEHICLES ...... 2-33 TABLE 2 43 FUEL SUPPLIED TO JAMMU CITY ...... 2-34 TABLE 2.44: TABLE ANALYSIS OF PUBLIC TRANSPORT FACILITIES IN JAMMU ...... 2-36 TABLE 2.45: ANALYSIS OF PEDESTRIAN INFRASTRUCTURE FACILITIES IN JAMMU ...... 2-37 TABLE 2.46: ANALYSIS OF NON MOTORIZED TRANSPORT FACILITIES IN JAMMU ...... 2-38 TABLE 2.47: ANALYSIS OF LEVEL OF USAGE OF INTELLIGENT TRANSPORT SYSTEM (ITS) FACILITIES IN JAMMU ...... 2-39 TABLE 2.48: ANALYSIS OF TRAVEL SPEED (MOTORIZED AND MASS TRANSIT) ALONG MAJOR CORRIDORS IN JAMMU ...... 2-40 TABLE 2.49: ANALYSIS OF AVAILABILITY OF PARKING SPACES IN JAMMU ...... 2-41 TABLE 2.50: ANALYSIS OF ROAD SAFETY IN JAMMU ...... 2-41 TABLE 2.51: ANALYSIS OF POLLUTION LEVELS IN JAMMU ...... 2-42 TABLE 2.52: ANALYSIS OF INTEGRATED LAND USE TRANSPORT SYSTEM IN JAMMU ...... 2-43 TABLE 2.53: ANALYSIS OF FINANCIAL SUSTAINABILITY OF PUBLIC TRANSPORT BY BUS IN JAMMU ...... 2-44

TABLE 3.1 FORECASTED POPULATION OF STUDY AREA...... 3-4 TABLE 3.2 WORK FORCE PARTICIPATION IN STUDY AREA FOR BASE AND HORIZON YEARS...... 3-4 TABLE 3.3 ZONEWISE DISTRIBUTION OF POPULATION AND EMPLOYMENT ...... 3-5 TABLE 3.4 TRIP GENERATION SUBMODELS ...... 3-11 TABLE 3.5 SUMMARY OF OUTPUT OF TRIP PRODUCTION MODEL ...... 3-12 TABLE 3.6 SUMMARY OF OUTPUT OF TRIP ATTRACTION FOR HBW TRIPS ...... 3-13 TABLE 3.7 ATTRACTION MODEL CALIBRATION RESULTS ...... 3-14 TABLE 3.8: DISTRIBUTION MODELS CALIBRATION RESULTS ...... 3-18 TABLE 3.9 MODAL SPLIT MODEL CALIBRATION RESULTS ...... 3-20 TABLE 3.10 COMPARISON OF OBSERVED AND MODELED FLOWS AT SCREENLINE LOCATIONS3-24 TABLE 3.11 DAILY MOTORISED TRIPS BY IN BASE AND BAU (2044) SCENARIO ...... 3-26 TABLE 3.12 DISTRIBUTION OF PROJECTED POPULATION UNDER URBAN STRUCTURE SCENARIO ...... 3-31 TABLE 3.13 DISTRIBUTION OF PROJECTED EMPLOYMENT UNDER URBAN STRUCTURE SCENARIO ...... 3-33 TABLE 3.14 MODAL SHARE IN URBAN STRUCTURE SCENARIO - 2044 ...... 3-36

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TABLE 3.15 MODAL SHARE IN PUBLIC TRANSPORT SCENARIO - 2044 ...... 3-38 TABLE 3.16 MODAL SHARE IN NMT SCENARIO-2044 ...... 3-41 TABLE 3.17 FUEL MIX SHARES FOR DIFFERENT SCENARIOS...... 3-42 TABLE 3.18 DAILY FUEL CONSUMPTION FOR VARIOUS SCENARIOS (2044) ...... 3-42 TABLE 3.19DAILY CO2 EMISSIONS FOR VARIOUS SCENARIOS FOR YEAR 2044 ...... 3-44 TABLE 3.20 DAILY EMISSIONS OF OTHER POLLUTANTS ...... 3-44 TABLE 3.21 COMPARATIVE ANALYSIS BETWEEN DIFFERENT SCENARIOS (2044) ...... 3-46

TABLE 4.1: PROPOSED MRT CORRIDORS ...... 4-3 TABLE 4.2 MAJOR ROUTES FOR CITY BUS NETWORK ...... 4-6 TABLE 4.3 PROPOSED NEW BUS TERMINALS AND PHASING ...... 4-8 TABLE 4.4 PROPOSED NEW BRIDGES/ WIDENING OF EXISTING BRIDGES ...... 4-13 TABLE 4.5 JUNCTIONS IMPROVEMENT PROPOSALS AND PHASING ...... 4-21 TABLE 4.6 TRANSPORT DEMAND MANAGEMENT MEASURES ...... 4-24 TABLE 4.7 SUMMARY OF MOBILITY IMPROVEMENT MEASURES PROPOSED IN CMP IN RELATION TO NUTP ...... 4-35

TABLE 5.1 UNIT RATES (AT 2019 PRICES) ...... 5-1 TABLE 5. 2 PHASE WISE COSTING OF THE CMP PROJECTS ...... 5-3 TABLE 5. 3 POSSIBLE AREAS OF URBAN TRANSPORT PROJECT COMPONENTS FOR IMPLEMENTATION BY VARIOUS AGENCIES ...... 5-5

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EXECUTIVE SUMMARY Comprehensive Mobility Plan for Jammu Final CMP Executive Summary

Executive Summary

0.1. INTRODUCTION

The population of Jammu City grew from 1.6 lakh in 1971 to 5.1 lakh in 2011 and population of Planning area was 12.8 lakh in 2011. The Study area population in 2019 is about 14.9 Lakh.

Government of Jammu and Kashmir has decided to undertake a comprehensive study to plan an efficient, safe and high capacity public transport Infrastructure in Jammu. For the purpose RITES Ltd. (A Govt. of India Enterprise) has been engaged to prepare/update the Comprehensive Mobility Plan (CMP) for Jammu as per Metro Rail Policy – 2017.

0.1.1. Study Area and Objectives

The Jammu Revised Master Plan – 2032 area i.e. geographic area within jurisdiction of Jammu Municipal Corporation (JMC), Jammu Cantonment Board, Bari Brahmana, Nagrota, Vijaypur, Bishna and intervening villages is taken as study area. The Study area is spread over an area of about 652 sq.km including the Jammu Municipal Corporation area of 112 sq. km (Figure 0.1).

The vision of the CMP is to achieve safe, efficient, reliable and seamless mobility of people and goods in Jammu city and to make it a model city. The objectives of CMP are:

To optimize the “mobility pattern of people and goods” rather than of vehicles To focus on the improvement and promotion of public transport, NMVs and pedestrians, as important transport modes in Indian cities To provide a recognized and effective platform for integrating land use and transport planning To focus on the optimization of goods movement A low-carbon mobility growth scenario for the city Equity to all sections of the society including urban poor and differently-abled

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Service level benchmarks incorporation

FIGURE 0.1: STUDY AREA- JAMMU MASTER PLAN AREA, 2032

0.2. REVIEW OF CITY PROFILE

0.2.1. Existing Transport System

Jammu is connected by NH-44 (old NH-1A) with other parts of the country by road network. NH-44 passes through Jammu and connects it to Srinagar (Kashmir valley) which further connects Leh. The existing road network of Jammu is basically of radial pattern. Five roads namely Srinagar Road, Pathankot Road, Akhnoor Road, R.S. Pura

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Road and Ambgrota Road (Bantalab Road) are converging to the city from different directions.

Jammu is the northern most major railway head and is well connected to all State Capitals of India by rail. It is also well connected to major cities like Srinagar, Delhi, Leh, Mumbai, Lucknow, Chandigarh, Gwalior etc. by air services. Due to its locational advantage, Jammu assumes importance on the linkage corridor to Salal Project, Rajouri, Poonch, Kishtwar, Doda, Akhnoor, Katra, Kathua and Udhampur serves as the gateway to Kashmir valley.

0.2.2. Registered Motor Vehicles

FIGURE 0.2: REGISTERED MOTOR VEHICLES IN JAMMU

70 58.872 60 51.685 50 40.888 41.013 38.647 40.302 40 36.577 34.317 33.507 30

0 REGISTEREDVEHICLES (INTHOUSANDS) 2010 2011 2012 2013 2014 2015 2016 2017 2018

YEARS

Source: Jammu RTO Office, 2018 Statistics

0.2.3. Tourist Traffic Tourism has played a pivotal role in the development of the state economy. Jammu a city of temples enjoys a transitory status and has lately become the main base camp for pilgrims of Katra- Vaishno Devi pilgrimage. The city is also a tourist hub to number of places like Patnitop, Shiv Khori, Shadara Sharief, Mansar, Chichi Mata, etc. Tourists from all over the world visit Jammu round the year. Figure 0.3 shows number of tourists at various tourist destinations in the last eight years.

RITES Ltd. Page 3 Comprehensive Mobility Plan for Jammu Final CMP Executive Summary FIGURE 0.3: TOURISTS TRENDS IN JAMMU

Source: Department of Tourism, Jammu.

0.2.4. Landuse Characteristics - Master Plan 2032 The proposed land use distribution clearly suggests thrust on the development of residential areas and a continued thrust on commercial development to boost the local economy. Transport continues to occupy a significant share of the land in the city. The land-use plan as per Master Plan 2032 is shown in Figure 0.4.

With regards the land use in 2011 about 9% of area is categorized as residential and a significant 59% of land is under agricultural activities. On the other hand, the proportion of commercial and industrial land use constitutes 4% and 1% respectively. Only 2.9% of the land is under circulation which highlights the deficiency of road network. A detailed comparison of land use distribution-2011 and 2032 is been given in Table 0.1. TABLE 0.1: COMPARISON OF LANDUSE DISTRIBUTION IN YEARS 2011 & 2032

Landuse - 2011 Proposed Landuse - 2032 % S. No. Landuse Area Area Percentage Percentage Change (in Sq Km) (in Sq Km) 1 Residential 57.6 8.8 164.9 25.3 65 2 Commercial 25.2 3.9 35.4 5.4 29 3 Industrial 6.0 0.9 11.9 1.8 49.2 4 Public & Semi-Public 18.6 2.9 43.3 6.6 57 5 Recreation 32.5 5.0 33.3 5.1 2.5 6 Traffic & Transport 19.1 2.9 38.2 5.9 50.1 7 Water body 40.4 6.2 40.4 6.0 0 8 Agriculture 383.2 58.7 213.0 32.9 -79.9 9 forest 44.3 6.8 43.8 6.7 -1.1 10 Defence 25.4 3.9 28.1 4.3 9.4 Total 652.3 100 652.3 100 Source: Jammu Master Plan 2032

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FIGURE 0.4: PROPOSED LANDUSE DISTRIBUTION IN MASTER PLAN 2032 FOR JAMMU

Source: Jammu Master Plan 2032

RITES Ltd. Page 5 Comprehensive Mobility Plan for Jammu Final CMP Executive Summary 0.2.5. Traffic and Travel Surveys

Road network in Jammu is dominated by the roads with ROW of less than 20m. About 86% of the road network has ROW less than 20m.

The city roads lack of footpaths. Only 8% of the surveyed road network has footpath available reflecting the poor pedestrian infrastructure in the city.

About 51% of the total road network has journey speeds upto 20 kmph during peak hours. This indicates congestion on roads which is mainly inside the core city. Only about 14% of roads were found to have speed more than 30 Kmph during peak hours. Average journey speed during peak period for a city as a whole is observed to be 20.1 kmph.

i. Terminal Characteristics

General Bus stand is the biggest bus terminal and caters to the maximum number of passengers with 14,443 Boarding & 12,624 Alighting.

Jammu Tawi Railway Station caters to the maximum number of passengers with 20,681 Boarding & 18,938 Alighting.

ii. Parking Characteristics

Peak Parking Accumulation is observed to be the highest at Kachi Chhawni (210 E.C.S.) followed by 126 ECS at Railway Station.

Parking Demand is observed to be the highest at Kachi Chhawni (713 E.C.S) followed by 419 ECS at Jammu Railway Station).

All the locations have distinct short term parking with negligible share of long term parking. About 69% of cars are parked for short-term, 26% for medium-term and only 5% for long- term. 2-wheeler parking of about 74%, 22% and 4% for short-term, medium-term and long- term duration respectively.

iii. Travel Characteristics

The total daily trips in the study area are about 20.15 lakh. About 67% of trips are vehicular trips while 33% are walk trips. Average trip length of 5.1 km (including walk) and 7.2 km (excluding walk) is observed in the study area.

RITES Ltd. Page 6 Comprehensive Mobility Plan for Jammu Final CMP Executive Summary 0.2.6. Service Level Benchmarking

To facilitate comparison between cities and changes in performance over time, it is important that the performance levels are monitored against set benchmarks. It is in this context, that the toolkit defines SLBs for various parameters of urban transport. These parameters highlight the performance of existing urban transport in the City. Typically, four LOS viz. 1, 2, 3, and 4 have been specified, with 1 being highest LOS and 4 being lowest to measure each identified performance benchmark. Therefore, the goal is to attain the service level 1. SLBs have been identified for the following parameters:

Public transport facilities: Level of Service (LOS) of 18 suggesting that the City has un- orgainsed public transport system and it needs to be city wide planned in an organized manner. Pedestrian infrastructure facilities: Level of Service (LOS) in the range between 10 and 12 indicating that the city lacks adequate pedestrian facilities. Non-Motorized Transport (NMT) facilities: Level of Service (LOS) 12 indicating that the City lacks adequate NMT facilities. Level of usage of Intelligent Transport System (ITS) facilities: 19 LOS indicating that the city lacks basic infrastructure as installation of traffic signals, Passenger Information System, GPS at junctions. Travel speed (Motorized and Mass Transit) along major corridors: The overall LOS of travel speed obtained is 6. From the overall LOS it can be concluded that significant delays are experienced due to high number of uncontrolled junctions in the city. Key corridors run at low speeds due to traffic congestion, high level of encroachments and haphazard on-street parking. Availability of parking spaces: The level of Service (LOS) of Availability of Parking Spaces is 6. From the overall LOS it can be concluded that the city lacks parking. Road safety: The level of Service of Road Safety is 8. From the overall LOS it can be concluded that Level of Fatality rate in a city is very high. Pollution levels: The level of Service of Pollution Levels is 5. From the overall LOS it can be concluded that as vehicle population is low in the city, SO2 and NOX are observed to be within the permissible limits. However, RSPM levels are found to be severe. Integrated land use transport system: The level of Service of integrated land use transport system is 21 suggesting that there is a faint coherence between city structure and public transport system. Financial sustainability of public transport: The level of Service of financial sustainability of public transport by bus is 12 suggesting that the public transport of the city is not financially sustainable.

RITES Ltd. Page 7 Comprehensive Mobility Plan for Jammu Final CMP Executive Summary 0.3. DEVELOPMENT OF BUSINESS AS USUAL SCENARIO

Primary traffic and travel surveys have been carried out as part of the assignment to establish/update the existing transport demand in the study area (Master Plan area). Traditional 4 stage Urban Transport Planning System model process has been adopted that consists of:

Trip Generation and Attraction Sub Models Trip Distribution Sub Model Modal Split Sub Models Assignment Sub Models

i. Landuse Transitions

Landuse transitions have been taken into account while projecting the future years' population and employment. The Jammu Master Plan 2032 has been taken as base for this exercise. The estimation is done for both base year, 2019 and horizon years. Base year parameters have been derived based on Census 2011, Master Plan 2032 and secondary data collected from Jammu Municipal Corporation.

ii. Demographic Projection

Population Forecast based on the growth trends taken separately for Core, Middle, Outer and special areas collectively forming the study area in addition to existing growth pattern from Census Data. The estimated population in the study area for the base year and horizon years is presented in Table 0.2.

TABLE 0.2: POPULATION OF STUDY AREA Year Population (lakh) 2017* 14.2 2019* 14.9 2024* 16.4 2034# 21.2 2044# 26.8 Source: *Estimation based on Census, 2011 & Jammu Master Plan, 2032

iii. Employment Projection WFPR as observed in the base year 2017 is 24.0%. The employment for year 2011 has been worked out from the census data figures and has been extrapolated to obtain employment figures of year 2019. It has been estimated that 8.0 lakh workers would comprise the workforce in the study area by 2044. Table 0.3 shows the growth trend in employment in the study area.

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TABLE 0.3: WORK FORCE PARTICIPATION IN STUDY AREA FOR BASE AND HORIZON YEARS Year Employment ( Lakh) WFPR (%) 2017 3.4 24.0 2019 3.6 24.5 2024 4.2 25.5 2034 5.9 27.7 2044 8.0 29.9 Source: Census 2011 & Jammu Master Plan 2032

0.3.1. Development of Base Year Travel Demand Model

a. Model Structure

The model is mainly based on motorised trip productions / attractions and internal trips of study area residents. These modes of travel (i.e. car, two wheeler, private auto-rickshaw & public transport including bus, mini bus and shared auto) comprise about 20.15 Lakh daily trips. The remaining trips reported in household interview survey (HIS) are those relating to non-mechanised trips (walk, cycle and cycle rickshaw). Four sub models are developed viz. Generation, Attraction, Distribution, Modal choice and Assignment models as illustrated in Figure 0.5. Generation and Attraction models calculate trips generated and attracted by each zone.

FIGURE 0.5: FOUR STAGE MODEL STRUCTURE

Distribution models distribute trips generated into the possible destinations and provide matrix of total trips; Modal choice models split total trip matrix by mode;

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Assignment models represent the last stage of the model, build paths, assign origin / destination (OD) matrices, and finally provide loaded networks (average hour and peak hour).

0.3.2. Development of Business As Usual (BAU) Scenario, 2044 Considering the above assumptions and calibrated / validated traffic demand model, forecasting of transport demand has been carried out for ‘Business as Usual’ (BAU) scenario in the year 2044.

The intra city motorized trips modal split (% of trips by public transport to total motorized trips) in favor of public transport in 2044 is expected to be about 32.4% which is even lower than the existing modal share. The total no. of PT trips will increase from 8.1 Lakh to about 13.2 Lakh indicating a high capacity mass transport network will be needed to address the travel demand requirements in the Study area.

0.3.3. Development of Sustainable Urban Transport (SUT) Scenarios Business As Usual (BAU) scenario with decreasing share of public transport, Non Motorized Transport (NMT) and Walk, will not lead the city towards national goals of sustainable transport and climate change. In order to achieve these goals, Landuse, Public Transport, NMT and Technological Transitions have been considered as strategies for developing various Sustainable Urban Transport (SUT) scenarios. It is expected that adoption of SUT scenario will fulfill the objective of enhancing economic and social development while

mitigating CO2 emissions within the City. This will enable the city to handle the mobility challenges while considering the climate change and local environment. The SUT scenarios are based on following principles:

• Urban Structure Scenario: Intensive development along high demand PT corridors. • Public Transport Scenario: In addition to Scenario 1, augmentation of PT system. • Non Motorized Transport Scenario: In addition to Scenario 1 and 2, augmentation of NMT/walk facilities. • Technology Transition Scenario: in addition to Scenarios 1, 2 and 3, possible shift to alternative fuels through use of highly efficient technologies.

On the basis of above analysis, a comparative picture has been drawn to assess the impact each scenario has on the travel pattern and environment. Following parameters have been taken into account for preparing a comparative picture among various scenarios:

Modal Share: Change in share of various modes, with increase in share of Public Transport and NMT modes and decrease in modal share of private modes indicates a sustainable future. Trip Length: Shorter trip lengths indicate shorter time spent in commuting between two places whereas increase in trip length of a particular mode indicates preference to

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that particular mode due to availability of allied infrastructure. Veh-km: Vehicle km travelled by each mode is the most tangible indicator for comparing scenarios. For example, a scenario with highest vehicle km travelled by car/2 wheelers in comparison to other scenarios, indicates an unsustainable future. Environmental impacts will be positive for the city due to technology transition in favour of electric vehicle.

The Table 0.4 presents the comparative picture for various scenarios.

TABLE 0-4 COMPARATIVE ANALYSIS BETWEEN DIFFERENT SCENARIOS (2044) Land Use Public Transport NMT Technology Scenario Base Year BAU Scenario Scenario Scenario Scenario Horizon Year 2017 2044 2044 2044 2044 2044 Population in Lakh 1423587 2676622 2730190 2730190 2730190 2730190 Total Trips in Lakh 2163974 4079197 4174021 4174021 4174021 4174021 PCTR (incl. Walk) 1.52 1.52 1.53 1.53 1.53 1.53 PCTR (excl. Walk) 1.02 1.10 1.11 1.11 1.11 1.11 Car 9.9% 13.8% 13.3% 12.0% 12.0% 12.0% Two Wheeler 16.7% 21.9% 21.2% 20.2% 20.1% 20.1% Auto 1.6% 2.6% 2.6% 2.3% 2.3% 2.3% NMT 1.8% 1.6% 1.6% 1.6% 2.0% 2.0%

Modal Share Modal Public Transport 37.3% 32.4% 33.9% 36.4% 36.1% 36.1% Walk 32.8% 27.6% 27.5% 27.5% 27.6% 27.6% Car 8.7 9.6 9.4 9.4 9.4 9.4

2W 7.3 8.1 7.6 7.7 7.7 7.7 Auto 6.3 6.7 6.2 6.3 6.3 6.3 Cycle 3.9 3.9 3.9 3.9 3.9 3.9 Trip Length Trip PT 3.9 6.6 6.3 6.1 6.1 6.1

Car 547037 1595297 1539209 1384178 1384309 1384309 2W 1892383 5205796 4824293 4627818 4600974 4600974 Auto 84826 283035 265419 244810 244829 244829

km Travelled km PT (Pax-Km) 3159672 8669290 8884749 9324545 9224207 9224207

- Cycle 135916 235582 235366 236084 295452 295452 Veh CO2 emissions in 275 512 219 230 229 224 tons/day

The figures in the above table indicate the differences between various scenarios as follows:

Modal Share: The cumulative modal share of car and 2 wheelers is increasing from 26.6% under base year to 35.7% under the BAU scenario. However, scenarios formulated under the Sustainable Urban Transport indicate decreasing mode share of car and 2 wheelers with 34.5 share under Urban Structure scenario, 32.1% share under

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the Public Transport scenario and 32.0% share under the NMT scenario. The share of public transport increases from 32.4% under BAU to 36.4% under Public transport scenario. Trip Length: The trip length of NMT remains constant (3.9 km) under Base Year and NMT scenario. This is resultant of good NMT infrastructure in place and positively affects the veh-km travelled by each mode as given under. The trip length of PT increases from 3.9 km under Base Year to 6.1 km under PT scenario. Veh-km: The veh-km by Car, 2 Wheelers and Private Auto is lower by approx 1.3 Lakh under the NMT scenario as compared to BAU scenario.

CO2 Emissions per Day: As indicated above, with decrease in share of private motorized

trips, the CO2 emissions also reduce from BAU (512 Tonne/day) to PT scenario (230 Tonne/day) by about 55%. However, huge savings of are accrued from envisaged change in the vehicle technologies from conventional fuel to electricity (224 Tonne/day) i.e. 19% lower than the base year and 56% lower than the BAU scenario.

0.3.4. CONCULSION As evident from above analysis, the city is benefitted from NMT Scenario in terms of increase in Modal Share, Trip Length and veh-km for NMT modes. However, considering improvement in environment, the Technology Scenario is the most suited scenario for the City as it includes the following benefits:

• Development of compact city • Shorter trip lengths and improved access to public transport • Reliable, comfortable and safe public transport • Increase in modal share of walk and NMT • Considerably lower emissions from all the other scenarios

As such, the Technology Scenario is recommended for next stage i.e. the Proposal Formulation and Implementation Plan.

0.4. DEVELOPMENT OF COMPREHENSIVE MOBILITY PLAN

0.4.1. Integrated Land Use and Urban Mobility Plan

The Jammu Master Plan 2032 recommends maximum FAR of 2.1 for commercial areas. To ensure intensive development along major mobility corridors envisaged under the present Study, it is proposed that the FAR may be increased on the line of Master Plan 2032 and /or as per the TOD guidelines that shall be finalized for the state of J&K.

RITES Ltd. Page 12 Comprehensive Mobility Plan for Jammu Final CMP Executive Summary 0.4.2. Formulation of Public Transport Improvement Plan

Public transportation system is planned to be a combination of a MRT corridors and medium to low capacity feeder system. The trunk network is proposed for mass transport operations and has been planned for development of intensive land use generating high passenger demand.

i. Proposed Integrated Transport System: The concept of multi-modal integration is to provide connectivity to the commuters including last mile connectivity. The integrated public transport network for Jammu 2044 is comprises of MRTS, city bus services, IPTs and bus terminals with integrated ticketing system as presented in Figure 0.6. The details of individual system is describes in subsequent paragraphs.

ii. Proposed Mass Rapid Transit System (MRTS) Corridors Two high capacity travel demand corridor has been identified for MRTS in Jammu as shown in Figure 0.7 & Table 0.5. The expected ridership of phase -1 MRTS corridor is about 16400 PHPDT in the year 2044.The Total length of proposed MRTS network is 46.0 km (Phase -1 is 23 km and Phase-2 is 23 km).

TABLE 0.5: PROPOSED MRT CORRIDORS Corridor Implementation Corridor details Length No. Phase (Km) Phase I 1 Bantalab to Bari Brahmana Railway Station (via Chinore, Roop 23.0 Nagar, Janipur, High Court, Lower Laxmi Nagar, Amphalla, Secretariat, Raghunath Temple, Exhibition Ground, Jammu University, Panama Chowk, Panama Chowk, Jammu Rly station, Trikuta Nagar, Trikuta Nagar Extn, Narwal, Greater Kailash, Greater Kailash-2, Kaluchak, SIDCO Factories and Bari Brahmana) Total Length of Phase I 23.0 Phase II 2 Udheywala to Exhibition Gorund (via Tirth Nagar, Suraj Nagar, 8.5 Circuit House and Jewel Chowk) 3 Exhibition Ground to Satwari Chowk (via Rangoora, Narwal Mandi, 14.5 Transport Nagar, Malik Market, Sector 6, Sainik Colony, Greater Kailash, Kunjwani Chowk, Gangyal, Preet Nagar and Sanjay Nagar) Total Length of Phase II 23.0 Total Length of Phase I + II 46.0

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FIGURE 0.6: INTEGRATED PUBLIC TRANSPORT NETWORK

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FIGURE 0.7: PROPOSED MRTS CORRIDORS IN JAMMU

iii. Proposed City Bus System Plan

Under the public transport scenario, the existing public transport system is proposed to be upgraded by introduction of reliable bus service with AC buses along all major roads, providing more comfort and safety as compared to existing bus system. A total of 13 major bus routes have been identified across Study Area on which bus based PT system is proposed to be operated with more frequency AC bus services. These are the major route carrying high capacity of travel demand that may be served by bus system. The total length of identified bus system network is about 192 km. The proposed major routes for city bus network are presented in Figure 0.8.

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FIGURE 0.8: CITY BUS ROUTE NETWORK

i. Bus Infrastructure Requirement

Presently, there are two main bus terminals in Jammu, one is B. C. Road Bus Terminal and other is Railway Station Bus Terminal. All the inter-city buses presently originate and terminate at these terminals. Terminal area of both is insufficient to cater to existing operations. As a result, there is spill over of terminal activities on adjoining roads resulting in congestion and chaos in the area.

As underlined in Master Plan -2032, To meet the future travel demand, three additional intercity bus terminals are proposed on NH-44 near Purmandal Chowk, near Nagrota and

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on Akhnoor Road near Nagbani. For proper functioning, all these terminals are proposed to be connected.

The existing B.C. Road bus terminal, which is under construction shall be used for intra-& Inter-city bus operations and Jammu Railway station bus terminals will also be planned for Intra-City & Intercity bus operations under phase I. The five bus terminals are proposed at Panjtirthi, Purmanadal Chowk, Nagbani, Nagrota and Transport Nagar for smooth functioning of bus system. The four bus depots are also proposed at Transport Nagar, Nagrota, Nagbani and Purmandal Chowk. The details of these proposed terminals/depots are presented in Figure 0.9.

FIGURE 0.9: PROPOSED BUS TERMINALS AND DEPOTS IN JAMMU

RITES Ltd. Page 17 Comprehensive Mobility Plan for Jammu Final CMP Executive Summary 0.5. Public Transport Connectivity to Jammu Metropolitan Regional Development Area

Government of Jammu & Kashmir has enacted a Metropolitan Regional Development Authority (MRDA) for Jammu Region with an area of about 3185.5 sqkm. The study area for CMP has been taken as the Jammu master Plan -2032 area of 652 sq km. However, JMRDA Area has also been considered in general by providing the public transport connectivity to the different parts of JMRDA from the main city transport system in phase II. The PT connectivity plan from the main city to the other parts of JMRDA areas are planned in Phase II and presented in Figure 0.10.

FIGURE 0.10 PUBLIC TRANSPORT CONNECTIVITY TO JMRDA AREA

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0.5.1. Road Network Development Plan

The proposed Master Plan exhibits a definitive hierarchy in its structure for proposed road hierarchy.

0.5.2. A ring road of 6 lane divided carriageway is under construction which connects NH- 44 near Jakh in south and near Jagti township in the north of the Jammu city.

i. Spine Road- 60 m Wide The proposed plan for the notified area has one major spine cutting across the area. This central spine road is the existing NH-44 is to be 60 M wide, forming the commercial/ recreational spine having high intensity development along it. ii. Arterial Roads- 45 m Wide

The major arterial roads will be R.S. Pura Road having width of 45m. The Nagrota Bye-Pass and the part of southern Bye-Pass (Gurah Salathian) will be 45m wide Road. This Road is almost delineating the urban growth boundary.

iii. Sub-Arterial Roads- 24-30 m Wide

The sub-arterial roads are the internal link road that is creating the grid pattern road network.1-1.5 km grid has been created for the 24m road and 1.5km-2 km grid has been created for the 30m road.

0.5.3. About 100 km of road network has been identified for widening along with NMT facilities across the city proposed to be upgraded in phase I. The proposed road network is presented in Figure 0.11.

i. Proposed Cross Sections

Four typical cross-sections have been proposed for corridors of 18m, 30m, 45m, and 60m ROW. The details of the cross sections are presented in Figure 0.12.

0.5.4. NMT Facility Improvement Plan

The provision of NMT facilities in Jammu are proposed to be developed as a part of the overall road development program Figure 0.11. It is also proposed to include “Hawker Zones” along NMT infrastructure to decongest the major corridors and commercial areas, ensure encroachment free footpaths and limit the anti social elements by providing eyes on the roads.

ii. Proposed New Bridges and Widening of Existing Bridges

The mobility across River Tawi needs to be strengthened and improved. The city is divided by Tawi River into two parts and is connected by four major bridges. The traffic volume on all the existing bridges has already exceeded the threshold limit. In

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addition to the widening of existing bridges, some new bridges at various places are proposed to be developed/ constructed in Phase I after carrying out their feasibility on environmental account and presented in Figure 0.11 and Table 0.6.

FIGURE 0.11: PROPOSED ROAD WIDENING PROPOSAL ALONG WITH NMT & RIVER BRIDGES

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FIGURE 0.12 CROSS-SECTIONS FOR PROPOSED ROW

RITES Ltd. Page 21 Comprehensive Mobility Plan for Jammu Final CMP Executive Summary TABLE 0.6 PROPOSED NEW BRIDGES/ WIDENING OF EXISTING BRIDGES

River Bridge No. Location Configuration RB-1 New bridge (First bridge) on SOS River over Bridge to be school to back side of Airport developed as part of the cross section of proposed New road of 4 lane divided carriageway RB-2 New bridge (Second bridge) on SOS River over Bridge to be school to back side of Airport developed as part of the cross section of proposed New road of 4 lane divided carriageway RB-3 Existing Bridge on Mandal To be upgraded to 4 lane divided Phallian Road from Sohjana c/w village to proposed Akhnoor Bypass near Army school Jammu Cantonment RB-4 Existing Bridge over Tawi River To be upgraded from 4 lane to 8 near Sidhra on NH44 lane divided c/w

0.6. FREIGHT MOVEMENT PLAN

The freight movement through the CBD is presently restricted on some important arterials. The Narwal Bala Transport Nagar, Gangyal, Digiana and Bari Brahmana act as important ITC Nodes. To decongest the existing Transport Nagar it is proposed to provide new Integrated Freight Complex (IFCs) at the periphery of the city, with all facilities of wholesale markets, loading/unloading facilities, parking, workshops etc. All four existing ITCs are planned to be strengthen in phase I and IFCs one each at the Pathankot Road near Raya Morh and the Akhnoor Road near Gajan Singhpur need to be developed in the phase II. This proposal will facilitate the developing an outer Bye-Pass will help diversion of through freight traffic in the city area. The purpose is to completely segregate the freight and local traffic by locating direction oriented freight terminals. The locations of the existing ITCs and proposed IFCs are presented in Figure 0.13.

0.6.1. TRAFFIC MANAGEMENT MEASURES

i. Parking Plan

The multilevel car parking in Phase I are proposed at DC office, B.C. Road Bus terminal, Prem Nagar opposite to Maharaja Harisingh Park currently having surface parking operated by JDA. In phase II at Jabah near to Bikram Chowk and Kacchi Chhawni are proposed for multilevel car parking.

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parking (Surface & Automated Multilevel Parking) as well as no parking streets in Jammu are presented in Figure 0.14.

FIGURE 0.13: LOCATIONS OF EXISTING ITC AND PROPOSED INTEGRATED FREIGHT COMPLEX

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FIGURE 0.14: PROPOSED PARKING LOCATIONS

ii. Traffic Control Measures

Some major junctions which cater heavy traffic and face congestion due to faulty geometry and absence of traffic control measures have been identified for signalization and improvement in junction geometry and grade separation (figure 0.15). The total 10 junctions have been identified for geometric improvement in phase I are Medical Chowk, Panama Chowk, Railway Station Chowk, Indira Chowk, Gole Market Chowk, Amphala Chowk, K. C. Chowk, Jewel Chowk , Canal Head Chowk and Vivekananda Chowkand while 2 critical junctions are identified for grade

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separation in phase II are Kunjwani Chowk & Satwari Chowk . The improvements of these junctions have been proposed based on the available data and site visits. However, more detailed plans shall be worked out during the detailed study of these locations and additional modifications could be suggested at that stage.

FIGURE 0.15: PROPOSED JUNCTIONS FOR IMPROVEMENT

RITES Ltd. Page 25 Comprehensive Mobility Plan for Jammu Final CMP Executive Summary iii. Traffic Safety Plan

To control the accident and fatality rates in the City, black spots or accident prone areas need to be addressed on urgent basis. Following measures have been recommended to handle the accident prone areas.

• Installation of speed tracking devices with video cameras near black spots. • Setting up of stationary/mobile police posts near black spots. • Installation of traffic lights at accident prone intersections. • Centralized emergency setup to omit delay in case of an emergency. • Redesign of intersections to remove engineering flaws

Apart from proposals for black spots, following measures are recommended to improve safety and proposed to be implemented on priority:

• Helmets to be made compulsory for both rider and pillion • Front row seat belts to be made compulsory. • Cancellation of driving license at third incidence of fine. • Active surveillance by police mobile vans/bikes. • Strict enforcement of Pollution control measures. • Installation of pollution control kiosks at all fuel stations. • Public Awareness Programs

0.6.2. Regulatory and Institutional Measures

Following regulatory measures are required to bring in improvements in the present scenario.

i. Transport Demand Management Transportation Demand Management or TDM refers to various strategies that change travel behavior in order to increase transport system efficiency. Table 0.7 gives the TDM Measures used worldwide to manage the transport demand in the cities.

TABLE 0.7 TRANSPORT DEMAND MANAGEMENT MEASURES Type Of Measures Measure Economic Measures Road user charging Parking charges Public transport subsidization Fuel Tax Restraint on Vehicle Ownership Land use Car free developments and location of new developments Park and Ride Facilities

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Type Of Measures Measure Public transport promotion Intensive development along major PT routes Information for Travellers Travel Information before a trip is undertaken Car Sharing Administrative Measures Parking Controls Pedestrianised Zones Alternative working patterns (Flexi time etc.) Different weekly offs days for various market areas

ii. Para Transit Improvement Plan

There is a necessity to effectively integrate operations of PT and IPT modes to give ultimate benefit to the user and operator. This would require:

• Identification of areas of operation for IPT operation based on demand and road network constraints. Major demand corridors have been identified as PT corridors to be operated by Bus/ MRTS. IPT modes are proposed to operate on secondary/ tertiary roads to serve as feeder to PT corridors. • Parking and terminal facilities for para-transit operation. • Removal of disparity in fare structure followed by PT and IPT modes. • Control on illegal operation of IPT modes. • Driver Training, registration of only licensed drivers for driving of IPT modes are some other areas that need immediate attention of concerned authorities to bring improvements in IPT operation. iii. Institutional Measures It is proposed to form an organized agency in charge of providing transport services in Jammu city. For that purpose, a Special Purpose Vehicle (SPV) may be set up as a public-private partnership by way of granting route permits to private bus operators to run their buses in the city. SPV may be formed with the following objectives: • To create specialized and effective agency to monitor the intra-city public transport system. • To establish and maintain modern high capacity means of public transport. • To develop support system for improving transport infrastructure. iv. Enforcement Measures by Traffic Police Strict enforcement by Police is required to ensure the smooth flow of traffic and implementation of the proposals. Following measures are proposed for the same: • Traffic education and public awareness programs on regular basis to educate the public on traffic rules and their benefits. • It is proposed that scheme of Traffic police on motorbikes to impose on the spot fines on traffic offenders may be started to ensure traffic discipline in the city.

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• Heavy fines for habitual offenders • Scheme of mobile courts to check on encroachments on traffic infrastructure and to punish the habitual traffic offenders may also be introduced. • To play the envisaged role in enforcement, the strengthening of Traffic Police is recommended. v. Need for Unified Metropolitan Transport Authority (UMTA) The study proposes that UMTA could be given a larger set of functions through legislation, but be assigned these functions in stages, as the organization evolves and builds capacity, and as higher level of acceptance is achieved about UMTA’s role amongst key stakeholders. UMTA could thus first take up the range of functions that today are the key gaps or overlaps and gradually it can look towards rationalizing functions of existing agencies and taking over an appropriate group of functions. In this light, UMTA may be assigned functions which lie between the aforesaid two extremes arrangements, and less complex and feasible in operationalization. The extent of functions involved under this arrangement are given below:

• Assist and advise government on urban transport matters • Prepare, adapt and administer urban transport policies, strategies, standards and guidelines for the urban area under its jurisdiction. • Prepare a multi-modal transport master plan integrated with land use • Preparation/Updation of Comprehensive Mobility Plan (CMP) • Prepare Alternatives Analysis Report to identify best alternative MRTS mode on Phase I network. • Prepare a detailed multi-year program for urban transport • Monitor and audit compliance with CMP and the Multi-year Programme • Approve urban transport projects and activities • Promote development of integrated facilities and systems for urban transport • Oversee operation of integrated facilities and systems for public transport • Contract public transport services so as to provide mobility and integrated public transport • License (issue permits for) public transport services • Monitor and advise on fees and charges for roads, public transport, parking, and other public transport facilities and services and regulate fares for urban bus services • Enforce regulations for which UMTA is responsible • Fund, or arrange/ recommend/ approve funding for, urban transport infrastructure in whole or in part • Monitor and Audit use of UMTA funding • Maintain records relating to urban transport, including details of projects, services, funding, and public transport safety • Develop and manage local performance indicators for urban transport

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• Monitor and advice on public transport safety • Conduct research, studies, education and awareness about good practices in urban transport

The proposed compositions of the governing board for UMTA are presented below in Table 0.8.

