Comprehensive Mobility Plan for Jodhpur Jodhpur
TABLE OF CONTENTS
EXECUTIVE SUMMARY
CHAPTER1 INTRODUCTION ...... 1 1.1 Introduction ...... 2
CHAPTER 2 VISIONANDOBJECTIVE ...... 4 2.1 The Vision ...... 5 2.2 Objectives ...... 5 2.3 National UrbanTransport Policy ...... 8
CHAPTER 3TRANSPORTGOALS ...... 9 3.1 Snapshot -Today ...... 10 3.2 Mobility Issues ...... 11 3.3 Snapshot—Tomorrow ...... 15 3.4 Transport Goals ...... 19
CHAPTER 4 TRANSPORTIMPROVEMENTSTRATEGIES ...... 20 4.1 Land Use andTransport Strategy ...... 25 4.2 Development of Mobility Corridors ...... 30 4.3 Public Transit Improvement Strategy ...... 31 4.4 IntermodalIntegration ...... 37 4.5 Non- MotorizedTransport Strategy ...... 38 4.6 Parking Management Strategy...... 38 4.7 Freight Management Strategy...... 39 4.8 Traffic Management Strategy ...... 40 4.9 StakeHolder Meetings ...... 41
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CHAPTER 5 THE MOBILITYPLAN 42 5.1 Mobility Corridor Plan ...... 43 5.2 Public Transit Improvement Plan:2010-2030 ...... 47 5.3 PassengerTerminal Plan ...... 51 5.4 Non- Motorized Transport Plan ...... 52 5.5 Parking Management Plan ...... 56 5.6 Freight Management Plan ...... 58 5.7 Traffic Management Plan ...... 59 5.8 Environmental & Social Impact ...... 81 5.9 Study Outcome ...... 85
CHAPTER 6IMPLEMENTATION OF PLAN ...... 94 6.1 Cost Estimation ...... 95 6.2 Phasing ...... 99 6.3 Source Of Finance...... 102
CHAPTER 7INSTITUTIONALFRAMEWORK ...... 104 7.1 Present Institutional Set-Up ...... 105 7.2Proposed Institutional Framework...... 105
CHAPTER 8 CAPACITYBUILDING PROGRAMME ...... 107 8.1 RoadUser Education ...... 108
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Comprehensive Mobility Plan for Jodhpur Jodhpur ABBREVIATIONS ATC Automatic Traffic Control ATIS Advanced Traveller Information Systems ATMS Advanced Traffic Management Systems AVCS Advanced Vehicle Control Systems BRTS Bus Rapid Transit System CBD Central Business District CMP Comprehensive Mobility Plan CNG Compressed Natural Gas DRM Divisional Railway Manager FAME Faster Adoption and Manufacturing of (Hybrid &) Electric Vehicles FOB Foot over Bridge FUB Foot Under Bridge IFC Integrated Freight Complexes IPT Intermediate Public Transport ITS Intelligent Transport Systems MRTS MASS RAPID TRANSIT SYSTEM MTG Multimodal Task Group NMT NON Motorized Transport NNJ NAGAR NIGAM JODHPUR NUTP National Urban Transport Policy PCB Pollution Control Board PCU Passenger Car Unit PPHPD Passengers per hour per direction PPP Public-private partnership PT Public Transport PWD PUBLIC WORKS DEPARTMENT RIICO Rajasthan State Industrial Development and Investment Corporation, RSRTC RAJASTHAN STATE ROAD TRANSPORT CORPORATION RTO REGIONAL TRANSPORT OFFICE TDM Transportation demand management
Comprehensive Mobility Plan for Jodhpur Jodhpur
LIST OF ANNEXURE
Annexure 1 1.1 Population Data 1.2 Buses From Rsrtc Depot Jodhpur 1.3 Jodhpur City Private Bus Route Detail (Per Day) 1.4 List of Car and Two wheeler Vehicle From 2010 to 2019 (RTO JODHPUR) 1.5 List Of Registred Vehicle As Per Rto Jodhpur From Year 2010 -20
Annexure 2 Traffic Survey Data
Annexure 3 3.1 Nagar Nigam Jodhpur Parking 3.2 Jodhpur Bus Service Limited Route
Annexure 4 Main Roads of Jodhpur City
Comprehensive Mobility Plan for Jodhpur Jodhpur Comprehensive Mobility PlanforJodhpur ExecutiveSummary
EXECUTIVE SUMMARY
Background
Jodhpur City, like all other cities in India, is experiencing increased dependency on private motor vehicles for personal trips, leading to increased vehicular congestion and emissions. There is no comprehensive mobility plan formulated for jodhpur city this indicates inadequate existing transportation infrastructure and lake of organized public transport to serve the future travel demand in the city and surrounding region. Jodhpur being thesecond largest city and toursim destination in Rajasthan.is also a hub of various industries like handicraft industry, Jodhpur stone industryAgro based industries i.e. Gwar Gum, Organic Fertilizers, Steel, Textiles, Paints Plastic, Engineering works, Automobile Services etc.More and more investments are flowing into various sectors of industry, commerce and real estate. Apart from this, the city is home to many national level institutions like AIIMS, IIT,NLU,NIFD,FDDI,CAZRI,AFRI and various Universities / Companies. These Activities in Jodhpur have also given boost to the regional ecomony and employment, stressing on the need for improved transport infrastructure facilities for providing better connectivity and travel experience. To alleviate all the existing and possible future transport problems and to facilitate safe and efficient movement of people, it is essential to prepare the Comprehensive Mobility Plan that Provides a long-term vision and mobility solutions for the citizens of Jodhpur. This Document seeks to "move people , not vehicles" by emphasizing public transport and non-motorized transport and integrating the land use with transport networks. The vision for transport in jodhpur ensures that the city will have high class sustainable and efficient transport sysem that will trigger the city to become economically vibrant, environmentally sustainable and an International Tourist Destination. Transport Investment programme consists of short,medium and long-term projects. 1
Comprehensive Mobility Plan for Jodhpur Jodhpur
Key Observations:
Jodhpur Development Authority (JDA) has prepare the Comprehensive Mobility Plan for Jodhpur .
The objectives of this study are To provide a short term and long-term vision and goals desirable transport development in the city.The vision for transport in Jodhpur ensures that the city will have high class sustainable and efficient transport system that will trigger the city to become economically vibrant, environmentally sustainable and international tourist destination. To propose a list of urban transport measures to be implemented within a time span of 30 years or more and To ensure that the most appropriate, sustainable and cost-effective Implementation program is undertaken in the urban transport sector. The study was completed under various tasks as per the terms of references and the tasks are listed below:
Task 1 Collect Data and Analyze Urban Transport Environment Task 2 Prepare and Evaluate an Urban Transport Strategy Task 3 Develop Urban Mobility Plans Task 4 Prepare Implementation Program Task 5 Social & Environmental Impact Assessment Task 6 Stakeholder Consultatio
The study seek to " move people not Vehicles " by emphasizing public transport and Non-motorized Transport and itegrating the land use with transport network. The vision for transport in jodhpur ensures that the city will have high class sustainable and effcient transport system that will trigger the city to become economically vibrant, environment sustainable and international tourist destination. transport investment program consist of short, medium and long-term projects
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Problems and Issues Increasing travel demand with increased economy has aggravated the pressure on the frail infrastructure by adding hoards of private modes of transport (cars and two- wheelers) on to the road. Jodhpur district has a total number of 1044408 motor vehicles registered from 2001 to 2020, in which two wheelers and cars constitute 72% and 10% (Two Wheeler 751974 and Car 123347) respectively. Increase in the number of registered vehicles on the limited road space has lead to overcrowding and congestion on roads. The average annual growth rate of vehicles in Jodhpur district is 7.25%, which indicates towards a greater vehicle population in the future. The analysis of collected data from primary and secondary sources has brought the following major issues regarding the transport system of Jodhpur:-
1. Road Infrastructure:- Insufficient road space especially in the old city area due to parking on roads, encroachment on carriageway and hawking. The roads offer very less scope for widening. Due to the lack of the circumferential network complementing the existing radial road network, centralization of intercity trips takes place through the CBD area, leading to trafficsnarls. 2. Traffic:-Traffic composition indicates a very high share of private personalized vehicles (nearly 70%). Thisi ndicates inadequate public transportation system. Very high traffic volume is observed in CBD area. V/C ratio of all major roads exceeds 1.0. There is considerable overcrowding on radial roads due to lack of bypass roads. The average speed on the roads of the city in the commercial area is 13 kmph during peak hours. Many junctions are not up to geometric design standards and getting congested during peak hour. Bus stops and commercial establishments located close to many junctions adding to the congestion woes.
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3. Public Transport:- The private mini buses, Taxis and Autos that are operated in the city are inadequate and often overcrowded. The bus fleet is currently around 835 of which the share of mini buses is around 784. Private buses 481 nos from jodhpur city to other cities and towns. The available buses per lakh population is 49 whichis less than desirable. The entire fleet of minibuses is concentrated on 11 routes (Lucrative routes). Around 436 RSRTC buses are running to other cities and 39 BRTS buses are on 5 Mofussil routes. The public transport infrastructures such as bus shelters are inadequate. 4. Bus Terminals:- Central Bus Terminal is located near Paota circle which is also in close proximity to the Raikabagh Railway Station. The terminal has inadequate facilities and often crowded with passengers, crew and the rolling stock. 5. Non-Motorized Facilities:- Even though 45% of the trips are made by cycle & walk, they are not given adequate importance with respect to the available road infrastructure facilities. Pedestrian do not have safe crossings and footpaths are mostly encroached by hawkers at several locations especially in the old city. Many locations in the city warrants for pedestrian grade separatedfacilities. 6. Parking:- Absence of off-street parking facilities result in haphazard parking along the roads, leading to congestion on roads especially in and around old city area. More than 50% of the roads are used for On-Street parking. About 70% of the vehicles are parked for less than half-an-hour duration especially in the walled cityarea.
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7. Other Issues:- Most of the major junctions warrant grade separators as they exceed 10000 PCUs. Around 6 % of the traffic is through traffic which has no business to enter the city. Accidents statistics shows fatal accidents are significantly high. 8. Even though the city is only 771 sq. km, the total planning area called Jodhpur Region constitutes the surrounding towns & villages with an area of 1005sq. km. Major developments are expected towards North East, South and South West direction. The increased transport demand, the road network, public transport system must be taken into consideration and the transport network should be planned efficiently. 9. The future land use strategy of Jodhpur aims on the growth in the tourism, industrial and educational sectors. Improved connectivity for the region as a whole will play a vital role in enhancing the development of various sectors which will improve the economy.
Urban Mobility Strategy The mobility goals for Jodhpur are addressed through a multi-pronged approach. Solutions for complex transport improvements cannot be achieved by a single strategy. The strategies set for Jodhpur are Land Use and Transport Strategy, Development of Mobility Corridors, Public Transit Improvement Strategy, Non- Motorized Transport Strategy, Parking management Strategy, Freight management Strategy and Traffic Management Strategy.
A set of performance indicators has been developed as goals to be achieved for the city. The goals have been defined based on the vision and the objectives. The goals were set in Consullation with experts and the Stakeholders.The mobility strategies.
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(addressed in the subsequent chapter) developed will aim at attaining these goals. The goals set for Jodhpur are shown below:
Index Formulation Present Goal Public Transport Trips / PT Mode Share 8% 35% TotalTrips Registered IPT vehicles / IPT 1836 2640 Lakh of Population Footpath Length / Road Walk ability 40% 100% Length No. of Fatalities / Lakh of Fatality 16 0 Population
NMT % of NMT trips in total trips 45% 45%
Transport Demand Forecast and Analysis Population of the study area is expected to increase from 12.50 lakhs in 2020 to 16.85 lakh in 2030 & to 28.00 lakhs in 2050 Considering proposed land use, transport sector requirements upto 2030 are assessed.The transport sector recommendations contained in the various state and local governments have been examined before making the assessments.
For the purpose of transport demand analysis, two scenarios have been analyzed as follows:
Scenario 1:-This scenario considers a ‘do nothing’ situation where in no Improvement in the existing system is proposed. The purpose of the scenario is to identify the magnitude of the problem and the extent of meeting the vision if no measures are taken to overhaul the transport system in the city.
Scenario 2:- In addition to the proposals that are on the anvil, scenario 2 considers the implementation of certain mobility strategy plans. As most of the trips are undertaken by personalised modes significant congested conditions would prevail. For scenario 2, modal split in favour of public transport is expected to improve to 35% by 2030. This modal split is in near conformity with the desirable modal split for Jodhpur. The study, thus, recommends scenario 2 that would fulfill the vision and goals set forth for Jodhpur and also fulfills the objectives of the transport sector development integrated with the proposed landuse. 7
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Suggested Mobility Plan Mobility Corridor Plan Fifteen corridors are designated as mobility corridors. It focuses on mobility and aims to maximize the throughput of people. The mobility corridors for the area constitute of radial roads complemented with semi-circumferential roads to form a radial and semi-ring pattern. The roads forming the radial and semi-ring network are:
1. New Pali Road & Mandore Road (NH-62) 2. Banar & Barmer Road (NH-25) 3. Chopasni Road 4. NH 125 Jaisalmer Road 5. Jaisalmer Bypass Road extended as Inner Ring Road (Under Construction) 6. Outer Ring Road (Proposed) 7. Kayalana Road 8. Cazri Road 9. Residency Road (Gaurav Path)
10. Andaram School to Dali Bai via Gangana to Barmer Road. 11. Paota CRoad 12. SH-65 13. Bhadwasiya Road (upto Saran Nagar) 14. Kishore Bagh to Nagaur Road Mandore via Gokul ji ki piyau. 15. Soorsagar circle to Ghoda Ghati Balsamand to mandore Road.