TABLE 0.8 COMPOSITION OF UMTA Representatives Role Representatives from Central Government National Highways Authority of India Member Indian Railways Member Representatives from State Government Transport Department Member Public Works Department Member Police Department Member Representatives from Local Government Municipal Corporation (Mayor / Commissioner) Member Development Authority (Commissioner) Chairperson Members from Private Sector Corporate Governance Expert Member Finance Expert Member Law Expert Member Urban Transport Institutions’ Representative Member Public Transport Beneficiaries’ Representative Member Representative of Cyclists and Pedestrians Member Employers’ Representative Member vi. Traffic Engineering Cells (TEC)

It is therefore important that Traffic Engineering Cells are established within Jammu Municipal Corporation, Jammu Development Authority & Traffic Police with qualified and adequate staff such as traffic engineers. This will ensure that the traffic schemes are properly implemented with better results and fine-tuned later, if necessary. This will go a long way to improve traffic flow in Jammu.

0.6.3. Development of Fiscal Measures

i. Fare Policy for Public Transport

The CMP details following components for arriving at a fare policy for public transport for Jammu.

• Principles for Rational Public Transport Tariff Design

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• Effect on Demand of Bus Services • Subsidy Administration • Fare Revisions • Fare Integration

ii. Parking Pricing Strategy

One of the important tool to control the parking is Parking Pricing. This may include following measures: • Levy incremental parking fee on on-street parking • Off street parking charges to be less than the on-street parking charges • Differential parking fee in the core areas and outside the core area • Phasing out of on-street parking from major roads and development of off street parking • Stringent enforcement measures by way of fine and other penal actions need to be provided for violation of parking rules

Different parking pricing has been suggested for Core Area and Area beyond Ring Road. As parking is unsatiated demand, it is proposed that regulatory tools need to be adopted to cater parking demand generated by a building inside its own premise. This will cater to the parking demand likely to be generated by upcoming developments in the City. Broad measures to ensure availability of parking inside a building premise include:

• Traffic Impact Assessment (TIA) of new developments • Provision of ground level and basement parking for estimated parking demand in TIA • Incremental fee at surface / lower ground level to ensure short term parking

0.6.4. Mobility Improvement Measures Proposed in CMP and NUTP Objectives

The land use and transport measures proposed in the CMP will improve mobility in the metropolitan area and cover the critical issues addressed in the NUTP. Table 0.9 summarizes the relationship between the NUTP objectives and the measures proposed in the CMP.

TABLE 0.9 SUMMARY OF MOBILITY IMPROVEMENT MEASURES PROPOSED IN CMP IN RELATION TO NUTP

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S. No. NUTP Objectives Proposed Mobility Improvement Measure Motorized Recommended cross sections include NMV lanes 3 Priority for Public Development of MRTS and Bus corridors is proposed. Transport Recommended Network for bus operation and IPT operation Requirement of bus fleet and bus infrastructure is provided 4 Parking Restrictive on street parking in Core Area. Proposal of off street/multilevel parking Graded parking fee structure 5 Integration of Land Intensive land use along major mobility corridors Use and Transport Mass transport along major mobility corridors Planning 6 Equitable Allocation MRTS corridors and Bus routes are proposed. of Road space Pedestrian and NMV lanes are recommended. 7 Integrated Public Recommended 5 bus terminals directional wise on Transport Systems peripheral areas of the city and integrated with various modes Existing 2 bus terminals to be upgraded and integrated with various modes like MRTS and IPTs. 8 Introduction of Recommended the organization of Para-transit operation Para-transit Services as a feeder mode to main MRTS corridors 9 Freight Traffic Proposed 2 direction oriented freight terminals and 4 ITC Improvement have been planned to be upgraded. Management measures such as entry and time restrictions for heavy vehicles recommended Loading unloading by IPT during daytime in off street parking locations

The CMP recommends proposals for Public Transport System, New Bus Terminals, Pedestrian Facilities, Road Infrastructure, Intersection Improvement, NMT etc for the Study Area to cater to travel demand up to the year 2044. Broad cost estimates have been worked out to assess the requirement of funds.

0.7. IMPLEMENTATION PLAN

Broad cost estimates of proposal schemes have been worked out at 2019 prices and are given in Tables 0.10. As the proposals would be implemented in phases, the requirement of funds is also given phase wise. The requirement of funds has been suggested in three phases (2019-24, 2024-34 and 2034-44) in accordance with the implementation plan of proposals. The detailed estimates will be carried out during the DPR stage of each priority project.

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TABLE 0.10 PHASE WISE BROAD COST ESTIMATES unit Quantity Cost (In Cr) Rate Total Phase Phase Quantity (Rs in Cost (Rs Phase I Phase II III by Phase I Phase II III by S.No. Proposals Units (Total) crore) in crore) by 2024 by 2034 2044 by 2024 by 2034 2044 Public Transport Improvement 1 Proposals a MRTS Per Km 46.0 210.0 9660.0 23.0 23.0 0.0 4830.0 4830.0 0.0 b Buses / Mini Buses Per Bus 1600.0 0.4 640.0 600.0 500.0 500.0 240.0 200.0 200.0 2 Terminals a Up gradation of existing Bus terminal Each 2.0 13.0 26.0 2.0 0.0 0.0 26.0 0.0 0.0 b New Bus Terminals cum Depot Each 5.0 40.0 200.0 3.0 2.0 0.0 120.0 80.0 0.0 c New Freight Terminals -IFCs Each 2.0 65.0 130.0 0.0 2.0 0.0 0.0 130.0 0.0 Up gradation of ITC terminals Each 4.0 40.0 160.0 4.0 0.0 0.0 160.0 0.0 0.0 3 Road Improvement Projects Road Widening and Improvement (existing 2/4 lanes to 6 lanes divided a c/w) Per Km 100.0 6.0 600.0 100.0 0.0 0.0 600.0 0.0 0.0 River bridge (4 lane carriageway) (Avg. b 600m length) Per Bridge 4.0 85.0 340.0 4.0 0.0 0.0 340.0 0.0 0.0 4 Intersection Improvement Geometric Improvement with a signalization Per Junction 10.0 1.0 10.0 10.0 0.0 0.0 10.0 0.0 0.0 b Grade Separated (6 lane c/w) Per Junction 2.0 15.0 30.0 0.0 2.0 0.0 0.0 30.0 0.0 5 Parking a Off-street Parking Per Location 5.0 5.0 25.0 5.0 0.0 0.0 25.0 0.0 0.0 b Multilevel Parking Per Location 5.0 20.0 100.0 3.0 2.0 0.0 60.0 40.0 0.0 Total 11921.0 6411.0 5310.0 200.0 Source: Unit Rate based on past studies/projects for various Indian Cities. Rates are subject to change during DPR stage of each project.

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Chapter – 1 INTRODUCTION Comprehensive Mobility Plan for Jammu Final CMP Chapter 1: Introduction

1. INTRODUCTION

Jammu, the winter capital of J&K is located in the northern part of India. It lies about 600 km to the north-west of Delhi and about 290 km to the south of Srinagar. It is inhabited along the Tawi River. The Tawi river flows from east to west direction and divides the city in two parts. It has a distinct image due to its heritage, location and linkages. The city is famous for its heritage and culture and has many historic places like Mubarak Mandi, Purani Mandi, Rani park, Amar Mahal, Bahu Fort, Raghunath temple, Ranbireshwar temple, Peer Meetha etc. The city also receives a large number of tourists going to Vaishno Devi shrine throughout the year. Jammu is the northern most major railway head and is well connected to all State Capitals of India by rail. The population of Jammu Planning area was 12.8 lakh in 2011 and the population grew from 1.6 lakh in 1971 to 5.1 lakh in 2011. The Study area population in 2019 is estimated as 14.9 Lakh. The development of urban economy, growth and standards of living are very much dependent on the efficiency and performance level of city’s transport network and systems. Traffic planning is essential to manage current traffic and its future growth. Large-scale urbanization and rapid growth of vehicles population has laid sever stress on the existing urban transport system in Jammu city. With the sharing of limited right of way by a variety of modes and other utility services, the problems have become unmanageable resulting in traffic congestion, accidents, and inadequate parking area and environment deterioration. The usage of private modes is growing unabated mainly due to lack of citywide public transport facilities. The augmentation in the capacity of urban transport infrastructure has become necessary. The city must keep pace with the growth in various sectors. The increasing trend of private modes is causing congestion, reduced mobility and rising pollution level. As per Metro Rail Policy – 2017, Comprehensive Mobility Plan should be prepared/updated in every five years to address the constantly changing scenarios of mobility. With a view of developing effective and efficient urban transport system, the Government of Jammu and Kashmir has decided to undertake a comprehensive study to plan an efficient, seamless, safe and economical citywide public transport system in Jammu Master Plan area. For the purpose RITES Ltd.(A Govt. of India Enterprise) has been engaged to prepare/update Comprehensive Mobility Plan (CMP) for Jammu as per Metro Rail Policy – 2017.

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1.1. SUSTAINABLE MOBILITY PRINCIPLES

Sustainable mobility means satisfying the needs of the current generation without compromising the ability to satisfy the needs of future generations. Sustainable mobility is therefore the mobility model that enables movement with minimal environmental and territorial impact. The current model of travel in Indian cities is unsustainable as it is fundamentally based on motorized transport and, specifically, the use of private vehicles. A model of sustainable mobility would be one in whose means of transport consume the least energy and produce less pollution per kilometer travelled and passengers have greater recognition (travel on foot, by bicycle, collective transport and shared car). To achieve this, there are following 8 principles that guide the sustainable transport and development: WALK | Develop neighborhoods that promote walking CYCLE | Prioritize non-motorized transport networks CONNECT | Create dense networks of streets and paths TRANSIT | Locate development near high-quality public transport MIX | Plan for mixed use DENSIFY | Optimize density and transit capacity COMPACT | Create regions with short commutes SHIFT | Increase mobility by regulating parking and road use

Thus, a Sustainable Urban Mobility Plan for a city is a strategic plan designed to satisfy the mobility needs of people and businesses in cities and their surroundings for a better quality of life. It builds on existing planning practices and takes due consideration of integration, participation, and evaluation principles. CMP Jammu will be a Sustainable Urban Mobility Plan for the city with a long-term vision for desirable accessibility and mobility pattern for people and goods in the urban agglomeration. It focuses on the mobility of people to address urban transport problems and promotes better use of existing infrastructure (i.e., improvement of public transport, pedestrian and NMT facilities) which leads to the integration of landuse and sustainable transport development.

1.2. IMPACT OF REGIONAL/NATIONAL FRAMEWORK

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directions. Figure 1.1 shows the existing regional transport connectivity of Jammu. FIGURE 1.1: REGIONAL TRANSPORT CONNECTIVITY OF JAMMU

BARI BRAHMANA RAILWAY STATION

1.3. NATIONAL URBAN TRANSPORT POLICY The National Urban Transport Policy (NUTP) has been formulated by the Ministry of Urban Development in 2006 to transform the current urban transport system into a safe, convenient affordable, quick, comfortable, reliable and efficient transportation

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system across all urban areas in India. The objectives of the NUTP are: Incorporating urban transportation as an important parameter at the urban planning stage rather than being a consequential requirement Encouraging integrated land use and transport planning in all cities so that travel distances are minimized and access to livelihoods, education, and other social needs, especially for the marginal segments of the urban population is improved Improving access of business to markets and the various factors of production Bringing about a more equitable allocation of road space with people, rather than vehicles, as its main focus. Encourage greater use of public transport and non-motorized modes by offering Central financial assistance for this purpose Enabling the establishment of quality focused multi-modal public transport systems that are well integrated, providing seamless travel across modes Establishing effective regulatory and enforcement mechanisms that allow a level playing field for all operators of transport services and enhanced safety for the transport system users Establishing institutional mechanisms for enhanced coordination in the planning and management of transport systems Introducing Intelligent Transport Systems for traffic management Addressing concerns of road safety and trauma response Reducing pollution levels through changes in traveling practices, better enforcement, stricter norms, technological improvements, etc. Building capacity (institutional and manpower) to plan for sustainable urban transport and establishing knowledge management system that would service the needs of all urban transport professionals, such as planners, researchers, teachers, students, etc. Promoting the use of cleaner technologies Raising finances, through innovative mechanisms that tap land as a resource, for investments in urban transport infrastructure Associating the private sector in activities where their strengths can be beneficially tapped Taking up pilot projects that demonstrate the potential of possible best practices in sustainable urban transport

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1.4. DELINEATION OF PLANNING AREA (STUDY AREA) The Jammu Revised Master Plan – 2032 area i.e. geographic area within jurisdiction of Jammu Municipal Corporation (JMC), Jammu Cantonment Board, Bari Brahmana, Nagrota, Vijaypur, Bishna and intervening villages is taken as study area. The Study area is spread over an area of about 652 sq.km including the Jammu Municipal Corporation area of 112 sq. km (Figure 1.2). Government of Jammu & Kashmir has enacted a Metropolitan Regional Development Authority (MRDA) for Jammu Region. However, MRDA Area has been considered in general for planning of public transport linkages from Jammu City Transport Infrastructure in future. FIGURE 1.2: STUDY AREA - JAMMU MASTER PLAN AREA, 2032

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1.5. VISION AND OBJECTIVES OF MOBILITY PLAN The vision of the CMP is to achieve safe, efficient, reliable and seamless mobility of people and goods in Jammu city to make it a model city. The objectives of CMP are: To optimize the “mobility pattern of people and goods” rather than of vehicles To focus on the improvement and promotion of public transport, NMVs and pedestrians, as important transport modes in city To provide a recognized and effective platform for integrating landuse and transport planning To focus on the optimization of goods movement A low-carbon mobility growth scenario for the city Equity to all sections of the society including urban poor and differently abled Service level benchmarks incorporation Accordingly, the overall objective of the CMP is to provide a long term strategy, which ensures desirable mobility, safety and accessibility to people across gender and socio- economic profiles.

1.6. REVIEW OF AVAILABLE RESOURCES The resources for the Study include past studies which include the following. Master Plan for Jammu, 1974-94 Comprehensive Mobility Plan for Jammu, 2014 Master Plan for Jammu, 2021 Master Plan for Jammu, 2032 These studies have made proposals to improve transport infrastructure in the city which will be used as input in CMP preparation/updation and have been detailed in subsequent paragraphs. The Master Plan for Jammu-2032 has been used as an input for developing the Transport Demand model to estimate the travel demand in horizon years. The Census data has been used to estimate base and horizon year population and employment which have provided demographic input for the model. 1.6.1. MASTER PLAN FOR JAMMU, 1974-94 Jammu city had its First Master Plan (FMP) approved in 1978 for a plan period of 20 years from 1974-1994. The Master Plan had inherent drawbacks of time span, and its approval in 1978 has created a planning vacuum of four years regardless of the implications of estimates, success of the Master Plan. Regardless of solving some city problems due to inherent drawbacks, the Master Plan remained merely a sprawling

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improvisation of previous unimplemented plan as it did not encourage implementation on account of host of issues. The various issues which could be spelt out include unprecedented growth of population, encroachment on Nazool land, non- implementation of zonal plans, gross violation of prescribed land-uses, non-availability of serviced land for housing, poor enforcement of development controls and zoning regulations, absence of unified control and lack of timely review. Being a perspective plan, the life span of the first master plan expired in 1994. JDA meanwhile though initiated the process of revising the Master Plan-1994 in 1989 as provided in the Jammu and Kashmir Development Act-1970 for its continuity but it unfortunately did not materialize up to 2001 creating another planning vacuum of seven years which made the growth of city virtually directionless and highly informal. 1.6.2. COMPREHENSIVE MOBILITY PLAN (CMP) FOR JAMMU, 2014 The Comprehensive Mobility Plan (CMP) was prepared in 2014 for a planning period of 20 years (up to 2031) for Planning and Development Department Government of J&K. The CMP was prepared with a vision for transport in Jammu to ensure that the city has a planned, best performing transport system to address the travel needs of the residents. The objective of CMP, 2014 was to develop specific actions in the form of short, medium and long term transportation improvement proposals that will achieve the transportation vision for the area. The major Transport Proposals made under CMP are as under: a. Land Use and Transport The CMP suggests that mass transport system has to be planned as a network in the city core and not only as one of the corridors to support a larger core city. This would be the way to make the city less reliant on the private mode of transport. Thus the integrated land-use interventions are: Emphasis on transit oriented development (TOD) with high density areas close to mass transport stations Either develop all future new townships / emerging activity centres along the defined major transport corridors or integrate properly with mass transport system in the master plan itself Allow the land-use changes from time to time to enable efficiency b. Development of City-Wide Mass Transport System Heavy demand of passengers as per CMP, 2014 have been stated along B.C. Road, Akhnoor Road, Srinagar Road, Janipur Road, Talab Tillo Road, Shalamar Road, Kachi Chhawni Road, NH-44 (old NH-1A), Nagrota Bypass and Gandhi Nagar area roads. The demand is expected to be beyond the capacity of a road based public transport system. Following strategies should be adopted to upgrade public transport system.

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i. Actions to maximize the passenger carrying capacity of the existing transport network by management measures including bus/minibus priorities as a short term measure. ii. Construction/ up-gradation of roads and investment in road based public transport infrastructure to extend the capacity of public transport system as a medium measure. iii. As a long term measure, high capacity mass rapid transport system to serve trunk routes while buses/mini buses provide feeder services and operate on other dense routes. Rail based (Monorail) system has been proposed in CMP for Jammu. The Total proposed MRTS length in Jammu is 49.8 km as shown in Table 1.1. The Figure 1.3 shows the proposed public transport infrastructure proposals. FIGURE 1.3: PROPOSED PUBLIC TRANSPORT INFRASTRCUTURE PROPOSALS

Source: CMP Jammu, 2014

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TABLE 1.1: PROPOSED MONORAIL CORRIDORS IN CMP, 2014 MASS TRANSPORT CORRIDOR LENGTH (km) Phase –II (2016 – 2021) Corridor-1 Amphala Chowk to Bari Brahmana 17.5 Corridor-2 Bakshi Nagar to Purmandal 11.7 Total Length (km) Phase II 29.2 Phase-III (2021-2031) Extension of Corridor-1 Amphala Chowk to Kheri via Janipur 8.2 (North West Extension) Extension of Corridor-2 Bakshi Nagar to Mishriwala via Muthi 12.4 Total Length (km) Phase III 20.6 Total Length (km) 49.8 Source: CMP Jammu, 2014

1.6.3. MASTER PLAN FOR JAMMU, 2021 The basic assumptions in Master Plan Jammu 2021 are as under:  Jammu is to be planned in context of its Region due to its location, linkages, phenomenal population growth and urban sprawl. It is poised to become an important regional centre serving a vast hinterland. Rapid growth of population and employment opportunities can only be channelized by planning Jammu as an integral part of the region through restructuring of the settlement pattern and transportation network. This is necessary because the major problems of a metropolis originate outside its limits. The regional plan may cover area up to Udhampur in the north-east, Akhnoor in the north-west, R.S. Pura in the south- west and Kathua in the southeast. Simultaneously, the city region covering the periphery outside the proposed urbanizable limits is also required to be delineated and controls made applicable in terms of land-use, its intensity, density pattern, transportation network, etc.; so as to regulate development along desired lines.  The old city area to be treated as Special Area: The old city area and its extensions which constituted Planning Division-A of Master Plan 1994 is highly congested and thickly populated with a variety of misuse zones and the pattern of development is unique compared with other parts of Jammu. All economic, social, government and cultural activities are concentrated in this area, on one hand and many unauthorised housing colonies have mushroomed, on the other hand, in the area extending up to Janipur Nallah from to the west of B.C. Road. The pattern of development is such that there is no scope of further development in this area on the basis of standard planning policies and controls. Hence, it shall have to be given the status of 'Special Area' to be treated in a different manner.

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 The Central Business District (CBD) to be decentralised: Presently the old city constitutes the Central Business District where most of the activities relating to trade, commerce, government, work centres, education and health and recreation facilities are concentrated and further growing rapidly. It attracts and generates large volume of traffic from and to the residential colonies located in the south and west directions. This Core Area is required to be decentralised by planning new sub-CBDs, community centres, neighbourhood shopping complexes and shifting of many governmental activities.  Mass Transport System to be remodelled: Matador is the only mode of public transport in Jammu. It is highly inadequate to deal with about 12 lakh passenger trips daily which are expected to grow to almost 29 lakh passenger trips daily by 2021. Besides this, about 8000 intra-city goods vehicle trips are generated daily at present which will grow to about 31000 daily trips by 2021. Beyond 2005, road based transportation alone will not be able to cater to total passenger trips. As such, a multi-modal system of transport is envisaged for catering to total trip demand. In addition, the extension of the railway line to Udhampur offers possibility for introducing suburban rail system by earmarking dedicated tracks for catering to both future passenger and goods movement. 1.6.4. MASTER PLAN FOR JAMMU, 2032 The Master Plan strategy for future planning of the city focuses on its historical values, natural environment, vulnerability and the quality of life in neighbourhoods. Giving these guiding principles, it is necessary to envision Jammu city by 2032 and align its future development accordingly. The vision of the Master Plan of Jammu-2032 is – “to strive for making proposed Jammu LPA-2032 prosperous, Environment and Disaster Resilient overcoming the intra city disparities by equitable access to all basic infra structure to all the section of the society.” Therefore, Vision-2032 is to develop Jammu as an important Regional Capital City-center which among others warrants substantial planning, and provision of adequate infrastructure, services and conservation of heritage and preservation of environment within the framework of sustainable development. The Guiding Principles for preparation of Jammu Master Plan 2032 are derived from planning experiences and challenges confronted in the city which include as following: i. Environmentally and Ecological Suitable Development ii. Transit Oriented Development iii. Local Economic Development iv. Sustainable and Integrated Transport System v. Preservation of Vitality and Viability of City Core vi. Inclusive and Collaborative Integrated Urban Development

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vii. Mixed-use Development Policy a. Proposed Urban Transport Development Strategy To improve the overall mobility, the following Urban Transport Development Strategies have been proposed. i. Provision of efficient, reliable and accessible mass transportation system. ii. Integration of various mode of transport by way of evolving an integrated multimodal transport system. iii. Develop Jammu Master Plan-2032 as connected city with greater integration between two parts of the city harmonising the work - home relations. iv. Improvement in traffic management through short-term, medium and long-term interventions. v. Strengthening of institutions dealing with various aspects of urban transport and formation of a Unified Transport Authority for effective implementation of Jammu Master Plan-2032. vi. Encouraging public transport and non-motorized modes of traffic. vii. Provision of environment friendly transport systems within the region. viii. Removal of traffic conflicts by way of grade segregation, provision of missing links, closure of avoidable junctions/cuts etc. ix. Creating pedestrian precincts especially with old city and around Ragunath Mandir area. x. Development of regional corridors for Bye-Passing the regional traffic. Creating important transport nodes along the regional corridors for hassle free movement intercity traffic. xi. Development of adequate parking facilities across city and removal of Road-side encroachments. xii. Removal of traffic bottlenecks as a short term measure. b. Mass Transport A monorail network has been proposed in the Master Plan as a part of the High Capacity public transport system. The network proposed is elevated and mostly along the median of existing roads. It will cover the core areas of the city and connect them to the major outer areas. The proposed corridor is from Bari Brahamana railway station to Doordarshan Kendra in north-west side (alongside the Akhnoor Road) and to Radio Station in north east (along Ambgrota Road).

1.7. APPROACH AND METHODOLOGY The Study Approach is to focus on delivering all the required objectives within the agreed scope and Client’s expectations. The Comprehensive Mobility Plan (CMP) for

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Jammu has been prepared within the overall frame work of Metro Policy issued by the Ministry of Housing and Urban Affairs (MoHUA) in 2017. With our extensive experience in providing consultancy services for similar projects in different cities of India, the general approach is based on: A clear understanding of the project’s wider objectives and the Scope of Work; A clear understanding and appreciation of the local conditions based on site visits and previous experience in similar projects; Rapid mobilization of suitable team of experts with proven success on other projects; Formulation of an appropriate work plan based on understanding of the important issues and likely time requirements; Use of effective project management and coordination systems; Development of a close relationship with client officials to ensure that matters are discussed openly and resolved quickly; Establishing strong links and encouraging frequent and open communications with all concerned stakeholders, especially in relation to the finalization of the proposals;

The Methodology for preparing CMP for Jammu has been divided broadly into 6 Stages as under: Stage 1: Defining the Scope of the CMP Stage 2: Data Collection & Analysis of Existing Urban Transport and Environment Stage 3: Development of Business as Usual (BAU) Scenario Stage 4: Development of Sustainable Urban Transport Scenarios Stage 5: Development of Urban Mobility Plan Stage 6: Preparation of the Implementation Program

Figure 1.4 gives the flow chart of the Study Methodology. The above Stage have been further sub divided into tasks which are detailed as under:

1.7.1. STAGE I: DEFINE OBJECTIVE, SCOPE AND TIMEFRAME OF THE CMP

Task 1: Define Objectives and Vision of the CMP As an initial task, objective and the vision will be clearly defined. The objectives are covered the following aspects as mentioned in section 1.5. Task 2: Study Area /Planning area and planning horizon As per the CMP Guidelines, the Master Plan has been used as a base for preparing the CMP. This is because the CMP addresses not only city transportation needs but also the needs for regional connectivity with satellite towns and Special Economic Zones (SEZs). Accordingly, the Study Area for Jammu CMP is the urban agglomeration area of Jammu as identified in the Jammu Master Plan (2032).

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FIGURE 1.4: METHODOLOGY FLOW CHART FOR CMP

Stage I: Defining the Scope of the CMP

Task II: Delineation of Planning area and the

Task I: Define Objectives & Vision of the Mobility Planning horizon Plan

Task 1-1: Mobilization The objective would aim at addressing following aspects: Task 1-2: Reconnaissance of State A long-term strategy for the desirable city mobility pattern Task 1-3 Delineation of Planning Area Improve and promote public transport, NMVs and Task 1-4: Defining Immediate, short, medium and facilities for pedestrians. Promote integrated landuse and transport planning. long term planning horizons. Development an Urban transport strategy that is in line with National Urban Transport Policy (NUTP). Task III: Finalization of Work

Ensure that most appropriate sustainable, and cost- Plan effective investments are mode in the transport sector. A detailed work plan chart to be prepared

Identifying specific project tasks as they interrelate to

one another.

The work plan would serve as a valuable management tool in continually monitoring levels of completion.

Planning horizon Stage II: Data Collection and Analysis of the Existing Urban Transport

Environment Task 2-1: Review of Regional Profile. Task 2-2: Delineation of Traffic Analysis Zones and Review Task 2-3: Review of the Existing Transport of landuse pattern & population Density Systems Review of Road Infrastructure. Assessment of Transit Infrastructure. Task 2-4: Study of Existing Travel Behavior Review of IPT Infrastructure. Primary Surveys such as Screen Line Classified Volume Primary Surveys such as Road Network Inventory, count Surveys, Household Interview Surveys, Road side Classified Turning Volume Count Survey, Parking Interview Survey and Publix Transport Passenger Counts Survey Bus/ Ferry Boarding and Alighting Survey Analysis and Estimation of Travel Characteristics. and Vehicle Operators Survey Task 2-5: Review of Energy and Environment Task 2-6: Analysis and Indicators

Stage III: Development of Stage IV: Development of Sustainable Business as Usual (BAU) Urban Transport Scenarios (SUTS) scenario Task 3-1: Framework for Scenarios Task 4-1: Framework for Scenarios Task 3-2: Socio-Economic Projections Task 4-2: Strategies for SUTS Task 3-3: Landuse Transitions Task 4-3: Transport Demand Analysis of Task 3-4: Transport Demand Analysis Alternative Strategies for SUTS Task 3-5: Technology transitions Task 4-4: Technology Transitions under a Low Task 3-6: Model Framework Carbon Scenario Task 3-7: Analysis and Indicators Task 4-5: CO2 Emissions and Air Quality Task 4-6: Analysis and Indicators

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Stage V: Development of Urban Mobility Plan

Task 5-5: Preparation of Mobility Management Measures Task 5-1: Integrated landuse and Regulatory measures in relation to: urban Mobility Plan Bus service improvement (concession, privatization, and lease contract) Task 5-2: Formulation of the Public Traffic safety improvement (traffic regulation, mandatory road user Transport Improvement Plan education, enforcement systems); Task 5-3: Preparation of Road Introduction of Transport Demand Management (TDM) measures; Network Development plan & NMT Vehicle emissions (Focus on non-fuel based vehicles and compressed Facility Improvement Plan natural gas/CNG vehicles); Road Network Development Plan And Public-Private Partnership (PPPs) NMT Facilities Institutional measures in relation to; Task 5-4: Preparation of Mobility Coordination mechanism to integrate public transport operation and to Management Measures integrate fares; Establishment of Unified Metropolitan Transport Authorities (UMTA) Establishment of SPVs for the implementation of proposed projects; and other change necessary to promote PPPs;

Task 5-6: Development of Fiscal Measures Fare policy for public transportation, and parking; Subsidy policy for public transport operations; Taxation on private vehicles and public transport vehicles; and Potential for road congestion charging. Task 5-7: Mobility Improvement Measures and NUTP Objectives

Stage VI: implementation

Plan Task 6-1: Preparation of Implementation Programs Short term (next 2-5 years) Medium term (5-10 years) Long term (more than 10 years) Task 6-2: Identification and Prioritization of Projects Short-term measures Medium-term measures Long-term measures Task 6-3: Funding of Projects Task 6-4: Monitoring of CMP Implementation and Stakeholders Consultation

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Planning horizon for Jammu CMP is 20 years i.e. till Year 2044. Improvements for Short, Medium and Long term have been proposed under the CMP for duration of 5 years, 10 years and 20 years respectively

1.7.2. STAGE 2: DATA COLLECTION AND ANALYSIS OF THE EXISTING URBAN TRANSPORT AND ENVIRONMENT

This task relates to generation of database from primary and secondary sources to appreciate the existing urban transport and environment, issues, problems and constraints. The output of the tasks provides input for subsequent stages of the study.

Task 3: Review City Profile, Delineation of Traffic Analysis Zones (TAZ) and Review of Land Use Pattern & Population Density To study the city’s present socio-economic profile and trends over a period of time, data have been collected from secondary sources on land area, administrative boundaries, demography and socio-economic characteristics. For the purpose of analysis and development of travel demand forecasting model, the study area has been subdivided into smaller areas known as Traffic Analysis Zones (TAZs). TAZs have been delineated taking into account various factors such as administrative boundaries, physical barriers like water bodies, railway lines, highways and homogeneous landuses. TAZs located inside the planning area are called internal zones whereas TAZs outside the planning area are termed as external zones. Analysis of trip interactions between internal-internal, internal-external, external-external and external-internal have been taken up on the basis of these zones. A review of landuse in each TAZ has been carried out and linked with the data on population collected as secondary data from various sources. CMP relies on CDP and the Master Plan of Jammu as the prime data sources for reviewing existing landuse patterns. The area of TAZ and the population figures have been used to derive the population density of each zone. The pattern of landuse has been analyzed for percentage of land under each landuse to arrive at ratio of residential landuse and employment-generating landuse, which has significant influence on travel distance and choice of walking, bicycle and public transport modes. The review of existing landuse gave insight into the mode choice behavior of the city inhabitants which has been used in formulation of future scenarios wherein changes in landuses or the densities have been altered to affect the future mode choices in favor of public transport. Following relationships have been established based on the availability of data for each zone: Ratio of the number of jobs to the number of household in each zone. No. of persons/job per unit area = Rj / ARj x AJj  Where,

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 Rj = no of residents in a zone  ARj = area under residential purpose landuse in the zone  AJj = no. of jobs in the zone to the area under landuses that generate these jobs respectively Floor space used per activity per unit area = number of floors x landuse (activity) Task 4: Review of the Existing Transport Systems A review of the existing transport infrastructure and facilities has been done for each transport mode, which may include walking, bicycle, cycle rickshaw, auto rickshaw, shared auto-rickshaw and public transport. The data on existing transport system has been collected from primary as well as secondary sources. Task 5: Data Collection Approach - Methodology and Sources Relevant data has been collected from secondary sources like published reports like CMP or master plan and primary surveys. As a part of CMP, following primary surveys are to be carried out and analysed to understand the existing urban transport systems :  Road Network Inventory Surveys (within city limits- All major arterials and important sub-arterials and local streets)  Classified Traffic Volume Count Surveys at Outer Cordons and Mid block  Speed and Delay Surveys – Peak hour and off peak hour  Pedestrian Count Surveys  Parking Surveys - 12 hours  Public Transport - Boarding and Alighting Survey (based on city travel characteristics) at Bus /Rail Terminals,  NMT Opinion Surveys  Junction Turning Volume Counts  Freight Terminal Survey Task 6: Study of Existing Travel Behavior Two important considerations have been taken into account while collecting data on travel patterns. The collected data have been covered the travel behaviour of all individuals within a household and trip purpose, which can represent people’s perceptions towards different modes of transport in terms of time, cost, comfort, safety and security. For understanding and analyzing the existing travel behavior and characteristics, the following surveys have been conducted:  Screen Line Classified Volume Count Surveys - 16 hours

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 Household Interview Surveys (sample size should be between 1-2% depending on the size of the city and limited sample for updation -as the case may be)  Work Centre Interview Survey and Stated preference survey Task 7: Review of Energy and Environment In order to address the indicators of environmental impacts i.e. percentage of population exposed to air pollution data on ambient air quality has been collected through monitoring at selected sample location in Jammu. These locations have been selected such that they provide a reasonable representation of the pollution scenario of Jammu. The pollution levels have been mapped by using standard dispersion model. Estimation of pollution as above is proposed as one way of mapping ambient air quality. Task 8: Analysis and Indicators Data collected under above listed exercise have been collated under the specified service-level benchmarks (SLB) to understand the level of service provided to citizens of Jammu. The SLB listed as under the CMP guidelines are as follows: Public transport facilities Pedestrian infrastructure facilities Non-Motorized Transport (NMT)facilities Level of usage of Intelligent Transport System (ITS) facilities Travel speed (Motorized and Mass Transit) along major corridors Availability of parking spaces Road safety Pollution levels Integrated landuse transport system Financial sustainability of public transport As part of the study, the impact of the projects proposed have been evaluated in terms of improvement in the Service Level Benchmark (SLB) of each indicator and overall improvement in SLB.

1.7.3. STAGE III: DEVELOPMENT OF BUSINESS AS USUAL (BAU) URBAN TRANSPORT SCENARIO

Task 9: Framework for Scenarios Scenarios have been formulated to depict future growth and the needs and issues of mobility on the basis of data on traffic and travel characteristics collected through

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various secondary and primary surveys. The Business As Usual represents the future based on the continuation of past trends and has been used as a reference point for assessing the need for policy interventions. The BAU scenario extrapolates the existing trends and does not assume any radical policy interventions for sustainable development and emission mitigation. However, infrastructure development and landuse as depicted in the Master Plan have been considered under the BAU scenario. Future transport demand has been assessed under BAU on the basis of preferences of different socio-economic groups as revealed in the base year. In terms of passenger transport, the BAU scenario predicts the increased car ownership and higher demand for motorization. The model for BAU yields the output on future transport indicators namely: Mobility and Accessibility, Safety, Environment, Energy Task 10: Socio- Economic Projects Demographic projection includes population projection for the city along with projection of rural and urban population. The population for each TAZ estimated and has been used as the basis of demographic projections. Task 11: Landuse Transitions Future urban development has been modeled on the basis of following inputs as estimated: Existing landuse type and its floor area Floor space requirement per capita for each landuse/TAZ The landuse type has been disaggregated into residential, commercial, retail, recreational, industrial, educational, religious, and other categories. Landuse projections and allocations for the coming years have been done in following three steps. The first step includes the projection of socio demographics and the per capita space requirements for each activity in the city. The second step involves the allotment of activities based on connectivity and distances, as well as the availability of space. The third step includes the scope of the landuse transition. Task 12: Transport Demand Analysis Demand for passenger transport has been estimated using a four-step model. The four- step model is based on an understanding of existing travel behavior obtained from the household interview surveys, and provisioning existing transport infrastructure and service quality. The transport model has been developed for peak-hour model. After set up for the base year, the traffic flows on different road links have been compared

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with the actual traffic volume counts observed at various locations across the city. Task 13: Technology Transitions

An understanding of vehicles, fuels and CO2 emissions from electricity use in transportation system is essential to understanding the implications of travel demand

on CO2 emissions and air quality. Task 14: Model Framework The framework for sustainable urban mobility needs to utilize the four strategic levers: Urban form, Non-Motorized Transport (NMT), Public transport, and Technology. The framework includes the study of impacts of alternative strategies using key indicators for mobility, safety, and local environment, as well as more aggregate

indicators like CO2 and energy use. The approach is to use a model framework that combines the 4-stage transport model with an emission inventory and air diffusion model which then analyzes the impact of activities from transport on the local

environment, energy use and CO2 emissions.

1.7.4. STAGE IV – DEVELOPMENT OF SUSTAINABLE URBAN TRANSPORT SCENARIO

Task 15: Framework for Scenarios Review of Green House Gas Emission indicators for the BAU scenario as well as sustainable scenarios, however, technological transitions for various scenarios should also be discussed in detail (Figure 1.3).

FIGURE 1.5: FOUR BROAD STRATEGIES AND ACCOMPANYING POLICIES USED FOR SUSTAINABLE SCENARIOS

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Task 16: Strategies for Sustainable Urban Transport Scenarios Various scenarios have been developed describing the plans and policies aimed at limiting private vehicle use and ownership. The scenarios also assume an increase in motorized transport to some extent, which is inevitable given the low level of vehicle use on a per capita basis. Therefore, emphasis has been placed on improving technology in terms of efficiency and emissions. Task 17: Transport Demand Analysis of Alternative Strategies for Sustainable Urban Transport The aim of above scenarios is to improve transport infrastructure and increase the cost of using personal motorized vehicles. The method used to estimate travel demand for different modes under alternative scenarios. Repeating a four-step model In this method, a four-step modeling is repeated, taking into account changes in parameters associated with different modes such as cost, travel time, availability, comfort and safety. These changes result in changed impedance to different modes and consequently, changes in people’s transport choices. Likely changes to be accounted in the four-step model in alternate scenarios. Task 18: Technology Transitions under a Low Carbon Scenario In the low carbon scenario, the fuel mix is expected to diversify further from BAU scenario towards bio-fuels, electricity and natural gas. With advanced technologies, vehicle efficiency will also improve, and thus the overall demand for fuels will be lower in the low carbon scenario.

Task 19: CO2 Emissions and Air Quality

The model framework is same as the BAU scenario for estimating CO2 Emissions and Air Quality. The indicators for the sustainable urban transport scenario are similar to those estimated for the base year.

1.7.5. STAGE V – DEVELOPMENT OF URBAN MOBILITY PLAN

Based on the analysis of existing urban transport, BAU scenario, preferred landuse and transport scenario vision and strategy for development, urban mobility plan for the city has been prepared. The mobility plan provides alternatives to enhance mobility for all users and all modes of travel. The urban mobility plan suggests changes in the existing urban structure and form that encourages an increased use of public transport, walking and NMT. The mobility plan is a city’s long-term blueprint for improving accessibility and mobility. The aim of the mobility plan is to develop an adequate, safe, environmentally friendly, affordable, equitable, comfortable, efficient integrated transport system within the framework of a progressive and competitive market economy. It attempts to create a well-connected network of complete road hierarchy, suggest measures to shift from unsustainable mobility to sustainable modes

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and integrate freight planning with urban transport. The CMP aims to plan for the people rather than vehicles by providing sustainable mobility and accessibility for all citizens to jobs, education, social services and recreation at an affordable cost and within reasonable time. The Urban Mobility Plan has been developed and on the basis of the analysis carried under Stages 3 and 4. The plan has been defined along the following lines: Task 20: Integrated Landuse and Urban Mobility Plan National Urban Transport Policy (NUTP) has emphasized the integrated landuse and transport planning. Urban structure determines the travel demand and transport system influence the urban structure. Location of various landuse and activity nodes have influence on travel pattern. At the same time, the transport nodes or hubs impact the allocation of landuse both at the city and local level. As such, integrating urban development with transport will be the key consideration towards compact and sustainable development of cities. Thus, elements for landuse transport integration would be as follows: Enabling urban structure Completing the hierarchy of roads Aligning public transit with high density areas, mixed landuse to capture the land value Integrating multimodal transit interchange and planning integration at vertical and horizontal level Integrating landuse with the urban mobility plan would entail a two-way interaction between the two plans. High density residential areas intertwined with high density employment areas, along with increased travel costs and an efficient public transport system is expected to incite people to use NMT for short trips and public transport for long ones. The landuse has been allocated in a manner that encourages short and fewer trips, thereby enabling improved accessibility to activities. This also helps in people shift from private travel modes such as cars to NMT (including cycling and walking). Additionally, to encourage NMT, neighborhood design measures such as pedestrian footpaths and cycling tracks will be proposed. To summarize, the landuse plan locates activities in a manner that encourages low-carbon mobility and the urban mobility plan, in turn, facilitates the access to activities. Task 21: Formulation of Public Transport Improvement Plan Public Transport Improvement Plans has been divided into a number of sections, including service improvements for buses and para-transit, appropriate MRT options and infrastructure development plans and intermodal integration plans. Improving the public transport involves infrastructural improvements like reserving lanes and tracks and improvement in level of service to not only maintain the existing modal share of public transport but also create a shift from other modes to public

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transport. A progression towards public transport technology has been suggested from the low-carbon point of view. System planning has considered not only where terminal, routes and stops are placed (i.e. routes and stops), but also consider the aspect of accessibility for pedestrians, cyclists, differently-abled, elderly people, and private vehicle users availing park and ride facilities. Task 22: Preparation of Road Network Development Plan and NMT Facility Improvement Plan CMP lists out road projects which need to be developed, strengthened, upgraded and interconnected including hierarchical road network, arterial road construction / widening projects, secondary road construction / widening projects, intersection improvement projects, flyover projects, railway over bridge or underpass projects. The hierarchical road network is based on travel demand. In addition to assigning hierarchy to the road network derived from its landuse, urban roads have been assigned functions as streets. As the availability of additional road capacity often induces new travel, the induced demand has been considered for project cost and benefit. Considering that the high number of trips in Indian cities are NMT, CMP prioritizes road space for NMT. As per the MoHUA guidelines, despite the latent demand for motorized vehicle use, proposals to improve motorized vehicle mobility by increasing road space under the pretext of easing congestion has been discouraged as much as possible. New construction/ widening projects, flyover projects and underpass projects has been proposed where absolutely necessary. As a large proportion of urban travel involves using NMT modes, specific streets and the street types have been identified which are preferred by individuals when walking or using a bicycle. Due consideration has been given to forming a network of NMT. An attempt has been made to ensure that all roads where individual are likely to walk should include at least 2 meters of clear, walkable footpath, all potential walking or bicycling locations should have NMT infrastructure, including comfortable footpaths, cycle tracks, streetlights, cycle stand, formal pedestrian crossing and NMT-designed signals at all junctions. Access to activities and transport services has been taken into account. The design of these facilities has been inclusive and provides travel opportunities to all sections of the society. NMT improvement plans and traffic management measures have been worked out for CBD, commercial centers, and other major activity centers. These plans define the NMT policy for the whole region. Task 23: Preparation of Mobility Management Measures Traffic management plans covers the parking management plans, traffic control measures, intermodal facilities, demand management measures, traffic safety plan and ITS. Mobility management measures have been suggested in the CMP to enable enhanced use of public transit and NMT modes. Additional measures have been added to increase the cost of using personal motorized travel, including the taxation of cars and fuel, landuse planning that encourages shorter travel distances and traffic management by reallocating space on the roads.

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Task 24: Preparation of Regulatory and Institutional Measures Effective development of urban landuse and transport systems often requires regulatory and institutional changes. Such requirements have been worked out in in the CMP. These measures have been developed region-wide/ city wide or be project specific. Task 25: Development of Fiscal Measures Fiscal measures have also been considered to achieve a balanced modal split, and to secure the budget necessary to implement urban transport projects. As fiscal measures usually correspond to institutional and regulatory measures, the major aspects such as fare policy for public transportation, intermediate public transport and parking, setting up of Unified Metropolitan Transport Authority (UMTA) to coordinate urban transport and related issues and creating Special Purpose Vehicles (SPV) particularly for mass transit system will be examined in the CMP for consideration of government of J&K . Task 26: Mobility Improvement Measures and NUTP Objectives The landuse and transport measures proposed in the CMP are expected to improve the mobility in the study area and cover the critical issues addressed in the NUTP. A table has been prepared summarizing the relationship between the NUTP objectives and the measures proposed in the study, together with a classification of the measures according to their implementation timeframe (immediate, short, medium and long term) as per the provision of NUTP.

1.7.6. STAGE VI – IMPLEMENTATION PLAN

Task 27: Preparation of Implementation Plan CMP provides broad guideline prioritizing various projects for the measures identified under the following categories: Short term (next 2-5 years) Medium term (5-10 years) Long term (more than 10 years)

Task 28: Identification and Prioritization of Projects All sustainable transport projects have equal priority however their planning can be phased based on short, medium and long-term planning. The prioritization of projects into short, medium and long term has been done using the following criteria: Short-term measures are aimed at improving the safety and accessibility of pedestrians, cyclists and public transport users through area level traffic circulation plans and measures like implementing traffic signals.

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Medium-term measures typically involve corridor-level projects like implementing cycle tracks and mass-transit corridors, city level initiatives like public transport fleet improvement and efficient scheduling, developing area level cycle networks and Public Bicycle Sharing (PBS) schemes, parking policy development and implementation in the city. They are primarily aimed at restricting the decrease in the city’s public transport and non-motorized transport mode shares. Long-term measures include implementing the overall vision of the CMP. These project ideas are presented to the stakeholders in order to get their feedback on both the projects and their prioritization. The final list of identified projects then undergoes studies on implementation, cost estimates and likely funding agencies. Task 29: Funding of Projects As CMP is a long-term vision for the city authority, the overall ownership of the CMP lies with Urban Local Body (ULB). CMP makes a resource assessment for all the projects listed in the CMP and suggests the city authority, city-specific and project- specific indicative source of financing for the project. Task 30: Monitoring of CMP Implementation As per the MoHUA advisory, CMP is the basis for approving projects, plans and various regulatory measures within the city related to transport. After the completion and approval of CMP, it will be important for the authorities to monitor and measure the impact of interventions taken as an outcome of CMP. Task 31: Stakeholders Consultation Stakeholders’ consultation has been done after each major stage of the CMP such as the draft stage to ascertain their feedback and comments on the proposals and projects for improving urban transport.

1.8. COMPOSITION OF REPORT

This ‘Report’ has five chapters covering the following topics: Chapter 1 describes the mobility principles, national urban transport policy, study area, vision & objectives of mobility plan, review of available past studies, approach and methodology of the study. Chapter 2 reviews the city profile, primary traffic & travel surveys data and its analysis along with service level benchmarking indicators. Chapter 3 gives the development of Business As Usual (BAU) Scenarios and Sustainable Urban Transport Scenarios as part of travel demand assessment. Chapter 4 envisages the integrated multi-modal public transport system, road network development proposals, NMT and recommends comprehensive mobility plan along with impact of the proposed measures on service level benchmarks. Chapter 5 gives the implementation plan of the recommended projects along with phasing and broad cost estimates.

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Chapter – 2 REVIEW OF CITY PROFILE Comprehensive Mobility Plan for Jammu Final CMP Chapter 2: Review of City Profile

2. REVIEW OF CITY PROFILE

2.1. REVIEW OF EXISTING TRANSPORT SYSTEM

2.1.1. PUBLIC TRANSPORT

Public transport plays a crucial role to meet the travel demand of any city. It offers economies of scale with minimised road congestion and low per capita road usage. Cheaper and affordable public transport systems world over have proved to promote mobility – move people more efficiently and safely with increased opportunities for education, employment, social development etc.

The public transport services are rather scattered and presently mini buses are the only mass transport system in the Jammu. At present private operators are operating the city bus services with fleet size of about 2300 buses and very limited state govt operated intra-city bus services are in operation. Private auto, Shared taxis/ Tata Sumo, Maxi Cab are supplement to these transportation services. With the growth of population, the number of commuters has increased in many folds. However, the transport system has been unable to cope up with increased demand. All the city routes are catered by private bus operators with permit from government. The route structure in Jammu has been designed by J&K State Road Transport Corporation (J&K SRTC) based on major boarding/alighting demand locations. The major modes of transport in Jammu are 2-wheeler, car, Auto Rickshaw, Shared Mini Buses /taxis/ Tata Sumo and Maxi Cab. This is the cause of acute traffic congestion and environmental pollution in the city. This indicates that there is an immediate need for upgrading the city wide public transport system.

2.1.2. REGISTERED MOTOR VEHICLES

The registered vehicles in Jammu have increased significantly over the years. The numbers of vehicle registration per year have almost doubled from 0.34 Lakh to 0.59 Lakh in the last nine years. This high density and rapid growth of vehicles have worsened the transport situation to a significant extent. The share of two wheelers is highest and than cars and jeeps. The sharp increase of two-wheelers and cars could be attributed to the improved economic status of people and lack of city wide good public transport system. The increase of private modes demands more road space and has resulted in traffic congestion on roads. The number of registered vehicles from year 2010-2018 is presented in (Table 2.1 & Figure 2.1).

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TABLE 2.1: REGISTERED VEHICLES IN JAMMU

S.No. Vehicle Type 2010 2011 2012 2013 2014 2015 2016 2017 2018

1 Two Wheelers 20486 19791 21634 23441 26030 25623 25633 33304 37006

2 Car/Jeep 9356 9841 10676 11523 11229 11974 12768 15241 18279 Luxury Cabs /Tourist Cabs/Taxis meter 836 590 488 289 234 184 70 148 3 fitted

4 Three-Wheeler (Auto-rickshaws) 264 401 573 484 384 325 226 140 83 Stn. Wagons/ Contract carriages/ Mini 543 354 438 467 335 363 181 240 222 5 Bus/ Ambulances

6 Stage carriages/School Buses 0 0 0 0 1 0 0 89 86

7 LCV (Delivery Van 4W/3W) 369 356 303 180 186 303 207 33 421

8 Trucks/Lorries/Tanker 1846 1905 1733 1436 1340 1479 1378 2125 2105

9 Tractor & Trailers 599 348 540 591 479 581 429 435 498

10 Others 18 32 90 37 29 6 7 8 24 Total 34317 33507 36577 38647 40302 40888 41013 51685 58872

Source: Jammu RTO Office, 2018 Statistics

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FIGURE 2.1: GROWTH TRENDS OF REGISTERED VEHICLES

70 58.872 60 51.685 50 40.888 41.013 38.647 40.302 40 36.577 34.317 33.507 30

0 REGISTEREDVEHICLES (INTHOUSANDS) 2010 2011 2012 2013 2014 2015 2016 2017 2018

YEARS

2.1.3. TRAFFIC SAFETY

The increase in number of private vehicles and inter mixing of slow and fast moving vehicles on road has led to increase in number of accidents on roads in Jammu, which is a cause of concern. Considering the urban expanse, population growth and increased trends of vehicles on the city roads; the safety of the commuters is equally important.

There are many reasons for the growth in the number of accidents in Jammu. Accidents are caused not merely due to the increase in population and rise in vehicle ownership. They are also caused due to the casual approach of road users in observing driving rules, adhering to safety precautions and regulations. Rush and negligent driving have proved to be a frequent cause of serious and fatal accidents. Similarly, poor road geometry and inadequate street infrastructure also increase the incidence of accidents on urban roads. One of major causes of pedestrian safety is endangered by extended trading activities of shops and commercial activity on footpaths and sidewalks. This compels pedestrians to clog the road space, hence give a chance to accidents.

An insight into the trends and type of accidents observed in the Jammu indicates a total of 1246 road accidents have taken place in Jammu in year 2018 out of which 135 were fatal. Table 2.2 & Figure 2.2 shows the trends of accidents in recent years.

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TABLE 2.2: ROAD ACCIDENT STATISTICS IN JAMMU

Year Details 2019 2011 2012 2013 2014 2015 2016 2017 2018 (Upto October) Total No. of 1626 1615 1667 1430 1408 1275 1271 1246 1083 Accidents Fatalities 190 204 213 165 129 160 143 135 105 Serious/Mino 2024 1886 1861 1726 1553 1436 1389 1348 1113 r Injuries Source: District Police Headquarters, Jammu

FIGURE 2.2: TRENDS OF ROAD ACCIDENT STATISTICS IN JAMMU

1800 1626 1615 1667 1600 1430 1408 1400 1275 1271 1246 1200 1000 800 600 400 200 0 ACCIDENTSSTATISTICS 2011 2012 2013 2014 2015 2016 2017 2018

YEARS

2.1.4. TOURIST TRAFFIC Tourism has played a pivotal role in the development of the state economy. Jammu a city of temples enjoys a transitory status and has lately become the main base camp for pilgrims of Katra- Vaishno Devi pilgrimage. The city is also a tourist hub to number of places like Patnitop, Shiv Khori, Shadara Sharief, Mansar, Chichi Mata, etc. Tourists from all over the world visit Jammu round the year. The tourist flow, which was 103.7 lakh in 2009 increased to 122.8 lakh in 2016. Table 2.3 & Figure 2.3 shows number of tourists at various tourist destinations in the last eight years.

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TABLE 2.3: TOURIST AT VARIOUS Tourist Destinations (In Lakhs) Name of S.No. 2009 2010 2011 2012 2013 2014 2015 2016 Destination Sh. Mata Vaishno 1 82.35 87.49 101.15 104.95 93.24 78.02 77.76 77.22 Devi ji 2 Shiv Khori 8.65 10.73 12.79 19.44 14.53 5.22 12.07 13.72 3 Shadara Sharief 7.87 12.04 12.81 9.85 9.52 9.19 9.94 12.04 4 Patnitop 3.03 3.54 2.97 4.25 2.50 4.08 6.04 5.57 5 Mansar 1.57 2.54 5.13 4.14 4.15 4.82 4.38 4.57 Suchet Garh R.S 6 NA NA NA NA 0.40 0.65 0.49 0.84 Pura 7 Chichi Mata NA NA NA NA NA NA 9.12 5.26 8 Sukhrala Mata NA NA NA NA NA NA 3.06 3.02 9 Mata Bala Sundri NA NA NA NA NA NA 1.00 0.60 Total 103.47 116.34 134.85 142.63 124.333 101.962 123.85 122.84

Source: Department of Tourism, Jammu.

FIGURE 2.3: TOURISTS TRENDS IN JAMMU

Source: Department of Tourism, Jammu.

2.2. TRANSPORT DEMAND SURVEYS

2.2.1. COVERAGE

A number of traffic & travel and household surveys were conducted to appreciate and quantify the traffic and transport characteristics of commuter travel within the study area. This analysis of the data collected would help in assessing existing traffic characteristics and in developing the Travel Demand Model.

Traffic & travel surveys were carried out to understand the existing traffic scenarios as part of assignment. The details of various traffic surveys are presented in Table 2.4.

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TABLE 2.4: PRIMARY TRAFFIC & TRAVEL SURVEYS S.No. Survey Type Coverage Along all arterial and major 1 Road Network Inventory roads in the study area for 740 km length 2 Speed & Delay Surveys 740 km Directional Classified Traffic Volume Counts and 3 Vehicle Occupancy Surveys a. Mid-Blocks 20 locations

b. Intersections 20 locations

c. Outer Cordons 10 Locations

4 Origin-Destination Survey at Outer Cordon Locations 10 Locations Terminal Passenger (in + out counts) & OD Surveys 5 including Opinion and Willingness to Pay Survey Bus Terminals 4 Locations

Rail Terminals 2 Locations

Bus Stops/ IPT Surveys (boarding + alighting + OD) 40 Location 6 including Opinion and Willingness to pay surveys 7 Pedestrian Movement Counts 20 locations 8 Parking Surveys 10 Locations 9 Household Interview Survey 7000 households 10 Work Centre Survey 200 Locations 11 NMT opinion Surveys 20 locations 200 samples 12 Freight Terminal Survey 1 Location Source: Primary surveys 2017-18

2.2.2. ZONING AND NETWORK DEVELOPMENT The Jammu Master Plan – 2032 area i.e. geographic area within jurisdiction of Jammu Municipal Corporation (JMC), Jammu Cantonment Board, Bari Brahmana, Nagrota, Vijaypur, Bishna and intervening villages is taken as study area. The study area is spread over an area of about 652 sq.km including the Jammu Municipal Corporation area of 112 sq. km. The study area has been divided into 164 internal zones and 10 external traffic zones (Figure 2.4).

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FIGURE 2.4: TRAFFIC ANALYSIS ZONE (TAZ) SYSTEM FOR JAMMU

2.3. ANALYSIS OF EXISTING TRAFFIC/TRANSPORT CONDITIONS

The major traffic issues and concerns in the study area are listed as follows and presented in Figure 2.5.

Lack of citywide good and quality public transport system Encroachment of footpaths/ Unorganized On-street parking causing reduction in efficient roadway width Lack of pedestrian’s facilities like footpath along major roads resulting in pedestrian spill over on right of way Un-organised operations of buses and shared auto services Absence of necessary transportation infrastructure such as bus stop, lighting etc.

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FIGURE 2.5: TRAFFIC SITUATION AT IMPORTANT ROADS

B.C. Road (near General Bus Stand) Canal Road

Shalamar Road Prem Nagar Road

Kachi Chhawni Road Apsara Road (Apsara Market)

The said issues and concerns are widespread in the Jammu City which reduces the efficiency of road carriageway leading to congestion and causes vulnerability to road users. Other reasons for congestion include encroachment of road space by street vendors, unauthorized movement of auto-rickshaws which have not been regularized. With increase in population and dependence on personalized modes of transport, increase in road accidents the transport system requires expansion and augmentation for safe, efficient, convenient travel and further to reduce the pollution level in the City.

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2.4. TRAFFIC VOLUME COUNT

Classified traffic volume surveys were carried on weekday to quantify the volume of traffic moving along various roads of the study area. The counts were carried out for 16-hour at mid block/screen line and Intersection locations and for 24 hours at outer cordon locations. The survey locations were selected in a manner that would cover the entire study area and assist in understanding the traffic pattern within the study area as well as with adjacent urban settlements. These surveys help in assessing the existing traffic problems in the study area aswell as to validate the transport demand models.

i. Traffic Volume Counts at Mid-Blocks/Screen Lines

The daily and peak hour traffic counts both in terms of numbers of vehicles and Passenger Car Units (PCUs) are presented in Table 2.5. It is observed that the traffic at different locations varies from 4,345 Vehicles (3,721 PCU’s) at Tawi Bridge near Rambagh to 79,419 Vehicles (70,339 PCU’s) along Tawi Bridge near Bikram Chowk throughout a normal working day.

The morning peak hour volume varies from 249 PCUs (292 vehicles) on Raya More Railway Crossing to 8,248 PCUs (8,946 vehicles) along Tawi Bridge near Bikram Chowk & evening peak hour volume varies from 320 PCUs (402 vehicels) on Tawi Bridge near Rambagh to 5,562 PCU’s (4,571 vehicles) along Satwari Chowk to Kunjwani Chowk Road near Digiana.

It can also be observed that peak hour peak directional traffic at Screen Line/Mid- block locations generally varies from 50.1% at Railway Crossing at Channi 1 to 68.4% at Railway Crossing at Channi 2. ii. Traffic Volume Counts at Intersections

The daily and peak hour traffic characteristics at 20 intersection locations is given in Table 2.6. The survey involved an interval of 15 minutes, direction wise classified traffic volume counts for each movement at the intersection-continuously for 16 hours (0600 hours to 2200 hours) on a typical working day. It can be seen that Satwari Chowk handles the maximum daily traffic of 1,46,692 PCUs (1,25,105 vehicles) followed by Medical Chowk with 1,31,721 PCUs (1,47,838 vehicles) while the least daily traffic is observed on Panjtirthi Chowk with 27,305 vehicles (27,074 PCUs). iii. Classified Traffic Volume Counts at Outer Cordon Locations

Total daily and peak hour traffic at 10 locations is presented in Table2.7.

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TABLE 2.5: INTENSITY AND DIRECTIONAL DISTRIBUTION OF TRAFFIC AT MID-BLOCK LOCATIONS Total Traffic Morning Peak Evening Peak Directional Distribution S. % of % of % of % of Peak Off Peak Location of Mid-Block/Screen Line No. Veh. PCU's Veh. Total PCU's Total Veh. Total PCU's Total Direction % Direction % Traffic Traffic Traffic Traffic (PCU,s) (PCU,s) 1 Jammu Srinagar Road Near Hari Niwas Palace 4185 3854 451 10.8 504 13.1 478 11.4 455 11.8 316 62.8 188 37.2 2 Rehari Road 11143 9303 1006 9.0 827 8.9 1028 9.2 844 9.1 470 55.7 374 44.3 3 Sarwal Road Near Sarwal Chowk 5251 4110 343 6.5 275 6.7 636 12.1 481 11.7 316 65.7 165 34.3 4 Circular Road 5431 4756 496 9.1 431 9.1 378 6.9 346 7.3 235 54.5 196 45.5 Satwari Chowk to Kunjwani Chowk Road Near 5 51734 63235 4181 8.1 4950 7.8 4571 8.8 5562 8.8 2947 53.0 2615 47.0 Digiana 6 Pathankot Road Near Swankha Road Crossing 21689 29970 1590 7.3 2151 7.2 1991 9.2 2723 9.1 1493 54.8 1230 45.2 7 Tawi Bridge Near Sidhra 23979 21268 1971 8.2 1710 8.0 2071 8.6 1621 7.6 987 57.7 723 42.3 8 Tawi Bridge Near Jogi Gate 46753 39131 3515 7.5 3011 7.7 4486 9.6 3896 10.0 2114 54.3 1782 45.7 9 Tawi Bridge Near Bikram Chowk 79419 70339 8946 11.3 8248 11.7 6920 8.7 5342 7.6 4828 58.5 3420 41.5 10 4th Tawi Bridge 15001 13521 1570 10.5 1267 9.4 1567 10.5 1447 10.7 767 53.0 680 47.0 11 Tawi Bridge Near Rambagh 4345 3721 420 9.7 338 9.1 402 9.3 320 8.6 188 55.6 150 44.4 12 Railway Crossing Near Batra Hospital 17899 17192 1642 9.2 1519 8.8 1244 6.9 1254 7.3 920 60.6 599 39.4 13 Railway Crossing Near University 42169 36502 4067 9.6 3341 9.2 3758 8.9 3301 9.0 1911 57.2 1430 42.8 14 Railway Crossing at Channi 1 9690 8067 879 9.1 801 9.9 754 7.8 601 7.4 401 50.1 400 49.9 15 Railway Crossing at Channi 2 8165 7686 716 8.8 626 8.1 584 7.2 549 7.1 428 68.4 198 31.6 16 Railway Crossing at Trikuta Nagar 4081 3735 303 7.4 300 8.0 373 9.1 349 9.3 194 55.6 155 44.4 17 Railway Crossing at NH-44 Near Trikuta Nagar Chk 25959 31378 2001 7.7 2447 7.8 2243 8.6 2561 8.2 1401 54.7 1160 45.3 18 Ratnu Chak Road Railway Crossing 8840 7242 832 9.4 669 9.2 903 10.2 717 9.9 419 58.4 298 41.6 19 Raya More Railway Crossing 4423 3771 292 6.6 249 6.6 485 11.0 399 10.6 258 64.7 141 35.3 20 Vijaypur Railway Crossing 4739 4548 415 8.8 373 8.2 424 8.9 377 8.3 201 53.3 176 46.7 Source: Primary survey

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TABLE 2.6: INTENSITY AND PEAK HOUR TRAFFIC AT INTERSECTIONS Morning Peak Evening Peak S. Total Total % of % of % of % of Name of Intersection No. (Nos.) (PCU's) (Veh.) Total (PCU's) Total (Veh.) Total (PCU's) Total Traffic Traffic Traffic Traffic 1 Panjtirthi Chowk 27305 27074 2171 8.0 2409 8.9 2637 9.7 2453 9.1 2 Amphala Chowk 65734 67890 5681 8.6 5812 8.6 5067 7.7 5448 8.0 3 Vivekananda Chowk 57184 50044 5220 9.1 4611 9.2 5151 9.0 4437 8.9 4 Muthi Camp Bridge Crossing 45719 40829 4847 10.6 4320 10.6 3900 8.5 3316 8.1 5 Canal Head Chowk 48522 51440 4994 10.3 4800 9.3 3392 7.0 3758 7.3 6 Medical Chowk 147838 131721 12369 8.4 11150 8.5 13802 9.3 12142 9.2 7 K. C. Chowk 59073 80450 4333 7.3 5904 7.3 5023 8.5 6667 8.3 8 Jewel Chowk 65487 66327 6804 10.4 6768 10.2 5011 7.7 5294 8.0 9 Bikram Chowk 98933 110405 7678 7.8 8625 7.8 10162 10.3 10925 9.9 10 Indira Chowk 77836 82959 6264 8.0 6758 8.1 6530 8.4 6686 8.1 11 Panama Chowk 89767 89522 7591 8.5 7889 8.8 6943 7.7 6587 7.4 12 Railway Station Chowk 86141 86753 6548 7.6 6522 7.5 7271 8.4 7233 8.3 13 Gole Market Chowk 81105 75252 6959 8.6 6492 8.6 6724 8.3 6176 8.2 14 Satwari Chowk 125105 146692 9617 7.7 11634 7.9 10440 8.3 11924 8.1 15 Kunjwani Chowk 52361 67370 4242 8.1 5569 8.3 4675 8.9 5751 8.5 16 Patoli Road Crossing on Akhnoor Road 51342 44885 5460 10.6 4775 10.6 4404 8.6 3659 8.2 17 Roop Nagar Chowk 40595 34709 3479 8.6 3083 8.9 3886 9.6 3203 9.2 18 Bari Brahmana Chowk 69297 88779 5306 7.7 6933 7.8 5232 7.6 6797 7.7 19 Janipur Chowk 42099 34093 4313 10.2 3427 10.1 4264 10.1 3452 10.1 20 Bohri Chowk 37320 36655 3702 9.9 3542 9.7 4246 11.4 3998 10.9 Source: Primary Survey

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TABLE 2.7: INTENSITY AND DIRECTIONAL DISTRIBUTION OF TRAFFIC AT OUTER CORDON LOCATIONS

Total Traffic Morning Peak Evening Peak Directional Distribution

Name of Outer Cordon SN % of % of % of % of Peak Off Peak Location (Veh.) (PCU's) (Veh.) Total (PCU's) Total (Veh.) Total (PCU's) Total Direction % Direction % Traffic Traffic Traffic Traffic (PCUs) (PCUs)

1 Jammu - Srinagar Road 13448 22710 796 5.9 1296 5.7 700 5.2 1243 5.5 755 58.3 541 41.7

2 Jammu - Ambgrota Road 3520 3905 234 6.65 344 8.81 217 6.16 224 5.74 184 53.49 160 46.5

3 Jammu - Akhnoor Road 9881 13464 577 5.8 828 6.1 758 7.7 952 7.1 487 51.2 465 48.8

4 Jammu - Gajansu Marh Road 7437 6499 642 8.6 545 8.4 612 8.2 538 8.3 305 56.0 240 44.0

5 Jammu - R.S. Pura Road 10125 11016 967 9.5 1084 9.8 809 8.0 917 8.3 610 56.3 474 43.7

6 Jammu - Bishnah Road 9324 9564 793 8.5 818 8.5 729 7.8 712 7.4 460 56.3 358 43.7

7 Jammu - Swankha Road 3109 3300 274 8.8 336 10.2 255 8.2 316 9.6 178 53.1 158 46.9

8 Jammu - Ramgarh Road 7932 6428 597 7.5 494 7.7 621 7.8 500 7.8 270 54.0 230 45.9

9 Jammu - Pathankot Road 22351 32041 1446 6.5 1877 5.9 1677 7.5 2170 6.8 1240 57.1 930 42.9

10 Jammu - Surinsar Road 2097 3594 134 6.4 250 7.0 185 8.8 310 8.6 165 53.3 145 46.7

Source: Primary survey

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It is observed that the traffic at different locations varies from 3,109 Vehicle (3,300 PCU’s) at Jammu-Swankha Raod to 22,351 Vehicle (32,041 PCUs) at Jammu-Pathankot Road on a normal working day.

The morning peak hour volume varies from 134 vehicles (250 PCUs) to 1,446 vehicles (1,877 PCUs) & evening peak hour volume varies from 217 vehicles (224 PCUs) to 1,677 vehicles (2,170 PCU’s).

It can be observed that peak hour peak directional traffic at Outer Cordon generally varies from about 51% at Jammu-Akhnoor Road to 58% at Jammu-Srinagar Road.

2.5. ROAD NETWORK INVENTORY

The objective of the road network Inventory survey is to assess the physical characteristics and conditions of the roads in the Study Area, identify physical constraints and bottlenecks, assess potential capacity and identify the extent for its future development.

About 740 km of road network has been identified for road network inventory survey along all arterial and major roads in the Study Area. The survey has been conducted by travelling along the identified road network. The network inventory survey contains the record of right-of-way, carriage-way, footpath widths, median length of the sections and predominant land use along the link including encroachments, surface conditions, shoulder surfacing type and width; intersection type and details, on street parking. The data collected from the survey has been analysed to derive the road network characteristics in the Study Area. i. Right of Way The distribution of the road network as per right of way (RoW) is presented in Table 2.8. It can be observed that major portion of the road network, about 86% has less than 20m RoW, 8% has RoW between 20-30m and merely 6% of the road has RoW more than 30m. TABLE 2.8: DISTRIBUTION OF ROAD NETWORK AS PER RIGHT OF WAY S.No. Right of Way (m) Length (km) Percentage 1 < 10 390.1 52.7 2 10 – 20 250.5 33.9 3 20 – 30 56.1 7.6 4 30 – 40 13.4 1.8 5 >40 29.6 4.0 Total 739.7 100.0

Source: Primary survey

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ii. Carriage Width The distribution of the road network as per carriageway width is presented in Table 2.9. It can be observed that about 80% of the road network has carriageway width less than or equal to 2-lane, about 14% of 3-4 lane and only 6% of roads 6-lane and more. Only about 13% of the surveyed road network has median.

TABLE 2.9: DISTRIBUTION OF ROAD NETWORK AS PER CARRIAGE WAY WIDTH S. No. Carriageway Width (M) Length (Km) Percentage (%) 1 Intermediate Lane (<6m) 392.1 53.0 2 2 Lane 203.7 27.5 3 3 Lane Undivided 37.9 5.1 4 3 Lane Divided 4.78 0.6 5 4 Lane Undivided 8.3 1.1 6 4 Lane Divided 49.3 6.7 7 6 Lane Undivided 0.4 0.1 8 6 Lane Divided 41.3 5.6 9 8 Lane Divided 1.8 0.2 Total 739.7 100.0

Source: Primary survey

iii. Condition of Roads The distribution of road network as per the road surface type is presented in Table 2.10. It is observed that 99.5% of the surveyed network has Bitumen surface, 0.5% has WBM. TABLE 2.10: TYPE OF ROAD S.No. Road Type Length (km) Percentage 1 Bitumen 736.2 99.5 2 WBM 3.5 0.5 Total 739.7 100.00

Source: Primary survey

iv. Availability of Service Road

The distribution of road network as per availability of service roads is presented in Table 2.11. It is observed that merely 3.0% of the roads have service lane. The absence of service lanes affects capacity of road adversely.

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TABLE 2.11: AVAILABILITY OF SERVICE ROAD S. No. Service Road Road Length (km) Percentage (%) 1 Present 20.4 2.8 One-side 1.9 0.3 Both-sides 18.5 2.5 2 Absent 719.3 97.2 Total 739.7 100.0

Source: Primary survey

v. Availability of Footpath

It was observed from the field surveys that only about 8% of the surveyed road network has footpath available along the road, thus the majority length of road network is without footpath as presented in Table 2.12.

TABLE 2.12: AVAILABILITY OF FOOTPATH S. No. Footpath Road Length (km) Percentage (%) 1 Present 61.9 8.4 One-side 17.6 2.4 Both-sides 44.3 6.0 2 Absent 677.8 91.6 Total 739.7 100.0

Source: Primary survey

vi. NMV Lane Inventory The city has poor NMV infrastructure. The availability of NMV lane is almost negligible. (Table 2.13). TABLE 2.13: AVAILABILITY OF NMV LANE S.No. NMV Lane Percentage (%) 1 Present 0 2 Absent 100 Total 100 vii. Abutting Landuse The distribution of the road network with respect to abutting land use is presented in Table 2.14. It is seen that the road network is abutted by residential land use upto an extent of about 31%, commercial about 18% and Institutional landuse about 13%.

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TABLE 2.14: DISTRIBUTION OF ROAD NETWORK AS PER ABUTTING LANDUSE Left Right S. No. Type Road length (Km) % Road length (Km) % 1 Residencial 233.9 31.6 225.3 30.5 2 Commercial 125.6 17.0 144.5 19.5 3 Institutional 55.7 7.5 130.1 17.6 4 Industrial 14.1 1.9 17.9 2.4 5 Agricultural 57.6 7.8 78.4 10.6 6 Vacant 252.8 34.2 143.5 19.4 Total 739.7 100.0 739.7 100.0 Source: Primary survey

2.5.1. SPEED AND DELAY SURVEY The Speed and delay survey was conducted along the network using the running car method during peak and off-peak periods. The analysis of the data reflects the journey speed and running speed of the traffic. It also gives the reasons for delays in traffic movement.

i. Journey speed

The journey speed characteristics during peak and off peak period are presented in Table 2.15. It is observed that about 51% of the total road network has journey speed upto 20 kmph during peak hours. About 35% of surveyed network has journey speed between 21-30 kmph and only 14% of road network has journey speed more than 30 kmph. Average Journey Speed during peak and off-peak period for city as a whole is observed to be 20.1 kmph and 25.5 kmph respectively.

TABLE 2.15: DISTRIBUTION OF ROAD LENGTH BY PEAK HOUR JOURNEY SPEED S. No. Journey Speed (Kmph) Road Length (Km) Percentage (%) 1 <10 27.70 3.7 2 10--20 350.69 47.4 3 21-30 257.52 34.8 4 31-40 64.49 8.7 5 >40 39.30 5.3 Total 739.7 100.0 Source: Primary survey

ii. Running Speed The running speed characteristics during peak and off peak period is given in Table 2.16. It can be observed that about 88% of the road network has running speed less than 30 kmph during peak hours. Average running speed for peak and off-peak period for city as a whole is found as 21.0 Kmph and 25.7 Kmph respectively.

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TABLE 2.16: DISTRIBUTION OF ROAD LENGTH BY PEAK HOUR RUNNING SPEED S. No. Running Speed (Kmph) Road Length (Km) Percentage (%) 1 <=20 380.7 51.6 2 21-30 267.9 36.2 3 31-40 73.9 9.9 4 >40 17.2 2.3 Total 739.7 100.0 Source: Primary survey

iii. Delays The distribution of causes of delays & their duration during peak hours and off-peak hours is presented in Table 2.17. The analysis of causes of delays reveal that the delays are caused mostly by traffic congestion which account for about 86% in the peak hour, while traffic signal with congestion account for about 6%. Whereas in the off peak period, traffic congestion accounts for 91%. TABLE 2.17: DISTRIBUTION OF CAUSES AND DELAYS IN PEAK & OFF PEAK HOURS S. PEAK HOUR OFF PEAK HOUR CAUSES AND DELAYS No. No. of Points % No. of Points % 1 Traffic Signals 3 2.7 7 8.9 2 Traffic Congestion 95 86.4 72 91.1 3 Traffic Signal + Congestion 6 5.5 0 0.0 4 SignalAnimal 6 5.4 0 0.0 Total 110 100 79 100 Source: Primary survey

iv. Bus Passengers Characteristics

A total of 4 Bus terminals were selected to conduct in-out, Origin-Destination and willingness to pay surveys within study area. It is observed from Table 2.18 that General Bus Stand caters to the maximum number of passengers with 14,443 Boarding & 12,624 Alighting. The details collected during the course of the survey included the number of passengers boarding and alighting, OD including opinion and willingness to pay surveys. TABLE 2.18: DISTRIBUTION OF PASSENGERS AT BUS TERMINALS

S. Name of Bus Total Total Total Peak Hour Peak Hour Peak Hour Peak Time No. Terminal Boarding Alighting B+A Boarding Alighting B+A 1 Railway Stn. Jammu 1843 1032 2875 9.15-10.15 174 90 264 2 Satwari Chowk 1071 707 1778 15:00-16:00 134 114 248 3 General Bus Stand 14443 12624 27067 15:15-16:15 1566 1455 3021 4 BC Road 11308 2668 13976 15:30-16:30 783 87 870 Source: Primary survey

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v. Rail Passengers Characteristics

A total of 2 Rail terminals were selected to conduct terminal survey spread over the entire study area. It is observed from Table 2.19 that Jammu Tawi railway station caters to the maximum number of passengers with 20,681 boarding & 18,938 alighting. The details collected during the course of the survey included the number of passengers boarding & alighting, OD including opinion and willingness to pay surveys. TABLE 2.19: DISTRIBUTION OF PASSENGERS AT RAIL TERMINALS S. Name of Total Total Total Peak Hour Peak Hour Peak Hour Peak Time No. Railway Station Boarding Alighting B+A Boarding Alighting B+A 14:15- 1 Jammu Tawi 20,681 18,938 39,619 1,216 1,663 2,879 15:15 Bari 11:45- 2 4,099 3,201 7,300 591 652 1,243 Brahmana 12:45 Source: Primary survey

2.6. MODAL SHARE

2.6.1. MODAL SHARE AND PCTR

The total daily trips, as derived from the household survey, in the study area is 20.15 lakh. Distribution of daily trips by modes is presented in Table 2.20. About 67% of trips are vehicular trips while 33% are walk trips. However, the trips performed by 2 wheelers are about 18%. It is observed from the table that Mini Bus is the major public transport mode catering to about 32% of the total trips, whereas trips performed by cars are nearly 9%. About 13.2 Lakh motorized internal trips have been made in the Study Area by various modes. The per capita trip rate including walk is 1.4, excluding walk is 0.94 and for motorized trips is 0.91. TABLE 2.20: DISTRIBUTION OF DAILY PASSENGER TRIPS BY MODE Mode No. of Trips Percentage Car 178671 8.9 2- Whlrs 361650 17.9 Auto 21531 1.1 Vehicular Bus 33756 1.7 Trips Mini Bus 640676 31.8 School Bus 81942 4.1 Cycle 38756 1.9 Train 2071 0.1 Walk Trips Walk 656866 32.6 Total Trips 2015920 100.0

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PCTR Including Walk 1.40 Total Trip without walk 1359054 PCTR Excluding Walk 0.94 Total Motorised Trip 1318227 PCTR Motorised 0.91 Source: Primary survey

2.6.2. TRAVEL CHARACTERISTICS

i. Trip Purpose Distribution of daily vehicular and walk trips is presented in Table 2.21. It is observed that about 43% vehicular and 22% walk trips have been performed daily for work and business purpose. Among the Education trips, 29% are vehicular and 52% are walk trips. TABLE 2.21: DISTRIBUTION OF VEHICULAR & WALK TRIPS BY PURPOSE Vehicle Trips Walk Trips Total Trips S. Trip Purpose By No. Trips % Trips % Purpose 1 Work 434545 31.9 56490 8.7 491035 2 Business 147743 11.1 89936 13.7 237679 3 Education 398390 29.2 343395 52.1 741785 4 Others 378376 27.8 167045 25.5 545421 Total 1359054 100.0 656866 100.0 2015920 Source: Primary survey

ii. Trip Length Average trip length of 5.1 km (including walk) and 7.2 km (excluding walk) is observed in the study area. Figure 2.6 represent the detailed distribution of trips by the distance covered for each mode. It is obsaved that an average trip length of 0.7 km is being covered up by walk. Cars travel an average trip length of 9.4 km, two wheelers 7.0 km while Auto rickshaws and cycles covers average trip distance of 4.3 km and 2.1 km respectively.

iii. Travel Time Distribution of trips by travel time and mode is presented in Table 2.22. The analysis of trips by all modes reveals that maximum trips about i.e. 33% are made in 1-10 minutes and about 24% in 21-30 minutes.