These corridors get priority for increasing the throughout as well as operating level of service. Ring Roads are suggested for Jodhpur as shown in the figures so that the traffic that is not destined to the core and inner areas can bypass the city without going through the core area. Annual average daily traffic on ring road 17323 PCU (At Jhalamand location). pa
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Public Transport Plan
Bus System operated by NNJ and Private city bus operated has been the primary public transport system in jodhpur city. the fleet size was increasing rapidly from year to year however, off late the number of buses have not kept pace with the growing population and the buses per lakh population now stands at minimum. To cater to this demand a fleet size of 2400 buses is required. To improve the public transport service, the main strategy adopted is to improve the existing Terminals and segregate the mofussil services from the local services. Several new bus routes are proposed as shown for improving the service in the developing area. Along with that around 320 bus shelters are proposed in the area. Several Corridors have been identified for higher order mass transit systems such as Bus Rapid Transit System (BRTS) for different alternatives as shown. The demand and the appropriate systems on various corridors are presented in the following Table and figure.
Intermediate Public Transport
Auto rickshaws and taxis are offering the Intermediate Public Transport facility in the city. Off-late, taxi aggregators namely Ola, Uber etc. have expanded their services and fleet considerably. Being convenient and easily available and accessible, utilization of IPT has grown considerably in the last 3-5 years.
Auto-rickshaws with their new found competitors (taxi aggregators) are generally providing the last mile connectivity near stations.With the availability of limited organized auto-rickshaw stands in the city areas, these are parked along the roads and near bus stops for picking up passengers there by occupying precious road space. This situation is resulting in avoidable congestion. The need for stands/ dedicated parking/waiting spaces across the city is very much there as they are an important component in the transportation system in the city.
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Average System System Length S. From Via To Right of Phase I Phase II No (Km) way 2020-2030 2030-2050 available (M) Jaisalmer BRTS Metro Rail 1 Bypass Sojati Gate IIT Campus 35.00 20-60
Chopasni Village 2 Bombay Motor Paota 16.00 20-25 BRTS BRTS
3 Agolai Soor Sagar Akhalia Circle 45.00 30-50 ------BRTS Mandore 4 Keru Fidusar Chopar 28.00 15-30 BRTS BRTS
5 Paota Mandore Mathaniya 33.00 35-50 BRTS BRTS
6 Saran Nagar Chain Pura Mandore 9.08 10-25 ------BRTS Road Chopasni 7 New High Court Jalamand 21.00 20-60 BRTS BRTS Housing Board Circle
8 Paota Circle Banar Dangiyawas 24.09 25-50 BRTS BRTS
Barkatullah BRTS BRTS 9 Stadium Residency Road Khejrali 24.72 15-30
10 Kakani New Pali Road Paota Circle 26.31 25-60 BRTS BRTS Basni Industrial 11 Mogra CAZRI Road 17.80 20-60 BRTS BRTS Area Dhawa BRTS BRTS 12 Dalle kha Chakki DPS Circle 40.00 30-60 Circle
320.0 km pa
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Suggested Mass Transit Systems
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Passenger Terminal Plan The existing unauthorized mini bus terminals locations are identified and proposed to be regularized with required land acquisition. Apart from this Intermodal Stations are suggested at the following two locations with provision for park-and-ride system. PaotaCircle Bombay MotorsCircle
Non Motorized Transport Plan About 320 km of roads were identified for construction of footpaths. About 5 locations were recommended for grade separated pedestrian facilities. Zebra crossings are recommended at all major junctions and busy roads where grade separation is not warranted. A minimum usable width of 1.5 m should be provided for footpath. . Cycle track is proposed along all mobility corridors and cycle only lanes are proposed inside the old city. . Adopting best practices -Use of green and energy efficient transportation modes which cause least damage to the environment. . Safe and convenient pedestrian / NMV facilities through out the urban area. . Safe bicycle lanes shall be provided to reach the public transport system, with secure bicycle parking provided for those who do not have access to public transport within walking distance. . Seven Skywalk / foot overbridge are proposed on various locations of core city area. it will be an easy pedestrian passage without any conflict with vehicles.
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Freight Management Plan In the freight management plan goods delivery time in the core city need to be restricted during 7 am to 10 pm and it is estimated that about 6 truck terminals are required for the year 2030 as shown apart from improving the existing truck terminal at Transport nagar and total 6 truck terminals are required by the year 2050. New Transport and Automobiles Nagar is proposed in Mogra on jodhpur pali road to solve the problems and to enhance the economic activities in region. The proposed truck terminals will also serve as catalyst for employment generation as well as for the economy of the area. The 6 Truck Terminal are - . Pali Road, . Banar Road, . Mandore Road . Jaisalmer Road, . Barmer road . Ring road Parking Management Plan To cater to the parking demand, off-street parking facilities are suggested at 7 location in the city in addition to the on-street parking. Organise on-street parking on Sardarpura C Road, Station Road, Residency Road, Nai Sadak, Chopasani Road, Pali Road, Jaipur Road, Manodre Road by providing designated parking bays and Off-street parking Facilities.
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Traffic Management Plan Traffic Management Plan includes Junction improvements including re-design, Bus shelters at bus stops, Street lighting, Signs and markings and Safety measures. Improvements are required for several junctions in the city. However following are the representative junctions that are selected for showing the improvements in detail.
1. Paota Circle 2. Nai Sadak Circle 3. Sojati Gate Circle 4. Shani Temple Circle 5. Main Pal road Nehar Road Junction 6. Chopasani Road first Puliya 7. Bhati circle 8. Circuit house circle 9. Ratanada circle 10. Medical college circle 11. Jaljog circle 12. Soorsagr chopar 13. Dauji hotel T junction at Basni flyover 14. Karshi mandi mod, Sarswati Nagar Similar improvements shall be made for other locations also. Rail over bridges are suggested at the following locations: Manklav railway level crossing on Mathania road.
Tourist Route: It is proposed to improve the route as shown to enable the tourist to visit all the locations easily. The tourist places that are covered in this route are Maha Mandir, Jaswant Thada, Fort & Museum, Ghanta Ghar, Umaid Museum & Machiya Safari Park, Kaylana Lake, Umaid Bhawan Palace & Mandore Garden. Pavement markings such as: Center line, Traffic lane lines, Stop lines, Pedestrian pa
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crossings, Parking space limits, Kerb marking for visibility, Obstruction marking etc. must be provided keeping in view all users of the road and especially for night time driving. Markings should be provided according to IRC:35-1997. Technlogical measures Tehnological Improvments are important for the city to be smart. Technological improvement can encompass changes in vehicle design, fuel use, energy use, and reduction in CO2 emissions related to the electrically driven vehicles. Intelligent Transport Systems encompasses all modes of transportation - air, sea, road and rail and intersects various components of each mode- vehicles, infrastructure, communication, and operational systems Intelligent Transport Systems will include: Advanced Traffic Management Systems (ATMS) Advanced Traveller Information Systems (ATIS) Advanced Vehicle Control Systems (AVCS) Commercial Vehicle Operations Advanced Public Transportation Systems.
In general, it was observed that the traffic signage are needed in Jodhpur. It is recommended that proper signs be installed at appropriate locations. Road signs are classified into three categories: Mandatory/Regulatory signs, Cautionary/Warning signs, and informatory signs. It is recommended that signs near schools should be installed on priority basis. All the traffic signs should be facilitated as per the guidelines provided in IRC publication 67-2001. Road Safety needs to be ensured by providing markings, speed breakers, Channelizers, Traffic Islands / rotaries, signages, street lighting and adequate safety patrol programmes. As per the accident records provided by Traffic department thelocations/stretches were identified as the major accident prone locations. One way systems are one among the various short term traffic management measures that ensures smooth traffic circulation for a short period until other medium and long term measures are implemented. Signal Optimization and Co-ordination, Pedestrian Crossing Facilities, Regularized On- Street Parking, Traffic Signages and Markings and Vehicle Emission Checking centre are pa
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some of the measures that will improve the mobility and safety at the work centres located near Paota Circle, Nai Sadak Circle, Sojati Gate Circle, Jalori Gate Circle, Riktiya Bheruji Circle, Shani Temple circle, Bombay Motors circle and Akhalia circle. Old City area requires exclusive traffic control facilities such as ATC. Some of the short term measures that can be implemented in this area are Parking Improvement Corbon controls Footpath Signage and Road Markings One-way plans Vehicle segregation & Enforcement Encroachment & Hawker Management Some of the locations identified for implementing the above measures are Cycle Market, Sardar Bazaar, Mirch Bazaar, Machhi Market, Kandoi bazaar, Nai Sadak and central bus terminal at Paota circle. Overall awareness of the traffic discipline and compliance with the traffic rules by road users in Jodhpur is below the desired level. Traffic Police will have to offer positive leadership in the form of education and enforcement to make people responsible and rule abiding road users. The proposed projects have less impact on the environment. The elements of emissions from vehicles such as Carbon-mono-oxide, Hydrocarbons and Particulate matter have significantly reduced during the year 2050. As a green initiative to move towards sustainable urban transport, technological transformations in terms of public transport vehicles are suggested. With efforts to reduce carbon emissions, the CMP suggests the use of electric vehicles. As part city wide transportation system, it is proposed to shift to electric buses by 2031. FAME provides subsidies as a financial incentive to buyers of electric vehicles, which may be availed by Jodhpur. E-Auto rickshaws are highly recommended in the city along with CNG vehicles. As a Part of the old city rejuvenation, only E-Rickshaws shall be allowed to ply pa
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in the core, to provide connectivity during the restricted vehicle hours. As E- Rickshaws come in various adoptive sizes the act as a viable and sustainable intermediate public transit option in the core areas.The impact of the proposed
projects from the social angle is analyzed and found that most of the projects have significantly less impact with respect to Rehabilitation and Resettlement. However land acquisition for some of the projects is inevitable. With the implementation of the suggested urban strategy the share of personal mode of travel is forecasted to reduce to 44% from 65%, while the public transport share will increase to 35% from 8 %. upto 2030. Summary of the cost estimates for various projects is given in Table 1. Overall cost of the plan is estimated as Rs. 8985.90 crore for years 2020-50. Out of this the Public Private Partnership (PPP) potential is estimated to be around 50% of entire plan cost.
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Table 1: Summary of Proposed Projects and Cost Estimates (2030 prices) (Rs Crore) New Estimates
No Item Total Cost Quantity 1 Junction Improvement 14 No. 4.9 2 Bus shelters and bus bays 320 No. 80.0 3 Foot path cum drain 320 Km 192.00 Traffic & Pedestrian Management measures (Signages and LS Km 15.0 4 Markings)
5 Flyovers/Underpasses/ROBs 15.0 No. 800.0
6 Pedestrian Crossing Facilities (grade separated) sky 7 No. 17.50 walk/FOB 7 Off-street Parking sites 7.0 No. 56.0 Augmentation of Bus fleet along with Route Rationalization 8 1700 No. 1020.00 Study
9 BRTS 320.0 Km 480.0 Road Widening (2 to 4 lane & 4 to 6 lane) 10 160 Km 480.00 11 Core Area Plans LS 15.0 12 New Links 82 km 492.0 13 Bus Terminal 5 No. 37.5 14 Truck Terminal 6.0 No. 30.0 15 Bike Lane 342 km 240.0 16 Heritage path route LS km 10.0 17 Metro Rail 25 Km 5000.00 18 Intermodal Transfer Facilities 2 No. 16.0 Total 8985.90
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Comprehensive Mobility Plan for Jodhpur Executive Summary
Road User Education Special traffic drives are to be planned by the traffic police of Jodhpur for making the public aware of the traffic rules. Also the procedure for imposing fines at the spot for defaulters may be reviewed in view of large backlog of pending traffic offence cases. Periodic road safety public campaigns including exhibitions, lectures and film shows are also necessary for road user education in Jodhpur. The target audience shall include all road users including drivers of public vehicles.
Training In order to enhance the knowledge of engineers, planners and other staff of the municipality in the field of transportation, it is necessary to conduct training programmes in the form of workshops. The workshops should cover the basics of urban transport planning process, the surveys to be conducted, the forecasting of the future traffic etc. Training and awareness program should be conducted by the Traffic Police at schools, employment centers and also at residential hubs. The training should be focused on adherence to driving rules and safety during driving (importance of helmets.)
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Chapter 1
Introduction
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Comprehensive Mobility Plan for Jodhpur
1.1 Introduction
Recent rapid urban development in India has resulted in transport problems, such as traffic congestion and an increase in traffic accidents in all the cities / towns. Although the state governments and the local administrations have made substantial efforts to improve urban transport, problems have been exacerbated by the rapidly increasing number of private vehicles.
Existing capacity for urban transport planning is still insufficient. Specifically, the following problems are noted:
• One of the main planning issues is that most cities do not have along-term comprehensive urban transport strategy. Accordingly, the proposals for specific projects are often not integrated with other urban transport measures or with land use patterns. • Some cities have prepared urban transport master plans by conducting some Transport and Traffic Studies. However, these studies mainly focused on vehicle movements and did not pay enough attention to the mobility of people andgoods.
It is important to prepare long-term strategic plans focused on mobility of people as a basis for developing cost-effective and equitable urbantransport measures with an appropriate and consistent methodology, in line with the National Urban Transport Policy (NUTP). Accordingly, the erstwhile Ministry of Urban Development (MoUD) encourages cities to prepare “Comprehensive Mobility Plans” (CMPs) as part of long-term urban transport strategy providing for a sustainable improvement of people’s mobility. Jodhpur City, like all other cities in India, is experiencing increased dependency on private motor vehicles for personal trips, leading to increased vehicular congestion and emissions. There is no comprehensive mobility plan formulated for jodhpur city this indicates inadequate existing transportation infrastructure and lack of organized public transport to serve the future travel demand in the city and surrounding region.