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FIGURE 2.6: DISTRIBUTION OF AVERAGE TRIP LENGTH BY MODE

Source: Primary survey

TABLE 2.22: DISTRIBUTION OF PASSENGER TRIPS BY TRAVEL TIME Travel Time (Minutes) Particulars Total 1-10 11-20 21-30 31-45 46-60 61-75 76-90 91-120 >120 Number 666856 457430 482299 256452 83108 31051 16731 11461 10534 2015920 of Trips Percentage 33.1 22.7 23.9 12.7 4.1 1.5 0.8 0.6 0.5 100.0 Source: Primary survey, 2017

The mode wise analysis of trips by travel time shows that about 61% of mini bus trips take 11-30 minutes and 4.5% of the trips are of more than 1 hour duration. Among the car trips, about 22% trips are of less than 20 minutes duration, while this is nearly 41% for two-wheelers and 89% for cyclists.

About 60% of auto trips are less than 20 minutes duration. Most of the train trips in train are observed to be long distance trips and almost 89% have travel time more than two hours.

Among the walk trips 80% consume less than 10 minutes and 17.5% in 10-20 minutes. Distribution of passenger trips by travel time and mode is presented in Table 2.23.

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TABLE 2.23: DISTRIBUTION OF PASSENGER TRIPS BY TRAVEL TIME & MODE

S. Travel Time (minutes) Mode No. 1-10 11-20 21-30 31-45 46-60 61-75 76-90 91-120 >120

1 Car (%) 2.6 19.0 38.7 23.6 9.2 2.6 1.7 1.9 0.8 2 2- Wlrs (%) 13.3 27.8 32.5 18.5 5.3 1.3 0.9 0.3 - 3 Auto (%) 25.3 34.7 25.3 11.5 2.5 0.7 - - - 4 Bus (%) 4.1 7.0 25.7 5.5 13.0 11.8 12.0 3.6 17.2 5 Mini Bus (%) 9.7 26.8 34.5 19.1 5.2 2.6 0.8 0.9 0.2 6 School Bus (%) 5.7 11.1 47.8 22.7 10.6 0.6 1.1 0.3 0.1 7 Cycle (%) 42.8 46.0 5.0 4.8 1.4 - - - - 8 Train (%) ------5.7 5.7 88.6 9 Walk (%) 79.7 17.4 2.9 ------Source: Primary survey

iv. Travel Cost The distribution of passenger trips (excluding walk and cycle) by travel cost in the study area is presented in Table 2.24. It is seen that travel cost for about 55% of trips are between Rs 6 to Rs 15. About 21% of the trips have travel cost more than Rs 20. TABLE 2.24: DISTRIBUTION OF PASSENGER TRIPS BY TRAVEL COST (EXCLUDING WALK AND CYCLE)

Travel Cost (Rs.) Particulars Total 1-5 6-10 11-15 16-20 21-30 31-45 46-70 71-100 >100

Number of Trips 143762 549768 172173 176709 141725 55703 49087 14598 20435 1323961 Percentage 10.9 41.5 13.0 13.3 10.7 4.2 3.7 1.1 1.5 100.0 Source: Primary survey

The distribution of trips by travel cost and mode (excluding walk and cycle) is presented in Table 2.25. The mode-wise analysis of trips by travel cost reveals that among the bus trips about 34% trips cost upto Rs.10 and 53% more than Rs. 20. Among the mini bus trips, 72% trips are preformed upto Rs. 10, 22% in Rs. 11-20 range, and a total of about 6% trips for cost over Rs. 20. This indicates that mini buses contribute to considerable trip making as associated travel costs are much cheaper. Among Car trips, about 65% are performed in Rs. 16-45 range and about 11% over Rs. 70. Among two-wheeler trips 47% are performed in less than Rs.10, 32% from Rs.10-20 and a total of 22% trips for more than Rs. 20.

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TABLE 2.25: DISTRIBUTION OF PASSENGER TRIPS BY MODE AND COST (EXCLUDING WALK AND CYCLE)

S. Travel Cost (Rs) Mode No. 1-5 6-10 11-15 16-20 21-30 31-45 46-70 71-100 >100

1 Car (%) 0.1 1.0 3.8 19.7 27.1 17.8 19.4 4.8 6.2 2 2- Wlrs (%) 6.7 39.6 15.1 17.0 14.4 4.6 2.0 0.5 0.0 3 Auto (%) 25.0 26.8 11.7 12.1 4.9 4.9 6.6 3.4 4.6 4 Bus (%) 7.3 27.1 6.4 5.7 23.8 3.2 6.1 3.6 16.9 5 Mini Bus (%) 16.7 55.3 13.0 9.2 4.3 0.7 0.5 0.3 0.1 6 School Bus (%) 5.3 42.7 27.1 19.4 4.8 0.6 0.0 0.1 0.0 7 Train (%) 0.0 0.0 0.0 0.0 0.0 0.0 5.7 5.7 88.6

Source: Primary survey

2.7. PARKING SURVEYS

The Parking surveys have been conducted at 10 locations at identified on-street parking streches on major arterial and sub-arterial roads and at major existing off- street parking lots in the study area for 12 hours (8 a.m. to 8 p.m.) on fair weather working day.

2.7.1. PARKING DEMAND The total parking demand at the surveyed locations is presented below in Table 2.26. The table indicates that parking demand is high at many locations and parking demand outstrips parking supply. Many locations have on street parking provisions which in turn reduces the effective carriageway width and affects the smooth movement of the traffic.

The total parking demand over the day at the main parking stretches was observed to be about 2600 E.C.S. with maximum demand of 713 E.C.S. being observed at Location No. 2, Kachi Chhawni parking lot.

2.7.2. PARKING ACCUMULATION The observed peak parking accumulation along the surveyed locations is presented in Table 2.27. The total peak parking accumulation at the surveyed locations was observed about 700 E.C.S. with maximum concentration at Kachi Chhawni parking lot (210 E.C.S.).

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TABLE 2.26: PARKING DEMAND Parking S. No Name of Location Car 2-Whlr Demand (ECS) 1 Purani Mandi Parking 159 132 192 2 Kachi Chhawni Parking 553 640 713 3 Jewel Chowk Parking 64 145 100 4 K.C. Chowk to Dogra Chowk (Both Side) 95 101 120 5 Raghunath Bazar Road 141 474 260 6 Kanak Mandi Road 69 164 110 7 Residency Road Parking (Both Side) 113 278 183 8 Gol Market Parking 77 531 210 9 Mubark Mandi Parking 192 390 290 10 Railway Station Parking 277 568 419 Source: Primary survey

TABLE 2.27: PEAK HOUR PARKING ACCUMULATION

S. Peak Accumulation Equivalent Car Parking Name of Location Time Side No. Car 2-W Auto Spaces (ECS) Type 1 Purani Mandi Parking 1000-1030 Both 57 43 0 65 Off Street 2 Kachi Chhawni Parking 1030-1100 Both 165 271 0 210 Off Street 3 Jewel Chowk Parking 1000-1030 Both 14 25 0 34 Off Street K.C. Chowk to Dogra 4 1130-1200 Both 16 34 3 24 On Street Chowk (Both Side) 5 Raghunath Bazar Road 1130-1200 Both 18 120 0 40 On Street 6 Kanak Mandi Road 1100-1130 Both 27 40 0 35 Off Street Residency Road Parking 7 1230-1300 Both 16 44 4 27 On Street (Both Side) 8 Gol Market Parking 1030-1100 Both 35 117 6 62 On Street 9 Mubark Mandi Parking 0930-1000 Both 58 86 0 78 Off Street 10 Railway Station Parking 0930-1000 Both 86 160 0 126 Off Street Total 492 940 13 701

Source: Primary survey

2.7.3. PARKING DURATION

Parking Duration is also a significant indicator for analyzing the temporal characteristics of parking in the Study Area. About 69% of cars are parked for short- term 26% for medium-term and only 5% for long-term. 2-wheeler parking of about 74%, 22% and 4% for short-term, medium-term and long-term duration respectively.

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2.8. NON-MOTORIZED TRANSPORT SURVEYS

Among Non-motorized transport surveys, the pedestrian volume counts were carried at major junctions throughout the city. The survey was carried out continuously for a period of 12 hours (8 a.m. to 8 p.m.) for along and across movements. The daily and peak hour pedestrian flows at various survey locations are presented in Table 2.28. The maximum daily pedestrian volume in across direction is observed as 9,226 pedestrians at Bikram Chowk on approach road towards Satwari and maximum daily pedestrian volume in along direction is observed as 20,183 pedestrian at Railway Station Chowk on approach road towards Railway Station.

Similarly, maximum morning peak hour pedestrian across volume of 1,168 pedestrian is observed at Bikram Chowk on approach road towards Satwari and maximum morning peak hour pedestrian along volume of 1,820 pedestrian is observed at Railway Station Chowk on approach towards Railway Station. Maximum evening peak hour pedestrian across volume of 1,100 pedestrians is observed at Indira Chowk in the direction towards K.C. Chowk and evening peak hour pedestrian along volume of 1,921 pedestrians is also observed at Indira Chowk in the direction towards K.C. Chowk. TABLE 2.28: DAILY & PEAK HOUR TRAFFIC AT PEDESTRIAN SURVEY LOCATIONS

Daily Pedestrian Peak Hour Pedestrian Vol. Name of S. No. Approach Vol. (12 hours) (Morning Peak) (Evening Peak) Location Across Along Across Along Across Along Mubarak Mandi 3654 4456 432 405 572 662 Panjtirthi 1 Sidhra 820 2995 95 544 30 156 Chowk CPO Chowk 902 3374 110 261 12 399 CPO Chowk 438 2679 29 362 58 321 2 Amphala Chowk K.C. Chowk 610 1543 45 221 95 129 Nagrota 1044 1916 157 272 105 163 Gummat Chowk 2172 2975 234 295 157 319 Vivekanand Ragunath Bazar 1230 3401 163 425 98 285 3 Chowk Prem Nagar 756 3132 84 184 100 306 Dogra Chowk 3978 4893 262 498 612 546 Akhnoor 935 2016 78 172 77 195 Muthi Camp 4 Roop Nagar 2707 4841 284 585 297 481 Bridge Crossing Jewel Chowk 3311 3217 376 404 374 402 Bohri 582 3186 54 437 40 295 Canal Head Akhnoor 1816 3519 252 428 91 320 5 Chowk Jewel Chowk 1956 3868 223 429 216 420 Bhagwati Nagar 732 2342 102 248 54 177 Resam Ghar 582 5116 112 413 214 568 Bakshi Nagar 1816 5589 130 667 139 580 Sahid Coloney 1956 3383 219 416 146 252 6 Medical Chowk Amphalla 732 3297 443 227 541 434 Parade 2751 2701 245 263 156 282 KC Chowk 3576 3451 456 447 164 296

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Daily Pedestrian Peak Hour Pedestrian Vol. Name of S. No. Approach Vol. (12 hours) (Morning Peak) (Evening Peak) Location Across Along Across Along Across Along Jewel Chowk 1197 2185 131 240 134 191 Amphalla 5156 4394 663 576 573 414 7 K.C.Chowk Indra Chowk 1188 3153 130 399 132 499 Jewel Chowk 1961 8765 261 1390 118 806 Bohri 927 3492 62 330 149 423 KC Chowk 1471 3983 121 439 188 447 8 Jewel Chowk Vinayak Bazar 2979 2248 362 222 201 190 Bikram Chowk 669 1097 53 92 73 104 Nehru Market 2718 3632 244 451 246 330 Jewel Chowk 1175 7228 108 1032 123 623 9 Bikram Chowk Jammu University 6386 5825 890 842 485 407 Satwari Chowk 9226 7761 1168 814 1084 971 K.C. Chowk 9145 17186 653 1680 1100 1921 Fly Over 4785 8983 551 937 559 857 10 Indira Chowk Parade 2651 1714 381 126 255 203 Ghumat Chowk 5244 5494 485 615 651 692 Bahu Palaza 1139 3140 134 387 73 281 Police Line Chowk 1051 1420 44 117 85 88 11 Panama Chowk Jammu University 1107 2987 133 372 46 192 Railway Station 1930 2512 433 289 89 307 Railway Station 3112 20183 364 1820 243 1897 Railway Station Trikuta Nagar 2444 4336 355 391 141 528 12 Chowk Bahu Plaza 2234 4759 214 372 204 441 Panama Chowk 1432 4151 108 368 181 526 RS Pura Road 2440 5597 92 379 275 529 Passport Office 2567 1946 455 391 198 102 Gole Market Arena Complex 2871 5416 186 465 294 583 13 Chowk Gurudwara singh Sahab 2161 3976 215 424 332 406 Apsara Road 3344 5205 200 347 381 502 Rampura 4430 4271 563 595 389 425 Cantt. Area 1255 2020 63 265 186 151 Bikram Chowk 3347 1764 448 184 307 239 14 Satwari Chowk Kunjwani Chowk 3157 2467 367 222 303 295 R. S. Pura 2276 1912 149 176 196 215 Satwari Chowk 3858 7930 337 1143 341 814 Kunjwani Srinagar 5358 2512 701 286 712 307 15 Chowk Bari Brahmana 2004 6223 225 694 131 964 Bishnah 804 5357 77 544 65 505 Patoli Road Akhnoor 684 1467 63 157 83 147 16 Crossing On Patoli Chowk 961 4284 85 463 116 468 Akhnoor Road Jewel Chowk 1266 2221 137 240 124 215 Muthi Chowk 1295 2517 117 393 130 275 Roop Nagar 17 Bantalab 1212 3336 71 337 195 496 Chowk Amphalla 1178 2206 105 129 179 194 Bari Brahmana Kunjwani Chowk 950 4284 87 476 135 443 18 Chowk Industrial Area 1348 2807 136 315 166 294

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Daily Pedestrian Peak Hour Pedestrian Vol. Name of S. No. Approach Vol. (12 hours) (Morning Peak) (Evening Peak) Location Across Along Across Along Across Along Pathankot 1613 3570 316 393 214 371 Bishnah Road 1213 2221 100 221 112 224 Roop Nagar 1070 3834 69 379 96 420 19 Janipur Chowk Janipur Colony 1281 3464 96 279 111 252 Amphalla 1055 2827 104 266 110 302 Gujan Shu 1295 2517 117 393 130 275 Paloura 1212 3336 71 337 195 496 20 Bohri Chowk Jewel Chowk 1211 3795 110 345 117 530 Kho-Manas 1124 2201 101 129 172 194 Source: Primary survey

2.9. WORK CENTRE SURVEY Work center surveys were carried out to study the travel characteristics of the workers at different work centers identified in the study area. The survey was carried out at 520 work centers spread over the study area. Major commercial centres, institutions, industries were covered in the survey. The trip attraction characteristics of the major attraction points were analyzed. The type of establishments and samples surveyed in the study area is presented in Table 2.29. TABLE 2.29: TYPE OF ESTABLISHMENTS S. No. Type of Establishments Percentage Retail 38.9 1 Commercial Wholesale 27.8 Shopping Mall 2.7 Small scale 7.6 2 Industrial Medium Scale 2.7 Large Scale 3.7 Private 6.0 Central Government 1.4 3 Office Semi Government/Public Sector 0.8 Call Center 0.4 School (Primary, Middle, Secondary) 1.4 Educational 4 College 3.3 Instituition Others Institutions 1.6 5 Hospitals Hospital 1.7 Total 100.0 Source: Primary survey The trip attraction rates for each of the categories were arrived at considering the number of visitors and employees in respective centres. It is observed from Table 2.30 that retail, wholesale and shopping malls have trip attraction rates per employee is 23, 10 and 16 respectively.

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TABLE 2.30: TRIP ATTRACTION IN COMMERCIAL CENTRES Commercial S. Attraction Characteristics Shopping No. Retail Wholesale Mall 1 No. of Samples 200 143 14 Total Floor Area of Sampled 2 23938 89345 933134 Establishments (Sq. ft) 3 Total number of visitors 7953 4664 6500 4 Total number of employees 361 545 427 5 Floor Area/Employee (Sq. ft) 66 164 2185 6 Visitor/ Establishment 40 33 464 7 Employee/Establishment 2 4 31 8 Trip Attraction per employee 23 10 16 Source: Primary survey Samples from Small, Medium and Large scale industries were collected in industrial centres. It is observed that Small, Medium and Large scale industries have trip attraction rates per employee is 6, 4 and 2 respectively (Table 2.31). TABLE 2.31: TRIP ATTRACTION IN INDUSTRIAL CENTRES Industries S. No. Attraction Characteristics Small Medium Large Scale Scale Scale 1 No. of Samples 39 14 19 Total Floor Area of Sampled 2 49588 144164 1753248 Establishments (in Sq. ft) 3 Total number of Visitors 1695 1092 1950 4 Total number of Employees 343 412 2311 5 Floor Area/Employee (Sq ft) 145 350 759 6 Visitor/ Establishment 43 78 103 7 Employee/Establishment 9 29 122 8 Trip Attraction per employee 6 4 2 Source: Primary survey

Samples from private, government, semi government/ public sectot and call center offices were collected. It is observed from Table 2.32 that these categories have trip attraction rates of 19, 10, 12, and 2 respectively per employee.

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TABLE 2.32: TRIP ATTRACTION IN OFFICE CENTRES

S. Offices No Attraction Characteristics Semi Govt. Call Private Govt. . /Public Sector Centre 1 No. of Samples 31 7 4 2 Total Floor Area of Sampled 10325 2 Establishments (Sq. ft) 8941 3 27096 2578 3 Total number of visitors 2160 2210 930 25 4 Total number of Employees 123 234 85 24 5 Floor Area/Employee (Sq. ft) 73 441 319 107 6 Visitor/ Establishment 70 316 233 13 7 Employee/Establishment 4 33 21 12 8 Trip Attraction per employee 19 10 12 2 Source: Primary survey Data from schools, colleges and other institutions were collected in educational centres. It is observed that these categories have trip attraction rates per employee is 19, 27 and 12 respectively (Table 2.33). TABLE 2.33: TRIP ATTRACTION IN EDUCATIONAL CENTRES Educational Institutes S. Attraction Characteristics Other No. School College Institutes 1 Number of Samples 7 17 8 Total Floor Area of Sampled 2 92052 707101 100142 Establishments (Sq. ft) 3 Total number of Students 2125 15160 1370 Total number of 4 118 593 123 Employee(Teachers+Others) 5 Floor Area/Employee (Sq. ft) 780 1192 814 6 Student/ Establishment 304 892 171 7 Employee/Establishment 17 35 15 8 Trip Attraction per employee 19 27 12 Source: Primary survey Trip attraction rate of 12 per employee is observed in various hospitals/nursing home centre is presented in Table 2.34.

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TABLE 2.34: TRIP ATTRACTION IN HOSPITALS AND OTHER WORK CENTRES S. No. Attraction Characteristics Hospitals/ Nursing Home 1 No. of Samples 9 2 Floor Area of Establishment (in Sq. ft) 36658 3 No. of visitors 2100 4 No. of Employees 195 5 Floor Area/Employee (Sq ft) 188 6 Visitor/ Establishment 233 7 Employee/Establishment 22 8 Trip Attraction per employee 12 Source: Primary survey

2.10. FREIGHT TERMINAL SURVEY

It is necessary to study the requirements of the goods terminal, movement pattern of goods vehicle. The survey including in and Out count of goods vehicles and OD survey was conducted for 24 hours period at Goods terminal located at Jammu Transport Nagar. It is observed from Table 2.35 that the total movement of goods vehicles (in + out) at the terminal is 1284 with peak hour movement of total 67 vehicles.

TABLE 2.35: DISTRIBUTION OF GOODS VEHICLES AT GOODS TERMINAL Total Peak Hour Peak Hour In Total In Total Peak Time Peak Hour In Out Out + Out 675 609 1284 11:00-12:00 67 55 122 Source: Primary survey Table 2.36 shows the composition of goods vehicles at goods terminal. The major composition of LCVs (28%) and 2 Axle trucks (31%) have been observed. The share of MAV and 3 Axle truck was found to be same at 34%. Table 2.37 shows the distribution of goods vehicles by trip frequency. It has been observed that 30% of goods vehicles travel daily once to the terminal and 20% travel daily twice or trice and more while the remaining 50% of goods vehicles travel monthly.

TABLE 2.36: COMPOSITION OF GOODS VEHICLES AT GOODS TERMINAL S. No. Vehicle type Percetage (%) 1 LCV 28.3 2 2-Axle truck 31.4 3 3-Axle truck 19.6 4 MAV 14.2 5 Tractor 0.6

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S. No. Vehicle type Percetage (%) 6 Tempo 5.9 Total 100.0 Source: Primary survey

TABLE 2.37: DISTRIBUTION OF GOODS VEHICLES BY TRIP FREQUENCY S. No. Trip Frequency % 1 Daily Once 30.3 2 Daily Twice (Up & Down) 8.3 3 Daily Thrice or More 11.4 4 Others 50.0 Total 100.00 Source: Primary survey

2.11. FUTURE LAND USE DEVELOPMENTS PLAN The proposed land use distribution clearly suggests thrust on the development of residential areas and a continued thrust on commercial development to boost the local economy. Transport continues to occupy a significant share of the land in the city. The land-use plan as per Master Plan 2032 is shown in Figure 2.7. With regards the land use in 2011 about 9% of area is categorized as residential and a significant 59% of land is under agricultural activities. On the otherhand, the proportion of commercial and industrial land use constitutes 4% and 1% respectively. Only 2.9% of the land is under circulation which highlights the deficiency of road network. A detailed comparison of land use distribution-2011 and 2032 is been given in Table 2.38. TABLE 2.38: COMPARISON OF LANDUSE DISTRIBUTION IN YEARS 2011 & 2032 Proposed Landuse in Landuse in 2011 2032 % S. No. Landuse Area Area Change Percentage Percentage (in Sq Km) (in Sq Km) 1 Residential 57.6 8.8 164.9 25.3 65 2 Commercial 25.2 3.9 35.4 5.4 29 3 Industrial 6.0 0.9 11.9 1.8 49.2 4 Public & Semi-Public 18.6 2.9 43.3 6.6 57 5 Recreation 32.5 5.0 33.3 5.1 2.5 6 Traffic & Transport 19.1 2.9 38.2 5.9 50.1 7 Water body 40.4 6.2 40.4 6.0 0 8 Agriculture 383.2 58.7 213.0 32.9 -79.9 9 forest 44.3 6.8 43.8 6.7 -1.1 10 Defence 25.4 3.9 28.1 4.3 9.4 Total 652.3 100 652.3 100 Source: Jammu Master Plan 2032

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FIGURE 2.7: PROPOSED LANDUSE DISTRIBUTION IN MASTER PLAN 2032 FOR JAMMU

Source: Jammu Master Plan 2032

2.12. REVIEW OF ENERGY AND ENVIRONMENT

2.12.1. SHARE IN CONSUMPTION BY FUEL TYPE Energy demand in all sectors in India for New Policies scenario is summarized in Table 2.39.

TABLE 2.39 ENERGY DEMAND IN ALL SECTORS IN INDIA FOR NEW POLICIES SCENARIO Sector Year 2013 (mtoe)* Year 2040 (mtoe)* Oil 176 458 Natural gas 45 149 Coal 341 934 Nuclear 9 70 Renewables 204 297 Total 775 1908 mtoe: million ton oil equivalent; Source: Table 2.1, India Energy Outlook, 2015, International Energy Agency

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2.12.2. EMISSIONS IN BASE YEAR

Jammu and Kashmir Pollution Control Board (JKPCB) has been monitoring on Ambient Air Quality Data (AAQ) for RSPM, SPM, PM2.5, SO2 and NOx at 3 locations in Jammu covering Industrial, commercial and residential zones. The AAQ data is available from Nov 2015 to Sept 2019 with JKPCB as summarized in Table 2.40.

From the data, it is observed that SO2 and NOx are within the permissible limits of National Ambient Air Quality Standards. However, PM2.5 and RSPM is exceeding the permissible limits at all locations during most of the year. SPM is exceeding the permissible limts in 2015 only and within limit for rest of the years at all the three locations.

TABLE 2.40 JKPCB - AAQ DATA FROM FOR YEAR 2015 TO 2019

S Sampling RSPM SPM PM2.5 NO2 SO2 Unit No Location Min Max Min Max Min Max Min Max Min Max 2015 (Nov-Dec) 1 Narwal µg/m3 68 140 145 263 NA NA 9.3 19.9 2.43 13.3 2 M A M µg/m3 66 143 99 245 NA NA 8.3 18.3 2 7.5 Stadium 3 3 Bari Brahmana µg/m 102 139 166 255 NA NA 14.35 20.9 2 4.97 2016 (Jan-May) 4 Narwal µg/m3 87 151 NA NA 161 258 10.9 20.4 1.8 5.7 5 M A M µg/m3 92 161 169 272 11.15 21.2 1.8 4.9 NA NA Stadium 3 6 Bari Brahmana µg/m 88 161 NA NA 157 269 13.2 20.1 2 6.05 2017 (April-Dec) 1 Narwal µg/m3 90 205 22.2 84.6 172 305 9.21 24.3 2 6 2 M A M µg/m3 67 220 25.6 86.8 163 351 10.13 23.06 2 6.28 Stadium 3 Bari Brahmana µg/m3 61 204 13.87 82.4 128 305 11.4 25.83 2 5.71 2018 (Jan-Dec) 1 Narwal µg/m3 75 367 14.12 77.49 161 377 9.7 25.2 2 13.27 2 M A M µg/m3 54 286 18.23 60.68 133 415 10.85 24.4 2 7.6 Stadium 3 Bari Brahmana µg/m3 65 283 11.7 63.4 2.83 390 10.96 24.4 2 8.3 4 2019 (Jan-Sept) 5 Narwal µg/m3 89 174 12.31 64.9 NA NA 4.5 22.28 2 5.8 6 M A M µg/m3 75 167 16.11 56.14 8.8 22.1 2 25.5 NA NA Stadium 7 Bari Brahmana µg/m3 70 166 15.37 49.24 NA NA 9.9 20.5 2 4.8 Note: NA - Not Available;

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2.12.3. FUEL STATION SURVEY

Fuel station survey has been carried out to know the fuel efficiency and fuel mix in the city.The fuel station survey was carried out in the month of February 2020 at 15 fuel stations in Jammu. Fuel efficiency from the survey and fuel mix data from survey, discussions with RTO officials for the base year are given in Table 2-41 and Table 2-42. The survey output forms baseline for the study. It helps to estimate the current quantity of Petrol, Diesel and LPG consumed in Jammu city. Fuel efficiency factors listed in CMP Toolkit and national trends in fuel mix will be used with appropriate emission rates listed in CMP Toolkit and draft BS VI standards and veh-km estimated in Travel Demand Model to estimate emissions in future years.

TABLE 2-41 FUEL EFFICIENCY OF VEHICLES S. No Type of Vehicle Type of Fuel Fuel Efficiency in km/liter 1. 2 – Wheeler Petrol 41.4 2. Diesel 19.4 3 – Wheeler 3. Petrol 15.3 4. Bus Diesel 7.6 5. Diesel 15.2 Car 6. Petrol 16.1 7. Diesel 11.7 SUV 8. Petrol 13.8 9. Truck(HGV) Diesel 4.2 10. Truck(LGV) Diesel 10.4 Source: Fuel Station Survey

TABLE 2-42 FUEL MIX OF VEHICLES Fuel Type in % S. No Type of Vehicle Petrol Diesel LPG 1. 2 - Wheeler 100 2. 3 - Wheeler 35 60 5 3. Bus 100 4. Car 40 55 5 5. Truck(HGV) 100 6. Truck(LGV) 100 Source: Fuel station Survey and RTO, Jammu

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2.12.4. FUEL SUPPLY TO JAMMU CITY

Data on fuel supplied to Jammu city for last 5 years is available from BPCL and IOCL, and the analysed data is given in Table 2-43 and Figure 2-8.

TABLE 2-43 FUEL SUPPLIED TO JAMMU CITY Fuel Year Supplier 2015 2016 2017 2018 2019 Petrol in KL IOCL 49490 52018 55952 60280 63534 BPCL 18690 20650 22416 23997 24817 Total 68180 72668 78368 84277 88351 Diesel in KL IOCL 94197 101022 100722 98855 100124 BPCL 32175 34755 34960 34643 34141 Total 126372 135777 135682 133498 134265 LPG in MT IOCL 394.13 408.46 454.67 393.53 228.27 BPCL 0 0 0 0 0 Total 394.13 408.46 454.67 393.53 228.27 Source: Data from Fuel Suppliers

FIGURE 2-8 GRAPH SHOWING FUEL SUPPLIED TO JAMMU CITY

From the table and figure, it can be seen that petrol consumption has been increased by about 29.6% from 68.2 million liters in year 2014 to 88.4 million liters in Year 2019; whereas diesel consumption has been increased by 6.2% from 126.4 million liters in year 2014 to 134.3 million liters in year 2019. Howver, LPG consumption has been reduced by 42% from 394 MT in year 2014 to 228 MT in year 2019.

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2.13. ANALYSIS AND INDICATORS

The guidelines and toolkit issued by MoHUA for the preparation of CMP suggests the comparative analysis of Urban Transport environment with benchmark values suggested in the toolkit as the Level of Service (LOS). The urban transport scenario in Jammu has been evaluated and compared with benchmarks to diagnose the existing transport condition and to identify urgent areas for improvement in the city. I. Performance Benchmarks for Urban Transport

To facilitate comparison between cities and changes in performance over time, it is important that the performance levels are monitored against set benchmarks. It is in this context, that the toolkit defines SLBs for various parameters of urban transport. SLBs have been identified for the following parameters: i. Public transport facilities ii. Pedestrian infrastructure facilities iii. Non Motorized Transport (NMT)facilities iv. Level of usage of Intelligent Transport System (ITS) facilities v. Travel speed (Motorized and Mass Transit) along major corridors vi. Availability of parking spaces vii. Road safety viii. Pollution levels ix. Integrated land use transport system x. Sustainability of public transport

These parameters highlight the performance of urban transport in the City. Typically, four LOS viz. 1, 2, 3, and 4 have been specified, with 1 being highest LOS and 4 being lowest to measure each identified performance benchmark. Therefore, the goal is to attain the service level 1. ii. LOS of Public Transport Facilities

SLB of Public Transport facilities is based on six parameters namely: Presence of Organized Public Transport System in Urban Area (%) Extent of Supply Availability of Public Transport Service Coverage of Public Transport in the city Average waiting time for Public Transport users (mins) Level of Comfort in Public Transport % of Fleet as per Urban Bus Specification

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The city-wide LOS calculated for public transport systems during peak hours include rail, or organized bus based systems and does not include Intermediate Public Transport (IPTs) such as shared RTVs, auto-rickshaws, three-wheelers, tempos, shared taxi or other such vehicles providing point-to-point services. The analysis of public transport facilities in Jammu has been done based on available primary and secondary data and is presented in Table 2.44. TABLE 2.44: TABLE ANALYSIS OF PUBLIC TRANSPORT FACILITIES IN JAMMU S.No. SLBs Parameters Status Category LOS 1 Presence of Total number of buses under the Un-organized Organized ownership of STU or SPV / Total public Public Transport number of buses in the city. transport <20 4 System in Urban (LOS 1=>60%, LOS 2=40 - 60%, LOS system Area (%) 3=20-40%, LOS 4=<20%) present in the city 2 Extent of Supply Number of public transport vehicles Availability of operating in the city /1000 Public Transport population. (LOS 1 = >0.6, LOS 2 = 1.62 >0.6 1 0.4-0.6, LOS 3 = 0.2-0.4, LOS 4 = <0.2) 3 Service Total length of the public transport Coverage of corridor within the urban limits / Public Transport Area of the urban limits. Un-organized 0.3-0.7 3 in the city (LOS 1 = >1, LOS 2 = 0.7- 1.0, LOS 3 = 0.3-0.7, LOS 4 = <0.3) 4 Average waiting Average waiting time of passenger time for Public for each selected public transport Transport users route. 10 min 6-10 3 (mins) (LOS 1 <=4 mins, LOS 2=4-6 mins, LOS 3=6-10, mins LOS 4=>10 mins) 5 Level of Comfort Average load factor of all selected 80% in Public public transport route. (LOS 1 <=1.5, passengers Transport LOS 2= 1.5 – 2.0, LOS 3= 2.0 – 2.5, are >2.5 4 LOS 4=<2.5) discomfort in using PT 6 % of Fleet as per Total number of buses in the city / Urban Bus Total number of buses as per urban Specification bus specification (LOS 1 = 75-100%, 40 % 25-49% 3 LOS 2=50 - 74%, LOS 3= 25-49 %, LOS 4=<25%) Overall LOS 18

As the city of Jammu has un-organized poor public transport system, the same gets reflected in the Level of Service (LOS) calculated for each of the SLB. The overall calculated LOS of Public Transport facilities (LOS1 + LOS2 + LOS3 + LOS4 + LOS5 + LOS6) is 18.

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As per toolkit, the value of 18 of overall LOS for public transport facilities in Jammu suggest that the City has un-orgainsed public transport system and it needs to be city wide planned in an organized manner.

iii. LOS of Pedestrian Infrastructure Facilities

The SLB parameters for pedestrian infrastructure facilities include the following: Signalized intersection delay (%) Street Lighting (Lux) % of City Covered

These parameters cover the percentage of road length along the arterial and major road network or Public Transport corridors and at intersection that has adequate barrier free pedestrian facilities (Table 2.45). However, it is evident from various surveys that pedestrian infrastructure is very lack and most of the roads are encroched. TABLE 2.45: ANALYSIS OF PEDESTRIAN INFRASTRUCTURE FACILITIES IN JAMMU S.No. SLBs Parameters Status Category LOS 1 Signalized Number of signalized Junctions are 50-75 3 intersection intersections having more than signalised but not delay (%) average waiting time of 45 working properly seconds for pedestrians (LOS1 <25%; LOS2=25-50%, LOS3=50- 75%, LOS4>=75%) 2 Street Frequency distribution of all the Street lighting are 65% 3 Lighting LUX levels observed available on (Lux) (LOS1=>25%; LOS2=25%-50%, limited road LOS3=50%-75%, LOS4<25%) network of about 65%. 3 % of City Total length of footpath having About 8% of road <25 4 Covered minimum width of 1.2m width or length has more / Total length of road footpath network (LOS1=>75%; LOS2=50 - 75%, LOS3=25- 50%, LOS4<25%) Overall LOS 10

There is no pedestrian phasing in the signals and about 92% of the road network does not have any footpath due to which the calculated LOS is lowest for these parameters. Street lighting is available on 60% of the network and the same is reflected in the LOS. The calculated overall level of Service (LOS) of Pedestrian infrastructure facilities (LOS1 + LOS2 + LOS3) is in the least range which is denoted by a value 10 indicating that the city lacks adequate pedestrian facilities. Due to negligible pedestrian infrastructure in the city, pedestrians are forced to use carriageway resulting in pedestrian - vehicle conflicts.

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iv. LOS of Non Motorized Transport Facilities

The SLB parameters for NMT (Table 2.46) facilities include: % of network covered Encroachment on NMT roads by Vehicle Parking (%) NMT Parking facilities at Interchanges (%)

These parameters indicate the percentage of dedicated cycle track / lane along the arterial & sub arterial road network or public transport corridors with a minimum of 2.5 m width. The service level is characterized by continuous length of NMT lanes, encroachment on NMT lanes, and parking facilities. TABLE 2.46: ANALYSIS OF NON MOTORIZED TRANSPORT FACILITIES IN JAMMU S.No. SLBs Parameters Status Category LOS 1 % of network Total length of NMV network / total <15 4 covered length of road network (LOS1 = >50%, LOS2= 50-25%, LOS3 = 25- 15% LOS4=<15%) 2 Encroachment Total road length with Parking on >30 4 on NMT roads Cycle Track / total length of NMT Lack of NMT by Vehicle network (LOS1<=10%; LOS2=10 - lanes on the Parking (%) 20%, LOS3=20 - 30%, LOS4=>30%) surveyed 3 NMT Parking Total number of interchanges road network <25 4 facilities at having NMT parking / Total no. of Interchanges Interchanges i.e. major bus stops, (%) terminals and railway stations (LOS1=>75%, LOS2= 50 - 75%, LOS3= 25- 50%, LOS4=<25%) Overall LOS 12

The level of Service (LOS) calculated for non motorized transport facilities (LOS1 + LOS2 + LOS3) is 12. This indicates that the City lacks NMT facilities. v. LOS of Level of Usage of Intelligent Transport System (ITS)

ITS refers to efforts to add information and communications technology to transport infrastructure and vehicles to manage factors that typically are at odds with each other, such as vehicles, loads, and routes to improve safety and reduce vehicle wear, transportation times and fuel consumption GPS/GPRS systems are required so as to cover all the public transport and intermediate public transport vehicles on the "National public transport helpline" besides the use for operational efficiencies. The parameters identified to assess the level of service for level of usage of ITS (Table 2.47) are: Availability of Traffic Surveillance (%) Passenger Information System (PIS) (in %)

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Global Positioning System (GPS)/ General Packet Radio Service (GPRS) (%) Signal Synchronization (%) Integrated Ticketing System (%)

TABLE 2.47: ANALYSIS OF LEVEL OF USAGE OF INTELLIGENT TRANSPORT SYSTEM (ITS) FACILITIES IN JAMMU S.No SLBs Parameters Status Categor LO . y S 1 Availability CCTVs installed / total no. of bus Junctions are <25 4 of Traffic stops, terminals, MRTS stations and signalized but Surveillance signalized intersections not functioning (%) (LOS1=>75%, LOS2= 50 - 75%, properly , LOS3= 25- 50%, LOS4=<25%) lacking 2 Passenger PIS installed / no. of bus stops, synchronization <25 4 Information terminals, MRTS stations , PIS & GPRS System (PIS) (LOS1=>75%, LOS2= 50 - 75%, system (in %) LOS2= 25- 50%, LOS4=<25%) 3 Global Public Transport Vehicles and IPT <25 4 Positioning with onboard GPS or GPRS System connected to common control (GPS)/ center / total no. of Public General Transport Vehicles and IPT Packet Radio (LOS1=>75%, LOS2= 50 - 75%, Service LOS3= 25- 50%, LOS4=<25%) (GPRS) (%) 4 Signal No. of synchronized signals / no. of <25 3 Synchronizati signalized intersections in the city on (%) (LOS1=>75%, LOS2= 50 - 75%, LOS3= 25- 50%, LOS4=<25%) 5 Integrated public transport modes and Un organized PT <25 4 Ticketing operators for each route in the city system System (%) which are integrated / total number available in the of public transport modes and city operators for each route in the city (LOS1=>75%, LOS2=50 - 75%, LOS3=25- 50%, LOS4=<25%) Overall LOS 19

The city lacks basic traffic management controls, most of the intersections are unsignalised and some of intersections have traffic signals installed but most of the time are not in working condition. The level of Service (LOS) calculated for level of usage of intelligent transport system (LOS1 + LOS2 + LOS3 + LOS4 + LOS5) is 19 indicating that the city lacks basic infrastructure as installation of traffic signals at junctions and is yet to witness any kind of ITS intervention.