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Jodhpur being the second largest city with a current population of 1250539 (projected from 2011) is one of the fastest growing cities of the country with an annual average growth rate of 3% slightly more than that of the nation’s urban growth. On an average about 5000 tourists visit the city every day. The city is toursim destination in Rajasthan and also a hub of various industries like handicraft industry, Jodhpur stone industry etc. More and more investments are flowing into various sectors of industry, commerce and real estate. Apart from this, the city is home to many national level institutions like AIIMS, IIT, NLU, NIFD, FDDI, CAZRI, AFRI and various Universities / Companies. These Activities in Jodhpur have also given boost to the regional economy and employment, stressing on the need for improved transport infrastructure facilities for providing better connectivity and travel experience.
It is envisaged that by the year 2030, the population within the Jodhpur Region will be about 16.85 lacs.This would translate into about 1.97 lakh peak hour motorized trips in the year 2030 and translate into about 3.27 lacs peak hour motorized trips in the year 2050 , which will be about 3 times the present day peak hour trips.
To alleviate all the existing and possible future transport problems and to facilitate safe and efficient movement of people, it is essential to prepare the Comprehensive Mobility Plan that Provides a long-term vision and mobility solutions for the citizens of Jodhpur. This Document seeks to "move people , not vehicles" by emphasizing public transport and non-motorized transport and integrating the land use with transport networks. The vision for transport in jodhpur ensures that the city will have high class sustainable and efficient transport sysem that will trigger the city to become economically vibrant, environmentally sustainable and an International Tourist Destination. Transport Investment programme consists of short,medium and long-term projects.
The need for this study arises from the fact that transport improvement projects completed or underway in Jodhpur such as bypass, junction improvements, flyovers, ROB’s etc) are only projects viewed and planned in isolation and not really intended to be part of an overall transport plan for the town.
The Comprehensive Mobility Plan (CMP) for Jodhpur seeks to provide a comprehensive transport master plan that will emphasize the movement of people and goods, not just motor vehicles, and so will give priority to public transit and non-motorized modes. This report includes within, a transport investment program containing short, medium and long-term projects that fits into this study. While this study reaches out into the future (30 year horizon), with growth and fluctuations seen in our fast growing economy, the fundamentals of the study need to be revised at least every five years, if not earlier.
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Comprehensive Mobility Plan for Jodhpur
Chapter 2
Vision and Objectives
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2.1 The Vision
By emphasizing the pre- The mobility plan seeks to “move people, not vehicles”. “To ensure that the Jodhpur City will have eminence of public transport and non-motorized transport and integrating the land high class sustainable and efficient transport use with transport networks,it seek stoachieve the objective softheNational Urban system that will trigger the city tobecome Transport Policy (NUTP) in Jodhpur. Fot time frame (30 yeras)and review at the end economically vibrant, environmentally r of every five years. sustainable and international destination”d tourist
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2.2 Objectives and Goals
The rapid pace of urbanization that Jodhpur has witnessed will continue in future and as T The plan contain strategies that fulfill a consequence it is imperative that the transport system must support the Jodhpur city the vision and confirm the objectives of and regional development. The existing infrastructures and facilities of transport in the Nnational UrbanT Transport Policy town will be inadequate to adequately meet the demands of the future growth by the horizon year. Integration of transport facilities with the economic activity areas must bea priority. In spite of having and relying on non-motorized modes of transport (about45%) non-motorized facilities are deplorable and needs to be improved and integrated with the public transport system. The increased vehicular traffic has deteriorated the quality of 2031 (Tons/day) environment of Jodhpur. Carbon Monoxide 15.53 Hydro Carbons 6.06 In order to address the existing and envisaged mobility situation in 2050 and to fulfill the Particulate Matter 0.51 vision stated above, the following objectives need to be achieved: Oxides of Nitrogen 4.61
Integration of land use and transport-connectivity Improved accessibility Improved pedestrian facilities Introduce parking facilities Improved safety oftravel Reduction in traffic congestion Reduction in pollution EMISSIONS RESULTSE – Do Nothingo
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GOALS • To improve connectivity and travel throughout the city and its region. • To improve mobility within neighborhoods, wards, zones and towns to address inner- and inter-city transportation needs to offer viable and reliable transportation options. At the same time the facility provided should be optimallyused. • Maintaining jodhpur as a green, clean and spacious town which does not buckle underpressure. • Adopting best practices -Use of green and energy efficient transportation modes which cause least damage to the environment. • it is required to achieve Sixty to seventy percent of total trips should be made by public transport. • Maximum population should be served by public transport. • Trip origins and destination to be within 500m of public transport terminal and stops. • Safe and convenient pedestrian/NMV facilities throughout the urbanarea. • Safe bicycle lanes shall be provided to reach the public transport system, with secure bicycle parking provided for those who do not have access to public transport within walking distance. • Integrated urban land use and transport system resulting in efficient and sustainable mobility for everyone and provide greater accessibility to opportunities (e.g. employment, education, health, goods, and other services). • To develop and evaluate various transport strategies. • To recommend various medium-term and long-term traffic improvement measures based on the scenarios and to develop an Urban Mobility Plan. • To recommend Demand Management Measures. • To develop an Implementation Plan. • To suggest an Institutional Arrangement.
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2.3 National Urban Transport Policy
The NUTP has been formulated by the Ministry of Urban Development in 2006 and revised in 2014 to transform the current urban transport system into a safe, convenient and efficient transportation system across all urban areas in India. It aims on providing better mobility and sustainability by focusing on people mobility and not vehicle mobility. The present focus is on building roads and flyover to center to the ever increasing vehicular traffic of India.
The objectives of the NUTP are:-
Integrating land use and transport planning Priority to the use of public transport Integrated public transit system Pedestrian Facilities and pathways Non- motorized Vehicles Parking and freight traffic management Capacity building Road safety Pollution reduction
This study essentially will suggest various actions that lead towards the vision and also conform to the general objectives of the NUTP.
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Chapter 3
Transport Goals
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3.1 Snapshot -Today
Being the only and major service city for entire western Rajasthan, Divisional Headquarter and also the judicial headquarters, Jodhpur attract more population. It has become almost a surrogate capital city of Rajasthan. The rural–urban migration pattern shows that share of rural in-migration is more when compared to urban in-migration to Jodhpur in census year 2011. 66% of the in- migration to Jodhpur were from Rajasthan and rest from others parts of the country. The main reasons or migration to the city have been employment, marriage and members moving along with the house holds (which include most of the old, the females, children) for domestic helps. Employment is an important component of migration, because, Jodhpur is one of the important trade and commercial center of Rajasthan. It's handicraft is famous in international market. Most of the traditional activities are located in the old city. Due to the development of industries outside the city the surrounding areas are growing faster especially the north eastern side, the south west and the south eastern parts. Unequal spatial development has led to pockets of high density in terms of population growth and employment, putting pressure on the urban infrastructure and environment of the city.
While the scope of the study is to attain mobility solutions for the Jodhpur city, the study area includes a much larger area taking into account all areas that have influence on the mobility issues of the city. The study area is the Jodhpur region that extent to an area of 1005 sq.km:
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OldCity : 3.14 Sq.Km Rest of JMC : 228.51 Sq.Km Rest of JDA : 773.35 Sq.Km
3.3.3.2 Mobility Issues
The Transportation related issues in Jodhpur that must be addressed for its impact on the transport System include: Road Infrastructure The study area has a total road network of around 700 km. Approximately 34% of the roads are two lane roads. Although 9% of the roads surveyed are 4 lane, parking and encroachments on carriage way has led to under utilization of the road capacity. Due to spatial disparity in growth, traffic movement is from periphery to the core city. The radial roads especially in the periphery are inadequate, with the absence of more circum ferential roads connecting the radial roadway system. The roads in and around old City are congested due to unauthorized parking, hawkers, encroachments and traffic in discipline. Insufficient road space: Inside old city, roads leading to markets such as Cycle Market, Sardar Bazaar, MirchBazaar, Machhi Market and Kandoi Bazaar too narrow there by causing problems related to both traffic and infrastructure Installations.
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.
Personalized Transport
Jodhpur district has a total number of 74914 motor vehicles registered in the Year 2019 of which two wheelers and four wheelers (car & taxi) constitutes 74% and 14.% respectively. The average annual growth rate of vehicles in about 5.6%, substantially higher than the population growth rate. Increase in the number of registered vehicles on the limited road space has led to over crowding and congestion on road
Public Transport The bus system both public and private are inadequate in terms of comfort and frequency. They always operate at crush capacity. Private bus operators dominate and compete with the government bus system. . The bus fleet is currently around 835 of which the share of mini buses isaround 784. The available buses per lakh population is 49 buses is lesser than the desirable . . Due to inefficient rationalization of routes, public transit routes are unregulated, with too many buses in one route causing confusion and congestion. Bus Terminals Central Bus Stand near Paota circle is the only bus terminal in Jodhpur. Few unauthorized road side parking of buses also prevails in and around Jodhpur city.i.e. Kalvi piyau, Dale khan circle, Pratap nagar and Pali road. Inadequate facilities in the bus stand and bus shelters. Absence of intermodal facilities. Need for sub-terminals.
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Some New Bus Terminals proposals are as follow:- 1. Improvememnt and modernisation of Central Bus Terminal Paota 2. Pal Road 3. Pali Road 4. Nagaur Road 5. Jaipur Road
Traffic . Traffic volume is very high in the vicinity of old city. Volume-Capacity ratio is found to be more than 1 during the peak hour periods. . About 6% of traffic is through traffic that has no business in the city. . Many junctions are congested during peak hours. . Some of junctions in urban area are not up to geometric design standards. Low sight distance and turning radius prevails at many junctions. . Bus stops and access to minor roads are located closely at many junctions. . Intermediate transport modes like auto-rickshaws, cycle rickshaws and camel carts are prevalent in the core city area. . The average speed in the commercial areas of the city is 13 kmph during peak hour. Parking Absence of off-street parking facilities result in haphazard parking along the roads, leading to congestion on roads in the core city area. About 70% of the vehicles are parked for duration of 30 min or less. Highest parking demand is recorded in and around the old city area. Sardarpura B' and C' Road. There is insufficient parking Provision in the commercial area, Hospitals. Institutes etc. of the city. Absence of multistory parking in the city Safety Number of accidents in the year 2019-20 was nearly 684 About 322 of these are fatal. On an average about 374 fatal accident per year have occurred since 2005.
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Other Issues Lack of enforcement of traffic rules, especially inside the old city. Average journey Speed – 13 kmph (core areas) Lack of traffic awareness among the citizens. 30 kmph (total Need for adequate truck terminals network) Advise of 6 Truck Terminals- Walkability (Footpath Length /Road Length) – 51% Pali Road , Banar Road, Mandore Road, Jaisalmer Road,Barmer road , Ring road Fatality Index (Fatalities/Lakh Non-Motorized Facilities Population) - 16 The share of non-motorized trips is 45%. Of which about 38% are walk trips. There is significant usage of bicycles in the city especially near core area. Public Transit Share (Motorized)-8 % Lack of organized NMT facilities like pedestrian crossings, cycle rickshaw stands, bicycle lanes etc. Footpaths are encroached by hawkers Non-Motorized Travel share-45%
The details analysis of the present traffic characteristics of the study area is Annexure-2
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3.3 Snapshot—Tomorrow
The future land use strategy of Jodhpur aims at the growth in the tourism and industrial sectors. Jodhpur will continue to grow as a tourist destination; hence, many tourism related businesses thrive in the town. Other developing residential nodes include Rajiv Gandhi Nagar, Ramraj Nagar, Vivek vihar etc, in the south and south west. Several industries, educational institutions and military establishments are the major developments proposed in the north and eastern direction.
Master Plan Jodhpur-2031 (DRAFT) The Master Plan for Jodhpur was prepared for the horizon year 2031 which shows the proposed land uses for various purposes is prepared by the Town Planning department of the state Government in the year 2013. The Master plan is to remain in force up till 2031. The urbanized area is 100553.38 hectares; developable area by 2031 is 77162.03 hectares and periphery control belt which presently is under agricultural use, where urban development activities are coming at show. The distribution of various land use distribution pattern of Master Plan 2031 is shown in table below.
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Existing Land use Distribution 2031
S.No. Land Use Area in %of % of Hectares Developed Urban Area Area 1 Residential 41178.83 55.37 1.69 2 Commercial 1702.21 2.21 35.22 3 Industrial 14918.93 19.33 14.83 4 Mixed Land use 7292.47 9.45 7.25 5 Governmental/Non 456.37 0.59 0.45 Government 6 Recreational 812.61 1.05 0.81 7 Transportation 7795.49 10.10 7.75 8 Public and Semi 3005.12 3.89 2.94 Public Total Developable Area 77162.03 100 - 9 Government 4161.06 - 4.14 reserved 10 Forest 6114.29 - 6.08 11 Hills 5520.49 - 5.49 12 Water Body 7595.51 - 7.55 Total Urban Sable Area 100553.38 - 100.00
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Population
The distribution / estimation of population at zonal level has been carried out by considering the physical growth restrictors like hills, nallahs, land use, density pattern of the zone amongst other parameters. By 2030, some zones will continue to exhibit low- density pattern with population density less than 5000 persons/sq. km. This is mainly due to the presence of natural spatial growth constraints like nallahs, hills, etc. In case of zones in the vicinity of the development hubs and proposed SEZ, the densification will significantly intensify. The total population of the Jodhpur study area is anticipated to be 16.85 lakhs by 2030. Employment The employment projection is carried out considering the future growth drivers or major economic activities like the development of several industries in and around RIICO industrial area, military establishments such as Army aviation centres, institutions for higher learning such as Indian Institute of Technology, Ayurvedic University, Private Engineering colleges etc. In 2030, the employment for the study area is anticipated to be 9 lakhs.
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Transport Demand Based on the growth scenario, the transport situation for Do-Nothing scenario is shown for the year 2030, and compared to year 2010 as predicted by the Transport Demand Model developed for this specific purpose. It is projected that there will be about 1.97 Lakh motorized peak hour trips in 2030 up from 0.6 Lakh in base year (2010).
BaseYear Do Nothing Scenario Peak Trips Peak Trips Peak Trips Mode Nos./% Nos./% Nos./% (2010) (2030) (2050) 115497 (43.16%) 11725 / (19.5%) 82057 / (41.4%)
58755 (21.95) 28075 / (46.5%) 41862 / (21.1%)
2 wheelers
74647 (27.89%) 14869 / (25%) 57967 / (29.3%) Autoriksha
7135 (2.66%) 897 / (1%) 4089 / (2.1%)
TAXI 11522 (4.34) 4989 / (8%) 12004 / (6.1%)
Total (motorized) 60555 / (100%) 197978 / (100%) 267556(100%)
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3.4 Transport Goals
A set of planning level performance indicators have been developed as goals to be achieved for the city. The goals have been defined based on the vision and the objectives. The goals were set in consultation with JDA and the Stakeholders. The mobility strategies (addressed in the subsequent chapter) developed will aim at attaining these goals.
The goals set for Jodhpur transport system are illustrated here
Transport Goals for Jodhpur
Index Formulation Present Goal PT Mode Share Public Transport Trips/ 8% 35% (Motorized) Total Trips(Motorized) Registered IPT vehicles / IPT, (inter Media 1836 2640 Lakh of Population Public Transport) Footpath Length / Road Walkability 40% 100% Length No. of Fatalities / Lakh of Fatality 16 0 Population
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Chapter 4
Transport Improvement Strategies
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The mobility goals for the Jodhpur Region will need to be addressed through a multipronged approach. The following strategies need to be adopted to meet the various transport goals set for Jodhpur.
I. Land Use and Transport Strategy II. Development of Mobility Corridors III. Public Transit Improvement Strategy IV. Non-Motorized Transport Strategy V. Parking management Strategy VI. Freight management Strategy VII. Traffic Management Strategy VIII. Mass. Rapid Transport System IX. Loop Route.
It is important to note that each of the above strategies is equally important and the order of listing does not imply priority. Each of the broad strategies include sub strategies of immense importance. The strategies when implemented through specific projects shall fulfill the goals and objectives of the study. The following table highlights the specific strategies and policies and the sections thereafter discuss these strategies indetail.
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Sl.No Strategy Policy Augmenting the coverage and capacity of the rail and bus transits
Moving people rather than Priority for bus transit by reservation of lanes along major arterial roads 1 vehicles Differential pricing commensurate with the LOS for public transit. Running mini-buses for railway/metro stations access
Developing a transport network based on Comprehensive Transport & Traffic Study
Integrating land use and 2 urban transportation Restructuring the land use distribution around MRTS/transitnodes Reduce the gap in the supply of minor arterial/collectors. Develop grid network in outer areas Implement the zonal and Sector plan in area. Footpaths in residential streets and on major roads with commercial activities
Redeeming the existing footpaths from encroachments & obstructions Priorities to non-motorized 3 transport (NMT) Propose legal framework for evicting the encroachments on footpaths /roads Demarcating road space exclusively for movement by pedestrians and cyclists Providing safe passage of pedestrian / cyclists by grade separation. Public bicycle sharing. Development of Cyclist Friendly Streets
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Widening critical road links and inter sections
Phased widening of roads to their prescribed street alignment width Optimizing the existing Articulating the road network by developing missing links 4 road and transport infrastructure Selected junction improvements for improving corridor through put Upgrading high density corridors as multi-modal transit corridors Shifting the inter-regional terminals from city core to the city fringe
Mandative off-street parking norms for various land uses
Develop multi-level parking at major traffic generating locations
Develop park-and-ride facility at all critical sub-urban / RTS / metro rail stations 5 Putting a parking policy in place Develop park-and-ride facility at all critical bus terminals Restrict/ban on-street parking on critical commercial streets Parking pricing to reduce the use of private modes Construction of parking complexes on government agencies land Enhance off road parking Encourage wider coverage and capacity by thepara-transit
Redefining the role of Provide parking for para-transit at public transport terminals 6 para-transit Encourage cycle-rickshaws to operate between residential areas and transit routes Regulate the operation of para-transit by enforcing minimum safety norms.
Segregating freight traffic Plan and develop orbital roads in the form of urban bypasses 7 & passenger traffic Plan and develop outstation truck terminals and parking
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Stagger the school & office & market times zone-wise Deploying various travel Encourage car-pooling andvan-pooling 8 demand management (TDM) measures Encourage new industrial complexes to have residential quarters within their premises Decentralize major activities to reduce traffic
Enlarge vehicular population using pollution free fuels viz. LPG / CNG /battery Putting in place an environmental Establish a GIS based air quality monitoring and information system 9 development management Major transport development measure to comply with environmental safe guards mechanism Subject every major transport development measure to safety audit.
Setting up a unified Set up UMTA within a specified timeframe with coordinating, planning and advisoryrole 10 institutional framework encompassing all modes PPP in development as well as operation of urban transport infrastructure
Enforcement as a potential Effectively clear infrastructure assets from encroachments by constant patrolling 11 tool for development Campaigns and special drives to educate the road users to adhere to traffic discipline
Leverage ITS and technology applications Promoting innovative 12 technologies / practices Develop new roads with ducts for services / utilities Cement-concrete the existing road pavement particularly the road intersections Use of Electric Vehicles
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4.1 Land Use and Transport Strategy
The Present Land Use and the Master Plan Vision Jodhpur city has geological constraints to the north west in the form of the hills. While most of the economic activities are located in and around the old city area, the residential colonies have grown in the south western, north eastern, south eastern and southern parts, which are far off from the old city (the main centre of activities). This imbalance in the location of jobs and residences over space coupled with inadequacy of public transport system generates huge volumes of intermediate and personalized traffic especially on arterial roads. This is also reflected in the traffic volumes on the main roads with growth rates of traffic volumes ranging between 7% to 9% perannum. Considering the development status, the physical development can be categorized into two parts (i) Old city area (ii) Outside Old city area. The old city area is continuously developed area having densely populated residential and commercial land uses with no scope for physical expansion. This has pressurized development in the north eastern, south western and southern side (as physical constraints are imposed by hills in the west and nallah cum military area in the south eastern side of city). The main arterial roads leading to these areas are Mandore road (NH-62) in the north, Banar road (NH- 25) in the east, Pal road (NH-25) and Pali road (NH-62) in the south and Chopasni Road in the west.
The Master Plan 2031 strategy aims:
To attract national and international investment in promoting the service sector.
Work-centers identified besides the main functions with a proper public
transportation reach.
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To relocate the activities of Regional context from Jodhpur City to outer areas and activities of National, State & Regional level proposed to be located in Satellite towns and outer area. Hierarchy of commercial centers be worked out in view of the decentralization of commercial activities. To locate all future industrial activities and estates and large scale industries at the periphery. To continue the Mixed Land Use characteristics in specified areas to the extent and scale that is congruous to the surrounding area and parking requirements. The Jodhpur Urban area is the major economic core but at the same time, it is crucial to actually realize the contribution of the Region towards the economy.
Industrial Development: The Rajasthan State Industrial Development and Investment Corporation Limited (RIICO) has developed industrial areas in the district. The industrial areas that have been developed which are located in the JDA region include industrial areas like Mandore, Stone Park, H.I.A, L.I.A Industrial Estate, B.N.P.H. Industrial Area, Cyber Park, Basni Phase I & II, Sangaria phase I & II , Boronada Phase I, II, III & IV, E.P.I.P., Food Park, Pal Shilp Gram, S.E.Z., Kankani.
Jodhpur is the third most industrialized district in Rajasthan. Jodhpur district accounts for 6% of the net domestic product from the Mining & Manufacturing Sector of the state. In the recent years, Jodhpur has increasingly become the important industrial centre. About 2356.15 Hectare land is under industrial development, which is 15.58 % of total developed area and is likely to be 14918.93 Hectare which is 19.33 % of total proposed developed area as per Master Development Plan- 2031 (Draft). Main industries of Jodhpur are textiles, handicrafts, steel re-rolling & pata patti, guar gum, chemical & minerals, stone cutting & processing and food processing units. Jodhpur industrialization Proposed Land use Plan -2031 (Draft) started with the announcement by then Jodhpur government to set up two industrial
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Area viz., Light industrial area & Heavy industrial area. After establishment of two Industrial areas as above State Government’s Industries The Industrial areas established in Jodhpur by RIICO are as under:- S.N NAME OF INDUSTIRAL AREA AREA IN NO. OF PLOT O ACRES 1 Industrial Area Basni Phase I and II 862.30 892 2 Industrial Area Sangaria Phase I and II 103.72 597 3 Industrial Area Mandore 243.64 286 4 Industrial Area Stone Park Mandore 49.92 77 5 Industrial Area Mathaniya 42.81 102 6 Industrial Area Phalodi 100.00 128 7 Industrial Area Khichen 28.00 64 8 Industrial Area Bap 80.00 103
9 Heavy Industrial Area Jodhpur
10 Light Industrial Area Jodhpur 11 Industrial Estate Jodhpur 564.26 417 12 Electronics Complex Jodhpur 13 Cyber Park Jodhpur 14 Industrial Area (BNPH and BKK) New jodhpur
15 Industrial Area Boranada Phase I,II,III, IV 672.45 969
16 Agro Food Park Boranada 259.78 317 17 Boranada Industrial Park (old name SEZ) 180.94 291 18 Shilp Gram Pal , Boranada 34.60 402 19 Export Promotion Industrial Park (EPIP) Boranada 207.00 286 20 New Industrial Area :- Tinwari, Keru , Daijar, 1011.05 ---- Lohawat, Kankani, Siyamali (Bap) and Sopra (Bhopal garh)
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Institutional & Residential Developments
Jodhpur is major Institutional hub of western Rajasthan. The Rajasthan High Court, Indian Institute of Technology, All India Institute of Medical Science, Footwear Design and Development Institute National law University, Dr. Sarvepalli Radhakrishnan Rajasthan Ayurved University, Rajasthan State Judicial Academy, Army Aviation Centre, State Remote Sensing application Centre,Jai Narayan Vyas University, MBM Engineering College, Dr. Sampurnanad Medical College, Sardar Patel University of Police, Security and Criminal Justice, Central Arid Zone Research Institute, Arid Forest Research Institute National Institute of Fashion Technology etc.are the major institute in JDA region.
Major JDA schemes spread around various locations in JDA region are Vivek Vihar scheme, Rajiv Gandhi Nagar Yojna, Vijay Raje Nagar, Arna Vihar, Jharna Vihar, Anand Vihar, Mandalnath Yojna, Vigyan Nagar, Sundar singh Bhandari Nagar, Ramraj Nagar,Ganga vihar etc. There are many other private colonies in all parts of Jodhpur city and its envois.
CMJAY COLONY i. Choukha, ii. Aganwa, iii. Tanwara, iv. Lohari Pandit ji, v. Barli
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Ring Road The growth of the Jodhpur city is along the major highway like Pal road, Pali road, Jaipur Road, Nagaur Road and Jaisalmer Road. The ring road developed around the Jodhpur city to increase the mobility of the city and divert the through traffic without adding the congestion to the city road network. (41 km.) In addition to the above another outer ring road is also necessary to develop from Jaisalmer-Pali-Jaipur link road to Nagore- Jodhpur NH-65. (72 km)
The city grew around the core area and consequently several roads that form the radials became prominent. The future land use growth will continue in the existing JDA area, along with new growth centers being developed in the periphery of JDA. The integrated land use transport strategy will focus on:
i. Accessibility with in JDA ii. Connectivity to the new growth areas iii. Development of areas near arterials
Consequently, the framework for the urban transport network strategy has been evolved in the following manner.
Radial network complemented by semi circumferential roadway system, wherever possible, thereby leading to decentralization of trips through the old city area, by identification of new access points into the city and connecting it to the activity areas of the JDA. This will lead to identification of missing links in order to complete the above radial with semi orbital road way system.
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4.2 Development of Mobility Corridors
“In essence, a mobility corridor Functionally urban roads are classified as arterial, sub-arterial, collector / distributor and local streets. Functional classification of the urban roads is an important maximizes throughput of step wherein design and management of roadways would be standardized. By people focusing on mass designating certain roads as mobility corridors, these corridors get priority for increasing transport and NMT, rather than the throughput of people as well as improvement of speeds would be focused and vehicular traffic” accordingly appropriate solutions would be identified.
Experience indicates that as speeds of public transport vehicle reduce travel times increase to such an extent that commuters look for personalized modes of travel. In addition to the user travel preferences the road design and operations also have bearing on the traffic congestion. Congestion results in lower traffic speeds for all vehicles and more so for public transport vehicles. The corridors like NH 25, NH 125, NH 62 etc and new roads established by the network strategy need to be developed as mobility corridors that maximizes throughput of people focusing on mass transport and NMT, rather than vehicular traffic.
Road Network Strategy Even though the internal locality wise network appears to be grid iron type of network, the major network of Jodhpur and surrounding region appears as radial type of network. The Master development Plan-2031 (Draft) and the City Development Plan (CDP) prepared for the Jodhpur city advocates the radial and semi-ring road pattern with multi modal corridors. In addition to the internal ring road, an Outer Ring Road and other major radial and semi circumferential roads to form a radial and ring pattern have been proposed in Master development Plan-2031 (Draft). The mobility corridors would be planned along these major roads.