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vi. LOS for Travel Speeds Along Major Corridors

This level of service provides an indication of effective travel time or speed of Public / private vehicles by taking into account indications of congestion or traffic density. This level of service is along corridors, and not indicative of overall level of service from origin to destination (Table 2.48). The parameters identified to assess the level of service include: Average Travel speed of Personal vehicles (KMPH) Average Travel speed of Public Transport (KMPH) LOS is defined in terms of average travel speed of all vehicles on the key corridors. It is strongly influenced by the number of vehicles along the corridor, number of signals per kilometer and the average intersection delay. TABLE 2.48: ANALYSIS OF TRAVEL SPEED (MOTORIZED AND MASS TRANSIT) ALONG MAJOR CORRIDORS IN JAMMU S.No. SLBs Parameters Status Category LOS 1 Average Travel Average speed along Avg Journey 15-25 3 speed of selected corridors, observed speed during Personal vehicles during peak hours on peak is 20 (KMPH) working day (LOS1=>30; kmph LOS4=15) 2 Average Travel Average speed of PT along Un organized <20 3 speed of Public selected public transport PT system Transport corridors, observed during available in (KMPH) peak hours on working day the city (LOS1=>20; LOS4=<10) Overall LOS 6

There is un organized PT system in the city. Also, speed of shared auto/jeeps could not be considered as the capacity of these modes is very low as compared to a bus system or any other form of organized PT system. As such, the calculated level of Service (LOS) of travel speed (motorized and mass transit) along major corridors (LOS1 + LOS2) has been calculated to be lowest. The overall LOS of travel speed obtained is 6. From the overall LOS it can be concluded that significant delays are experienced due to high number of uncontrolled junctions in the city. Key corridors run at low speeds due to traffic congestion, high level of encroachments and haphazard on street parking. vii. LOS of Availability of Parking Spaces

Parameters (Table 2.49) to calculate LOS for this SLB include:

Availability of on street paid public parking spaces (%) Ratio of Maximum and Minimum Parking Fee in the City

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It indicates the restriction on free parking spaces for all vehicles in a city. In the CBD of the city, the land is generally available at a premium, which makes it difficult to provide for organized parking spaces in these areas. One of the management measures for reducing parking demand in the CBD is high parking charges, which discourages the use of private vehicles. The parking charges for 2 wheelers varies from min Rs. 10 to 40 and car min Rs. 40 to Rs 250. for 24 hrs. TABLE 2.49: ANALYSIS OF AVAILABILITY OF PARKING SPACES IN JAMMU S.No. SLBs Parameters Status Category LOS 1 Availability of on Available on street Paid parking 30% 25-50 3 street paid public spaces / Available on street parking spaces (%) Parking Spaces (LOS1=>75%, LOS2= 50 - 75%, LOS3= 25- 50%, LOS4=<25%) 2 Ratio of Maximum Maximum parking fee being Rs. 40 / 2 3 and Minimum charged / Minimum parking fee Rs. 20 Parking Fee in the being charged (LOS1=>4, City LOS2=2 - 4, LOS3= 1 - 2, LOS4<1) Overall LOS 6

The calculated level of Service (LOS) of Availability of Parking Spaces (LOS1 + LOS2) obtained is 6. From the overall LOS it can be concluded that the city lacks parking. viii. LOS of Road Safety With increasing road traffic, many cities are witnessing rising level of accidents, leading to rising levels of injuries and fatalities. Level of fatality is an indication of road safety. Road design and available road infrastructure, traffic management and other such reasons significantly contribute to road safety. Therefore, fatality rate needs to be monitored. The benchmark for the same is zero, as ideally fatalities and injuries out of accidents should be brought down to nil. The parameters (Table 2.50) included to calculate LOS for this SLB are: Fatality rate per lakh population Fatality rate for pedestrian and NMT (%) Within the number of accidents, the vulnerable road users are pedestrians and persons with non-motorized vehicles. It is therefore, critical to monitor the extent to which such road users are impacted within the overall set of road users. The benchmark value for the same is also zero. TABLE 2.50: ANALYSIS OF ROAD SAFETY IN JAMMU S.No. SLBs Parameters Status Category LOS 1 Fatality rate LOS1<=2 persons, LOS2= 135 (Fatalities) / per lakh 2 – 4 persons, LOS3= 4 – 6 >6 4 15 (Lakh) = 9 population persons LOS4>6 persons

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S.No. SLBs Parameters Status Category LOS 2 Fatality rate LOS1<=20%, LOS2= 20 - Lack of NMT and for pedestrian 40, LOS3= 40 - 60, pedestrian >60 4 & NMT LOS4>60% infrastructure Overall LOS 8

The calculated level of Service (LOS) of Road Safety = (LOS1 + LOS2). The overall LOS of road safety obtained is 8. From the overall LOS it can be concluded that Level of Fatality rate in a city is very high. High rate of fatality can be contributed to lack of traffic management, especially at intersections, lack of organized public transport system and lack of enforcement. ix. LOS of Pollution Levels This indicates the Level of air Pollutants in the city i.e. average level of pollution in urban areas. The indicator to calculate the pollution levels is Annual Mean Concentration Range (µg/m3). Parameters (Table 2.51) to assess the LOS for this SLB are:

Level of SO2 Level of Oxides of Nitrogen Level of RSPM (Size less than 10 microns)

TABLE 2.51: ANALYSIS OF POLLUTION LEVELS IN JAMMU S.No. SLBs Status Category LOS 1 SO2; LOS1=0-40, LOS2= 40-80, LOS3= 80-120, 19 (Low) 0-40 1 LOS4>120 2 Oxides of Nitrogen; LOS1=0-40, LOS2= 40-80, 33 (Moderate) 0-40 1 LOS3= 80-120, LOS4>120 3 RSPM (Size less than 10 microns); LOS1=0-40, 85 (severe) 80-120 3 LOS2= 40-80, LOS3= 80-120, LOS4>120 Overall LOS 5 Source: Primary Survey

The calculated level of Service (LOS) of Pollution Levels = (LOS1 + LOS2 + LOS 3 + LOS4). The overall LOS of pollution levels obtained is 5. From the overall LOS it can be

concluded that SO2 and NOX are observed to be within the permissible limits. However, RSPM levels are found to be severe which can be due to varied reasons including industrial activities, transport pollution, weather and construction activities etc. One of the reasons for high RSPM is also the issue of poor road maintenance and unpaved shoulders. As such, it is recommended that utilization of complete RoW should be attempted by constructing footpath and widening of Carriageways (wherever applicable) which would increase the road capacities and decrease the pedestrian vehicle conflict. Thus, improve the emission standard and decrease the pollution level.

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x. LOS of Integrated Land Use Transport System

It Indicates the effectiveness of land use-transport arrangements and Identify the level of integrated land use transport system expected to result in overall trip reduction and mode shift in favor of public transit. The parameters (Table 2.52) are: Population Density - Gross (Persons/Developed Area in hectare) Mixed Landuse on Major Transit Corridors/Network (% non residential area) Intensity of Development city wide - (Floor Space Index - Master Plan/DP) Intensity of development along transit corridor- Ratio of FSI on Transit corridor to city FSI (provision as per Master Plan / Development Plan/ Any other policy) Clear pattern and Complete network Area under roads (%) Proportion of network having exclusive ROW for Transit

TABLE 2.52: ANALYSIS OF INTEGRATED LAND USE TRANSPORT SYSTEM IN JAMMU S.No. SLBs Parameters Status Category LOS 1 Population Density – Gross LOS1>=175, LOS2=150 – 23 <125 4 (Persons/ Developed area in 175, LOS3=125 – 150, hectare) LOS4<125 2 Mixed Land-use on Major LOS1>=30, LOS2=15 - 30, 26% 15-30 2 Transit Corridors / Network LOS3= 5 – 15, LOS4<5 (% area under Non residential use) 3 Intensity of Development – LOS1>=2, LOS2= 1.5 – 2.0, 2.0 1.5-2.0 2 City wide (FSI) LOS3= 1.0 – 1.5, LOS4<1 4 Intensity of development LOS1>=2, LOS2= 1.5 – 2.0, 2.0 1.5-2.0 2 along transit corridor (FSI LOS3= 1.0 – 1.5, LOS4<1 transit corridor/ FSI) 5 Clear Pattern and LOS1 = Clear pattern (ring- Some what un 3 Completeness of the radial or grid-iron) and clear pattern (ring network complete network , LOS2= radial) but Somewhat clear pattern incomplete (ring radial or grid iron) but network somewhat in complete network, LOS3= Somewhat un clear pattern and in complete network , LOS4 = No clear pattern incomplete / sparse network 6 % of area under Roads LOS1>=15 , LOS2= 12 – 15, 2.9% <10 4 LOS3= 10 – 12, LOS4<10

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S.No. SLBs Parameters Status Category LOS 7 %age network having LOS1>=30, LOS2= 20-30, 4% <10 4 exclusive ROW for Transit LOS3= 10-20, LOS4<10 network Overall LOS 21

The calculated level of Service (LOS) of integrated land use transport system = (LOS1 + LOS2 + LOS3 + LOS4 + LOS5 + LOS6 + LOS7). As per the SLB of MoHUA, the overall LOS of 21 suggests that there is lack of organized public transport system in the city.

xi. LOS of Financial Sustainability of Public Transport

As discussed earlier, the city lacks an organized public transport system. The parameters (Table 2.53) are: Extent of Non-Fare Revenue (%): All city transit system operators to achieve a minimum of 20% and above share. Staff /bus ratio: To keep at a level as defined in LOS 2 or above. Operating Ratio: To take the operating ratio to at least 1.

TABLE 2.53: ANALYSIS OF FINANCIAL SUSTAINABILITY OF PUBLIC TRANSPORT BY BUS IN JAMMU S.No. SLBs Parameters Status Category LOS 1 Extent of Non fare LOS 1>40, LOS2= 40 – Unorganised PT <10 4 Revenue (%) 20, LOS3= 20 – 10, system exists in LOS<=10 the City. 2 Staff /bus ratio LOS 1<=5.5, LOS2= 5.5 – >10 4 8, LOS3= 8 – 10, LOS4>10 3 Operating Ratio LOS 1<0.7, LOS2=20-30, >1.5 4 LOS3= 10-20, LOS4>=1.5 Overall LOS 12

The calculated level of Service (LOS) of financial sustainability of public transport by bus = (LOS1 + LOS2 + LOS3). The overall LOS obtained is 12. Though the overall LOS suggests that the public transport of the city is not financially sustainable, in reality, the city is lacking organized public transport system.

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Chapter – 3 TRANSPORT DEMAND ASSESSMENT Comprehensive Mobility Plan for Jammu Final CMP Chapter 3: Transport Demand Assessment

3. TRANSPORT DEMAND ASSESSMENT

3.1. DEVELOPMENT OF BUSINESS AS USUAL SCENARIO

3.1.1. COVERAGE The travel demand assessment in urban environment is a complex exercise involving a large number of parameters and warrants the development of a transport model at the City level.

The transportation modeling process consists of development of formulae (or models), enabling forecast of travel demand, and development of alternative strategies for handling this demand. It is not just one model, but a series of inter- linked and inter-related models of varying levels of complexity, dealing with different facets of travel demand. Through these models, the transportation study process as a whole is checked and calibrated before it is used for future travel predictions.

CUBE software developed by Citilabs has been used for the travel demand modelling exercise. The software can address the impact of new landuse developments as envisaged by master plan. Cube is fully capable of modeling typical mixed traffic flow conditions such as private transport (car and two wheeler) and public transport (Minibus, bus and rail based mass transit systems).

Transport demand is a function of landuse and the growth of demand in various years vary depending upon the interrelationship of various landuse and traffic intensity in future years. Some of the major inputs to an urban transport demand model are:

Delineation of study area into smaller traffic zones Population (existing and proposed at traffic zone level) Employment (existing and proposed at traffic zone level) Transport network and system (along with their respective carrying capacity and speed of each type of network/system) Speed and frequency of operation of the proposed System. Intermodal integration facilities available and time required for passengers to interchange from one mode to another. This will also include the walking time required to access a particular System.

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Detailed traffic and travel surveys have been carried out as part of the assignment to establish the existing transport demand in the study area. The standard 4 stage Urban Transport Planning System model has been adopted that consists of: Trip Generation and Attraction Sub Model Trip Distribution Sub Model Modal Split Sub Model Assignment Sub Model

To understand the travel pattern of the City, a total of 174 zones called traffic analysis zones have been identified. Considering the ease of getting required zonal information, administrative wards were considered as zones within the municipal area. The areas that fall within study area but outside the municipal boundary have been divided into zones based on homogenous land use and traffic generation points. A total of 164 internal zones inside study area and 10 external zones have been considered for the study.

Zone connectors are included in the model to allow the trip matrices to be assigned to the road network. All zones were provided with at least one zone connector. The location and definition of connector is intended to assimilate, as far as possible, the actual connectivity of trip generation centers to the road network. The zoning system adopted for the study area is already presented in chapter-2. The sequence of activities involved in the model is depicted in Figure 3.1.

3.1.2. SOCIO-ECONOMIC PROJECTIONS i. Landuse Transitions

Estimation of planning parameters is one of the important aspects of traffic demand modelling exercise. Planning parameters include population and employment of the Study area. The Landuse transitions have been taken into account while projecting the future years' population and employment. The Jammu Master Plan-2032 has been taken as base for this exercise. The estimation is done for both base year and horizon years 2024, 2034 and 2044. Base year parameters have been derived based on Census 2011, Master Plan 2032 and data collected from Jammu Municipal Corporation.

ii. Demographic Projection

The population of surrounding towns of Jammu is also expected to grow rapidly due to its close proximity to Jammu. This will result in higher traffic interaction between the city and these towns. Population forecast based on the growth trends taken separately for Core, Middle, Outer and special areas collectively forming the study area in addition to existing growth pattern from Census Data. The Study area population in 2017 was about 14.2 and 2019 is estimated as 14.9 Lakh.

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FIGURE 3.1 FOUR STAGE TRAVEL DEMAND MODEL

Zoning System PT Accessibility • Trip Generation Model • Trip Attraction Model Land Use

Vehicle Policies Daily Travel Demand Travel Costs & by Traffic Zone Infrastructure • Income Level Assumptions • Trip Purpose - Network links - Operating costs - Fares - VoT Modal Split Highway Accessibility Road Speeds

Commercial Auto Rickshaw Car / 2W PT Passengers Vehicles Occupants Occupants

Private PT Distribution Model Distribution Model

Vehicles Occupancy Model

Daily Vehicle Bus Metro/LRT Special Generators Matrices Passengers Passengers

Peak Period Bus Vehicles Model

Highway PT Assignment Model Assignment Model

Congestion Analysis Operational Analysis Policy/Project Evaluation

Policy & Models Outputs Inputs

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Accordingly, the population in the study area for the horizon years 2024, 2034 and 2044 is presented in Table 3.1.

TABLE 3.1 FORECASTED POPULATION OF STUDY AREA Year Population (lakh) 2017* 14.2 2019* 14.9 2024* 16.4 2034# 21.2 2044# 26.8 Source: *Estimation based on Census, 2011 & Jammu Master Plan, 2032 #RITES estimates The distribution of population in horizon years amongst various traffic zones is based on land use and population density for core, middle and outer areas as derived from Master Plan for Jammu- 2032.

iii. Employment Projection

WFPR as observed in the base year 2017 is 24.0%. The employment for year 2011 has been worked out from the census data figures and has been extrapolated to obtain employment figures of year 2019. Keeping in view the economic profile of the study area, development prospects and transport intervention policies, WFPR of 25.4%, 27.8% and 29.9% has been assumed from Jammu Master Plan 2032 for the Horizon years 2024, 2034 and 2044 respectively. Thus, it has been estimated that 8.0 lakh workers would comprise the workforce in the study area by 2044. Table 3.2 shows the growth trend in employment in the study area. Table 3.3 gives the distribution of forecasted population and employment by zone level for base and horizon years.

TABLE 3.2 WORK FORCE PARTICIPATION IN STUDY AREA FOR BASE AND HORIZON YEARS

Year Employment ( Lakh) WFPR (%) 2017 3.4 24.0 2019 3.6 24.4 2024 4.2 25.5 2034 5.9 27.7 2044 8.0 29.9 Source: Census 2011 & Jammu Master Plan 2032

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TABLE 3.3 ZONEWISE DISTRIBUTION OF POPULATION AND EMPLOYMENT TAZ Population Employment No. 2017 2019 2024 2034 2044 2017 2019 2024 2034 2044 1 7650 7804 8203 8971 9430 2765 2790 2854 3247 4440 2 7312 7459 7839 8574 9012 3130 3170 3272 3676 5027 3 9041 9223 9693 10601 11144 3250 3295 3409 3817 5220 4 5025 5126 5388 5893 6195 1514 1534 1585 1778 2432 5 5724 5839 6137 6712 7055 2978 3022 3135 3497 4782 6 5749 5865 6164 6742 7086 4177 4240 4403 4907 6710 7 9063 9245 9717 10627 11171 4641 4707 4877 5452 7455 8 11070 11292 11868 12980 13645 7733 7797 7960 8675 11143 9 12845 13103 13772 15063 15833 4229 4294 4462 4967 6793 10 8227 8392 8820 9647 10140 4857 4947 5180 5704 7800 11 3261 3326 3496 3824 4020 1326 1358 1441 1610 2202 12 7457 7607 7996 8745 9191 1608 1631 1691 1881 2573 13 9819 10016 10527 11514 12103 2999 3033 3121 3522 4816 14 6544 6676 7016 7674 8066 3392 3442 3572 3985 5448 15 5619 5732 6024 6588 6926 2580 2607 2677 2837 3453 16 11649 11883 12489 13660 14359 947 969 1028 1192 1631 17 5149 5253 5521 6038 6347 2112 2182 2369 2725 3727 18 9669 9863 10367 11339 11918 2103 2165 2328 2632 3598 19 9795 9992 10501 11485 12073 10385 10520 10865 12373 16921 20 10905 11124 11691 12787 13442 10341 10617 11341 12940 17697 21 9177 9361 9839 10761 11311 2422 2534 2836 3488 4769 22 7315 7462 7842 8577 9017 708 745 848 1051 1437 23 12623 12877 13533 14801 15559 1681 1724 1835 2071 2832 24 8124 8287 8710 9526 10014 1080 1141 1311 1600 2188 25 6434 6563 6898 7545 7931 663 697 791 968 1323 26 10751 10967 11526 12607 13251 1084 1116 1201 1355 1854 27 8008 8169 8586 9390 9871 4706 4802 5050 5889 8054 28 9404 9593 10083 11027 11591 2860 2942 3159 3578 4188 29 10846 11064 11628 12717 13368 1065 1086 1139 1332 1822 30 8491 8662 9103 9957 10466 2251 2275 2336 2579 3527 31 10646 10860 11414 12484 13122 3081 3160 3368 3856 5273 32 15167 16001 18293 22081 25626 2686 2754 2932 3402 4652 33 10711 11300 12919 15593 18097 1778 1823 1942 2225 3043 34 7347 7751 8861 10696 12413 716 747 831 907 1240 35 6617 6981 7981 9634 11181 688 720 805 909 1242 36 9896 10440 11936 14408 16721 2863 2922 3075 3582 4899 37 18387 19398 22177 26769 31066 1329 1399 1589 1950 2667 38 9138 9641 11022 13303 15440 660 701 815 1138 1556 39 11016 11622 13287 16038 18613 1757 1886 2251 3650 4992 40 14409 15202 17379 20977 24344 1042 1135 1404 2791 3816

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TAZ Population Employment No. 2017 2019 2024 2034 2044 2017 2019 2024 2034 2044 41 12214 12886 14731 17782 20636 1599 1637 1736 2000 2735 42 8969 9462 10817 13057 15154 648 682 775 955 1306 43 10220 10782 12327 14879 17268 739 765 835 924 1265 44 13426 14164 16193 19546 22685 970 1023 1168 1472 2014 45 15328 16171 18487 22316 25898 1108 1185 1402 2165 2962 46 11063 11671 13343 16106 18691 2022 2084 2246 2530 3460 47 14338 15127 17294 20874 24226 1036 1115 1338 2236 3056 48 6678 7045 8055 9722 11284 4848 4966 5272 5887 8052 49 10536 11115 12707 15339 17802 14935 15083 15461 16787 20121 50 12718 13417 15339 18515 21487 947 993 1119 1312 1794 51 7031 7417 8479 10235 11878 1430 1532 1822 2891 3954 52 11059 11667 13339 16100 18685 799 844 966 1239 1695 53 9626 10156 11611 14015 16265 696 732 830 1011 1383 54 5593 5901 6746 8143 9450 683 726 844 1175 1608 55 9495 10017 11452 13824 16043 686 772 1037 3252 4447 56 9908 10453 11950 14425 16741 4007 4052 4166 4475 6119 57 8995 9490 10848 13095 15198 4964 5118 5524 6712 9179 58 10022 10573 12087 14590 16933 724 824 1140 4211 5759 59 10467 11064 12709 15754 18282 757 827 1032 2142 2930 60 7390 7796 8913 10759 12486 688 721 811 944 1291 61 13942 14709 16815 20297 23556 1008 1148 1590 5936 8119 62 9389 9905 11324 13669 15863 678 722 843 1204 1646 63 7512 7925 9060 10936 12691 543 780 1933 4115 5628 64 14444 15320 17750 23089 26796 1044 1146 1448 3212 4393 65 12840 13546 15486 18692 21693 928 1024 1311 3132 4284 66 14363 15230 17633 22844 26512 1038 1111 1315 2034 2782 67 10761 11353 12979 15667 18181 777 848 1055 2145 2933 68 6499 6856 7838 9462 10981 469 530 719 2376 3250 69 6874 7252 8291 10008 11615 678 729 876 1464 2001 70 7214 7611 8702 10503 12190 521 568 705 1423 1947 71 6996 7459 8754 12245 14212 4965 5188 5792 6446 8816 72 1432 1513 1735 2401 3073 966 1249 2374 4404 6024 73 3556 3746 4268 5681 7271 1120 1199 1420 2208 3019 74 6275 6611 7531 10024 12831 1317 1431 1762 3392 4640 75 24651 25971 29589 39380 50409 2861 3301 4718 7068 9666 76 894 942 1074 1429 1829 928 1412 4033 8507 11634 77 7150 7533 8583 11422 14622 3824 3905 4116 4770 6524 78 4229 4455 5076 6757 8649 1168 1292 1663 4099 5604 79 1099 1158 1319 1755 2246 942 983 1095 1200 1642 80 9733 10283 11796 16319 20891 1566 1670 1962 2903 3970 81 20707 21816 24855 33080 42345 1641 1727 1964 2423 3313

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TAZ Population Employment No. 2017 2019 2024 2034 2044 2017 2019 2024 2034 2044 82 6416 6731 7588 10498 13437 463 637 1417 3108 4250 83 1265 1323 1481 1971 2524 954 1030 1246 2177 2978 84 2513 2629 2944 3918 5016 1045 1131 1380 2526 3455 85 1347 1409 1578 2100 2687 960 1251 2426 4262 5829 86 529 554 620 825 1056 901 965 1147 1804 2466 87 431 451 505 672 860 894 945 1085 1415 1934 88 3737 3910 4377 5827 7458 1133 1166 1252 1418 1939 89 875 915 1025 1365 1746 926 974 1104 1339 1831 90 4490 4697 5259 6999 8960 2245 2372 2722 3533 4832 91 4245 4441 4972 6617 8471 2227 2283 2428 2765 3780 92 1299 1359 1521 2026 2593 957 1009 1153 1468 2008 93 1046 1094 1225 1631 2088 939 967 1040 1152 1576 94 3515 3677 4117 5480 7015 1117 1185 1372 1878 2568 95 2376 2486 2783 3704 4741 1035 1110 1324 2135 2919 96 3235 3384 3789 5043 6455 1097 1187 1445 2615 3576 97 4909 5150 5806 8111 10900 8744 8860 9155 10727 14670 98 30143 31361 34624 42207 51451 7494 7638 8012 9479 12962 99 5642 5919 6673 9322 12528 1672 1783 2093 3089 4224 100 18297 19196 21640 30232 40629 5076 5128 5262 5845 7993 101 8060 8456 9533 13318 17899 2750 2875 3212 3592 4912 102 7594 7967 8982 12547 16863 2453 2525 2716 3485 4766 103 9687 10163 11457 16005 21510 1648 1809 2285 4454 6092 104 916 961 1083 1513 2034 1324 1357 1445 1642 2244 105 960 1007 1135 1586 2131 1606 1668 1832 2007 2745 106 764 802 904 1262 1696 683 731 867 1347 1842 107 930 976 1100 1537 2066 626 671 800 1282 1752 108 818 858 967 1352 1816 688 735 866 1314 1797 109 5432 5699 6424 8974 12062 3745 3961 4559 6020 8232 110 596 625 705 984 1323 906 962 1119 1566 2141 111 1556 1632 1840 2571 3454 975 1024 1157 1381 1889 112 880 923 1041 1454 1954 997 1046 1180 1399 1913 113 912 957 1079 1507 2025 929 970 1082 1200 1642 114 628 659 742 1038 1395 1300 1378 1596 2185 2987 115 755 792 892 1247 1675 2543 2966 4360 6786 9280 116 6675 7003 7894 11028 14821 12319 12452 12792 13952 19080 117 10009 10500 11837 17131 27461 1492 1774 2737 5179 7083 118 25202 26440 29807 42046 59309 3149 3257 3542 5317 7271 119 4222 4430 4994 7044 9937 12278 12417 12771 14123 17881 120 2536 2660 2999 4231 5969 343 455 925 1952 2670 121 6194 6498 7326 10334 14576 907 1256 2838 6494 8881 122 8327 8736 9848 13892 19596 1264 1677 3399 5799 7932

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TAZ Population Employment No. 2017 2019 2024 2034 2044 2017 2019 2024 2034 2044 123 1636 1717 1936 2730 3851 222 335 935 2326 3182 124 5092 5342 6022 8495 11984 690 791 1113 4519 6180 125 14649 15369 17326 24440 34475 1771 1900 2264 3634 4970 126 4262 4471 5041 7111 10031 577 937 3146 8371 17810 127 6289 6598 7438 10492 14800 920 998 1225 2320 3173 128 34850 36562 41218 58142 82015 4430 4632 5180 5817 7955 129 6335 6646 7492 10569 14908 927 1135 1882 2721 3721 130 4292 4503 5076 7160 10101 582 984 3656 6355 8690 131 6314 6624 7468 10534 14860 856 1084 1959 3251 4446 132 12114 12709 14327 20210 28507 1845 1960 2280 3196 4371 133 9218 9671 10903 15380 21694 1385 1473 1719 2454 3356 134 2129 2233 2517 3551 5010 288 324 434 1339 1831 135 9150 9600 10823 15266 21534 1416 1531 1863 3350 4582 136 1604 1683 1896 2675 3774 217 243 321 933 1275 137 3750 3934 4436 6257 8826 508 787 2353 3819 5222 138 3137 3259 3586 4866 6863 450 481 567 855 1169 139 3782 3929 4323 5866 8275 544 582 689 1071 1464 140 8120 8436 9281 12594 17765 1239 1515 2506 4677 6395 141 14780 15463 17312 23492 33138 1465 1766 2820 5735 9507 142 8250 8571 9429 12795 18049 1257 1561 2685 6548 8956 143 8330 8654 9521 12920 18225 1269 1395 1767 3994 5462 144 16065 16690 18361 24916 35146 2308 2454 2859 4047 5534 145 9549 9921 10915 14811 20891 1445 1530 1766 2375 3248 146 9014 9365 10302 13980 19720 1367 1450 1682 2319 3172 147 2144 2227 2450 3324 4690 308 366 562 895 1224 148 6991 7263 7990 10842 15294 1077 1323 2215 3490 4771 149 10074 10466 11514 15624 22039 1520 1650 2027 3861 5280 150 35568 37212 41661 56534 79747 4689 4849 5275 8210 11227 151 12935 13438 14784 20062 28298 2003 2080 2284 2622 3160 152 25524 26517 29171 39585 55839 3470 3579 3865 5347 7313 153 4901 5092 5602 7601 10723 704 762 928 1683 2303 154 18959 19696 21668 29403 41477 2455 2520 2691 2951 3336 155 5247 5451 5996 8137 11479 754 847 1131 3435 4698 156 11281 11720 12893 17495 24679 1765 1846 2064 2322 3176 157 11763 12221 13444 18243 25734 1791 1876 2107 2424 3314 158 11070 11501 12652 17169 24218 1691 1768 1978 2226 3045 159 11553 12002 13203 18351 29177 1803 1886 2110 2374 3246 160 18052 18754 20631 27997 39493 2237 2374 2756 3817 5220 161 20346 21137 23253 31554 44511 2564 2753 3290 5360 7331 162 28504 29631 32647 44722 63339 3519 3676 4098 6739 9215 163 11244 11714 12976 18304 25818 1759 1903 2315 4167 5699

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TAZ Population Employment No. 2017 2019 2024 2034 2044 2017 2019 2024 2034 2044 164 13041 13610 15142 21525 29732 2020 2151 2515 3635 4971 Total 1423587 1485624 1653873 2109964 2676622 344366 361927 420331 585314 801229

3.1.3. DEVELOPMENT OF BASE YEAR TRAVEL DEMAND MODEL i. Model Structure The model is based on motorized trip productions / attractions and internal trips of study area residents for the year 2017. These modes of travel (i.e. Car, Two wheeler, Auto-rickshaw and Public Transport including Bus & Mini bus) comprise about 29.94 Lakh daily trips. The remaining trips are those relating to non-mechanized trips (walk, cycle and cycle rickshaw).

Four sub models are developed viz. Generation, Attraction, Distribution, Modal choice and Assignment models (Figure 3.2)

FIGURE 3.2 FOUR STAGE MODEL STRUCTURE ZONING SYSTEM LANDUSE AND ROAD AND PUBLIC SOCIOECONOMIC TRANSPORT DATA NETWORKS

TRIP GENERATION HOW MANY TRIPS? BY TYPE

TRIP DISTRIBUTION WHAT IS THE PATTERN OF TRIP MAKING?

MODAL SPLIT WHICH MODE OF TRANSPORT IS USED?

ASSIGNMENTS WHICH ROUTE IS TAKEN?

Generation and Attraction models calculate trips generated and attracted by each zone; Distribution models distribute trips generated into the possible destinations and provide matrix of total trips; Modal choice models split total trip matrix by mode; Assignment models represent the last stage of the model, build paths, assign origin / destination (OD) matrices, and finally provide loaded networks

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(average hour and peak hour);

Model development is largely based on the Households Interview Survey (HIS) and other traffic surveys after expansion from survey sample to total population. This is calculated at a zonal level. The next step was to build the base year Road matrices necessary to obtain costs for the model development (distribution and modal choice). The base year HIS person matrices converted to vehicles using occupancy factors, external zones trip matrices from road side interview at Outer Cordon locations and special generators (Bus, Railway station, Airport) matrices to get total traffic across the study area. ii. Trip Generation & Attraction Trip generation is the first stage of the travel demand estimation process. Trip Generation modeling aims at predicting the total number of trips generated by and attracted to each zone of the study area from the estimated future land use activities. Thus, the two components of trip generation modeling are: Trip Production: This is defined as the home end of a home based trip or as the origin of a non-home based trip. It thus gives the total trips produced by a zone. Trip Attraction: This is defined as the non-home end of a home-based trip or as the destination of a non-home based trip. It thus, gives the total trips attracted to a zone. a. Factors Affecting Trip Generation The factors that affect Trip Generation can be categorized into following categories:

Land Use Factors: Population, Indicators of Intensity of Residential Activity, Intensity of Employment Opportunities, Land Values etc. Household Factors: Household Income, Vehicle Ownership, Family Size, Family Structure etc. Urbanization Factors: Degree of Urbanization, Distance from CBD, Accessibility etc. b. Trip Purposes The purpose of the trip can be broadly categorized in home based trips & non-home based trips. Home based trips are those in which one of the either trip ends is at the home while the non-home based are those in which neither end is at home. Different transportation studies have adapted different classification systems for trip purpose depending upon the planning issues involved and the size of the city. The trip generation model has been developed for home based trips in aggregation while the trip attraction model incorporates the 4 trip purposes of home base work (HBW),

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home base business (HBB), home base education (HBE) and home base other (HBO) trips for the study. c. Mathematical Forms Trip Production Equations

The general form of the work trip production equation developed is

Ti = a + b*(IVi) Where, Ti = Trips produced from zone i a = constant (unexplained part of the relationship) b=parameter explaining the dependency on the independent variable and representing the Trip Rate IVi = Independent Variable in zone i Trip Attraction Equations The general form of the trip attraction equation developed is

Tj = a + b*(IVj) Where, Tj = Trips attracted to zone j a = constant (unexplained part of the relationship) b = parameter explaining the dependency on the independent variable IVj = Independent Variable in zone j d. Trip Generation Sub Model The linear regression analysis was used to develop the trip production and trip attraction equations. A zonal regression model was used in which each traffic zone is treated as one observation. The aggregated analysis has been applied for developing the model which is based on the assumption that contiguous households exhibit a certain amount of similarity in travel characteristics. This assumption allows the data in a zone to be grouped and the mean value of the independent variable used in further calculations. The trip production and attraction output in terms of the correlation coefficients are given in Table 3.4. TABLE 3.4 TRIP GENERATION SUBMODELS Dependent Independent Regression Coefficient (R2) Co-efficient Variable Variable (Trip Rate) of Determination (Y) (X) (b) Trip Production All Modes Population 0.761 0.74

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Independent Variable: Zonal Population

Figure 3.3 shows the scatter plotting between population and production. Table 3.5 details the summary of the output for Trip Production Model. The trip production model developed for Jammu is stated below:

Trips Produced = 0.761024* (Population), R² = 0.74 Where, P = Population R² = Coefficient of Determination

FIGURE 3.3 SCATTER PLOT: POPULATION VS TRIP PRODUCTION

TABLE 3.5 SUMMARY OF OUTPUT OF TRIP PRODUCTION MODEL SUMMARY OUTPUT

Regression Statistics

Multiple R 0.785534

R Square 0.731802

Adjusted 0.729399 R Square Std. Error 7621.757

Observations 164

ANOVA

df SS MS F Significance F

Regression 1 10917684386.87 10917684386.87 187.9405 6.86E-29

Residual 163 9468861956 58091177.64

Total 164 20386546343

Lower Upper Coeff Std. Error t Stat P-value Lower 95% Upper 95% 95.0% 95.0% Intercept 0 #N/A #N/A #N/A #N/A #N/A #N/A #N/A X Variable 1 0.761024 0.055512 13.70914 6.1E-29 0.651408 0.870639 0.651408 0.870639

e. Trip Attraction Model

The Generation model produces daily person trips (all purpose combined) generated by zone, whilst the attraction model estimates daily person trips attracted by zone.

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For each of the 4 purpose groups, a linear regression was estimated, explaining the number of trips attracted by the socio-economic data, total employment for HBW, HBB & HBO and school enrolments for HBE. To be consistent with the generation model, the attraction model is based on PA. The coefficient of Determination R2 is the deciding factor for linear regression analysis. The more R2 is near to 1, more the linear regression is reliable. For instance, Figure 3.4 presents the linear regression of HBW trips with R-square value equal to 0.76 showing a good match between the data from HIS and the estimated values from the linear regression. Table 3.6 details the summary of the output for Trip Production Model.

FIGURE 3.4 ATTRACTION MODEL (HBW – LINEAR REGRESSION)

TABLE 3.6 SUMMARY OF OUTPUT OF TRIP ATTRACTION FOR HBW TRIPS

SUMMARY OUTPUT Regression Statistics Multiple R 0.771042 R Square 0.761855 Adjusted R Square 0.714288 Standard Error 2364.566 Observations 164 ANOVA df SS MS F Significance F Regression 1 1260735354 1260735354 225.4867 1.71E-32 Residual 163 911361158 5591172.75 Total 164 2172096513 Lower Upper Coefficients Standard Error t Stat P-value Lower 95% Upper 95% 95.0% 95.0% Intercept 0 #N/A #N/A #N/A #N/A #N/A #N/A #N/A X Variable 1 0.892857 0.0594595 15.0162161 1.48E-32 0.775446 1.010267 0.775446 1.010267

The Attraction Model calibration is summarized in Table 3.7, by purpose, HIS and model figures are very similar, showing a very close correspondence between

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modeled and observed values. TABLE 3.7 ATTRACTION MODEL CALIBRATION RESULTS Group HIS Model Difference HBW 4,07,734 4,08,934 -0.29% HBE 3,54,432 3,54,510 -0.02% HBB 1,42,520 1,42,149 0.26% HBO 3,59,125 3,59,845 -0.20% Total 12,63,811 12,65,438 -0.13% iii. Trip Distribution

After determining the trip productions (Ti) and trip attraction (Tj), the next stage is to link the productions with attractions in order to quantify how the trips are produced in

a zone and are distributed among or attracted to all other zones (Tij). A number of methods are available which explains and predicts the distribution of trips. These are: Growth Factor Models Gravity Models Opportunity Models Stochastic Behavioral Models a. Model Method and Description

Of the above four types of models available for trip distribution stage of travel demand modeling, Gravity Model has been most widely used in previous studies and suits the present study most due to data availability and its better applicability in the future. The more recent trip models have the least resemblance with this original version, but the generic name still continues. The basic philosophy is to relate productions and attractions of different zones with quantum of trip modeling between individual zone pairs.