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4.3 Public Transit Improvement Strategy
One of the goals identified as part of the vision is to increase the public transport trips Proposed road network strategy consists (road and rail) to 50% from current levels of 8%. of a radial network complemented with circumferential rings. For this purposes various technology alternatives in public transport are being considered. The alternate scenarios considered are:
Bus FleetAugmentation Augment Jodhpur Commuter/Regional RailSystem Bus Rapid Transit System(BRTS) High Capacity Rail Based Systems(Monorail) Bus Augmentation It is important to utilize and upgrade the existing bus based public transport. This would mean improvement of the bus fleet, both in quantity and in quality of the buses. As mentioned earlier approximately835 busesare running in Jodhpur of which around 784 are mini buses and in spite of that the transit share is low . The problem lies in unregulated routes system and poor quality of buses, posing safety problems. As part of this strategy, RSRTC will be required to rationalize the bus route system, with improved frequencies in the required routes as shown. The bus fleet system need to replace part of the existing bus fleet with modern buses equipped with advanced technology along with additional routes. The services offered should be through a variety of bus sizes suitable for various segments and services with ITS applications. It is estimated that around 1565 new buses need to be procured for meeting the demand at 2050 excluding the replacement of the existing fleet.
It is required that Bus augmentation can increase Public Transport shares.
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Commuter Rail / Regional Rail Augmentation It is important to utilize the existing railway corridors passing through the Jodhpur region. Currently there are 3 railway corridors carrying long distance passenger traffic Connecting the outer lying regions with Jodhpur City:
Jodhpur – Phulera – Jaipur -Delhi Jodhpur – Mandore – Osiyan – Phalodi -Jaisalmer Jodhpur - Pali - Abu Road - Ahmedaba Currently these railway lines are having inadequate capacity and terminals to accommodate the increased frequency of commuter trains. Implementation of dedicated tracks along these lines is minimum requirement for utilization of the regional rail. It is estimated through the transport Model that regional rail augmentation can increase Public Transport shares .The scenario assumes dedicated lines and substantial improvement in access and terminals at least every 2 km along with access to terminals. Considering the dense developments of Jodhpur, it is practically difficult to locate the terminals at the required spacing. On discussion with the local railway authorities, they suggest that there is no plan within the Railways at the moment to include commuter services on these lines. Higher Order Mass Transit System Strategy As ridership levels increases, a high capacity public transport system is warranted for the future. The various mass transit options that are available with its salient features are presented in the following table.
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Mass Transit options
Transit Mode Metro Monorail AGT LRT BRT Station Spacing (Approx) 1-2 km 1 km 1.5 km 0.5 km Standard, articulated High platform cars Articulated, double double articulated low High platform cars operating in multiple car articulated low floor can or high platform cars Vehicles operating in multiple car trains sets, electric operate in multiple car diesel/hybrid trains sets propulsion sets, electric propulsion propulsion, Electric Trolley Bus 40 Standard Seated Capacity 60-80 Per Car 30-75 Per Car 65-85 Per Car 65 Articulated 85 double articulated Up to 30,000 PPHPD Passenger Throughput Up to 40,000 PPHPD Up to 15,000 PPHPD Up to 5,000 (Elevated LRT) Min.Curve Radius 120 m 30 m 30 m 15 m
App O & M Cost per km 100-200 Lakhs 40-60 Lakhs 50-60 Lakhs 10 Lakhs
App Capital Cost per km 200 Crores 120 Crores 150 Crores 15 Crores Istanbul, Taipei, Implemented Cities Bangkok, Kuala Lampur, Tokyo, Kuala Lampur, Hongkong, Shanghai, Bogota, Curitiba, Pitts (International) Mexico City, Cairo Sydney, Seattle Kuala Lampur Adelaide Implemented Cities Delhi, Kolkata, Under Under Implementation in Kolkatta Ahmedabad, Delhi (India) implementation Mumbai
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With the anticipated population of 16.85 lakhs in 2030, and 28 lakhs in 2050. IT is expected that the Peak Passenger per Hour Per Direction (PPHPD) in the transit network, along some of the corridors such as NH 25, NH 62, Banar Road, Chopasani Road would be more than 14000 PPHPD. Bus augmentation will not be able to cater to the increased public transit load and alternatives mass transit system such as BRTS, Mono-Rail, LRT etc become necessary. Based on the ridership levels on various corridors, appropriate PT systems are suggested for Jodhpur and presented in the following Table and Figure. Results from the transport model indicates that the high capacity BRTS would increase the public transport modal shares .
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Suggested Public Transit Systems.
Average System System Al. Length From Via To Right of way Phase I Phase II No (Km) available (M) 2020-2030 2030-2050 Jaisalmer BRTS Metro Rail 1 Bypass Sojati Gate IIT Campus 35.00 20-60 Chopasni Village 2 Bombay Motor Paota 16.00 20-25 BRTS BRTS
3 Agolai Soor Sagar Akhalia Circle 45.00 30-50 ------BRTS Mandore 4 Keru Fidusar Chopar 28.00 15-30 BRTS BRTS
5 Paota Mandore Mathaniya 33.00 35-50 BRTS BRTS
6 Saran Nagar Chain Pura Mandore 9.08 10-25 ------BRTS Road Chopasni 7 New High Court Jalamand Circle 21.00 20-60 BRTS BRTS Housing Board
8 Paota Circle Banar Dangiyawas 24.09 25-50 BRTS BRTS Barkatullah 9 Residency Road Khejrali 24.72 15-30 BRTS BRTS Stadium
10 Kakani New Pali Road Paota Circle 26.31 25-60 BRTS BRTS Basni Industrial 11 Mogra CAZRI Road 18.87 20-60 BRTS BRTS Area Dhawa BRTS BRTS 12 Dalle kha Chakki DPS Circle 40.00 30-60 Circle
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Suggested Public Transit Systems
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4.4. Inter modal Integration
Any public transit system is incomplete without intermodal integration. Intermodal integration involves:
Integrated public transit network planning Integrated fare policy and ticketing Intermodal stations to minimizedelay / transfers Intelligent Transportation Systems(ITS) Access to the public transit network that includes integration with auto- rickshaws, taxis, and NMT modes like cycle rickshaws, Park and ride facilities along mobility corridors Institutional integration
The major intersections of Mobility Corridors are to be planned as Intermodal Stations.
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4.5 Non- Motorized Transport Strategy To segregate NMTs from r About 45% of trips in Jodhpur are made by Non-Motorized Transport (NMT) that include fast t affic by providing walk, cycle trips as well as trips made by cycle rickshaws and other NMT modes. Even safe facilities though walk being a predominant mode of transportation in the city, the infrastructure available for the same is poor as well as substandard.
The mobility plan targets to atleast sustain the current share of NMT trips (45%) in the future also as it is difficult to increase NMT with the declining trend of its growth. It is important to improve the facilities making it a preferred mode for short trips. The strategies towards NMTs are to segregate them from fast modes by providing safe facilities like designated and well maintained footpath of 1.5m width (desirable 2m). Provision of cycle tracks along all mobility corridors and designate safe cycle zones in residential areas.
4.6 Parking Management Strategy
Currently most of the roads in Jodhpur have free on-street parking, including in the core city areas like in Nai Sadak, M G Road and Chopasni Road.
The main consequence of this is the loss in the throughput of the adjacent street due to parking interference. As part of the principles upon which the CMP is being developed, it is envisaged that off-street parking sites would be developed and integrated with the public transport terminals to facilitate the public transport.
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4.7 Freight Management Strategy
On an average daily about 6% of the truck and MAV’s enter and leave Jodhpur which has no business in Jodhpur. At present most of the commercial activities are located in the core area i.e. along Cycle Market, Sardar Bazaar, Mirch Bazaar, Machhi Market, Kandoi, Nai Sadak etc. This has made it mandatory for all the commercial vehicles which have origin /destination in the town to enter the core area for loading and unloading at least during the night hours. Also considerable LCV’s are seen to be parked along roads at different part of the town. Freight transport management strategies include increasing the efficiency of freight and commercial transport by restricted delivery times in the old city area, allowing commercial vehicles only on designated truck routes during peak periods, shifting of market activities towards the periphery of the town and developing truck terminals/warehouses on the periphery of the town.In the freight management plan goods delivery time in the core city need to be restricted during 7 am to 10 pm and it is estimated that about 6 truck terminals are required for the year 2030 as shown apart from improving the existing truck terminal at Transport nagar and total 6 truck terminals are required by the year 2050.New Transport and Automobiles Nagar is proposed in Mogra on jodhpur pali road to solve the problems and to enhance the economic activities in region. The proposed truck terminals will also serve as catalyst for employment generation as well as for the economy of the area. The 6 Truck Terminal are - . Pali Road, . Banar Road, . Mandore Road . Jaisalmer Road, . Barmer road . Ring road
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4.8 Traffic Management Strategy
The old city area has narrow roads encroached with hawkers and parking and is highly congested. Outside old city large sprawling junctions which are accident prone are seen. Significant benefits can accrue out of Traffic Management measures. The improvement schemes are low cost but yet can use existing infrastructure at the optimum. Level Key traffic management measures are:
Junction improvements (geometrics and signage) and redesign Bus shelters Street lighting One way street operations Traffic signal improvements Signs and markings Safety measures Education and Enforcement
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4.9 Stake Holder Meetings
JDA had encouraged the development of CMP in partnership with many entities that influence the transportation in Jodhpur City along with interested members of the general public. The study team interacted with the following stakeholders before evolving the Strategies:
Jodhpur Municipal Corporation RSRTC PWD Traffic Police RTO Railways Private operators RIICO
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Chapter 5
The Mobility Plan
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Based on the afore mentioned framework of strategies for achieving the vision, Mobility plan elements are summarized as follows:
I. Mobility Corridor Plan II. Public Transport Plan III. Passenger and Commercial Terminal Plan IV. Non-Motorized Transport Plan V. Freight Management Plan VI. Traffic Engineering & Management plan VII. Road Maintenance & Management Plan VIII. Private Transport Management Plan IX. Technological Measures
These individual plan elements are detailed out in the subsequent sections.
5.1 Mobility Corridor Plan
As indicated earlier, Mobility corridors focus on mobility and aims to maximize the throughput of the people. Mobility Corridors focus on public transit systems, ensuring when designing these corridors, all modes of travel is considered and integrated.
It is imperative therefore certain strategic roads be designated as Mobility Corridors for focusing on corridor mobility. These corridors get priority for increasing the throughput as well as operating level ofservice.
These corridors would be expected to have the following cross sectional elements:
Public transport right of way that is preferably dedicated where conditions permit Mobility Corridor Network The road cross section for mixed traffic conditions where desirable road width (Proposed for widening & missing links) would be 30 m (4lane)
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Continuous kerb, Footpath cumdrain Service roads wherever possible Optimized Signals Restriction or preferably prohibition of parking on the carriageway / shoulders. The parking must be shifted to off -street parking locations or crossroads. Proper Busbays
The mobility corridors for the study area constitute of radial roads complemented with semi-circumferential roads to form a radial and semi-ring pattern. Mobility corridors forming the radial and semi- ring network are:
1. New Pali Road & Mandore Road (NH-62) 2. Banar & Barmer Road (NH-25) 3. Chopasni Road 4. Jaisalmer Road (NH125) 5. Jaisalmer Bypass Road extended as Inner RingRoad 6. Outer Ring Road(Under Const.) 7. Kayalana Road 8. CazriRoad 9. ResidencyRoad Gourav Path 10. Paota BRoad 11. Paota CRoad 12. SH65
The present and future road network needs to be upgraded to mobility corridor standards. These along with the suggested orbitals in the master plan will provide the dispersal of traffic from the core city area.
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To have the mobility corridor network as proposed, some existing roads need to be widened and upgraded to the cross-sections shown below. Some of the recommended mobility corridors have missing links and have to be constructed. the proposed cross sections for mobility corridors are shown below.
Cross Section of Proposed Mobility Corridor (30m) Cross Section of Proposed Mobility Corridor
The features of ring roads proposed as part of network strategy are as follows
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Ring Road The growth of the Jodhpur city is along The major highway like Pal road, Pali road, Jaipur Road, Nagore Road and Jaisalmer Road. The ring road developed around the Jodhpur city to increase the mobility of the city and divert the through traffic without adding the congestion to the city road network. (41 km.)
In addition to the above another ring road is also necessary to develop from Jaisalmer- Pali-Jaipur link road to Nagore- Jodhpur NH-62. (72 km)
The semi outer ring with a right of way (ROW) width of at least 40 m would be a regional ring circumscribing Jodhpur study area. This semi ring connects the Regional roads like Banar Road, Pal Road, Pali Road, Badmer Road, Chopasni
Road and Jaisalmer Road. This ring must accommodate dedicated public transport corridor, non-motorized lanes, wide medians and service roads in addition to the motor vehicle lanes. The inner semi orbital should have a minimum of 30 m ROW. i.e. four lane divided carriage way to accommodate the possible urban growth along and surrounding the corridor. The requirement for the grade separation at intersections as well as feasibility of the indicated alignments need to be established through a Techno Economic Feasibility Study. The projected peak hour traffic for 2030 on various sections of Inner Ring Road and proposed new links is found to be in the range of 800-1600 PCUs.
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5. 2 Public Transit Improvement Plan: 2020- 2050
As discussed previously the augmented linear radial and semi ring type of network system is conceived for the study area. To achieve the goals for the region the mobility corridors are assumed to be developed as multi-modal corridors. Keeping the proposed CDP vision, the plan includes augmenting buses, identifying high dense bus corridors, BRTS corridors and Monorails/LRT to be developed with an aim of reaching the 35% in 2030 and 50% in year 2050 ,public transport goal as envisaged.