Tij=RiCj Pi Aj f ( Wij ) Where, Tij= Trips between zonal pairs i and j Pi=Trip Production at zone i = i Tij Aj= Trip Attractions at zone j = j Tij f ( Wij ) = Function separating zonal pairs i & j typically known as Friction Factor Ri and Cj = Constants of proportionality b. Gravity Model Types Gravity models can be run in Cube with/ without constraints. The types of Gravity

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Models are: i. Unconstrained ii. Production Constrained (Singly Constrained) iii. Attraction Constrained (Singly Constrained) iv. Fully Constrained (Doubly Constrained) The variations in the Gravity Models mentioned above are the result of variations in satisfying these productions and attractions conditions. i. Unconstrained Gravity Model - This takes the following shape

Tij= K Pi Aj f ( Wij ) Where, K =Constant of proportionality which ensures that the total number of trips from the model output equals to the total number of trips in the survey matrix. But there is no guarantee that the sums of the rows and columns of the matrix will balance individually with the survey total. ii. Production Constrained Gravity Model - This model is of the form

Tij = Pi Aj f ( Wij )

Aj f ( Wij )

This ensures that when summed across the rows of the model Tij matrix, the individual zone trip origin totals equal the corresponding observed trip totals. iii. Attraction Constrained Gravity Model - They are of the following type

Tij = Ai pj f ( Wij )

Pj f ( Wij ) Here the constant of proportionality guarantees that when summed down the columns of the model Tij matrix the zonal trip destinations equal the corresponding observed trip destination total. iv. Fully constrained Gravity Models- They are as follows:

Tij = Ri Cj Pi Aj f ( Wij )

Ri = 1

Ri Pi f ( Wij )

The constant of proportionality now becomes the joint product of Ri and Cj. It is known

as balancing or normalizing factor. The purpose is to ensure that the model Tij

Attractions and Productions match the observed Tij Attractions and Productions.

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c. Gravity Model Development and Calibration For the practical purpose of gravity model application in the study area and distribution of the observed Tij for other zone pairs where zero trips were observed in sample matrix, fully constrained gravity model has been chosen for the base year. The models were developed based on the HIS database and the generalized costs (GC) produced from the private and public transport cost models implemented in Cube Voyager software. The main features of the models are as follows: Unit: person (productions / attractions – PA); Period: daily; Model formulation: gravity model, based on composite GC presented in Figure 3.5. FIGURE 3.5 GRAVITY MODEL FORMULATION

The composite GC is the average of the GC for individual modes weighted by modal split proportions (produced by modal split models) by origin / destination movements. The measure of deterrence is the perceived inter-zonal generalised cost (this is what the traveller unconsciously thinks it costs him to travel from one place to another). For each pair of zones, generalised cost by different modes is determined. For any inter-zonal trip, the cost between each of the two zone centroids and between them and the appropriate actual network nodes is added to establish the least cost journey through the whole network between the zones. For example, for a trip including one or more public transport links and walk links thereto, the public transport generalised cost is made up of: Walking time to bus stop (from notional centroid link) Waiting time at bus stop Travelling time on bus Interchange waiting time – where appropriate Walking time from bus stop to destination (by notional centroid link) For individual modes, the GC represents perceived costs, where the unit is minute equivalent, implying the use of values of time by mode to convert monetary costs (fare, vehicle operating cost - VOC) into minutes. Occupancy factors (OCC) are also used for car, 2w, and auto to obtain person based GC. The GC by mode is described

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below: . Car GC = Time + [((VOC) / OCC) / VOT] x 60; . 2W GC = Time + [((VOC) / OCC) / VOT] x 60; . Auto GC = Time + 1.5 x Wait Time + [(Fare / OCC) / VOT] x 60; . PT GC = IVT + 1.5 x Walk Time + 2 x Wait Time + (Fare / VOT) x 60 + Transfer Time; d. Gravity Model – Calibration Results The sequence of activities involved in the calibration of Gravity Model is shown in Figure 3.6. This section provides the distribution models calibration results by the segments: X1 and X2 parameters, average GC (in minutes), and trip GC distribution. As illustrated by Table 3.8 the overall models results are almost similar to the HIS database. FIGURE 3.6 SEQUENCES OF ACTIVITIES FOR CALIBRATING GRAVITY MODEL

LAND USE ESTIMATES

ESTIMATION OF PRODUCTION & ATTRACTION TRIP ENDS BY TYPE

INTERZONAL SKIM TREES

ASSUME INTIAL TRAVEL TIME FUNCTIONS

CALCULATE Tij MATRIX

CALCULATE BALANCED ATTRACTIONS

CALCULATE NEW Ts WITH ij BALANCED ATTRACTIONS

CALCULATE TRIP LENGTH FREQUUENCY DISTRIBUTIONS

COMPARE SIMULATED AND OBSER− −VED TRIP LENGTH DISTRIBUTIONS CALIBRATED PARAMETER

TRAVEL TIME FUNCTION NEW TRAVEL FUNCTION FOR TRIP TYPE

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TABLE 3.8: DISTRIBUTION MODELS CALIBRATION RESULTS HIS Model Difference in Trip Daily Trips X1 X2 Trips Modeled & HIS Trips Total Trips 12,63,811 -0.99781 -0.07767 12,64,158 -0.03%

Calibration process included comparison of observed and simulated mean trip time (minutes) as well as shapes of the trip time frequency distribution.

For developing speed flow relationship, data from Road User Cost Study was adopted and used to calculate calibration factors of Curve. The form of equation (power curve) used for the study is as under;

t(v) = t0 + (tc – t0) (v/c)n

Where tc = t0 + acn is the travel time at capacity. This form is sometimes easier for user manipulation since it uses only basic variables and removes the necessity to calculate the value of the coefficient ‘a’. iv. Modal Split Model The modal split model is developed based on the HIS database and the Generalised Costs (GC) produced from the private and public transport cost models implemented in Cube Voyager software. The total trips are split into two major group of private and public mode of travel. Then private modes are further divided into car, 2w, and auto. PT trips are separated between Mini bus and metro services during the assignment stage. It should be noted that the PT matrix produced by the modal split model contains trips using school, chartered, and public buses, but only the last category is retained for the PT assignment, the other two groups (school and chartered buses) not using the public network. However, these are taken into account in the Road assignment. The main features of the modal split model are as follows: 4 modes: Car, two wheelers, auto, and PT, Unit: person (productions / attractions – PA); Period: daily; Model formulation: Combined Split, Multi-Logit Formulas (equations provided in Figure 3.7, where P means Probability and C is the Generalised Cost); FIGURE 3.7: MULTI-LOGIT FORMULAS (COMBINED SPLIT)

e( λC taxiCar ) P taxiCar ( λC () λC () λC ) ( λC ) e taxiCar 2W Auto eee PT e( λC2W ) P2W ( λC () λC () λC ) ( λC ) e taxiCar 2W Auto eee PT e( λCAuto ) PAuto ( λC taxiCar () λC2W () λCAuto ) ( λCPT ) e eee e( λCPT ) PPT e( λC taxiCar () λC2W () λCAuto ) eee ( λCPT ) RITES Ltd. Page 3-18 Comprehensive Mobility Plan for Jammu Final CMP Chapter 3: Transport Demand Assessment

Logit Parameters Estimation: The mode choice sensitivity revealed by the model is mainly determined by the parameter . This model parameter was developed based on statistical regression analysis, which also provided some initial estimates on the mode biases between private and public modes of travel. As shown by Figure 3.8 for illustrative purpose only (example with Private versus Public Travel modes), when increases, the model becomes more responsive to the difference in cost. The GC represents perceived costs, where the unit is minute equivalent, implying the use of Values of Time by mode to convert monetary costs (fare and vehicle operating cost - VOC) into minutes. FIGURE 3.8 LOGIT MODEL SENSITIVITY

Logit Model Sensitivity 100%

90%

80%

70%

60% % PT 50% Lambda 0.04 40% Lambda 0.02 Lambda 0.01 30%

20%

10%

0% -50 -40 -30 -20 -10 0 1 20 30 40 5 0 0 Generalized Cost Difference (Private - PT, min) Occupancy factors (OCC) are also used for car, 2w, and auto to obtain person based GC. Below are described the GC by mode: Car+Taxi GC = Time + [(VOC/OCC) / VOT] x 60; 2W GC = Time + [(VOC/OCC) / VOT] x 60; Auto GC = Time + 1.5 x Wait Time (4) + [(Fare / OCC) / VOT] x 60; PT GC = IVT + 1.5 x Walk Time + 2 x Wait Time + (Fare / VOT) x 60 + Transfer Time v. Modal Split Calibration Results Table 3.9 demonstrates that there is close correspondence between the synthesized and observed values from the HIS. The following observations can be made: In theory, for any multi-logit model with two possible choices, there is one bias factor available. Calibrated Modal Choice Model has been developed with the Lambda parameters between private & public transport as (-) 0.08957.

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TABLE 3.9 MODAL SPLIT MODEL CALIBRATION RESULTS Intracity Trips Modes HIS Model Car 1,70,485 1,69,657 2W 3,48,371 3,46,686 Auto 20,970 20,873 Public Transport 7,23,986 7,26,954 Total 12,63,812 12,64,170 vi. Trip Assignment Models The trip assignment procedure determines the route choice of trip maker to whole or a part of a network and is the last part of travel demand modeling process where the inter-zonal modal trips are assigned to the various links of the network. There are at least four factors that lead people to choose one route over another. They are travel time, generalized travel cost, Travel distance and level of service. Taking a single parameter to determine the shortest path between each zone pair assumes that there is only one preferred path between each origin and destination. The traffic assignment itself can be of various type like All or Nothing Assignment, Capacity Restrain Assignment and Multipath Assignments. The Road assignment is a multiple user class assignment using equilibrium algorithm and capacity constraint. In this method of assignment, trip matrices are loaded onto the network, using an incremental assignment method. The trip matrices are assigned to the shortest paths generated successively after assignment of small lots each of 15- 20% increment of the trips matrices. The incremental assignment proceeds by updating the transport networks using the speed flow relationships of the links. The assignment is largely controlled by alternative paths, which are built by the shortest path algorithm through the network. The output of the assignment is a loaded Road network with volumes (PCU unit) by link and vehicle type, and network speeds. For the public transport assignment, the person trips unit is retained. The public transport network is developed from the Road network following the Road assignment, a process which produces a loaded road network representing congested travel times on the road network. The public transport assignment considers multiple routes at an origin / destination level, and includes the modeling of fares for different modes. The selection of public transport route choice is based on the travel costs, including walk access time to bus or metro stops, wait time, in vehicle time and fare, transfer or interchange walk times and subsequent wait times, and the time to reach the final destination. The output of the assignment is a loaded public transport network with patronage by service. The PT assignment is based on the PT lines file built in Cube Voyager software, which contains a total of existing 152 “real” lines of mini buses (considering the directionality) in the study area.

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The 4-stage model produces daily matrices therefore a standard average hour factor of 8% is applied to the matrices for both the daily private and public transport assignments. Peak hour model assignment is done separately to exhibit the constrained level of services during the peak hour. vii. Peak Hour Model Validation The 4-stage model finally provides Daily & Peak Hour person matrices by mode at the end of the process including the peak hour external and special generators matrices. The two screen lines within the study area are presented in the Figure 3.9.

FIGURE 3.9 STUDY AREA SCREEN LINES

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viii. Peak Hour Assignments Validation Result The travel demand model needs to be validated to determine whether it is reproducing existing traffic conditions. Model validation has been undertaken by comparing the observed data collected from the traffic volume count surveys for present assignment with their equivalent synthesized results as produced by the Cube model. The discrepancies observed at most of the survey locations are within 0-15% of the actual counts. The peak hour traffic volume on road network in the base year is presented in Figure 3.10. FIGURE 3.10 ASSIGNED PEAK HOUR TRAFFIC VOLUME ON NETWORK IN PCU

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Table 3.10 shows comparison of observed and assigned flows across the identified Midblock/Screeline locations. The validation results are quantified through GEH Statistics using the ‘Validation’ option in Cube. The GEH Statistic is a formula used in traffic modelling to compare two sets of traffic volumes. Although its mathematical form is similar to a chi-square test, is not a true statistical test. Rather, it is an empirical formula that has proven useful for a variety of traffic analysis purposes. The formula for the "GEH Statistic" is:

Where, M is the hourly traffic volume from the traffic model (or new count) and C is the real-world hourly traffic count (or the old count). Using the GEH Statistic avoids some pitfalls that occur when using simple percentages to compare two sets of volumes. This is because the traffic volumes in real-world transportation systems vary over a wide range. For traffic modelling work in the "baseline" scenario, a GEH of less than 7.0 is considered a good match between the modelled and observed GEHs in the range of 7.0 to 10.0 may warrant investigation. GEH greater than 10.0 is not acceptable. For the present study the traffic flows at identified midblock locations are within the acceptable error range. The model validation results as presented show that the model accurately replicates the existing travel situation in the study area since the model figures are close to the observed data, HIS database and traffic counts. Therefore, the step following the model development, calibration, and validation, is to provide travel demand forecasts for the future years.

3.1.4. ASSUMPTIONS FOR TRANSPORT DEMAND FORECASTING The following assumptions have been made for forecasting transport demand for the years 2024, 2034 and 2044. (i) Calibrated and validated travel demand model has been used. (ii) Land use parameters (population and employment) have been distributed in various traffic zones for 2024, 2034 and 2044. (iii) Fare levels of buses and vehicle operating costs of different vehicles have been taken as same as in the base year. (iv) Inter-city passenger to/from the study area will grow at the growth rate of 4% in various adjoining towns.

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TABLE 3.10 COMPARISON OF OBSERVED AND MODELED FLOWS AT SCREENLINE LOCATIONS S.N. Screen Line Location Observed Peak Hour Traffic Modelled Peak Hour Traffic Difference (%) GEH Value Car 2W Auto Bus Car 2W Auto Bus Car 2W Auto Bus Car 2W Auto Bus (PCU) (PCU) (PCU) (Pass) (PCU) (PCU) (PCU) (Pass) (PCU) (PCU) (PCU) (Pass) (PCU) (PCU) (PCU) (Pass) SCREENLINE I: Jammu Tawi River Bridges 1 Tawi Bridge Near Sidhra: Dir1 444 312 22 1888 452 283 21 1852 -1.8 9.3 4.5 1.9 0.4 1.7 0.2 0.8 2 Tawi Bridge Near Sidhra: Dir2 457 270 8 1160 446 242 8 1305 2.4 10.4 0.0 -12.5 0.5 1.8 0.0 4.1 3 Tawi Bridge Near Jogi Gate: Dir1 673 518 113 732 649 516 108 608 3.6 0.4 4.4 16.9 0.9 0.1 0.5 4.8 4 Tawi Bridge Near Jogi Gate:Dir2 2083 649 108 14066 1770 607 125 13660 15.0 6.5 -15.7 2.9 7.1 1.7 1.6 3.4 5 Tawi Bridge Near Bikram Chowk: Dir1 1025 465 156 306 921 454 165 279 10.1 2.4 -5.8 8.8 3.3 0.5 0.7 1.6 6 Tawi Bridge Near Bikram Chowk: Dir2 3280 1339 133 11302 2921 1189 125 9960 10.9 11.2 6.0 11.9 6.4 4.2 0.7 13.0 7 4th Tawi Bridge: Dir1 288 295 24 193 303 289 27 165 -5.2 2.0 -12.5 14.5 0.9 0.4 0.6 2.1 8 5th Tawi Bridge: Dir2 50 79 1 223 50 80 1 223 0.0 -1.3 0.0 0.0 0.0 0.1 0.0 0.0 9 Tawi Bridge Near Rambagh: Dir1 74 85 2 196 75 87 2 198 -1.4 -2.4 0.0 -1.0 0.1 0.2 0.0 0.1 10 Tawi Bridge Near Rambagh: Dir2 290 268 17 55 329 305 19 58 -13.4 -13.8 -11.8 -5.5 2.2 2.2 0.5 0.4 SCREENLINE II: Outer Cordon Points 11 Jammu - Srinagar Road: Dir 1 18 14 1 374 18 14 1 371 - - - 0.8 0.0 0.0 0.0 0.2 12 Jammu - Srinagar Road: Dir 2 86 88 1 424 86 88 1 420 - - - 0.9 0.0 0.0 0.0 0.2 13 Jammu - Ambgrota Road: Dir 1 16 11 0 69 16 11 1 65 - - - 5.8 0.0 0.0 1.4 0.5 14 Jammu - Ambgrota Road: Dir 2 47 26 1 232 47 26 1 203 - - - 12.5 0.0 0.0 0.0 2.0 15 Jammu - Akhnoor Road: Dir 1 68 41 2 1464 68 41 2 1523 - - - -4.0 0.0 0.0 0.0 1.5 16 Jammu - Akhnoor Road: Dir 2 77 57 3 1518 77 57 3 1703 - - - -12.2 0.0 0.0 0.0 4.6 17 Jammu - Gajansu Marh Road: Dir 1 72 118 1 303 72 118 1 261 - - - 13.9 0.0 0.0 0.0 2.5 18 Jammu - Gajansu Marh Road: Dir 2 141 138 14 1570 135 130 13 1556 4.3 5.8 7.1 0.9 0.5 0.7 0.3 0.4 19 Jammu - R.S. Pura Road: Dir 1 99 110 5 1378 98 111 5 1638 1.0 -0.9 - -18.9 0.1 0.1 0.0 6.7 20 Jammu - R.S. Pura Road; Dir 2 161 49 2 581 161 49 2 498 - - - 14.3 0.0 0.0 0.0 3.6 21 Jammu - Bishna Road: Dir 1 185 71 5 1036 185 71 5 1168 - - - -12.7 0.0 0.0 0.0 4.0 22 Jammu - Bishna Road: Dir 2 24 46 1 353 24 46 1 310 - - - 12.2 0.0 0.0 0.0 2.4 23 Jammu - Swankha Road: Dir 1 17 31 2 115 17 31 2 111 - - - 3.5 0.0 0.0 0.0 0.4

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S.N. Screen Line Location Observed Peak Hour Traffic Modelled Peak Hour Traffic Difference (%) GEH Value Car 2W Auto Bus Car 2W Auto Bus Car 2W Auto Bus Car 2W Auto Bus (PCU) (PCU) (PCU) (Pass) (PCU) (PCU) (PCU) (Pass) (PCU) (PCU) (PCU) (Pass) (PCU) (PCU) (PCU) (Pass) 24 Jammu - Swankha Road: Dir 2 83 115 1 351 83 115 1 405 - - - -15.4 0.0 0.0 0.0 2.8 25 Jammu - Ramgarh Road: Dir 1 81 61 2 512 81 61 2 522 - - - -2.0 0.0 0.0 0.0 0.4 26 Jammu - Ramgarh Road: Dir 2 435 119 7 3448 433 119 7 3393 0.5 - - 1.6 0.1 0.0 0.0 0.9 27 Jammu - Pathankot Road: Dir 1 171 95 2 1770 172 96 2 1761 -0.6 -1.1 - 0.5 0.1 0.1 0.0 0.2 28 Jammu - Pathankot Road: Dir 2 15 10 0 478 15 10 1 521 - - - -9.0 0.0 0.0 1.4 1.9 29 Jammu - Surinsar Road: Dir 1 321 7 7 2539 320 7 7 2519 0.3 - - 0.8 0.1 0.0 0.0 0.4 30 Jammu - Surinsar Road: Dir 2 120 11 1 1119 121 11 1 1078 -0.8 - - 3.7 0.1 0.0 0.0 1.2 Source: Primary Survey

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(i) The special generator passenger traffic of bus terminals and railway stations in Jammu is expected to grow at 5% per annum respectively. (ii) Inter and Intra-city goods traffic is expected to grow at 3% per annum up to 2044. 3.1.5. DEVELOPMENT OF BUSINESS AS USUAL (BAU) SCENARIO, 2044 Considering the above assumptions and calibrated / validated traffic demand model, forecasting of transport demand has been carried out for ‘Business as Usual’ (BAU) scenario in the year 2044. Overall modal split for various modes in this scenario for the year 2044 is given in Table 3.11. The intra city motorized trips modal split (% of trips by public transport to total motorized trips) in favor of public transport in 2044 is expected to be about 32.4% which is even lower than the existing modal share. The total no. of PT trips will increase from 8.1 Lakh to about 13.2 Lakh indicating a high capacity mass transport network will be needed to address the travel demand requirements in the Study area. Traffic assignment for peak hour traffic (in PCU's) on road network in BAU scenario 2044 is given in Figure 3.11. Figure 3.12 presents the peak hour public transport assignment in BAU scenario. TABLE 3.11 DAILY MOTORISED TRIPS BY IN BASE AND BAU (2044) SCENARIO

BASE YEAR 2044 BAU S.No. Mode Trips Modal Share Trips Modal Share 1 Car 2,14,996 9.9 5,64,034 13.8 2 Two Wheeler 3,61,044 16.7 8,95,209 21.9 3 Auto 33,544 1.6 1,06,243 2.6 4 NMT 38,767 1.8 66,765 1.6 5 Public Transport 8,06,160 37.3 13,22,765 32.4 6 Walk 7,09,463 32.8 11,24,181 27.6 Total 21,63,974 100.0 40,79,197 100.0

3.2. DEVELOPMENT OF SUSTAINABLE URBAN TRANSPORT SCENARIOS

3.2.1. FRAMEWORK FOR SCENARIOS Business As Usual (BAU) scenario with decreasing share of public transport, Non Motorized Transport (NMT) and Walk, will not lead the city towards national goals of sustainable transport and climate change. In order to achieve these goals, Landuse, Public Transport, NMT and Technological Transitions have been considered as strategies for developing various Sustainable Urban Transport (SUT) scenarios. It is expected that adoption of SUT scenario will fulfill the objective of enhancing economic

and social development while mitigating CO2 emissions within the City.

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FIGURE 3.11 TRAFFIC ASSIGNMENT FOR PEAK HOUR TRAFFIC (IN PCU’S) ON ROAD NETWORK IN BAU SCENARIO 2044

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FIGURE 3.12 PEAK HOUR PT ASSIGNMENT IN BAU SCENARIO 2044

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This will enable the city to handle the mobility challenges while considering the climate change and local environment. The SUT scenarios are based on following principles: Changes in urban structure Enhanced use of non-motorized and public transport infrastructures Deep emission cuts using low carbon energy sources Use of highly efficient technologies in vehicles CMP will identify investment priorities to achieve the sustainable transport goals. Though, the sustainable scenarios will assume an increase in motorized transport to some extent, emphasis have been placed on improving technology in terms of efficiency and emissions. Following four SUT Scenarios have been formulated:

Urban Structure Scenario: Intensive development along high demand PT corridors. Public Transport Scenario: In addition to Scenario 1, augmentation of PT system. Non-Motorized Transport Scenario: In addition to Scenario 1 and 2, augmentation of NMT/walk facilities. Technology Transition Scenario: in addition to Scenarios 1, 2 and 3, possible shift to alternative fuels through use of highly efficient technologies.

These strategies will deliver desired benefits when implemented collectively. These strategies are presented in subsequent paragraphs to gauge the individual effect in developing the sustainable transport in the City.

3.2.2. TRANSPORT DEMAND ANALYSIS OF ALTERNATIVE STRATEGIES FOR SUSTAINABLE URBAN TRANSPORT

i. URBAN STRUCTURE SCENARIO

Landuse Transition Urban sprawl and uncontrolled growth of cities result into increase in trip lengths which are not desirable. Accordingly, compact development of the city is envisaged with high density and multi-nuclei development to increase share of walk and NMT and improve access to public transport. To achieve higher density and compact development, changes in planning and regulatory measures as zoning regulations and floor area ratio (FAR) are required.

The BAU scenario considers land use pattern as proposed by the Jammu Master Plan - 2032, concentrating the commercial activity in different areas of city. Planning of new

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commercial activities to outgrowths of the city would result in better distribution of population and employment, decongesting the core areas as people in the outgrowths would not need to travel to the core city for their work, shopping and other activities. However, this would not discourage the use of motorized modes of transport and will increase the carbon footprint of the city.

As such, in the Urban Structure Scenario, an alternative pattern of city growth is envisaged where the commercial activity is spread across the entire city, primarily along the major travel demand corridors. This scenario will promote a better urban structure for the city and will also ensure success of an organized public transport in the city.

Projections and Distribution of Population in Urban Structure Scenario The urban structure strategy envisages higher population along the major travel corridors. Accordingly, some of the high demand corridors identified under the BAU scenario are planned to be developed intensively by increase in FSI/FAR. This presents us with three categories of Traffic Analysis Zones (TAZ) namely:

Class 1: Zones along major travel corridor Class 2: Core Area Zones Class 3: Non-Core Area Zones

While the overall population for the city is same as that of BAU scenario, the distribution of population by traffic zones changes in the Urban Structure scenario in accordance with the above classification of TAZs. The overall population growth in Class 1 is assumed to be more than 100% from Year 2019 to Year 2044, the population in Class 2 and 3 TAZ is assumed to be increased by 30%. The final population for the three classifications of zones is about 18.43 Lakh, 4.85 Lakh and 3.47 Lakh for Class 1, 2 and 3 respectively in the year 2044 totaling to 26.75 Lakh. It is expected that increase in FSI/FAR will not only concentrate the population along travel corridor but will also marginally induce population in the city, not reflected in the projections for BAU scenario. An additional population of about 2% of the base year population (about 53.5 thousand) is assumed to be induced as indirect effect of the land use transitions under this scenario.

Based on above assumption, the city's population projected for year 2044 is 27.3. Table 3.12 gives the population projected for each TAZ under the Urban Structure scenario.

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TABLE 3.12 DISTRIBUTION OF PROJECTED POPULATION UNDER URBAN STRUCTURE SCENARIO TAZ No. 2024 2034 2044 TAZ No. 2024 2034 2044 1 9250 12770 17350 83 1420 1590 1750 2 8840 12200 16590 84 2820 3150 3490 3 10930 15100 20510 85 1510 1690 1870 4 6080 8380 11390 86 650 910 1230 5 6930 9560 12980 87 480 540 600 6 6960 9600 13040 88 4180 4690 5180 7 10970 15130 20550 89 980 1100 1210 8 13390 18480 25110 90 5020 5640 6230 9 15530 21440 29140 91 5260 7260 9870 10 9950 13730 18670 92 1610 2220 3020 11 3950 5450 7400 93 1300 1800 2440 12 9020 12440 16910 94 3930 4420 4880 13 11870 16390 22280 95 2950 4070 5530 14 7920 10920 14840 96 3620 4060 4490 15 6790 9380 12750 97 6110 8430 11450 16 14090 19440 26430 98 37180 51320 69740 17 6230 8600 11680 99 7020 9680 13160 18 11690 16140 21930 100 20520 23030 25450 19 11840 16350 22220 101 9040 10150 11210 20 13190 18200 24740 102 8520 9560 10570 21 11100 15320 20820 103 10860 12190 13470 22 8840 12210 16600 104 1140 1570 2130 23 15270 21060 28630 105 1190 1650 2240 24 9820 13570 18430 106 950 1320 1790 25 7780 10740 14600 107 1150 1600 2170 26 13010 17940 24390 108 1020 1410 1910 27 9690 13360 18170 109 6750 9320 12670 28 11370 15700 21330 110 740 1020 1390 29 13120 18110 24600 111 1940 2670 3630 30 10270 14170 19260 112 1090 1510 2050 31 11610 13040 14400 113 1130 1570 2130 32 17110 19200 21220 114 790 1080 1470 33 13390 18480 25120 115 940 1300 1760 34 9190 12680 17240 116 8300 11450 15580 35 8270 11420 15520 117 12440 17180 23350 36 12370 17090 23220 118 28260 31720 35060 37 23000 31740 43140 119 5250 7250 9850 38 11430 15780 21440 120 2850 3190 3530 39 13780 19010 25850 121 6950 7800 8620 40 16250 18240 20160 122 9340 10490 11590 41 13780 15460 17090 123 1840 2060 2270 42 11220 15480 21040 124 5710 6410 7080 43 12780 17650 23980 125 16430 18440 20380

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TAZ No. 2024 2034 2044 TAZ No. 2024 2034 2044 44 16790 23170 31500 126 4780 5370 5930 45 19180 26460 35960 127 7060 7920 8750 46 13840 19090 25950 128 39090 43870 48480 47 16170 18150 20050 129 7110 7980 8810 48 8350 11530 15670 130 4810 5400 5970 49 13180 18190 24710 131 7080 7950 8780 50 15910 21950 29840 132 13590 15250 16850 51 8790 12140 16490 133 10340 11600 12820 52 13830 19080 25940 134 2390 2680 2960 53 12040 16620 22580 135 10260 11520 12730 54 7000 9650 13120 136 1800 2020 2230 55 11870 16390 22280 137 4200 4720 5210 56 12390 17110 23250 138 3490 3920 4320 57 11250 15520 21100 139 4200 4710 5210 58 12540 17300 23510 140 9020 10130 11190 59 13120 18110 24600 141 16530 18550 20500 60 9240 12760 17340 142 9160 10280 11360 61 15730 17650 19500 143 9250 10380 11480 62 11740 16210 22020 144 17840 20020 22130 63 9390 12960 17630 145 10610 11900 13160 64 18170 25070 34070 146 10010 11230 12410 65 16050 22160 30120 147 2390 2670 2960 66 18050 24920 33860 148 8610 11880 16150 67 13460 18570 25250 149 12410 17130 23280 68 8130 11220 15250 150 44120 60880 82740 69 8600 11860 16130 151 14370 16130 17820 70 9030 12450 16920 152 28350 31810 35160 71 7980 8960 9890 153 5450 6110 6750 72 1620 1820 2010 154 21060 23630 26120 73 4010 4500 4970 155 5820 6540 7230 74 7070 7930 8760 156 13890 19180 26060 75 30790 42490 57750 157 13070 14670 16210 76 1110 1540 2090 158 12290 13800 15250 77 8940 12320 16750 159 12830 14400 15910 78 5280 7290 9900 160 20050 22500 24870 79 1380 1900 2570 161 22590 25360 28030 80 12190 16830 22870 162 31680 35560 39290 81 23330 26170 28930 163 12650 14560 16480 82 7980 11020 14960 164 16140 22270 30260 Total 1686960 2152200 2730190

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Projection and Distribution of Employment in Urban Structure Scenario Similar to the methodology adopted for projecting population for this scenario, employment figures have also been projected considering increase in employment opportunities along major travel demand corridors. The classification of TAZ with underlying assumptions for projecting employment is given as under:

o Class 1 (Zones along major travel corridor): These are the zones in the influence area of major travel corridors. The high FSI and FSR coupled with proximity to public transit are expected to make a major impact on creation of employment opportunities in these zones. As such, the share of these zones in city's overall employment in horizon year (2044) has been assumed to increase to 44%.

o Class 2 (High employment zones): These are the zones with high share in overall employment in city's. However, as these zones are already congested, the growth of these zones is assumed to be impacted negatively due to projected positive growth of Class 1 zones. As such, the share of these zones in horizon year (2044) city's employment is assumed to be reduced to 24 %.

o Class 3 (Core Area Zones): Apart from the existing high employment zones and future high employment zones assumed along major travel corridors, there are zones which fall in the core area/main city but are not covered under any of the above two classes. The employment is assumed to reduce to 17% by 2044 due to advent of Class 1 and organic growth of Class 2 zones.

o Class 4 (Non-Core Area Zones): These zones generally lie in the outgrowths of the city and are not under direct influence of a transit corridor or are an existing high employment zone. The employment is assumed to reduce to 15% in the year 2044.

As in the case of population, the change in the urban structure is expected to induce new employment in the city. An additional employment of about 2% of the base year employment is assumed in the year 2044 under the Urban Structure scenario. The total employment in the horizon year 2044 is projected to be 8.17 Lakh. Zone wise distribution of employment for various horizon years is given in Table 3.13.

TABLE 3.13 DISTRIBUTION OF PROJECTED EMPLOYMENT UNDER URBAN STRUCTURE SCENARIO Zone No. 2024 2034 2044 Zone No. 2024 2034 2044 1 3400 4870 6520 83 1280 1850 2520 2 3870 5510 7380 84 1410 2100 2930 3 4020 5720 7670 85 1690 2990 4940 4 1870 2670 3570 86 1150 1610 2090 5 3670 5240 7030 87 1080 1380 1640

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Zone No. 2024 2034 2044 Zone No. 2024 2034 2044 6 5160 7360 9850 88 1290 1500 1640 7 5730 8180 10950 89 1090 1350 1550 8 8190 8580 8640 90 2710 3450 4090 9 5220 7470 9980 91 2810 4070 5550 10 6020 8580 11450 92 1150 1440 1700 11 1660 2400 3230 93 1060 1230 1340 12 1980 2830 3780 94 1380 1800 2170 13 3700 5280 7080 95 1350 1880 2470 14 3760 4290 4610 96 1480 2180 3030 15 3070 4070 5070 97 9590 10780 11370 16 1190 1740 2400 98 8300 9440 10050 17 2690 3970 5480 99 2360 3950 6200 18 2660 3870 5280 100 5580 6340 6760 19 11310 12590 13120 101 3180 3760 4160 20 11500 12970 13720 102 2850 3510 4040 21 2860 3510 4040 103 2300 3550 5160 22 850 1050 1210 104 1660 2420 3290 23 2120 3060 4160 105 2040 2970 4030 24 1450 2220 3210 106 980 1670 2700 25 880 1350 1950 107 900 1580 2570 26 1380 1990 2720 108 980 1650 2640 27 5920 8640 11830 109 5090 8110 12090 28 3140 3450 3550 110 1250 2060 3140 29 1190 1400 1540 111 1290 1950 2770 30 2470 2810 2990 112 1320 1980 2810 31 3480 4070 4470 113 1190 1760 2410 32 3050 3570 3940 114 1790 2900 4390 33 2010 2360 2580 115 4140 7760 13630 34 920 1340 1830 116 13260 14450 14790 35 890 1320 1830 117 2600 5380 10400 36 3600 5250 7190 118 3830 5070 6300 37 1760 2710 3920 119 13060 13890 13860 38 910 1500 2280 120 650 1260 2320 39 2540 4470 7330 121 1860 3900 7700 40 1440 2220 3230 122 2280 4090 6870 41 1810 2110 2320 123 530 1240 2750 42 870 1330 1920 124 1190 2610 5360 43 850 990 1070 125 2310 3250 4300 44 1310 2020 2960 126 1680 5260 15440 45 1420 1950 2510 127 1260 1920 2750 46 2300 2680 2930 128 5160 6160 6900 47 1360 1940 2590 129 1440 2220 3220 48 6070 8750 11820 130 1520 3500 7540 49 15420 15560 15600 131 1440 2430 3860

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Zone No. 2024 2034 2044 Zone No. 2024 2034 2044 50 1240 1870 2630 132 2310 3050 3790 51 2060 3570 5800 133 1730 2330 2910 52 1070 1690 2490 134 460 880 1590 53 920 1410 2030 135 1910 2850 3970 54 950 1550 2370 136 340 630 1100 55 1210 2920 6530 137 1140 2360 4530 56 4380 4920 5180 138 580 790 1010 57 5630 6530 7120 139 700 980 1260 58 1200 2510 4880 140 2020 3460 5550 59 1180 2340 4300 141 2680 5380 8310 60 900 1350 1900 142 2210 4280 7760 61 1690 3520 6870 143 1830 3040 4730 62 950 1560 2420 144 2890 3850 4790 63 1300 3370 8260 145 1770 2320 2820 64 1660 3390 6460 146 1690 2220 2750 65 1360 2280 3630 147 470 720 1060 66 1490 2540 4090 148 1700 2700 4040 67 1080 1690 2480 149 2080 3150 4470 68 850 2080 4770 150 5710 7610 9510 69 990 1760 2940 151 2260 2560 2740 70 810 1570 2860 152 4130 5280 6340 71 5740 6760 7470 153 950 1420 2000 72 1700 3040 5100 154 2660 2870 2900 73 1440 1980 2560 155 1180 2270 4070 74 1800 2740 3930 156 2040 2430 2690 75 4070 5960 8180 157 2100 2530 2880 76 2140 4750 9850 158 1970 2360 2640 77 4800 7010 9580 159 2100 2510 2820 78 1920 4110 8230 160 2770 3670 4530 79 1080 1280 1390 161 3350 4760 6350 80 2210 3700 5830 162 4420 6140 7990 81 1960 2420 2810 163 2370 3530 4940 82 930 1890 3600 164 2830 4680 7300 Total 428790 597080 817240

Figure 3.13 shows the public transport routes considered in the study and accordingly coded in CUBE for transport demand forecast. The modal share for Urban Structure scenario in Year 2044 as derived from transport demand model is presented in Table 3.14

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FIGURE 3.13 PUBLIC TRANSPORT ROUTES IN URBAN STRUCTURE SCENARIO (YEAR 2044)

TABLE 3.14 MODAL SHARE IN URBAN STRUCTURE SCENARIO - 2044 Mode Daily Trips Modal Share (%) Car 554983 13.3 Two Wheeler 883486 21.2 Auto 106518 2.6 NMT 66765 1.6 Public Transport 1415589 33.9 Walk 1146680 27.5 Total 4174021 100.0

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It can be seen that the modal share in favour of public transport has increased from 32.4% under BAU Scenario to 34.0% respectively. Also, the modal share of car and 2 wheeler is lower in Urban Structure scenario at 13.3% and 21.2%. Figure 3.14 gives a snapshot of the peak hour network loads under the Urban Structure scenario.

FIGURE 3.14 PEAK HOUR PT ASSIGNMENT IN URBAN STRUCTURE SCENARIO (YEAR 2044)

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ii. PUBLIC TRANSPORT SCENARIO

With sprawling cities and better economic levels, there is an increase in vehicle ownership and in absence of safe and reliable public transport people are forced to use private vehicles for their travel needs. Public transport can serve to mitigate the economic and environmental burden that increased vehicle ownership has imposed on the cities or population. Improvement in public transport not only includes the public transport infrastructure but also its accessibility, land use integration and NMT infrastructure.

In public transport scenario, the existing public transport infrastructure has been envisaged to be improved by introduction of 13 new bus routes on all the major corridors across entire Study Area including the suitable headway reduction, providing more comfort and safety as compared to existing public transport modes. The enhanced public transport routes considered in Public Transport scenario are presented in Figure 3.15. Better routing and scheduling, improved frequency, better bus stop design, increased public transport network, improve bus speed, overall safety and bus user comfort have been assumed in this scenario. In addition to the improved bus service, mass rapid transit system (MRTS) on selected high demand corridors have also been considered in this scenario. All these public transport interventions have been incorporated in the transport demand model for horizon year 2044.

By improving and expanding infrastructure, accessibility to public transit, and integrating land use, changed mode choice have been derived from the 4 stage model. The Urban Structure scenario growth patterns, which have been modulated as such to provide higher accessibility to public transport, are taken as the base and an iterative process of public transport development is considered for this analysis. The public transport improvement scenario presents the analysis carried out to estimate the likely shift from car and 2-wheeler to public transport. In this scenario, the availability and quality of public transport is increased incrementally and the likely shift it induces is observed.

With many public transport interventions, the modal share of public transport is expected to increase in this scenario. Table 3.15 shows the aggregate modal share in Public Transport scenario as derived from the travel demand model.

TABLE 3.15 MODAL SHARE IN PUBLIC TRANSPORT SCENARIO - 2044 Mode Daily Trips Modal Share (%) Car 499224 12.0 Two Wheeler 842372 20.2 Auto 97654 2.3 NMT 66794 1.6

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Mode Daily Trips Modal Share (%) Public Transport 1521297 36.4 Walk 1146680 27.5 Total 4174021 100.0

FIGURE 3.15: ENHANCED PUBLIC TRANSPORT NETWORK IN PUBLIC TRANSPORT SCENARIO (YEAR 2044)

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It can be seen from the above table that the modal share in favour of car, 2 wheeler and auto has been decreased from 13.3%, 21.2% and 2.6% under Urban Structure Scenario to 12.0%, 20.2% and 2.3% respectively. The modal share in favour of public transport has been increased from 33.9% to about 36.4%.

Due to public transport interventions in this scenario, the trips from private vehicles i.e. car, 2 wheeler and auto have been shifted to public transport. The major shift to public transport can be seen from 2 wheelers. The modal share of cycle and walk remains same as observed in Urban Structure scenario. Figure 3.16 shows the link- wise peak hour public transport loads on the network under public transport scenario.

FIGURE 3.16 PEAK HOUR PT ASSIGNMENT IN PUBLIC TRANSPORT SCENARIO (YEAR 2044)

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iii. NON-MOTORIZED TRANSPORT SCENARIO

Non-Motorized Transport (NMT) modes are the cleanest transport mode and interventions for the infrastructure improvement of NMT modes are necessary for sustainable urban transport in the City. As such, this scenario is assumed to increase the modal share of walk and NMT in the city. Safe walking and cycling infrastructure is envisaged under this scenario for better safety and to promote walk and NMT as a preferred mode in the city in addition to the interventions considered under Urban Structure and Public Transport scenarios.

The assumed infrastructure under the NMT scenario will include continuous footpaths and cycle paths, good crossing facilities, parking for cyclists, signal prioritization, strong parking policies and strict enforcement to remove the hindrances on NMT infrastructures. The modal share as derived from travel demand model is presented in Table 3.16.

TABLE 3.16 MODAL SHARE IN NMT SCENARIO-2044 Mode Daily Trips Modal Share (%) Car 499292 12.0 Two Wheeler 837509 20.1 Auto 97662 2.3 NMT 83591 2.0 Public Transport 1505637 36.1 Walk 1150331 27.6 Total 4174022 100.0

iv. TECHNOLOGY TRANSITION UNDER A LOW CARBON SCENARIO

The Technology Transition scenario is envisaged in progression to the NMT scenario. Though under the NMT scenario, there is an increment in the share of NMT and walk trips, substantial share of trips will continue to be catered by motorized modes including public transport modes as bus and shared autos. As such, it is imperative to reduce consumption of conventional source of energy for motorized modes.

Fuel mix shares used as inputs to estimation of emissions of CO2 and other pollutants for year 2044 based on Niti Aayog RMI Study May 2017 are summarized in Table 3-17. Fuel consumption details for various scenarios are given in Table 3-18..

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TABLE 3.17 FUEL MIX SHARES FOR DIFFERENT SCENARIOS Sustainable Transport Fuel Station Fuel (%) BAU (2044) Scenarios (2044) Survey LU/PT/NMT Technology CAR Electricity 0 5 40 40 Diesel 55 45 20 10 Petrol 44 40 30 25 Gas 1 10 10 25 2 WHEELER Electricity - 5 40 Diesel - - - Petrol 100 95 60 Gas - - - 3 WHEELER (Shared and Private) Electricity - 5 100 Diesel 60 45 - Petrol 39 40 - Gas 1 10 - BUS Electricity - 1 100 Diesel 100 89 - Petrol - - - Gas - 10 -

TABLE 3.18 DAILY FUEL CONSUMPTION FOR VARIOUS SCENARIOS (2044) Daily Fuel Consumption Type of Vehicle Electricity in Petrol in Lit Diesel in Lit Gas in Lit MWh LAND USE SCENARIO 2 - Wheeler 23288 - - 103 3 – Wheeler - - - 128 Bus - - - 71 Car 16010 9281 5337 92 PUBLIC TRANSPORT SCENARIO 2 - Wheeler 22339 - - 99 3 – Wheeler - - - 84 Bus - - - 131 Car 14398 8346 4799 83 Rail based System - - - 82

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Daily Fuel Consumption Type of Vehicle Electricity in Petrol in Lit Diesel in Lit Gas in Lit MWh NMT SCENARIO 2 - Wheeler 22210 - - 98 3 – Wheeler - - - 84 Bus - - - 130 Car 14399 8347 4800 83 Rail based System - - - 81 TECHNOLOGY SCENARIO 2 - Wheeler 22210 - - 98 3 – Wheeler - - - 84 Bus - - - 130 Car 11999 4174 11999 83 Rail based System - - - 81

3.2.3. CO2 EMISSIONS AND AIR QUALITY

Emissions of CO2 as well as other pollutants have been estimated using factors given in CMP

Toolkit 2014 for Sustainable Urban Transport scenario. CO2 emissions resulting from grid power generation required for rail based mass transport operation have been accounted for. Emissions from passenger vehicles under the various scenarios are presented in Table 3- 19 to Table 3-20 using the following:

Presence of electric vehicles as in 2030 as per RMI-Niti Aayog report of May 2017: 40% of cars and 2 wheelers and 100% of 3 wheelers and buses could run on electricity Emission factors for CO2 and other pollutants and fuel efficiency factors from CMP Toolkit 2014 for sustainable transport scenario Generation of other pollutants are negligible for 3-wheeler and buses as 100% electrification of these vehicles CO2 emissions from generation of grid power to operate electric vehicles as well as consumption of electric energy by electric vehicles adopted from industry trends CO2 emissions from generation of grid power to operate rail based mass transport system.

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TABLE 3.19DAILY CO2 EMISSIONS FOR VARIOUS SCENARIOS FOR YEAR 2044

Daily CO2 Emissions kg Type of Vehicle Petrol Diesel Gas Electricity LAND USE 2 - Wheeler 53561 - - 24700 3 – Wheeler - - - 30740 Bus - - - 17127 Car 36823 25152 9019 22154 PUBLIC TRANSPORT 2 - Wheeler 51380 - - 23694 3 – Wheeler - - - 20262 Bus - - - 31456 Car 33114 22619 8111 19922 Rail based System - - - 19738 NMT 2 - Wheeler 51082 - - 23557 3 – Wheeler - - - 20108 Bus - - - 31118 Car 33117 22621 8111 19924 Rail based System - - - 19526 Technology 2 - Wheeler 51082 - - 23557 3 – Wheeler - - - 20108 Bus - - - 31118 Car 27598 11311 20278 19924 Rail based System - - - 19526

TABLE 3.20 DAILY EMISSIONS OF OTHER POLLUTANTS Type Daily Emissions in kg for Various Scenarios in Year 2044 of LU PT NMT Technology Vehicle Petrol Diesel Gas Petrol Diesel Gas Petrol Diesel Gas Petrol Diesel Gas PM 2.5 2 - W 148 - - 142 - - 141 - - 141 - - Car 4.62 15.70 0.77 4.15 14.12 0.69 4.15 14.12 0.69 3.46 7.06 1.73 NOx 2 - W 177 - - 169 - - 168 - - 168 - - Car 47 157 7.8 42 141 7.1 42 141 7.1 35 71 17.6 CO 2 - W 2926 - - 2807 - - 2791 - - 2791 - - Car 1084 201 361 975 181 325 975 181 325 812 91 812 VOC

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Type Daily Emissions in kg for Various Scenarios in Year 2044 of LU PT NMT Technology Vehicle Petrol Diesel Gas Petrol Diesel Gas Petrol Diesel Gas Petrol Diesel Gas 2 - W 1465 - - 1405 - - 1397 - - 1397 - - Car 36 78 11.9 32 71 10.7 32 71 10.7 27 35 26.6

It is seen that CO2 emissions are likely to decrease from 512 tons in BAU scenario to 219 tons in Land use scenario; other pollutants are also likely to decrease in Land use

scenario. However in Public Transport scenario, CO2 emissions increased to 230 tons which will be contributed by rail based transit and electric vehicles. Benefits in other pollutants due to introduction of rail based transit and electric vehicles. NMT scenario

has marginal benefit of reducing CO2 from 230 tons to 229 tons and marginal benefit in emissions of other pollutants.

Reduction of other pollutants during PT and NMT scenarios has been envisaged by projecting diversification of fuel from existing petrol and diesel to electricity. The improvement in technology has been assumed by the year 2044 such as the vehicle efficiency in terms of engine output / unit of fuel is considerably higher than that in the present scenario.

3.2.4. ANALYSIS AND INDICATORS On the basis of above analysis, a comparative picture has been drawn to assess the impact each scenario has on the travel pattern and environment. Following parameters have been taken into account for preparing a comparative picture among various scenarios: Modal Share: Change in share of various modes, with increase in share of Public Transport and NMT modes and decrease in modal share of private modes indicates a sustainable future. Trip Length: Shorter trip lengths indicate shorter time spent in commuting between two places whereas increase in trip length of a particular mode indicates preference to that particular mode due to availability of allied infrastructure. Veh-km: Vehicle km travelled by each mode is the most tangible indicator for comparing scenarios. For example, a scenario with highest vehicle km travelled by car/2 wheelers in comparison to other scenarios, indicates an unsustainable future. Environmental impacts will be positive for the city due to technology transition in favour of electric vehicle.

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The Table 3.21 presents the comparative picture for various scenarios.

TABLE 3.21 COMPARATIVE ANALYSIS BETWEEN DIFFERENT SCENARIOS (2044) Public Land Use NMT Technology Scenario Base Year BAU Transport Scenario Scenario Scenario Scenario Horizon Year 2017 2044 2044 2044 2044 2044 Population in Lakh 1423587 2676622 2730190 2730190 2730190 2730190 Total Trips in Lakh 2163974 4079197 4174021 4174021 4174021 4174021 PCTR (incl. Walk) 1.52 1.52 1.53 1.53 1.53 1.53 PCTR (excl. Walk) 1.02 1.10 1.11 1.11 1.11 1.11 Car 9.9% 13.8% 13.3% 12.0% 12.0% 12.0%

Two Wheeler 16.7% 21.9% 21.2% 20.2% 20.1% 20.1% Auto 1.6% 2.6% 2.6% 2.3% 2.3% 2.3% NMT 1.8% 1.6% 1.6% 1.6% 2.0% 2.0% Public Transport 37.3% 32.4% 33.9% 36.4% 36.1% 36.1% ModalShare Walk 32.8% 27.6% 27.5% 27.5% 27.6% 27.6%

Car 8.7 9.6 9.4 9.4 9.4 9.4 2W 7.3 8.1 7.6 7.7 7.7 7.7 Auto 6.3 6.7 6.2 6.3 6.3 6.3 Cycle 3.9 3.9 3.9 3.9 3.9 3.9 Trip Length Trip PT 3.9 6.6 6.3 6.1 6.1 6.1 Car 547037 1595297 1539209 1384178 1384309 1384309

2W 1892383 5205796 4824293 4627818 4600974 4600974 km - Auto 84826 283035 265419 244810 244829 244829 ravelled Veh PT (Pax-Km) 3159672 8669290 8884749 9324545 9224207 9224207 T Cycle 135916 235582 235366 236084 295452 295452 CO2 emissions in 275 512 219 230 229 224 tons/day

The figures in the above table indicate the differences between various scenarios as follows: Modal Share: The cumulative modal share of car and 2 wheelers is increasing from 26.6% under base year to 35.7% under the BAU scenario. However, scenarios formulated under the Sustainable Urban Transport indicate decreasing mode share of car and 2 wheelers with 34.5 share under Urban Structure scenario, 32.1% share under the Public Transport scenario and 32.0% share under the NMT scenario. The share of public transport increases from 32.4% under BAU to 36.4% under Public transport scenario. Trip Length: The trip length of NMT remains constant (3.9 km) under Base Year and NMT scenario. This is resultant of good NMT infrastructure in place and positively affects the veh-km travelled by each mode as given under. The trip length of PT increases from 3.9 km under Base Year to 6.1 km under PT scenario.

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Veh-km: The veh-km by Car, 2 Wheelers and Private Auto is lower by approx 1.3 Lakh under the NMT scenario as compared to BAU scenario.

CO2 Emissions per Day: As indicated above, with decrease in share of private

motorized trips, the CO2 emissions also reduce from BAU (512 Tonne/day) to PT scenario (230 Tonne/day) by about 55%. However, huge savings of are accrued from envisaged change in the vehicle technologies from conventional fuel to electricity (224 Tonne/day) i.e. 19% lower than the base year and 56% lower than the BAU scenario.

3.3. CONCLUSIONS

As evident from above analysis, the city is benefitted from NMT Scenario in terms of increase in Modal Share, Trip Length and veh-km for NMT modes. However, considering improvement in environment, the Technology Scenario is the most suited scenario for the City as it includes the following benefits: Development of compact city Shorter trip lengths and improved access to public transport Reliable, comfortable and safe public transport Increase in modal share of walk and NMT Considerably lower emissions from all the other scenarios

As such, the Technology Scenario is recommended for next stage i.e. the Proposal Formulation and Implementation Plan.

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Chapter – 4 DEVELOPMENT OF COMPREHENSIVE MOBILITY PLAN Comprehensive Mobility Plan for Jammu Final CMP Chapter 4: Development of CMP 4. DEVELOPMENT OF COMPREHENSIVE MOBILITY PLAN

4.1. INTEGRATED LAND USE AND URBAN MOBILITY PLAN

Transport is an induced demand dependent on the land use. Conversely, availability of transport influences the urban structure. Integrated land use and transport is the key factor towards planning sustainable cities. As per the National Urban Transport Policy (NUTP), transport planning is intrinsically linked to land use planning and both need to be developed together in a manner that serves the entire population and yet minimizes travel needs. An integrated master plan needs to internalize the features of sustainable urban transport. In developing such plans, attention should be paid to channel the future growth of a city around a pre- planned urban transport network rather than develop urban transport after uncontrolled sprawl has taken place. In line with this, an integrated landuse and urban mobility plan has been envisaged under this Study.

4.1.1. Recommended Urban Structure

The land use pattern proposed by the Jammu Master Plan - 2032 concentrates the commercial activity in different areas of city including the core area. The dispersed landuse planning would encourage the use of motorized modes of transport and will increase the carbon footprint of the city. Therefore, under the present Study it is recommended that intensive development to be taken up along major travel demand corridors. Higher grade of public transport system could be planned along these corridors for facilitating passenger movement. The major travel corridors are indicated under the Public Transport Improvement Plan in subsequent section. The intensive development corridor is presented in Figure 4.1. 4.1.2. Recommended FAR

Floor Area Ratio (FAR) is the relationship between the total amount of usable floor area that a building has, or has been permitted for the building, and the total area of the plot on which the building stands. A higher ratio indicates intensive development. The Jammu Master Plan 2032 recommends maximum FAR of 2.1 for commercial areas. To ensure intensive development along major mobility corridors envisaged under the present Study, it is proposed that the FAR may be increased on the line of Master Plan 2032 and /or as per the TOD guidelines that shall be finalized for the state of J&K.

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FIGURE 4.1: INTENSIVE DEVELOPMENT CORRIDOR

4.2. FORMULATION OF PUBLIC TRANSPORT IMPROVEMENT PLAN

Public transportation system is planned to be a combination of a high capacity corridors and medium to low capacity feeder system. The trunk network is proposed for mass transport operations and has been planned for development of intensive land use generating high passenger demand.

Choice of mode to be proposed depends mainly on the expected public transport demand on selected corridors, capacity of the considered modes and availability of RoW. Other considerations are the landuse along the corridor, the location of building lines, and the potential for increasing the RoW. Cost of the same mode of transport can vary at different locations depending on engineering constraints. It is therefore, important that the final choice of mode is based on techno-economic considerations.

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Using the same principle, mass rapid transit system has been proposed on high capacity corridors. The description of the same has been given in subsequent sections.

4.2.1. Proposed Integrated Transport System: It is not possible to provide end-to-end services to all commuters by a single mode. However; the driving force has been to minimize the need to interchange, and whenever change is inevitable, make it as convenient as possible. The CMP, therefore, proposes an integrated multi-modal transport system for 2044 consisting of MRTS, City bus service, Bus Terminals with integrated ticket system and IPT System to meet the existing and future travel demand. The details of individual system are described in subsequent paragraphs. An integrated multi-modal transport system is presented in Figure 4.2.

4.2.2. Proposed Mass Rapid Transit System (MRTS) Corridors

MRTS, high capacity demand corridor has been identified on the basis of travel demand for public transport scenario for Jammu is proposed as shown in Table 4.1 & Figure 4.3. The maximum PHPDT of phase -1 MRTS corridor is 16400 in 2044.The Total length of proposed MRTS network is 46.0 km (Phase -1 is 23 km and Phase-2 is also 23 km).

TABLE 4.1: PROPOSED MRT CORRIDORS Corridor Implementa Corridor details Approx. No. tion Phase Length (Km) 1 Phase I Bantalab to Bari Brahmana Railway Station (via 23.0 Chinore, Roop Nagar, Janipur, High Court, Lower Laxmi Nagar, Amphalla, Secretariat, Raghunath Temple, Exhibition Ground, Jammu University, Panama Chowk, Panama Chowk, Jammu Rly station, Trikuta Nagar, Trikuta Nagar Extn, Narwal, Greater Kailash, Greater Kailash-2, Kaluchak, SIDCO Factories and Bari Brahmana) Total Length of Phase I 23.0 2 Phase II Udheywala to Exhibition Gorund (via Tirth Nagar, 8.5 Suraj Nagar, Circuit House and Jewel Chowk) 3 Exhibition Ground to Satwari Chowk (via Rangoora, 14.5 Narwal Mandi, Transport Nagar, Malik Market, Sector 6, Sainik Colony, Greater Kailash, Kunjwani Chowk, Gangyal, Preet Nagar and Sanjay Nagar) Total Length of Phase II 23.0 Total Length of Phase I + II 46.0

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FIGURE 4.2: INTEGRATED PUBLIC TRANSPORT NETWORK

RITES Ltd. Page 4-4 Comprehensive Mobility Plan for Jammu Final CMP Chapter 4: Development of CMP FIGURE 4.3: PROPOSED MRTS CORRIDORS IN JAMMU

4.2.3. City Bus System Plan

Under the public transport scenario, the existing public transport system is proposed to be upgraded by introduction of reliable bus service with AC buses along all major roads, providing more comfort and safety as compared to existing bus system. A total of 13 major bus routes have been identified across Study Area on which bus based PT system is proposed to be operated with more frequency AC bus services. These are the major route carrying high capacity of travel demand that may be served by bus system. The total length of identified bus system network is about 192 km. The details of proposed major routes for city bus network are presented in Table 4.2 & Figure 4.4.

RITES Ltd. Page 4-5 Comprehensive Mobility Plan for Jammu Final CMP Chapter 4: Development of CMP TABLE 4.2 MAJOR ROUTES FOR CITY BUS NETWORK

Bus Route Route Route S. No. Proposals Length(km) Janipur, Amphala,Rehari Chungi, Shakuntala Cinema, 12 K.C.Chowk, Jewel Chowk, Dogra Chowk, Bikram Chowk, Janipur to 1 Channi Himmat University, Panama Chowk, Narwal Mandi & Narwal Bypass, Channi Himmat

Amphala, Rehari Chungi, Shakuntala Cinema, K.C.Chowk, 10 Jewel Chowk, Dogra Chowk, Bikram Chowk, University, Amphala to 2 Panama Chowk, Narwal Mandi & Narwal Bypass, Sunjwan Bhatindi Morh To Jalalabad(via Chief Minister House), Sunjwan. Janipur, Amphala, Rehari Chungi, K.C.Chowk, Jewel 18 Janipur to 3 Chowk, Dogra Chowk, Bikram Chowk, Satwari Chowk, Miran Sahib Airport, Indreshwar Nagar, Miran Sahib Janipur, Amphala, Rehari Chungi, K.C.Chowk, Jewel 15 Janipur to 4 Chowk, Dogra Chowk, Bikram Chowk,Satwari Chowk, Sainik Colony Gangyal, Kunjwani Chowk, Sainik Colony Panjtirthi, CPO Chowk, Kacchi Chhwani, Parade, 8 Panjtirthi to Secretriat Chowk, Shalamar, Indra Chowk, Gumat Chowk, 5 Railway Station Vivekanand Chowk, Dogra Chowk, Bikram Chowk, University, Panama Chowk, Railway Station Panjtirthi, CPO Chowk, Kacchi Chhwani, Parade, 8 Panjtirthi to Secretriat Chowk, Shalamar, Indra Chowk, Gumat Chowk, 6 Bagh-E-Bahu Vivekanand Chowk, Dogra Chowk, Bikram Chowk, University, Left Turn Before Panama Chowk, Bahu Fort Jewel Chowk to Jewel Chowk, Canal Head Chowk, Talab Tillo Chowk, 14 7 Marh Patta Bohri, Udheywala, Thathar, Marh Amphala,Rehari Chungi, Shakuntala Cinema, K.C.Chowk, 30 Amphala to 8 Jewel Chowk, Dogra Chowk, Bikram Chowk, Satwari Rahya Suchani Chowk, Kunjwani Chowk, Bari Brahmana, Rahya Suchani Parade to Parade, Kacchi Chhawni, Amphalla Chowk, Rehari 8 9 Paloura Colony, Vikas Nagar, Paloura Satwari to Satwari Chowk, Kunjwani Chowk, Bari Brahmana, 23 10 Vijaypur Vijaypur B.C. Road Bus B.C. Road Bus terminal, Jewel Chowk, Canal Head Chowk, 13 11 terminal to suraj Nagar, Muthi Camp, Purkhoo, Domana Domana Railway station Jammu Railway station, Panama Chowk, Narwal Chowk, 19 12 to Nagrota Sidhra bypass NH-44, Nagrota B.C. Road B.C. Road Terminal, Jewel Chowk, Amphalla Chowk, Jagti 14 13 Terminal to Township Jagti Township Total 192

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FIGURE 4.4: CITY BUS ROUTE NETWORK

a. Strategy for Augmentation of Bus Fleet

As part of the public transport, augmenting the existing city bus services has been considered by taking 60 buses per lakh population as per LoS 1 of SLB. The public transport for Jammu is derived considering all the factors of existing situation and the best possible reorganization factoring all components of an efficient and sustainable system. The fleet size was estimated based on providing LoS 1 and travel demand (estimated ridership considering modal shift).

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The fleet requirement for the proposed bus system comes out to be 1600 for horizon year 2044. It is proposed that all the buses must have GPS, security cameras and panic buttons linked to a control center for incident detection and swift response. This fleet size will require 3 depots for parking and maintenance of the buses. The narrow widths of the road network and requirement of high frequency bus services, mini bus based operations have been proposed in the city with a minimum frequency of 10-15 minutes. b. Bus Infrastructure Requirement Presently, there are two main bus terminals in Jammu, one is B. C. Road Bus Terminal and other is Railway Station Bus Terminal. All the inter-city buses presently originate and terminate at these terminals. Terminal area of both is insufficient to cater to existing operations. As a result, there is spill over of terminal activities on adjoining roads resulting in congestion and chaos in the area.

As underlined in Master Plan -2032, to meet the future travel demand, three additional intercity bus terminals are proposed on NH-44 near Purmandal Chowk, near Nagrota and on Akhnoor Road near Nagbani. For proper functioning, all these terminals are proposed to be connected.

TABLE 4.3 PROPOSED NEW BUS TERMINALS AND PHASING S.No. Location Phasing Existing Bus Terminals 1 B.C. Road (Intra-City & Intercity) Phase I 2 Jammu Railway Station (Intra-City & Intercity) Phase I Proposed Bus Terminals 1 Transport Nagar (Intra-City & Depot) Phase I 2 Purmanadal Chowk (Intra-City, Intercity & Depot) Phase I

3 Nagbani (Intra-City, Intercity & Depot) Phase I 4 Panjtirthi (Intra-City) Phase II 5 Nagrota (Intercity Bus Terminal & Depot) Phase II

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FIGURE 4.5: PROPOSED BUS TERMINALS AND DEPOTS IN JAMMU

c. Bus Stops The existing public transport (bus stops/ Shared Auto stop) are un-organized in a whole city, wherever the commuter waves for it they stopped. Non schedule stoppages affect the traffic stream and the productivity of the mode. Accordingly, sufficient bus stops to be planned along the proposed bus routes in the city to support the smooth passengers boarding/ alighting for efficient proposed bus transport system.

The bus stops should provide comfort and convenience to passengers as well as give a distinct identity to the system. Weather protection along with ticketing and

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traveler information system is highly desirable features to provide a pleasant experience (Figure 4.6.) The placement of bus stops is proposed at a distance of 500 m. The length of the platform is determined based on detailed service parameters such as peak hour bus frequency, peak hour passenger flow on the bus stop, routing and stopping plans, etc. As a thumb rule, for accommodating two buses of 12 m length, a bus-bay of 30 m length may be planned. FIGURE 4.6: TYPICAL BUS STOP IMAGE

4.2.4. Para-transit System

At present para-transit operation is mainly shared auto rickshaws operated by individuals. The infrastructure required for their parking/ stops/ terminals etc. is almost non-existent. As para-transit play an important role in total transport system envisaged for the city, following recommendations have been proposed to improve their operations: Appropriate parking/stands at all locations, such as: o Commercial areas like shopping malls and retail areas o Public spaces like parks and tourist locations o Residential colonies: each colony to have an authorized auto-rickshaw stand. Stopping and boarding facilities in sync with bus-stops so that the shared auto services are integrated with city buses and act as a feeder mode to them. Shared autos to be used as both a primary public transport system in the outgrowth areas where the demand doesn’t justify as bus system, and as a feeder service to city buses in other areas based on travel demand.

RITES Ltd. Page 4-10 Comprehensive Mobility Plan for Jammu Final CMP Chapter 4: Development of CMP 4.3. PUBLIC TRANSPORT CONNECTIVITY TO JAMMU METROPOLITAN REGIONAL DEVELOPMENT AREA

FIGURE 4.7 PUBLIC TRANSPORT CONNECTIVITY TO JMRDA AREA

RITES Ltd. Page 4-11 Comprehensive Mobility Plan for Jammu Final CMP Chapter 4: Development of CMP 4.4. PREPARATION OF ROAD NETWORK DEVELOPMENT PLAN

4.4.1. The proposed Master Plan exhibits a definitive hierarchy in its structure for proposed road hierarchy. Apart from the regional roads, the other proposed road network consists hierarchy of 60 m, 45 m, 30 m, 24 m and 12-18 m wide roads. Other than these, the existing Roads are kept as it is as approach roads for the settlements.

4.4.2. A ring road of 6 lane divided carriageway is under construction which connects NH- 44 near Jakh in south and near Jagti Township in the north of the Jammu city.

i. Spine Road- 60 m Wide

The proposed plan for the notified area has one major spine cutting across the area. This central spine road is the existing NH-44 is to be 60 M wide, forming the commercial/ recreational spine having high intensity development along it.

ii. Arterial Roads- 45 m Wide

iii. Sub-Arterial Roads- 24-30 m Wide

The sub-arterial roads are the internal link road that is creating the grid pattern road network.1-1.5 km grid has been created for the 24m road and 1.5km-2 km grid has been created for the 30m road.

4.4.3. About 100 km of road network has been identified for widening along with NMT facilities across the city proposed to be upgraded in phase I. The proposed road network is presented in Figure 4.8.

4.4.4. Proposed Cross Sections An overall hierarchy of roads has been indicated in the above sections. To allow road network to perform efficiently, continuous stretch of the road needs to be developed as per the recommended cross sections. Four typical cross-sections have been proposed for corridors of 18m, 30m, 45m, and 60m ROW. The details of the cross sections are presented in Figure 4.9.

60m ROW: For corridors with 60m ROW, recommended cross section includes Divider (3.4m), 8 lane divided carriage way for traffic movement (14m both sides), service belt segregating Service Road from main carriageway (0.75m), Service Lane for two-way movement of local traffic (7m), NMT lane (3.1m both sides), Footpath (3m both sides) and Service belt (0.6m wide) for provision of street lights, street furniture, trees etc.

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45m ROW: The 45m ROW is proposed with features such as Divider (3.4m), 8 lane divided carriage way for traffic movement (14m both sides), NMT lane (3.1m both sides), Footpath (3m both sides) and Service belt (0.6m wide) for provision of street lights, street furniture, trees etc. No service road is proposed for 45 m ROW. 30m ROW: For the 30m Row, proposed cross section includes features as Divider (1.5m), 6 lane divided carriage way for traffic movement (10.5m both sides), NMV Lane / Footpath (3.05m both sides) and Service belt (0.6m wide) for provision of street lights, street furniture, trees etc. 18m ROW: For the 18m Row, proposed cross section includes features as Divider (0.3m), 2 lane divided carriage way for traffic movement (7m both sides), Footpath (1.55m both sides) and Service belt (0.15m wide) for provision of street lights, trees etc.

4.4.5. Proposed New Bridges and Widening of Existing Bridges The mobility across River Tawi needs to be strengthened and improved. The city is divided by Tawi River into two parts and is connected by four major bridges. The traffic volume on all the existing bridges has already exceeded the threshold limit. In addition to the widening of existing bridges, some new bridges at various places are proposed to be developed/ constructed in Phase I after carrying out their feasibility on environmental account and presented in Table 4.4 and Figure 4.8.

TABLE 4.4 PROPOSED NEW BRIDGES/ WIDENING OF EXISTING BRIDGES

River Bridge Location Configuration No. RB-1 New bridge (First bridge) on SOS River over Bridge to be developed as school to back side of Airport part of the cross section of proposed New road of 4 lane divided carriageway RB-2 New bridge (Second bridge) on SOS River over Bridge to be developed as school to back side of Airport part of the cross section of proposed New road of 4 lane divided carriageway RB-3 Existing Bridge on Mandal To be upgraded to 4 lane divided c/w Phallian Road from Sohjana village to proposed Akhnoor Bypass near Army school Jammu Cantonment RB-4 Existing Bridge over Tawi River To be upgraded from 4 lane to 8 lane near Sidhra on NH44 divided c/w

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FIGURE 4.8: PROPOSED ROAD WIDENING PROPOSAL ALONG WITH NMT & RIVER BRIDGES

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FIGURE 4.9 CROSS-SECTIONS FOR PROPOSED ROW

RITES Ltd. Page 4-15 Comprehensive Mobility Plan for Jammu Final CMP Chapter 4: Development of CMP 4.5. PREPARATION OF NMT FACILITY IMPROVEMENT PLAN

NMT/pedestrian infrastructure is the basic component of sustainable transport for any City. The provision of NMT facilities in Jammu are proposed to be developed as a part of the overall road development program. To promote NMT usage, priority has to be given to pedestrian and NMV safety. This would be addressed by segregation of NMT from motorized vehicles. It is observed that footpaths, wherever available in the City, are underutilized. The facility becomes unusable due to discontinuity at frequent intervals arising out of various factors as encroachment, design flaws and natural deterioration etc. In order to improve the NMT scenario on ground, maintenance is to be considered as important provision related to the infrastructure. Provision of continuous footpaths and NMV lanes for cycle throughout the City (wherever possible) is recommended to provide the safe mobility environment for NMT while improving upon the traffic flow. Following measures are recommended for pedestrian/NMT infrastructure:

Footpaths to be installed on all the mobility corridors throughout the City. Minimum recommended width for footpaths is 1.5 m to 2.0 m exception being, roads with ROW below 10 m where footpath of 1.5 m may be provided to accommodate minimum required carriageway of 7 m. Footpath should be provided on both sides of the road. Footpaths to be raised by unmountable kerbs of height 150 mm. Footpaths wherever discontinued, to be raised by table top crossing. Strict enforcement to restrict motorized vehicles from entering NMV lanes and footpaths and also to discourage encroachment and vandalism of the NMV infrastructure. All roads with medians to have rail guards to discourage jaywalking along with opening at every 1 km distance to allow pedestrians to cross with a pedestrian crossing signal as a minimum requirement. Zebra crossings to be provided at all at grade junctions.

Total of about 100 km of road network has been identified for provision of NMV / pedestrian infrastructures have already been presented in Figure 4.8.

RITES Ltd. Page 4-16 Comprehensive Mobility Plan for Jammu Final CMP Chapter 4: Development of CMP 4.5.1. Hawkers Zone

Haphazard encroachments by hawkers cause hindrance to the movement of people. But these are required as an integral part of the Indian bazaars. As this activity is of informal nature, it usually is carried out on roads. This not only reduces the road capacities, but also forces the pedestrians to walk on the carriageway, thereby creating hazardous situations for themselves, pedestrians and the traffic. It is therefore proposed to include “Hawker Zones” along NMT infrastructure. This will decongest the major corridors and commercial areas, would ensure encroachment free footpaths and will limit the anti social elements by providing eyes on the roads.

4.6. "INTER-MODALITY" - INTEGRATED DEVELOPMENT OF ALL MODES INCLUDING NON-MOTORISED TRANSPORT

Inter-modal integration explores the coordinated use of two or more modes of transport for efficient, speedy, safe, pleasant and comfortable movement of passengers in urban areas. It provides convenient and economical connection of various modes to make complete journey from origin to destination.

All the proposals given under Public Transport Improvement Plan i.e. MRTS, Bus system, Para transit system have been proposed to be integrated with each other for efficient passenger movement. The NMT have also been integrated with other motorized modes.

4.7. FREIGHT MOVEMENT PLAN

RITES Ltd. Page 4-17 Comprehensive Mobility Plan for Jammu Final CMP Chapter 4: Development of CMP FIGURE 4.10: LOCATIONS OF EXISTING ITC AND PROPOSED INTEGRATED FREIGHT COMPLEX

4.8. PLANS FOR INTELLIGENT TRANSPORT SYSTEM

4.8.1. Ticketing System

For better management and governance, pre-board and automated fare collection and verification are proposed. Smart Card is proposed along with normal ticketing system.

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Comprehensive Mobility Plan for Jammu Final CMP Chapter 4: Development of CMP 4.8.1. Information System

Intelligent Transport System is proposed to be implemented with setting up of System Control Centers (SCC) for the same. ITS features such as traffic signaling, passenger information, fare collection and integration systems, operations control and communications to be in place and well integrated. High-quality passenger information and audio announcements are proposed for convenience of the passengers on buses and at stations. Bus stations proposed to have real-time next bus information displays. Passenger information is proposed to be centrally accessible to monitoring for better management (Figure 4.11).

FIGURE 4.11: INFORMATION SYSTEM

Display for passenger Next-bus information Route information information 4.9. TRAFFIC MANAGEMENT MEASURES

4.9.1. Parking Plan

The CMP aims at promoting use of public transport for sustainability. Providing more and more parking spaces does not solve the purpose of mobility, as the parking spaces get eventually exhausted with a high rate of vehicle growth. Instead, existing off street parking spaces need to be used efficiently to promote only short term parking.

Raghunath Bazar Road, Kanak Mandi Road, Residency Road, Purani Mandi Road, BC Road, Hari Market Road, Mubarak Mandi Road, Kachi Chhawni Parking to Pakka Danga Road, Medical College Chowk to Akhnoor Road are identified important roads lying in commercial areas and witness high degree of traffic congestion mainly because of parking spill-over are proposed as No Parking roads to improve mobility in the core area.

The semi-automated multilevel car parking at super bazaar City Chowk is fully operational and has capacity of about 352 cars. The multilevel car parking in Phase I are proposed at DC office, B.C. Road Bus terminal, Prem Nagar opposite to Maharaja

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Harisingh Park currently having surface parking operated by JDA. In phase II at Jabah near to Bikram Chowk and Kacchi Chhawni are proposed for multilevel car parking.

Off-street parking (surface parking) in phase I are proposed at Medical College, B.C. Road, Jammu Railway Station, Mubarak Mandi, Gole Market Chowk and Jammu Airport. Identified locations for the development of Short term and long term parking (Surface & Automated Multilevel Parking) as well as no parking streets in Jammu are presented in Figure 4.12.

FIGURE 4.12: PROPOSED PARKING LOCATIONS

RITES Ltd. Page 4-20 Comprehensive Mobility Plan for Jammu Final CMP Chapter 4: Development of CMP 4.9.2. Traffic Control Measures

Traffic congestion is an increasing problem in Jammu and needs to be minimized by using a variety of traffic management methods. The main reason for traffic congestion in the city is absence of proper traffic control measures. There are few junctions which are either manually operated non-signalized or signalized but not being operated properly.

In order to augment the capacity of existing junctions, Major junctions which cater heavy traffic and face congestion due to poor geometry and absence of traffic control measures have been identified.

The junctions where major improvements are not possible due to constraints are proposed for at grade geometric improvements with proper signalization (variable cycle, coordinated/synchronized or vehicle actuated signals), pedestrian signal phasing while others are proposed for improvement in junction geometry along with grade separation as feasible. The corridor improvement has to be planned for the junctions in series and located very close to enhance the overall capacity of the corridor. The total 10 junctions have been identified for geometric improvement in phase I and 2 critical junctions for grade separation in phase II. The improvements of these junctions have been proposed based on the available data and site visits. However, more detailed plans shall be worked out during the detailed study of these locations and additional modifications could be suggested at that stage.

Also, it is recommended that all the junctions should be installed with security cameras for incident detection and overall safety (Figure 4.13 and Table 4.5).

TABLE 4.5 JUNCTIONS IMPROVEMENT PROPOSALS AND PHASING

S. No. Junction Name Phasing 1 Medical Chowk Phase I 2 Panama Chowk Phase I 3 Railway Station Chowk Phase I 4 Indira Chowk Phase I 5 Gole Market Chowk Phase I 6 Amphala Chowk Phase I 7 K. C. Chowk Phase I 8 Jewel Chowk Phase I 9 Canal Head Chowk Phase I 10 Vivekananda Chowk Phase I Proposed Junctions for Grade separation 1 Kunjwani Chowk Phase II 2 Satwari Chowk Phase II

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FIGURE 4.13: PROPOSED JUNCTIONS FOR IMPROVEMENT

Signal timing plays an important role in managing the congestion at the junction. SCOOT (Split Cycle Offset Optimization Technique), is a tool for managing and controlling traffic signals in urban areas. It is an adaptive system that responds automatically to fluctuations in traffic flow through the use of on-street detectors embedded in the road. This system typically reduces traffic delay by an average of 20% in urban areas. Apart from this, SCOOT also contains other traffic management facilities such as:

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Bus priority Traffic gating Incident detection On-line saturation occupancy measurement Vehicle emissions estimates

SCOOT based traffic management is recommended for all mobility corridors including the arterial roads and the Ring Road.

4.9.3. Traffic Safety Plan

With the increase in number of vehicles on roads, City is also experiencing increase in number of accidents. Though high road accidents may be resultant of poor road geometrics and dilapidating infrastructure, a high share of road fatality indicates need of public awareness and strict enforcement of traffic rules. Serious efforts are needed to be made in road design and infrastructure along with traffic management and law enforcement to improve the situation. To control the accident and fatality rates in the City, black spots or accident prone areas need to be addressed on urgent basis. Following measures have been recommended to handle the accident prone areas

Installation of speed tracking devices with video cameras near black spots. Setting up of stationary/mobile police posts near black spots. Installation of traffic lights at accident prone intersections. Centralized emergency setup to omit delay in case of an emergency. Redesign of intersections to remove engineering flaws.

Apart from proposals for black spots, following measures are recommended to improve safety and proposed to be implemented on priority:

Helmets to be made compulsory for both rider and pillion. Front row seat belts to be made compulsory. Cancellation of driving license at third incidence of fine. Active surveillance by police mobile vans/bikes. Strict enforcement of Pollution control measures. Installation of pollution control kiosks at all fuel stations. a. Public Awareness Programs

Public Awareness Program (PAP) is an integral component of the strategy for Traffic Safety. Traffic safety should be inculcated at an early stage. To achieve this, widespread Public Awareness Programs should be carried out in educational institutes. These programs may be conducted by NGOs in close coordination of

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Traffic Police. PAP put into operation effectively will go long way in enabling the implementation of above proposed safety measures.

4.10. INFORM AND ENGAGE STAKEHOLDERS INCLUDING CITIZENS

The proposed measures given in previous sections have been derived with extensive Stakeholder consultations held during the course of the Study. The stake holder consultations were carried out through meetings held with various stakeholders at different stages of the study.