The overall public transport build out will include: Augmentation of the buses by around 1565 buses Restructuring of bus routes Mass Rapid Transit Corridors
The suggested systems for various phases such as short term plan 2020-2030 and long term plan 2030-2050 are shown in the following figures and table
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Phase I (2020-2030) Phase II (2030-2050)
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Suggested Public Transit Systems
Average System System S. Length From Via To Right of Phase I Phase II No (Km) way 2020-2030 2030-2050 available (M) Jaisalmer BRTS Metro Rail 1 Bypass Sojati Gate IIT Campus 35.00 20-60
Chopasni 2 Bombay Motor Paota 16.00 20-25 BRTS BRTS Village
3 Agolai Soor Sagar Akhalia Circle 45.00 30-50 ------BRTS
Mandore 4 Keru Fidusar Chopar 28.00 15-30 BRTS BRTS
5 Paota Mandore Mathaniya 33.00 35-50 BRTS BRTS
6 Saran Nagar Chain Pura Mandore 9.08 10-25 ------BRTS Road Chopasni 7 New High Court Jalamand Circle 21.00 20-60 BRTS BRTS Housing Board
8 Paota Circle Banar Dangiyawas 24.09 25-50 BRTS BRTS
Barkatullah 9 Residency Road Khejrali 24.72 15-30 BRTS BRTS Stadium
10 Kakani New Pali Road Paota Circle 26.31 25-60 BRTS BRTS
Basni Industrial 11 Mogra CAZRI Road 18.87 20-60 BRTS BRTS Area Dhawa BRTS BRTS 12 Dalle kha DPS Circle 40.00 50-60 Chakki Circle
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One of the key elements that should be seriously considered is intermodal integration.
The plans envisage several large intermodal stations at the following locations:
Paota Circle Bombay Motors Circle
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5.3 Passenger Terminal Plan
The central mofussil bus terminal located near Paota Circle is owned and operated by RSRTC. It is facing several problems because of:
Entry and Exit of the terminal is situated near the Circuit House road flyover and there is unregulated parking present on the service road leading to the terminal, hence it requires area traffic management study at the micro level.
The New Bus Terminal are Suggested for future requirement of passenger movement at Pal Road, Pali Road, Nagour Road and Jaipur Road for RSRTC and Local/Private Buses The existing unauthorized mini bus terminals along road sides are identified and proposed to be regularized with required land acquisition. Existing terminal locations are shown in the figure.
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5.4 Non- Motorized Transport Plan
A part of all existing road networks should be earmarked and improved for non-motorized transport comprising of walking and bicycling, which are the lowest-impact transport modes with no negative externalities. Encouraging more NMT trips will primarily require the provision of adequate road infrastructure to enable ease of walking and bicycling and ensuring the safety of pedestrians and bicyclists.
i. Invest in the expansion of pedestrian infrastructure such as that mandated by the tender-sure road design, which ensures universally accessible footpaths, minimum footpath widths, and elements of pedestrian safety such as bollards.
ii. Ensure the presence of continuous and well-maintained footpaths and elevated walkways, and curb footpath encroachments across the entire road network with a focus on high-density areas.
iii. Design road networks to provide safe crossings at regular intervals, preferably at- grade and alternately, via elevated walkways.
iv. Prioritize walking and bicycling infrastructure in the catchment areas of transit stations, to promote NMT as the default mode for first and last mile connectivity.
v. As much as possible, provide exclusive bicycle lanes in existing roads and include bicycle lanes in the design and construction of new roads. vi. Provision bicycle docking and parking infrastructure at regular intervals and integrate docking/ parking infrastructure at transit stations and bus stops.
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Pedestrian transport plan: The mobility plan targets 100% Walkability. Proposed pedestrian facilities include footpath along mobility corridors and other significant roads as well as safe crossing facilities in the form of subways/FOBs, zebra crossings, etc.
Foot path plan: Following suggestions are made in the installation of footpath:
It is desirable to have a footpath width of 2.0 m for allroads. A minimum usable width of 1.5 m should be provided forfootpath. Obstructions on footpath must be relocated/cleared Footpaths at all busy intersections must be provided with handrails to enforce pedestrians cross at zebracrossings. Foot path is proposed on the mobility corridors and also the secondary arterials, as a minimumrequirement. Maintenance mechanism to ensure that clean walkable footpaths are present must beintroduced.
It is very essential that pedestrians are dispersed from public transportation systems safely onto footpaths. About 320 kms of roads were identified for construction / improvement of footpath.
Bicycle Plan: Along all the proposed public transport corridors bicycle lanes are proposed.Cycle only lanes/corridors at following location it is required to provide cycle on the rental basis with the park and ride facility :- At Rai ka bagh Railway Station and Central bus Terminal At Main Railway Station At Old Nagar Nigam Building At New Sadak Multi Story Parking At Jalori Gate and MGH Hospital At Sardarpura Gandhi Maidan Under Ground Parking
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Proposed Pedestrian and Cycle Route Map inside Old City
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PLANNING FOR EASY FLOW OF CYCLISTS AND PEDESTRIANS
TABLETOP CROSSING - TRAFFIC CALMING MEASURE AT GRADE ZEBRA CROSSINGS FOR PEDESTRIAN AND CYCLISTS
LANE MARKING FOR CYCLISTS
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Grade separated pedestrian crossing facilities (Skywalk/Foot over bridge): Grade separated pedestrian crossing facilities must be located on mobility corridors and near pedestrian intensive areas such as critical junctions, bus stops and busy mid blocks. A review of the past studies and pedestrian crossing demand was utilized in identifying prima facie a few selective locations where grade- separated crossing facilities are necessary. As per IRC- 103- 1988, grade separated pedestrian facilities are warranted. The locations that are recommended for Skywalk/Foot over bridgeare given below:
Skywalk the Central Bus Terminal to Raikabagh Railway Station Akhalia Chouraha to Kayalana Road FOB At MGH Hospital FOB/FUB at Jalori Gate FOB at MDM Hospital FOB between Shani Temple to Jaori Gate Cirlce These Provision required for an easy pedestrian passage without any conflict with vehicles. At junctions on major roads and bus stops, zebra crossings are proposed. It is proposed that in front of schools and colleges, hospitals and transport terminals, one zebra crossing with pedestrian signals should be installed. The CMP also recommends standard signs and markings for pedestrians.
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5.5 Parking Management Plan
Following measures are proposed as part of parking management plan: Organiseon-streetparkingonSardarpuraCRoad,StationRoad, Residency Road, Nai Sadak by providing designated parking bays. Additional off-street Parking space using vacant land near Rajiv Gandh is hopping complex and replacing old municipal office building located inside the old city. New parking spaces to integrate with PT terminals. Parking plan to facilitate pedestrian on schemes. New multi storied off-street parking structures to substitute on- street parking. From the primary survey analysis, Motorizedtwo wheelers are parked predominantly on the roads such as M.G Road, Chopasni Road, Nai Sadak, Sardarpura B Road and Sardarpura C Road. etc. Therefor Off-street parking/Multi Story Parking structures Propossed at the following locations: Near Rajiv Gandhi Statue at Nai Sadak Circle Old Municipal Corporation Building Rai ka Bag Bus Stand and Railway Station (Multi Story Parking) Main Railway Station (Multi Story Parking) Bhagat Ki Kothi Railway Station RAIKABAG Multi Story Parking at Main Hospitals i.e. MGH Hospital, MDM Hospital,Ummaid Hospital and AIIMS Jodhpur Ummaid Udhyan
In Addition to the Following Proposal it is also required the provision of parking place in the proposed residential scheme / commercial / other schemes.
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5.6 Freight Management Plan
Following recommendations are made to improve the efficiency of freight and commercial transport:
Truck traffic will need to be restricted during day time on Banar road, Mandore road and New Pali road within Jodhpur Municipal boundary. Goods delivery time in the core city needs to be restricted during peak periods i.e. 8 am- 9 pm The designated truck routes during peak period is shown infigure
The parking demand for truck estimated to be increased in future so that Truck terminals proposed on major corridors are as follow:- Jaisalmer Road, Nagaur Road, Banar Road Pali Road Barmer road Ring road The truck terminals will also serve as job-growth and economic catalyst for the area. Other expected benefits of the terminal are reduction in truck traffic on city roads, roads in the vicinity of the old city area and market yards.
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5.7 Traffic Management Plan
Traffic Management Plan includes the following: Junction improvements including redesign Grade Separators (ROB, Flyover, Under Bridge) Bus shelters at busstops Streetlighting Signs and markings Safety measures Traffic signal improvement One way street operations Loop Route 6 6
Junction Improvements: Following traffic management measures must be 6
6
6 considered as part of junction improvements: 6
6 Junction redesign Restriction of right turns. The restricted right turn traffic must suitably be rerouted through indirect right turns or U-turnsetc. Widening the intersection throat to increase the approach capacity. Installation of medians and closing the cross street to divert traffic to other high capacity intersections if feasible.
Junction Improvement Locations Improvements are required for several junctions in the city. However following are the representative junctions that are selected for showing the improvements in detail. Similar improvements shall be made for other locations also.
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Paota Circle This is a Five armed signalized (not operated) junction formed between Mandore road leading towards Nagore on the north, Banar road leading towards Jaipur on the east, Circuit House road leading towards Airport on the south, Highcourt road leading towards Nai Sadak circle and Jamma Masjid road leading towards Old city on the west. It is the major junction in the city with major commercial activities around (Markets, Garment shops, Government offices etc.), thereby attracting traffic.
Existing Situation
There is a traffic conflict between circuit house road and high court road entering traffic. The rotary in the centre is very big thereby causing problem of sight distance. Paota Sabji Mandi adjacent to Banar Road is causing congestion near the intersection. Approach road to Central bus stand and Rai ka bagh railway station ispoor. Haphazard parking prevails on Banar road and approach road to central bus stand.
To avoid the delaysat the junction proper traffic management measures shall be implemented. Grade Separation, Signal activation, road markings, signages and beautification of the intersection need to be improved for smooth movement of traffic. Concept drawings containing the aforementioned improvements suggested to Paota Circle is presented below.
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Proposed Improvements for Paota Circle
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Comprehensive Mobility Plan for Jodhpur Main Pal Road and AIIMS Road junction
This is Fourarmed junction formed between Pal road leading towards Barmer on the west , AIIMS Road leading towards Pali on South , Nehar Road leading towards, Chopasani Road in the North, Pal road leading Towards 12 th Road circle on the East. It is the major junction in the city with major resident colonies and commercial activity and health activites ( Markets shops goverment offices , Hotels etc.) there by attracting Traffic.
Existing Situation
There is a traffic conflict between kheme ka kuwa to 21 sector on pal road.
The rotary is not provided , causing conflict of traffic at junction.
Due to Ashok Udhyan visitors and Chopasani Police Station traffic, congestion in the peak hour occurs.
To aovoid the delays at the junction proper traffice managment measures shall be implemented i.e grade separation signal activation road marking, signage and beautification of the intersection need to be improved for smooth moving flow of traffic. concept drawing attached for improvements of junction.
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Nai Sadak Circle. This is a Four armed signalized junction formed between Nai Sadak leading to wards old city on the north, High court Road Leading Towards Paota Circle on the east, Ratanada Road leadingTowards Airport on the south, MG road leading towards Jodhpur Railway Station on the west.it is one of the manor junction in the city with major commercial activities around ( Markets,Garment Shops, etc.) there by attracting traffic. Existing Situation
Parking on Nai Sadak is predominent starting from the approach of intersection and thereby causes congesion. Commercial activity surrounding this intersection is very highthereby attracting heavy traffic through out the day. Hawker’s encroachment on Nai Sadak is which also increases the congestion at this intersection. Signal is functioning well, but still it is difficult for pedestrians to cross without police assistance. A New parking is Constructed Near rajeev gandhi statue / police Control room . To avoid the delays and congestion at the junction proper traffic management shall be implemented. Grade Separation with Road markings and signages need to be implemented for smooth moving of traffic. Concept drawings containing the improvements suggested to Nai Sadak Circle is presented below.
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Proposed Improvements for Nai Sadak Circle
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Sojati Gate Circle This is a Three armed signalized (not operated) junction formed between Sojati Gate road leading towards old city on the north, NH-112 leading towards Nai Sadak Circle on the East and Jodhpur Railway Station on the West.It is one of the major junction in the city with major commercial activities around (Markets, Garment shops, etc.), thereby attracting traffic.
Existing Situation There exists traffic conflict between Sojati Gate Road andNH-112. This intersection is one among the accident prone zone due to signal being not operational. Pedestrian face difficulties for crossing this intersection. Parking near the intersection exists causing congestion.
To avoid the delays and accidents at the junction proper traffic management shall be implemented. Grade Separation, Signal activation, road markings and signages need to be improved for smooth moving of traffic. Concept drawings containing the Improvements suggested to Sojati Gate circle is presented below.
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Proposed Improvements for Sojati Gate Circle
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Jalori Gate Circle This is a seven armed unsignalized junction formed between roads leading towards old city on the north, NH-112 leading towards Nai Sadak Circle on the east and Shani Temple junction on the west, sardarpura road leading towards sardarpura on the south west and Olympic road leading towards DRM office towards south east. It is one of the major junctions in the city with major commercial activities (Markets,Garment shops, etc.) and residential settlement, thereby attracting traffic.
Existing Situation The diameter of the traffic rotary good engough. There is a traffic conflict between Chopasni Road (NH-112) and other arterial roads. No pedestrian crossing facility available. Residential colony (Sardarpura) is adjacent to the intersection on the south and old city is adjacent to the intersection on the north, thereby attracting traffic towards the intersection. Traffic on NH-112 is high almost through out the day. Parking near the intersection exists causing congestion.
To avoid the delays and accidents at the junction proper traffic management shall be implemented. Grade Separation, Signal installation, road markings and signages need to be improved for smooth moving of traffic. Concept drawings containing the improvements suggested to Jalori Gate circle is presented below.