4.11. REGULATORY AND INSTITUTIONAL MEASURES

4.11.1. Regulatory Measures

Limited road capacity, increasing vehicle ownership and limited penetration of public transport are the main reasons for the present chaotic traffic scenario in the City. Following regulatory measures are required to bring in improvements in the present scenario. a. Transport Demand Management (TDM)

Transportation Demand Management or TDM refers to various strategies that change travel behavior (how, when and where people travel) in order to increase transport system efficiency and achieve specific objectives such as reduced traffic congestion, increased safety, improved mobility for non-drivers, energy conservation and pollution emission reductions. Table 4.6 gives the TDM Measures used worldwide to manage the transport demand in the cities.

TABLE 4.6 TRANSPORT DEMAND MANAGEMENT MEASURES Type Of Measures Measure Economic Measures Road user charges Parking charges Public transport subsidization Fuel Tax Restraint on Vehicle Ownership Land use Car free developments and location of new developments Park and Ride Facilities Public transport promotion Intensive development along major PT routes Information for Travelers Travel Information before a trip is undertaken Car Sharing Administrative Measures Parking Controls Pedestrianised Zones

RITES Ltd. Page 4-24 Comprehensive Mobility Plan for Jammu Final CMP Chapter 4: Development of CMP Type Of Measures Measure Alternative working patterns (Flexi time etc.) Different weekly offs days for various market areas

i. Park and Ride and PT Promotion

Park & Ride facilities and promotion of public transport are the key components of the strategy adopted to meet the demand in horizon years. Public transport promotion needs to be carried out through policy interventions as well as awareness programs. The mass transport system plan detailed in previous sections will promote public transport and would help to increase its targeted modal share. ii. Preferential parking and carpool promotion and coordination

Preferential parking and carpool promotion and coordination provide opportunities for socializing, and reduce commute times through the usage of dedicated carpool lanes. The designation of premium parking spaces for High Occupancy Vehicles (HOV) modes is an inexpensive way to encourage employees to carpool or vanpool. It is intended to make HOV spaces highly valued among employees over single occupant vehicle spaces. The priority spaces are located close to the building entrances to reduce the walk time for carpool and vanpool users. Reduced walk times yield a relative reduction of travel times for HOV users. In addition to demonstrating employer support for HOV commuting, preferential HOV parking may also reduce the demand for employee parking spaces. Parking permit fees may also be waived or reduced for HOVs as an added incentive.

Carpool promotion and coordination is successful when implemented by employers because they can efficiently market the programs at the workplace and provide matching functions based on employer records. As employees commute from areas further away from employment centers to buy affordable housing, vanpools become increasingly attractive as a means to reduce single-occupant trips. iii. Alternative Measures

Alternative work-hour programs offered by individual employers such as the compressed work week, flexi time, and telecommuting are TDM strategies that directly reduce the number of trips taken by employees to travel to work.

A compressed work week allows employees to work longer days in exchange for an additional day off that would normally be worked. For example, employees may work eight nine-hour days and one eight-hour day, in a 10-day (2-week) pay period, totaling 80 hours and permitting one day off each two weeks. In other cases, employees may work four ten-hour days each week, with one day off each week. This program not only reduces the amount of peak hour commute trips, but also is often attractive to employees, increasing morale and job satisfaction. RITES Ltd. Page 4-25 Comprehensive Mobility Plan for Jammu Final CMP Chapter 4: Development of CMP

Other strategies such as “flexi time” or staggered work hours can be used to reduce peak hour trips and spread trips throughout non-peak times by allowing employees to begin and end work at a time that is different from the typical 9 A.M. to 6 P.M. work schedule. Flexi work time can be particularly attractive to employees with commutes that are congested during peak times, but do not result in the elimination of daily trips in the manner achieved by the compressed work week strategy.

All over the world, cities have adopted TDM measures to control congestion and promote public transport. The lessons learnt from the experience suggest that TDM should be sold as a part of an overall transport strategy. The public has to see the big picture. TDM is only one part of a package of measures, which included others like building roads, sophisticated traffic management, priority for bus movements, and new rail system. All the parts of the package need to be done in parallel to get the desired result. b. Para Transit Improvement Plan

At present IPT modes are playing major role in the total transport scenario of Jammu. Fragmented and disorganized operation is the major drawback of the existing IPT operation. IPT should be made an integral component of the transportation system in Jammu for more meaningful role and structured operation. Thus, there is a necessity to effectively integrate operations of PT and IPT modes to give ultimate benefit to the user and operator. This would require:

Identification of areas of operation for IPT operation based on demand and road network constraints. Major demand corridors have been identified as PT corridors to be operated by MRTS /Bus. IPT modes are proposed to operate on secondary/ tertiary roads to serve as feeder to PT corridors. Parking and terminal facilities for para-transit operation. Removal of disparity in fare structure followed by PT and IPT modes. Control on illegal operation of IPT modes. Driver Training, registration of only licensed drivers for driving of IPT modes are some other areas that need immediate attention of concerned authorities to bring improvements in IPT operation.

4.11.2. Institutional Measures

Urban transport is made up of multiple components managed by many agencies with overlapping responsibilities. There is no integrated planning or coordination between various agencies or even integration of services. Transport professionals are seldom employed. Each agency seeks its own budget and spends as per its own priorities. Urban transport thus becomes the secondary responsibility of several agencies in the City and at State and Central Government level.

RITES Ltd. Page 4-26 Comprehensive Mobility Plan for Jammu Final CMP Chapter 4: Development of CMP a. Existing Institutional Arrangements

The Jammu Municipal Corporation (JMC) and Jammu Development Authority (JDA) share the primary responsibility for urban transport planning, design and management with the role and responsibility demarcated for each of the organizations.

JDA’s primary function is to prepare macro level development plans and strategies for 20-30-year perspective. The area includes Jammu Municipal Area, Jammu Cantonment Board and surrounding Villages. JMC holds the responsibility of providing basic services and infrastructure and preparing the Transport Planning schemes.

Following is the list of primary institutions concerned with different facets of transport and other infrastructure in Jammu:

Jammu Municipal Corporation(JMC) Jammu & Kashmir State Road Transport Corporation (JKSRTC) Traffic Police Department b. Organization of PT & IPT Operation

Public transport system in Jammu is unorganized. Being individually dominated unorganized operation; the role played by PT modes goes unrecognized and is resulting in underutilization of resources. Organized bus system has been proposed as a part of public transport improvement plan. It is proposed to form an organized agency in charge of providing transport services in Jammu city. For that purpose, a Special Purpose Vehicle (SPV) may be set up as a public-private partnership by way of granting route permits to private bus operators to run their buses in the city. SPV may be formed with the following objectives:

To create specialized and effective agency to monitor the intra-city public transport system. To establish and maintain modern capacity means of public transport. To develop support system for improving transport infrastructure.

SPV will concentrate mainly on planning, implementing, setting service quality standards and monitoring performance and out sources operations, revenue collection, and so on to private companies in a transparent manner. c. Enforcement Measures by Traffic Police

The traffic regulatory measures are looked after by the Superintendent of Police supported by the Additional Superintendent of Police and Deputy Superintendent of Police and assisted by the Circle Inspector, Sub-Inspectors and assistant Sub- Inspector. RITES Ltd. Page 4-27 Comprehensive Mobility Plan for Jammu Final CMP Chapter 4: Development of CMP

Strict enforcement by Police is required to ensure the smooth flow of traffic and implementation of the proposals. Following measures are proposed for the same:

Traffic education and public awareness programs on regular basis to educate the public on traffic rules and their benefits. It is proposed that scheme of Traffic police on motorbikes to impose on the spot fines on traffic offenders may be started to ensure traffic discipline in the city. Heavy fines for habitual offenders Scheme of mobile courts to check on encroachments on traffic infrastructure and to punish the habitual traffic offenders may also be introduced. To play the envisaged role in enforcement, the strengthening of Traffic Police is recommended. d. Need for Unified Metropolitan Transport Authority (UMTA)

The above discussion suggests that there are many agencies involved in the urban transport in Jammu. As such there is nothing wrong in multiplicity of authorities. However currently there is no mechanism to ensure coordination among various institutions which is one of the key road block affecting formulation and implementation of major schemes and initiatives to improve the traffic situation and mobility in the city.

The National Urban Transport Policy 2006 has recommended setting up of Unified Metropolitan Transport Authorities (UMTA’s) in million plus cities. The policy document stipulates following on UMTA

“The current structure of governance for the transport sector is not equipped to deal with the problems of urban transport. These structures were put in place well before the problems of urban transport began to surface in India and hence do not provide for the right coordination mechanisms to deal with urban transport. The central government will, therefore, recommend the setting up of Unified Metropolitan Transport Authorities (UMTA’s) in all million cities to facilitate more coordinated planning and implementation of urban transport programs & projects and integrated management of urban transport systems. Such Metropolitan Transport Authorities would need statutory backing in order to be meaningful.”

The metro rail policy - 2017 makes it mandatory for the cities which are planning to have MRTS to address their mass transport requirements to have city level UMTA. Major functions of UMTA as envisaged in the study are presented in Figure 4.14.

The study proposes that UMTA could be given a larger set of functions through legislation, but be assigned these functions in stages, as the organization evolves and builds capacity, and as higher level of acceptance is achieved about UMTA’s role amongst key stakeholders. UMTA could thus first take up the range of functions that

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today are the key gaps or overlaps and gradually it can look towards rationalizing functions of existing agencies and taking over an appropriate group of functions. In this light, UMTA may be assigned functions which lie between the aforesaid two extremes arrangements, and less complex and feasible in operationalization. The extent of functions involved under this arrangement are given below:

Assist and advise government on urban transport matters Prepare, adapt and administer urban transport policies, strategies, standards and guidelines for the urban area under its jurisdiction. Prepare a multi-modal transport master plan integrated with land use Prepare Alternatives Analysis Report to identify best alternative MRTS mode on Phase I network. Updation of Comprehensive Mobility Plan (CMP) Prepare a detailed multi-year program for urban transport Monitor and audit compliance with CMP and the Multi-year Programme Approve urban transport projects and activities Promote development of integrated facilities and systems for urban transport Oversee operation of integrated facilities and systems for public transport Contract public transport services so as to provide mobility and integrated public transport

FIGURE 4.14 UMTA'S FUNCTIONS

Source: Study by Deloitte Touche Tohmatsu India Pvt. Ltd. on behalf of MoUD 2014

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License (issue permits for) public transport services Monitor and advise on fees and charges for roads, public transport, parking, and other public transport facilities and services and regulate fares for urban bus services Enforce regulations for which UMTA is responsible Fund, or arrange/ recommend/ approve funding for urban transport infrastructure in whole or in part Monitor and Audit use of UMTA funding Maintain records relating to urban transport, including details of projects, services, funding, and public transport safety Develop and manage local performance indicators for urban transport Monitor and advice on public transport safety Conduct research, studies, education and awareness about good practices in urban transport

The proposed compositions of the governing board for UMTA are presented below.

Representatives Role Representatives from Central Government National Highways Authority of India Member Indian Railways Member Representatives from State Government Transport Department Member Public Works Department Member Police Department Member Representatives from Local Government Municipal Corporation (Mayor / Commissioner) Member Development Authority (Commissioner) Chairperson Members from Private Sector Corporate Governance Expert Member Finance Expert Member Law Expert Member Urban Transport Institutions’ Representative Member Public Transport Beneficiaries’ Representative Member Representative of Cyclists and Pedestrians Member Employers’ Representative Member

There is an urgent need to create this authority for smooth handling of the issues related to traffic and transport in the city.

The governing board of an UMTA for a particular metropolitan or urban area will be assisted by a fully-fledged organisation headed by a full time Chief Executive. The

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CEO will be responsible for all day-to-day activities of UMTA in accordance with the policies approved by the board and the delegations given by the board.

A schematic organisation structure for a UMTA with the preferred range of functions is illustrated in Figure 4.15.

Some aspects of UMTA activities, such as UTF management, accounting, IT, and communications, can be out-sourced to service providers. Activities such as issuing licenses could be delegated and contracted to agents. Consultants could be employed for distinct activities such as preparation of the Transport Master Plan and the Comprehensive Mobility Plan, development of standards and guidelines, review of proposals and audit of implementation, preparation of contracts, preparation and delivery of awareness campaigns, and research. These considerations will determine the actual shape of the organisation below the divisional level shown.

FIGURE 4.15 ORGANISATION STRUCTURE FOR UMTA

e. Traffic Engineering Cells (TEC)

A large number of agencies deal with roads such as Jammu Municipal Corporation, Jammu Development Authority, Traffic Police, PWD, NHAI, etc. There are numerous issues of proper road geometrics, traffic circulation, junction design, traffic signals, road signs/markings, street furniture etc. which are properly attended to by these agencies due to lack of traffic engineering expertise. Traffic planning is a continuous affair. It is therefore important that Traffic Engineering Cells are established within

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JMC, JDA & Traffic Police with qualified and adequate staff such as traffic engineers. This will ensure that the traffic schemes are properly implemented with better results and fine-tuned later, if necessary. This will go a long way to improve traffic flow in Jammu.

4.12. DEVELOPMENT OF FISCAL MEASURES

4.12.1. Fare Policy for Public Transport

a. Principles for Rational Public Transport Tariff Design

Public transport tariff design is the key for creating an enabling environment for dynamic and sustainable growth of public transport sector. The fundamental principle of tariff determination is to ensure that prices lead to an optimum level of investment, operation, and demand in the sector.

Generally, there is a conflict between the different objectives of fare. For example, to increase the share of public transport and to address issues of social sustainability require that the fares be kept sufficiently low, while efficiency improvement and viability issues require periodic fare increases with the increase in cost of input of the service. The agencies in this sector need to balance these objectives to achieve a sustainable outcome. Similarly, to ensure environmental and social sustainability, it may be necessary to subsidize public transport operations. b. Effect on Demand of Bus Services

An increase in public transport fares could lead to modal shift to private modes. Thus, public transport fares would have to be benchmarked on the cost of alternative modes of transport to ensure that a modal shift is checked. For addressing issues of social sustainability, it is imperative that the fares be kept sufficiently low. However, tariffs should provide incentives for efficiency improvements so as to reduce the cost of operation. c. Subsidy Administration

Whenever the government desires that a particular class of consumers be provided public transport services at subsidized fares, it is recommended that the government to that effect make the allocation explicitly. d. Fare Revisions

Fare Revision mechanism should be reasonable, transparent, and accepted to both, the passenger and the operator. Generally, the fare revision process is not transparent or scientific. Today the fare revisions are usually a compromise between competing pressures from operators for an enhancement in the fares and pressures from commuters for not affecting any increase. Invariably, there is a time lag

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between such an increase in the input costs and the increase in fares leading to delays in fleet augmentation and replacement and thus poor quality of service. However, for improvements in the service quality fare revisions should be rationalized and made systematic e. Fare Integration

Fare integration is essential for seamless travel for passengers using more than one mode to reach their destination. It can be achieved through common ticket for different Public and Para transit modes.

4.12.2. Parking Pricing Strategy

The land in urban areas is limited and there is a limit to the parking space that can be created in the City. The parking demand is growing with growth of vehicles in Jammu. The institutional, public semi public and busy/commercial areas are major attractors to the long term parking. This results in the vehicle parking spilling to streets (main roads or side streets). One of the important tool to control the parking is Parking Pricing. This may include following measures:

Levy incremental parking fee on on-street parking Off street parking charges to be less than the on-street parking charges Differential parking fee in the core areas and outside the core area Phasing out of on-street parking from major roads and development of off street parking Stringent enforcement measures by way of fine and other penal actions need to be provided for violation of parking rules a. Parking Pricing for Core Area

It is proposed to levy incremental parking charges upon on-street parking in the areas identified for the City. Along with this, off street parking complexes need to be developed to accommodate private vehicles as well as to provide defined space for goods IPT vehicles facilitating goods transaction without hurdling the traffic. It is proposed that about 20% ECS shall be left reserved for goods IPT vehicles in each off street parking complex. For an efficient utilization of available space, long term parking shall be discouraged by levying incremental fares. b. Other measures: As parking is un-satiated demand, it is proposed that regulatory tools need to be adopted to cater parking demand generated by a building inside its own premise. This will cater to the parking demand likely to be generated by upcoming developments in the City. Broad measures to ensure availability of parking inside a building premise include:

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Traffic Impact Assessment (TIA) of new developments Provision of ground level and basement parking for estimated parking demand in TIA Incremental fee at surface / lower ground level to ensure short term parking

4.13. MOBILITY IMPROVEMENT MEASURES PROPOSED IN CMP AND NUTP OBJECTIVES

The objective of National Urban Transport Policy (NUTP) of GoI is to plan for the people rather than vehicles by providing sustainable mobility and accessibility to all citizens to jobs, education, social services and recreation at affordable cost and within reasonable time. This will involve:

Incorporating urban transportation as an important parameter at the urban planning stage rather than being a consequential requirement. Bringing about a more equitable allocation of road space with people, rather than vehicles, as its main focus PT should be citywide, safe, seamless, user friendly, reliable and should provide good ambience with well-behaved drivers and conductors Walk and cycle should become safe modes of UT Introducing Intelligent Transport Systems for traffic management Addressing concerns of road safety and trauma response Raising finances, through innovative mechanisms Establishing institutional mechanisms for enhanced coordination in the planning and management of transport systems. Building capacity (institutional and manpower) to plan for sustainable urban transport and establishing knowledge management system that would service the needs of all urban transport professionals, such as planners, researchers, teachers, students, etc. The land use and transport measures proposed in the CMP will improve mobility in the metropolitan area and cover the critical issues addressed in the NUTP. Table 4.7 summarizes the relationship between the NUTP objectives and the measures proposed in the CMP.

RITES Ltd. Page 4-34 Comprehensive Mobility Plan for Jammu Final CMP Chapter 4: Development of CMP TABLE 4.7 SUMMARY OF MOBILITY IMPROVEMENT MEASURES PROPOSED IN CMP IN RELATION TO NUTP

S. No. NUTP Objectives Proposed Mobility Improvement Measure 1 Priority for Footpath proposed along all major corridors Pedestrians Recommended cross section includes footpaths 2 Priority for Non- NMV lane proposed along major corridors Motorized Recommended cross sections include NMV lanes 3 Priority for Public Development of MRTS and Bus corridors is proposed. Transport Recommended Network for bus operation and IPT operation Requirement of bus fleet and bus infrastructure is provided 4 Parking Restrictive on street parking in Core Area. Proposal of 5 off street and 5 multilevel parking 5 Integration of Land Intensive land use along major mobility corridors Use and Transport Mass transport along major mobility corridors Planning 6 Equitable Allocation MRTS corridors and Bus routes are proposed. of Road space Pedestrian and NMV lanes are recommended. 7 Integrated Public Recommended 5 bus terminals directional wise on Transport Systems peripheral areas of the city and integrated with various modes Existing 2 bus terminals to be upgraded and integrated with various modes like MRTS and IPTs. 8 Introduction of Recommended the organization of Para-transit operation Para-transit Services as a feeder mode to main MRTS corridors 9 Freight Traffic Proposed 2 direction oriented freight terminals and 4 ITC Improvement have been planned to be upgraded. Management measures such as entry and time restrictions for heavy vehicles recommended Loading unloading by IPT during daytime in off street parking locations

4.14. IMPACT OF THE PROPOSED MEASURES ON SERVICE LEVEL BENCHMARK

Performance levels of Jammu City were monitored against service level benchmarks (SLBs) in Chapter 2 wherein four LOS viz. 1, 2, 3, and 4 were specified, with 1 being highest LOS and 4 being lowest. Though the goal was to attain the LOS 1, Jammu fared poorly for all SLBs. SLBs identified for monitoring performance were:

Public transport facilities

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Pedestrian infrastructure facilities Non Motorized Transport (NMT)facilities Level of usage of Intelligent Transport System (ITS) facilities Travel speed (Motorized and Mass Transit) along major corridors Availability of parking spaces Road safety Pollution levels Integrated land use transport system Financial sustainability of public transport

Now, with proposals drafted for preferred sustainable transport scenario, the benchmarking against all the SLBs are again taken up to assess the benefits to be accrued in future by adopting the proposals in this report.

4.14.1. LOS of Public Transport Facilities

The city-wide LOS is being calculated for public transport systems during peak hours including rail and organized bus based systems. The criteria as listed under SLBs are as follows:

Presence of Organized Public Transport System in Urban Area (%) Extent of Supply Availability of Public Transport Service Coverage of Public Transport in the city Average waiting time for Public Transport users (mins) Level of Comfort in Public Transport % of Fleet as per Urban Bus Specification

With two MRTS priority corridors of 46 km length, 13 bus routes of total 192 km length, it is expected that Jammu will have a wide spread, accessible, comfortable and good transport system, placing it in the highest bracket of LOS 1.

4.14.2. LOS of Pedestrian Infrastructure Facilities

The SLB parameters for pedestrian infrastructure facilities include the following:

Signalized intersection delay (%) Street Lighting (Lux) % of City Covered

These parameters cover the percentage of road length along the arterial and major road network or Public Transport corridors and at intersection that has adequate

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barrier free pedestrian facilities. With 100 km of road network identified for provision of NMV / pedestrian infrastructure, 10 major junctions identified for signalization with provision of pedestrian phasing and 2 junctions for grade separation and provision of parking at identified locations to remove encroachments from footpath, Jammu is expected to achieve LOS 1.

4.14.3. LOS of Non-Motorized Transport Facilities

The SLB parameters for NMT facilities include:

% of network covered Encroachment on NMT roads by Vehicle Parking (%) NMT Parking facilities at Interchanges (%)

These parameters indicate the percentage of dedicated cycle track/ lane along the arterial & sub arterial road network or public transport corridors with a minimum of 2-3 m width as per land availability. The service level is characterized by continuous length of NMT lanes, encroachment on NMT lanes, and parking facilities. With 190 km of road network identified for provision of NMV / pedestrian infrastructure, Jammu is expected to achieve LOS 1.

4.14.4. LOS of Level of Usage of Intelligent Transport System (ITS)

ITS refers to efforts to add information and communications technology to transport infrastructure and vehicles to manage factors that typically are at odds with each other, such as vehicles, loads, and routes to improve safety and reduce vehicle wear, transportation times and fuel consumption. GPS/GPRS systems are required so as to cover all the public transport and intermediate public transport vehicles on the "National public transport helpline" besides the use for operational efficiencies. The parameters identified to assess the level of service for level of usage of ITS are:

Availability of Traffic Surveillance (%) Passenger Information System (PIS) (in %) Global Positioning System (GPS)/ General Packet Radio Service (GPRS) (%) Signal Synchronization (%) Integrated Ticketing System (%)

Public transport services have been recommended for installation of GPS, security cameras and panic buttons along with linking with traffic control center for incident detection and response. Also, all major junctions in the city are recommended to be installed with security cameras. Fare integration have also been recommended between different modes.

RITES Ltd. Page 4-37 Comprehensive Mobility Plan for Jammu Final CMP Chapter 4: Development of CMP 4.14.5. LOS for Travel Speeds along Major corridors

Average Travel speed of Personal vehicles (KMPH) Average Travel speed of Public Transport (KMPH)

With an extensive network of outer ring road, inner ring road and arterials identified for the city, along with footpath and NMV network to avoid vehicular – pedestrian conflict, it is expected that Jammu will be placed in the LOS 1 for Travel Speeds.

4.14.6. LOS of Availability of Parking Spaces

All parking locations (on and off street) have been proposed to be available on chargeable basis. Also, parking fare matrix have been recommended for the city with varying parking charges. This will place Jammu in the LOS of 1.

4.14.7. LOS of Road Safety

Recommendations for road design (cross sections) to avoid conflict between different modes, strict enforcement to avoid traffic rules violations and extensive incident monitoring and response system are expected to reduce the fatalities to minimum. However, as responsibility for road safety also rests in the hands of users, conduct of public awareness campaigns have also been recommended in the CMP. It is expected that Jammu will achieve zero tolerance against road fatalities.

4.14.8. LOS of Pollution Levels

This indicates the Level of air Pollutants in the city i.e. average level of pollution in urban areas. The indicator to calculate the pollution levels is Annual Mean Concentration Range (µg/m3). Parameters to assess the LOS for this SLB are:

Level of SO2 Level of Oxides of Nitrogen Level of RSPM (Size less than 10 microns)

CO2 emissions are expected to decrease under this scenario, bringing Jammu in the LOS 1 category.

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4.14.9. LOS of Integrated Land Use Transport System

As indicated in the public transport proposals, the MRTS corridors have been identified on the basis of major trip generation which is a function of land use. As such, the city fares at LOS 1 for this SLB.

4.14.10. LOS of Financial Sustainability of Public Transport

The financial sustainability of the public transport system is a very important parameter for continual services. To ensure the financial sustainability, high travel demand corridors have been selected for public transport including MRTS and bus system. All the secondary corridors are left for demand oriented feeder services i.e. IPT. It is expected that Jammu will be placed at LOS 1 in this SLB.

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Chapter - 5 IMPLEMENTATION PLAN Comprehensive Mobility Plan for Jammu Final CMP Chapter 5: Implementation Plan 5. IMPLEMENTATION PLAN

5.1. PREPARATION OF IMPLEMENTATION PROGRAM

5.1.1. Unit Rates Adopted

TABLE 5-1 UNIT RATES (AT 2019 PRICES) unit Rate (Rs S.No. Proposals units in crore) 1 Public Transport Improvement Proposals a MRTS per km 210.0 b Buses / Mini Buses per Bus 0.4 2 Terminals a Up gradation of existing Bus terminal Each 13.0 b New Bus Terminals cum Depot Each 40.0 c New Freight Terminals -IFCs Each 65.0 Up gradation of ITC terminals Each 40.0 3 Road Improvement Projects Road Widening and Improvement (existing 2/4 a lanes to 6 lanes divided c/w) per km 6.0 River bridge (4 lane carriageway) (Avg. 600m b length) per Bridge 85.0 4 Intersection Improvement a Geometric Improvement with signalization Per junction 1.0 b Grade Separated (6 lane c/w) Per junction 15.0 5 Parking a Off-street Parking per location 5.0 b Multilevel Parking per location 20.0 Source: Unit Rate based on past studies/projects for various Indian Cities. Rates are subject to change during DPR stage of each project.

Based on above unit rates, cost estimates of proposal schemes have been worked out at 2019 prices and are given in Tables 5-2 respectively. As the proposals would be implemented in phases, the requirement of funds is also given in phase wise. The requirement of funds has been suggested in three phases (2019-24, 2025-34 and 2035-44) in accordance with the implementation plan of proposals.

RITES Ltd. Page 5-1 Comprehensive Mobility Plan for Jammu Final CMP Chapter 5: Implementation Plan 5.2. PRIORITIZATION OF SUB-PROJECTS

5.2.1. Public Transport Projects

The Public Transport projects have been identified and detailed in Chapter 4. The proposals include MRTS and city bus network planning. Apart from these, supporting infrastructure such as bus stops, passenger and freight terminals, depots are also proposed which need to be developed in synchronization with the public transport network. Table 5-2 gives the phasing and broad cost estimates of sub projects under public transport.

5.2.2. Road Infrastructure Improvement Projects

Road infrastructure improvement includes improvement & augmentation of NMT infrastructure, development of new road links, River Bridge, road widening and improvement. Junctions have also been identified for grade separated, signalization and geometric improvements. Table 5-2 gives the phasing & broad cost estimates of sub projects under road infrastructure improvement.

5.2.3. Terminals

Passenger and freight terminals have been proposed in the city at different locations on the basis of strategic availability of vacant land. Table 5-2 gives the phasing & broad cost estimates of sub projects under terminals.

5.2.4. Parking

CMP proposes removal of on street parking and provision of off street/ multilevel parking at 10 locations in the entire City, out of which 5 locations for multi level parking and remaining 5 for the off-street surface parking have been identified. Table 5-2 gives the phasing and broad cost estimates for Parking.

5.3. FUNDING OF PROJECTS & MONITORING OF CMP

To meet the transport needs of the future, investment requirements will increase to levels three to four times higher in real terms from the present levels. The financing of this level will be a massive task.

While the government will continue to be a major source of funds for infrastructure, internal generation of resources by the sector itself will have to increase. Pricing of transport services and reduction in the costs will have to play a much bigger role than in the past.

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TABLE 5-2 PHASE WISE COSTING OF THE CMP PROJECTS unit Quantity Cost (In Cr) Rate Total Phase I Phase Phase Phase I Phase Phase Quantity (Rs in Cost (Rs by II by III by by II by III by S.No. Proposals Units (Total) crore) in crore) 2024 2034 2044 2024 2034 2044 Public Transport Improvement 1 Proposals a MRTS Per Km 46.0 210.0 9660.0 23.0 23.0 0.0 4830.0 4830.0 0.0 b Buses / Mini Buses Per Bus 1600.0 0.4 640.0 600.0 500.0 500.0 240.0 200.0 200.0 2 Terminals a Up gradation of existing Bus terminal Each 2.0 13.0 26.0 2.0 0.0 0.0 26.0 0.0 0.0 b New Bus Terminals cum Depot Each 5.0 40.0 200.0 3.0 2.0 0.0 120.0 80.0 0.0 c New Freight Terminals -IFCs Each 2.0 65.0 130.0 0.0 2.0 0.0 0.0 130.0 0.0 Up gradation of ITC terminals Each 4.0 40.0 160.0 4.0 0.0 0.0 160.0 0.0 0.0 3 Road Improvement Projects Road Widening and Improvement (existing 2/4 lanes to 6 lanes divided a c/w) Per Km 100.0 6.0 600.0 100.0 0.0 0.0 600.0 0.0 0.0 River bridge (4 lane carriageway) b (Avg. 600m length) Per Bridge 4.0 85.0 340.0 4.0 0.0 0.0 340.0 0.0 0.0 4 Intersection Improvement Geometric Improvement with a signalization Per Junction 10.0 1.0 10.0 10.0 0.0 0.0 10.0 0.0 0.0 b Grade Separated (6 lane c/w) Per Junction 2.0 15.0 30.0 0.0 2.0 0.0 0.0 30.0 0.0 5 Parking a Off-street Parking Per Location 5.0 5.0 25.0 5.0 0.0 0.0 25.0 0.0 0.0 b Multilevel Parking Per Location 5.0 20.0 100.0 3.0 2.0 0.0 60.0 40.0 0.0 Total 11921.0 6411.0 5310.0 200.0 Source: Unit Rate based on past studies/projects for various Indian Cities. Rates are subject to change during DPR stage of each project.

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A larger role of the private sector is also visualized. In a maze of subsidies and social service obligations public sector transport has lost the importance of commercial operations. Urban transport Policy of the Ministry of Housing and Urban Affairs clearly indicates the areas and levels of possible government support in ‘planning to implementation of urban transport components’. There are certain areas of urban transport components that different stakeholders can participate so that the required funding and responsibilities can be shared with suitable coordination and regulation mechanism. Considering the funding pattern, legal aspects, implementation capacity, return potential, risks associated etc., urban transport components can be grouped for implementation. Projects in the study area can be implemented by:

i. Local bodies ii. Local bodies with the fund support of State and Central governments iii. Local bodies with the fund/technical support of multilateral funding agencies iv. State or Central governments v. Local bodies with the support of private participation vi. Private participation

5.3.1. Implementation Mechanism

The possible areas of the urban transport projects for various implementation agencies are presented in Table 5-3. Low capital intensive with moderate technical requirements and high social responsibility projects can be taken up by ULBs. High capital intensive and more technical required projects like MRTS and structural projects shall be through the co-operation of State and Central governments on SPV format with loan from multilateral funding agencies. Projects with overlapping responsibilities but with high return potentials with less risk and less gestation period shall be through private sector by BOT/Annuity formats. Private sector participation will be in the areas of high profitability with less/medium risks. Hence it is necessary to identify the appropriate areas for different types of private sector participation for implementing urban transport components. Private sector involvement in urban transport component can be in following forms:

Projects with social responsibility on sponsorship pattern (eg: improvement and maintenance of junctions). Annuity format of BOT projects which have less return potentials and high capital intensive (eg: Development and maintenance of City Roads in Trivandrum City). Commercial projects BOT projects (eg: Coimbatore Bypass in Tamil Nadu, Bridge connecting Wellington Island and Mattancherry in Kochi in Kerala). PPP for urban bus services (eg. AICTSL for Indore city bus operation)

RITES Ltd. Page 5-4 Comprehensive Mobility Plan for Jammu Final CMP Chapter 5: Implementation Plan TABLE 5-3 POSSIBLE AREAS OF URBAN TRANSPORT PROJECT COMPONENTS FOR IMPLEMENTATION BY VARIOUS AGENCIES Potential Role Players /Agencies Private Urban Transport Component Central Multilateral Private Sector Private Sector ULB State Sector Govt. Funding Agencies Sponsorship (Annuity) (BOT) i. Urban Roads 1. Road Widening and improvement 2. Development of Ring Road/ City Bypass 3. Road Over Bridge/River Over Bridge ii Traffic Improvements 1. Junction improvements 2. Parking (Multilevel) 3. Parking (Off -street) 4. Road Information System 5. Bus Stops iii Mass Transport System 1. MRTS 2. Bus transport system (Intra -city ) 3. Bus Transport system (Inter -city) 4. PT connectivity to JMRDA Area iv. IPT 1.Regulations(licensing, parking, routings, etc) 2.Terminals v. NMT Facilities 1. Footpaths & Cycle Tracks 2. Pedestrian Crossing Facilities vi. Terminals 1. Rail 2. Bus 3. IPT 4. Freight

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5.3.2. Indirect sources for funding Urban Transport infrastructure

A number of reports by various organizations (CRISIL, Price Waterhouse Coopers, the World Bank, the Asian Development Bank, and others) have drawn attention to the indirect values created by transportation projects, suggesting that these could be tapped for potential funding of the projects themselves. Among the indirect benefits identified in these reports, the two most important are:

Transit Oriented development and Land value capture: Investments in urban transport lead to higher property values in developed areas (and to higher municipal rates linked to those properties), to greater orientation of development along transit directions, to better anchors for land use planning, etc. Not only do private property owners gain indirectly from higher values of their holdings around new infrastructure, sometimes their rights to develop their properties are also gifted freely by cities and transit systems hoping to boost ridership.

According to various studies, the value is estimated at between 5% - 10% for residential properties, and between 10% - 30% for commercial properties. To generate funding from the value created in the proximity zones, a ‘Betterment Levy’ or ‘Land Value Tax’ can be imposed. This tax is aimed at landowners as it focuses on land value rather than property value. The tax is designed to capture the value created by the provision of public services surrounding the areas in which the services have been provisioned.

Revenue Estimation investigates and assesses the potential revenue generation that may be derived from the transit oriented development planning initiatives along the MRTS corridor through various value capture techniques. Revenue from TOD planning initiatives may be generated through various ways like sale of additional FSI, revenue from stamp duty, property tax, sale of premium towards ancillaries, development charges etc.

Property development for MRTS is the key factor in determining success of a MRT system. Evidence continues to mount that transit can generate tremendous value by concentrating development and activity around stations, and that this value can be captured and used to fund station area improvements and community benefits. Process of property development requires land, labour, capital, entrepreneurship and management as major inputs.

Development rights granted by cities to the areas near the transportation project, either at very low cost to owners or in some cases free. These benefits could instead be held in escrow by the transport project itself, and made available to property owners on a paid

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basis, with the money earned through such transactions available to under-write a portion of the project costs.

Fuel Cess: Another source of income is from private vehicles through taxes levied on their consumption of fuel. Typically, cities can add taxes or cess applicable within their jurisdiction, collecting money for use in making improvements to public transport schemes. Given the rising use of private vehicles, and the large amounts of money that can be collected by even a small (e.g. 2 paise per liter) cess on fuel purchases, this could be an important source of money for cities.

Urban Transport Tax: Urban Transport Tax or Cess may be levied on the purchase of new cars and two wheelers.

Carbon Credits: Another source of funds that has emerged in recent years is carbon credits, typically traded between industrialized countries that operate at high levels of per-capita pollution, and less industrialized economies where the per-capita climate impacts are much smaller. In the short run, these credits allow richer economies to phase out their shift from carbon-intensive production, and also allow poorer countries to source funds for their project needs. Credits are also available for countries’ willingness to choose less carbon-intensive choices for their own industries, and some Indian entities (e.g. bus operators in some states) are examining ways of seeking such credits for the use of biodiesel in their vehicles. However, the overall trading scenario around such credits is full of uncertainty, and is likely to be determined by global climate talks. Wherever they are available, however, they can be tapped to augment other sources of funds.

Urban Transport Fund (UTF): As recommended in the NUTP, states and cities are being encouraged to set up UTFs in order to receive dedicated revenues to be used exclusively for meeting the needs of urban transport. The NUTP mentions some of the potential revenue sources for such UTFs, which include a supplement to the petrol and diesel taxes, a betterment levy on land owners, and tax on employers etc.

Four options for geographical coverage of an UTF have been identified: UTF at the state level for the whole state; UTF for a particular municipal / urban area; UTF at the state level for urban areas that do not have their own UTF or UTF for UMTA jurisdiction. There are multiple advantages of having UTF at municipal / urban area level. One is that the funds are specifically available for meeting the urban transport needs of a single city. Another is that the amount of funding is better known at the local level than at the state level and therefore a UTF at a municipal / urban area will allow for better planning. Third is that the use of the funds can better be prioritised according to the local needs. Since it

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is envisaged that UMTA should be established at municipal levels, the preferred option is to have UTF with jurisdiction similar to UMTA jurisdiction.

Different sources of funds have been identified by different states while setting up UTFs. In most of the UTFs, a major source of funding is from the Government. This has taken different forms such as budgetary allocations, government grants, grants through schemes etc. Several other sources of funds have been identified to supplement funding from government resources. Some of these sources of funds are common across various UTFs while others are less common. For example, cess on vehicle registration is used as a common source of funding in many of the UTFs. Similarly betterment levy (which is also a suggested source of fund in the NUTP) is one of the common sources in some of the UTFs. An example of a less common source of funding is a premium charged on Transfer of Development Rights (TDR) which is used by Pimpri Chinchwad Municipal Corporation. In some of the UTFs, there are provisions of receiving funds from international funding agencies such as World Bank, ADB etc.

Sources of funds are summarised below.

5.4. ACTION PLAN AND BUDGET PLAN

The implementation of all the proposals made under Transport System Plan requires number of activities to be under taken by Govt. of J&K and other concerned organizations. It is important that a multi-pronged effort is initiated on all fronts to enable speedy, concerted and coordinated action. The following agenda for action is suggested:

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Approval of CMP by Govt. of J&K; and other concerned departments / agencies & MoHUA, GOI Prepare Alternatives Analysis Report to identify best alternative MRTS mode on Phase I network. Prepare Detailed Project Reports for all projects recommended, tendering, and award of contract, construction and project management Mobilization of resources from various sources Set up of J&K Transport Development Fund Budget allocation for projects Identification and selection of Private Sector enterprise for projects to be developed under PPP model. Identification of land for the various components of the Plan (road widening, off- street parking areas, terminals, depots, etc.) Setting up of Unified Metropolitan Transport Authority (UMTA) constituted by Govt. of J&K. Strengthening logistics support to Traffic Police Review and revision of Transport Polices and Transport Plan on a periodic basis (every 5 years) Promotion and facilitation of private sector participation in all components of Transport Plan (Roads, Parking Facilities, Terminals, Public Transport, etc.). Private sector Involvement in development, operation and management of parking areas (both on street and off-street). Wide publicity and public education programs

RITES Ltd. Page 5-9 RITES LTD. (A Government of India Enterprise) URBAN TRANSPORT SBU RITES Bhawan Plot No. 1, Sector 29, Gurgaon – 122001 (INDIA) Tel: 0091‐124‐2571666, Fax: 0124‐2571660