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Proposed Improvements for Jalori Gate Circle
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Shani Temple Circle This is a Four armed unsignalized junction formed between Shani Temple road leading towards Umaid Hospital on the north, NH-125 leading towards Jalori Gate Circle on the east and Bombay Motors Circle on the west and Sardarpura road leading towards Sardarpura on the south.
Existing Situation There is a conflict between through traffic on chopasni road (NH-125) and traffic from Shani Temple road entering intersection. No pedestrian crossing facility available. Residential colony (Sardarpura) is adjacent to the intersection on the South and there is significant traffic entering sardarpura from shani Temple road . Traffic on NH-125 is high almost through out the day. Parking near the intersection exists causing congestion.
To avoid congestion and accidents at the junction proper traffic management shall be implemented. Grade Separation, Signal installation, road markings and signages need to be improved for smooth moving of traffic. Concept drawings containing the improvements suggested to Shani Temple circle is presented below.
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Proposed Improvements for Shani Temple Junction
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Grade Separators: It is suggested to construct Grade Separators (Flyover, ROB, RUB, Under Bridge, Elevated Road) at all locations as stipulated in the Master Plan as the traffic at these locations warrants for the same. Grade Separators is suggested at the following locations Flyover at Main pal road and AIIMS Road Junction Flyover at Main 12th road Dalle khan Circle Shastri Nagar Thana, Under Bridge at Medical Chouraha Junction, for through Traffic Movement Under Bridge at Circuit House Right Turning Traffic Movement Flyover at Bhati Circle to Panch Batti Circle Road Flyover at the 12th Road Circle Junction (Residency Road) ROB at Manklav railway level crossing on Mathania road. Flyover at Paota Circle Flyover at Nai Sadak Circle Flyover at Jalori Gate Circle Flyover at 5th Road Flyover at Sojati Gate Circle Flyover near Shani Temple Flyover Akhaliya Cricle
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Tourist Route: It is proposed to improve the route as shown to enable the tourist to visit all the tourist spots easily. 71
The tourist places that are covered in this route are Maha Mandir, Jaswant Thada, Fort & Museum, Ghanta Ghar, Umaid Museum , sojati gate , Raj Ranchhor ji temple & Machiya Park and Umaid BhawanPalace.
Bus shelters: It is proposed to have bus shelters on identified mobility corridors at an approximate spacing of 500m. Accordingly 320 newbus shelters are proposed.
Pavement Markings: Pavement markings such as: Center line, Traffic lane lines, Stop lines, Pedestrian crossings, Parking space limits, Kerb marking for visibility, Obstruction marking, etc. must be provided keeping in view all users of the road and especially for night time driving. Markings should be provided according to IRC:35-1997.
Signages:
Even though road signs and markings are provided on major road stretches of Jodhpur,some of the sign boards are not visible and some are not maintained properly. It is recommended that proper signages should be installed at all appropriate locations. Road signs are classified in three categories:
• Mandatory/Regulatory Signs: To inform users about certain rules and regulations to improve safety and free flow of traffic.These include all signs such as STOP, GIVEWAY, Speed Limits, No entry etc. The violation of rules and regulations conveyed by these signs is a legal offence. • Cautionary/Warning Signs:To caution the road users of certain hazardous condition either on or adjacent to the roadway. Some examples are Hairpin bend, Narrow Bridge etc. • Informatory Signs: These signs are used to provide information and to guide road users along routes. The information could include name of places, sites, direction to the destinations etc.
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Traffic control devices such as Centreline, Traffic lane lines, Stop lines, Pedestrian crossings, Parking space Kerb marking for visibility,Obstruction marking etc. must be provided keeping in view all users of the road and especially for night time driving. All the traffic signs should be facilitated as per the guidelines provided in IRC:67-2012.
Mandatory signs Information Signs
Cautionary or Warning Signs
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Safety Measures: it should be provided in profer manner such as good road geometry and adequate street lighting along with limited road space and proper signage and payment marking with all safety measures reduce accident and black spot.
As per the accident records collected from the traffic police and having discussions with the citizens, the following locations/stretches were identified as the major accident prone locations. 1. Near Suncity Hospital Mandore road 16. kabir Nagar Tempo Stand To Gewa Bypass JD Park 2. Mandalnath fanta 17. Bhomiya ji Ghati road to Fidusar chopad Soorsagar 3. Dantiwara 18. Pepsi Tiraha Road 4. Opp. Kshitij Petrol Pump Banar road 19. Priti Puliya To Boranada 5. Jhipasani Road 20. Arna Jharna Fanta Barli 6. Bhati circle ratanada 21. Krishi Mandi TurnPali Road Madhuban Basni 7. Minrva Center 22. Dauji Hotel Basni 8. Satyam Hospital 23. Veer Tejaji Naar Pashu Aahar Basni 9. Arora Circle 24. Bypass Road Sangaria Fanta 10. Cheerghar Turn 25. Kendranchal Colony to Amarbagh Aashiyana 11. Akhaliya Circle 26. ISRO Tower near Sangariya Puliya Bypass 12. Pratap Nagar Tempo Stand Near National Handloom 27. Gora Hotel to Suraj Petrol Pump 13. Bhandu kalla 28. Kankani Bhakri Mogra Kalla 14. Sunaro ki Piyau keru 29. New Campus Pali Road and Bhagat ki Kothi 15. 12 meel keru 30. Riktiya Bheruji Circle 31. Medical Circle
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ROAD ACCIDENT - JODHPUR EAST
SR.NO. YEAR RECORD DEATH NORMAL SERIOUS CASE ACCIDENT ACCIDENT 1 2015 336 119 238 51 2 2016 270 99 210 36 3 2017 281 101 223 44 4 2018 225 89 162 19 5 2019 228 98 224 13 6 UPTO 173 58 120 4 NOVERMBER 2020
ROAD ACCIDENT - JODHPUR WEST
SR.NO. YEAR RECORD DEATH NORMAL SERIOUS CASE ACCIDENT ACCIDENT 1 2015 347 176 262 131 2 2016 370 160 229 83 3 2017 338 188 201 53 4 2018 326 158 214 37 5 2019 396 162 237 49 6 UPTO NOVERMBER 259 121 162 30 2020
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The following key safety measures needs to be implemented to the above listed stretches / locations.
Well delineated right of way( ROW) for vehicles and pedestrians as per the IRC standards. Markings at speed breakers & islands/rotaries and installation of sign boards adequately for night time visibility Traffic signage’s be made retro reflective. Safe crossing facility for pedestrians near the sensitive areas like institutions, medical centers, recreation centers may providing pedestrian crossing i.e. Line marking and signal lighting, Sky Walk, Foot Over Bridge etc. Create traffic safety patrol programs for student volunteers at all schools. Ensure that adequate street lighting is provided on all collectors, sub-arterials, and arterials. Black spots must be identified and specific improvements must be proposed at those locations. Install pavement markings such as lane lines, median lines, stop bar, parking stalls/bays etc.
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One ways: One way systems are one among the various short term traffic management measures that ensures smooth traffic circulation for a short period until other medium and long term measures are implemented in the near future. 1.City Police Tiraha - Manak Chowk – Panna Niwas – Teja Matha Mandir – Bata Tiraha – Ghas Mandi Tiraha 2. Jalori Gate Chauraha – MGH Road – Station Road upto Railway Station 3. Service Road leading to Central Bus Stand – Part of Raikabagh Station Road – Part of High Court Road 4 Sardarpura B road,
The existing and proposed one way systems are presented as shown.
Existing One way system inside Old City Existing One way system near Jodhpur Railway Station
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Proposed One way system near Paota circle
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Safety: Vehicle segregation & Enforcement of lane discipline to ensure safety
Old City Proposals: Old City attracts huge traffic throughout the day due to the presence of several commercial establishments namely Bazaars. Lack of enforcement and traffic sense has led to haphazard parking, encroachments, predominance of hawkers etc which in turn resulted in traffic congestion and delay. The old city requires Area Traffic Management (ATC) in the long run. Some of the significant features of the ATC are
The Area Traffic Control Systems shall link various elements of Intelligent Transportation Systems Will enable decision makers to identify and react to an incident in a timely manner based on real-timedata. The ATC will help to reduce incident response times, disseminate traveler information and hence reduce congestion and enhance safety.
Some of the short term measures that can be implemented in this area are
Parking Improvement: On-Street parking can be totally banned on various stretches such as Cycle Market, Sardar Bazaar, Mirch Bazaar, Machhi Market and Kandoi Bazaar. Cordon controls on entering the oldcity. Implementation of one-wayplans Provide Vehicle Emission Check Center Vehicle segregation & Enforcement of lane discipline to ensure safety. Encroachment & Hawker Management: Regularize the Hawkers & Encroachments in the Sardar Bazaar, Mirchi Bazaar and Kandoi Bazaar Roads. Depending upon the intensity of hawkers and their hindrance to the traffic following zones are delineated as shown for appropriate action.
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Green Zone: Allow hawkers to do their business at all the times without any restrictions. The locations around the market areas generally are designated as Green Zones.
Amber Zone: Some restrictions for the vendors and hawkers. These restrictions could either be by time of the day, or by the day of the week. On all other times, vending is allowed at designated areas.
Red Zone: Hawking / vending are not allowed at these designated areas at any time. The zones identified as Red Zones will always prohibit hawkers. All the busy corridors of the town, will come under the cover of Red Zone, and hence, are hawker- freezones.
Education & Enforcement: Overall awareness of the traffic discipline and compliance with the traffic rules by road users in Jodhpur is below the desired level. Traffic Police have to offer positive leadership in this direction to make people responsible and rule abiding road users. Special traffic drives are to be planned by them for making the public aware of the traffic rules. Also the procedure for imposing fines at the spot for defaulters may be reviewed in view of large backlog of pending traffic offence cases. The Road Safety programs should be aimed principally at adult road users and serve three main purposes:
To inform the public of new regulations or changes to the traffic regulation system To influence the attitudes towards road safety To persuade road users to change their behavior in relation to identified causal factors in road accidents.
These traffic management measures are normally easy to implement with less cost.
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5.8 Environmental & Social Impact
Several traffic and transport proposals with more emphasis to Public Transport schemes that are proposed in this study which when implemented have positive impact on the environment. The elements of emissions from vehicles such as Carbon-mono-oxide, Hydrocarbons and Particulate matter have significantly reduced during the year 2030 as indicated. The impact of the proposed projects from the social angle is analyzed at a broader perspective. It is found that most of the projects have significantly less impact with respect to Rehabilitation and Resettlement. Land acquisition for some of the projects is inevitable.
Emission Results
2030 2030 Elements (Tons/day) Do (Tons/day) With Nothing Projects Carbon 15.5 10.8 Monoxide Hydro Carbons 6.06 4.1
Particulate Matter 0.5 0.4
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Air Quality Year Wise Data (Maximum In the year ) National Ambient Air Quality Standard (As Per CPCB Notification 18-11-2009) No2 = 80 ug /m3, PM10 = 100 ug/m3, So2 = 80 ug/m3
Year Nitrogen Particulate sulphar Air Quality Index Station Name Dioxide ( Matter Size less Dioxide (So2) AQI No2) ug/m3 then 10 um ug/m3 (PM10) ug/m3 1 2 3 4 5 6 2015 34.78 286 9.07 236.00 Sojati Gate 2015 31.91 204 11.21 169.00 RIICO office Basni Ind. Area 2015 32.51 246 7.22 197.33 Maha Mandir 2015 31.20 256 8.07 206.00 Housing Board 2015 32.46 265 8.12 215.00 Shastri Nagar Thana 2015 34.94 215 8.94 176.00 DIC office 2016 39.81 313 8.51 263.00 Sojati Gate 2016 40.94 244 12.88 212.00 RIICO office Basni Ind. Area 2016 36.68 234 8.03 189.33 Maha Mandir 2016 36.32 254 8.05 204.00 Housing Board 2016 41.46 253 13.12 203.00 Shastri Nagar Thana 2016 38.43 258 8.83 208.00 DIC office 2017 34.14 567 8.39 217.00 Sojati Gate 2017 36.03 421 9.18 371.00 RIICO office Basni Ind. Area 2017 32.71 213 8.12 175.33 Maha Mandir 2017 32.55 340 7.33 290.00 Housing Board 2017 35.31 429 7.67 379.00 Shastri Nagar Thana 2017 33.11 351 8.88 277.00 DIC office 2018 44.56 290 7.24 231.00 Sojati Gate 2018 47.02 288 8.35 238.00 RIICO office Basni Ind. Area 2018 44.69 281 8.32 231.00 Maha Mandir 2018 43.90 410 8.23 360.00 Housing Board
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Year Nitrogen Particulate sulphar Air Quality Index Station Name Dioxide ( Matter Size less Dioxide (So2) AQI No2) ug/m3 then 10 um ug/m3 (PM10) ug/m3 2018 46.11 326 8.76 276.00 Shastri Nagar Thana 2018 46.69 374 8.87 350.00 DIC office 2018 42.92 360 8.71 310.00 Sangaria Police Chowki 2018 40.79 378 7.96 328.00 Kudi Mahila Thana 2018 42.56 246 8.00 197.33 Soorsagar Thana 2019 44.58 345 9.78 295.00 Sojati Gate 2019 38.91 366 10.18 316.00 RIICO office Basni Ind. Area 2019 40.07 301 9.39 251.00 Maha Mandir 2019 39.96 389 9.66 339.00 Housing Board 2019 39.15 460 9.62 430.00 Shastri Nagar Thana 2019 41.36 293 10.91 243.00 DIC office 2019 38.57 412 9.57 362.00 Sangaria Police Chowki 2019 39.47 348 9.55 298.00 Kudi Mahila Thana 2019 40.80 434 10.60 404.00 Soorsagar Thana 2020 58.21 226 10.14 184.00 Sojati Gate 2020 60.20 202 9.89 168.00 RIICO office Basni Ind. Area 2020 60.60 240 10.71 193.33 Maha Mandir 2020 58.72 215 10.12 176.67 Housing Board 2020 60.79 210 10.11 173.33 Shastri Nagar Thana 2020 58.60 217 10.14 178.00 DIC office 2020 65.26 341 10.76 360.00 Sangaria Police Chowki 2020 61.16 360 10.14 310.00 Kudi Mahila Thana 2020 59.25 219 9.59 179.33 Soorsagar Thana
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The proposed projects that significantly improve mobility with reduced travel time
Right of way / Requirementof Reduction in Improve Project Land Rehabilitation Travel Time Mobility Acquisition &Resettlement Bus Fleet No No Yes Yes Augmentation BRT S No No Yes Yes Intermodal Stations Yes Yes Yes NA Monorail Yes Yes Yes Yes Bus Terminals Yes Yes Yes NA Bus Shelters & Bus Yes Yes Yes Yes bays Grade separators & Yes Yes Yes Yes ROBs/RUBs Rd Widening – 4laning Yes Yes Yes Yes Rd Widening – 6laning Yes Yes Yes Yes New Roads (4 lane) Yes Yes Yes Yes Ring Road Yes Yes Yes Yes Bike lane No No Yes Yes Foot Path cum drains No No Yes NA Pedestrian FoB No No Yes NA /Subway Major Junction No No Yes Yes Improvements Area Traffic Control No No Yes Yes Signages and Road No No Yes Yes Markings Core Area Plans No No Yes Yes Off-Street Parking Yes Yes Yes NA Truck Terminal Yes Yes Yes NA
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5.9 Study Outcome
Trips Trips mode Nos./% Nos./% It has been showed that if nothing is done to the present transport (2031) infrastructure the public transport modal share (motorized) would reduce to (2050) minimum .The consequence of this is substantial investments in vehicle traffic 86503 / (44%) 81,750 (25%) related capacity enhancements to accommodate the increase in car/two wheeler trips. If the CMP and the project schemes that form part of the CMP
are implemented then the transport system would improve: 43935 / (22%) 98,100 (30%) In the abence of an Inter-State Regional Plan and with a view to holistically address the traffic and transportation problems in Jodhpur, Administration took 67539 / (34%) 147,150 the initiative of getting a Comprehensive Mobility Plan for the jodhpur Urban (45%) Complex prepared by Jodhpur Development Authority. Total (motorised) 197978 / 3,27,000 (100%) Recommendations:- Creation of by-pass around Jodhpur to prevent unwanted through traffic There is need for creating a ring road /by-pass around Jodhpur to prevent unwanted through traffic within the Jodhpur. Traffic which is destined beyond Jodhpur on either side should be allowed to byepass without entering the city. In order to achieve the aforesaid, it is necessary that suitable ring road /by-pass are constructed. The construction work of inner ring road around the urban area connecting major state and national highway passing through jodhpur i.e. NH-62,NH-25,NH- 125 is under construction with the total length of 41 km and Outer ring road with the radial link for connectivity to inner ring road is proposed in the master plan 2031. Improving connectivity with jodhpur airport to upgraded airport
At present, Jodhpur Airport has direct access from Gaurav Path to NH-62 which passes through the city. Land identified for extension of the airport as an Upgraded airport.Jodhpur. Civil Airport will be expanded and developed in two phases after the transfer of 37 acres of land which is in possession of the air force. To improve the connectivity to airport, grade separators and Automatic traffic control system with the synchronization of junctions are recommended for all approach roads .
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Truck Terminals proposed out side the city Truck terminals/Transport Nagars proposed to be constructed outside the city to ensure availability of sufficient parking space to trucks. This would free the highway Index Formulation Present Goal and carriageway space that is as of now encroached upon by parked trucks and promote free flow of vehicles on highways. In the CMP proposed truck terminal on the PTMode Public Transport Trips following roads:- Share 8% 35% / Total Trips . Pali Road, (Motorised) Registered IPT . Banar Road, IPT vehicles 1836 2640 . Mandore Road / Lakh of Population . Jaisalmer Road, Footpath Length / Walkability Road 51% 100% . Barmer road Length No. of Fatalities / Lakh Ring road Fatality 16 0 of Population Integrated Multimodal Mass Transport % of NMT trips in total NMT 45% 45% JDA Jodhpur has proposed an integrated multi-modal mass transport system trips consisting of metro rail, BRT, and normal city bus system for the Jodhpur Urban Complex and its linkages to nearby towns to meet the anticipated commuter travel needs. Integrated Multimodal Mass Transport CMP has proposed an integrated multi-modal mass transport system consisting of metro rail, BRTS, and normal city bus system for the jodhpur Urban Complex and its linkages to nearby towns to meet the anticipated commuter travel needs. Within Jodhpur Urban Complex • Mass Transport System – Metro Rail System – Bus Rapid Transport (BRT) System • City Bus System – Augmentation of Bus Fleet – Bus Terminals – Bus Shelters
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– Additional Depots • Road Infrastructure • Parking Facilities • Integrated Freight Complexes
Outside jodhpur Urban Complex • Road Infrastructure – Bypasses including inner Ring road and outer ring road – Road widening(26 major road network) • Bus Rapid Transit System
MASS RAPID TRANSPORT SYSTEM
Metro Cmp proposed metro rail as a mass rapid transport system in the phase second of CMP in year 2030-2050 on the corridors between village Daizer to DPS. in this phase total length of the metro corridor will be 25 km proposed. Bus Rapid Transport (BRT) System Several Corridors have been identified for higher order mass transit systems such as Bus Rapid Transit System (BRTS) for different alternatives. The demand and the appropriate systems on various corridors are presented in the CMP.
CITY BUS SYSTEM
Augmentation and improvement in city bus system A good public transport system is a modern day necessity The expectation of the public in terms of quality and comfort available in means of transport have risen sharply. This has led to increasing number of people using personal transport for all types of activities be it economic, professional or in leisure. In the jodhpur city there is city bus system developed only on major roads and market areas. There is necessity to develop a point to point local bus service to connect the all residential area to the core of the urban area. Augmentation of the buses by around 2640 buses to meet the demand of 2050. In addition Augmentation of Bus fleet need to be increased up 1700 fleet.
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Bus Terminals Central Bus Terminal is located near Paota circle which is also in close proximity to the Raikabagh Railway Station. The terminal has inadequate facilities and often over crowded with passengers, crew and the rolling stock. In addition to this four bus terminal proposed on Pali road Jaipur road ,Pal road and Nagaur road.All the bus terminals would also provide space for city bus ,tourist buses, with adequate parking facilities and offices of Private bus operators. CMP include building up of bus terminals, and also intermodal stations, as needed, along the mobility corridors; this would encourage public transit usage, and increase the public transit share. Bus Shelters It is proposed to have bus shelters on identified mobility corridors at an approximate spacing of 500m. Accordingly 320 bus shelters are proposed. Bus depots At present RSRTC Bus depot situated at bhadwasiya which needs to be improved with all depot facilities immediately and two additional depots proposed on Barmer road and Jaipur road respectively.
ROAD INFRASTRUCTURE:-
Strengthening of Road Network Road network for mobility corridors of total length of 160 km were identified for jodhpur which consist 26 major roads to be widened and strengthened . Construction of new major radial link to connect the inner ring road to outer ring road required to fulfill the needs of future traffic demand by the year 2050. Major roads for mobility corridors are listed in annexure enclosed.
1.Road between Mandore to Tilwariya Fanta /Jaisalmer Bypass Present Status: • Road between Mandore to Tilwariya Fanta Via Sojati Gate ,Jalori Gate, Aakhliya Circle (Mandore road & chopasani Road) dual Carriage way on either side has been constructed . • The width of the road varies due to site Constraints I.E. Area Between Sojati Gate To Shani Temple Proposal:- • A 40 m. wide road with 10.5 m wide maincarriagewayon both sides with 2.0 m wide cycle track, 4.5 m wide slow carriageway and provision of pedestrian path from Mahamandir Circle To Ummaid Udhayn. • An elevated Metro will also prposed in this stretch for ease of transport. • Proper measures for rainwater disposal will be made to ensure no water logging orflooding in carriage way.
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• High Level Bridge Proposal:- Flyover at Paota Circle Flyover at Nai Sadak Circle Flyover at Sojati Gate Circle Flyover at Jalori Gate Circle Flyover near Shani Temple Flyover at 5th Road Flyover at Akhaliya Circle 2. Road From KN college to Panchbatti Circle Present Status: • Road between KN College To PanchBatti Circle Via Circuit House Circle ,Bhati circle, Ratanada Circle , PanchBatti Circle • Dual Carriageway on either side has been constructed • Road side Drain constructed at Circuit House circle to Bhati circle. Proposal:- • A 40m. wide road with 10.5 m wide main carriage way on both side with 2.0 cycle track, 2.50 m wide Storm water Drain • Provision of pedestrian path from KN College to Bhati Circle • Flyover at Bhati Circle to Panchbatti Circle • Under Pass/Bridge at Circuit House Circle • A pedestrian underpass/foot overbridge across the road At KN College with the provision of Bus shelter . Observations on proposed underpasses:-
Construction of underpasses is an irreversible process it needs to be seriously reconsidered. The primary focus must remain on retrieving the city for the pedestrian and cyclists and ensuring that concerns over increasing vehicular traffic and congestion do not end up cutting the city into bits making life far more difficult for the majority of citizens. The other factors which need to be addressed while planning underpasses are : • They will require re-routing of existing underground services like sewerage, storm water drains,telecommunications,and OFC cables
• The extra lanes required for the underpasses would almost eliminate berms/pedestrian pathways and full grown trees. In most cases underpasseshave been proposed at alternate junctions
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• It is strongly recommended that vehicular underpasses along the sectoral grids should be constructed only across very critical junctions after giving due consideration to the movement of pedestrians and cyclists. Unidirectional underpasses at consecutive intersections should be avoided.theprposed underpasses/bridges are as follow:-
1.Under Bridge at Medical Chouraha Junction, for through Traffic Movement and 2.Under Bridge at Circuit House Right Turning Traffic Movement. Strengthening the Public Transport System
CMP has proposed a modal share of max for public transport by 2050 from the present. This time line should be reduced to ensure that major load of the traffic should be taken by public transport / public transport system should be developed in such a way that major portion of the traffic use them. Expediting the implementation of the MRTS, BRTS and improvement of local bus system isrecommended.G OFAD NE WOR The following is proposed to further motivate people to adopt public transport:
• Improve the quality and outlook of the buses so that they are comfortable, aesthetic, attractive as would be befitting a modern vibrant city. • To achieve this objective there is a need to qualitatively change the fleet of buses from the present to latest technologically advanced and ergonomically designed buses, which are also aesthetically attractive. This shall be achieved by gradually replacing the present fleet as it reaches the end of its age with the latest available in the market in terms of technology, ergonomy, aesthetics and fuel efficiency. • To introduce user friendly service in term of route plan, efficiency and punctuality. Modernize the infrastructure to one which is user friendly and convenient. • To use latest available IT services for public information, user friendly ticketing, monitoring, management and control of the fleet. • To provide quality road transport over larger distances for work and leisure. To achieve this objective, the existing fleet of long distance buses shall be gradually replaced with modern buses as it reaches the end of its life and becomes due for replacement. • To achieve the objectives laid down in and National Action Plan on climate change and Chandigarh Master Plan. • A gradual achievement of the objectives one to five shall lead to achieving this objective. To provide seamless travel in theicity and its adjoining areas:
S
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PARKING FACILITIES:- • Absence of off-street parking facilities result in haphazard parking along the roads, leading to congestion on roads especially in and around old city area. • Parking improvement is proposed for old city area by totally banned on On-Street parking at various stretches such as Cycle Market, Sardar Bazaar, Mirch Bazaar, Machhi Market and Kandoi Bazaar • Organise on-street parking on Sardarpura C Road, Station Road, Residency Road, Nai Sadak, Chopasani Road, Pali Road, Jaipur Road, Mandore Road by providing designated parking bays are listed in the annexure enclosed . • CMP proposed off street parking at commercial area/market, hospitals, institutes, bus station and railway station in which multistory parking facilities proposed at Near Rajiv Gandhi Statue at Nai Sadak Circle, Old Municipal Corporation Building, Rai ka Bag Bus Stand and Railway Station (Multi Story Parking) & Main Railway Station (Multi Story Parking)
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PEDESTRIAN AND CYCLE CONNECTIVITY ATROADINTERSECTIONS Cycling shall be a major mode of transport with cyclists feeling safe as they connect to work and shopping centers doing their daily chores Comprehensive proposals will need to be prepared for the pedestrian movement across the city / examining ground realties.
The proposal is aimed at providing direct connectivity between footpaths / cycle tracks around road intersections. Ideally at grade zebra crossing supported with and ATC lights should meet the requirements, however since due respect and regard for pedestrians is presently not observed in the city, the calming measures areproposed. Continuity of footpaths – bottlenecks in the form of electrical boxes and poles /dustbins /signage need to be removed..This is to be ensured through coordination of various implementation agencies Proper merger of footpaths with underpasses/zebra crossings andjunctionsbeprovidedwithpedestrianprioritysignaling Advance cautionary signs, blinkers for safety of pedestrians at Zebra Crossings with high volume of pedestriantraffic.
Completion of cycle tracks and park and ride facilities at Metro/BRTS/Railway Station/Hospitals/Market Area/Parking faciltiy Nodes
• For promoting use of the bicycle as an energy conserving and healthier mode of transport for shorter distances and for reducing car use in thecity. • Cycle tracks planned should be executed onpriority. • Use of traffic signals for the existing cycle tracks along with illumination for safety. To deter use of cycle traffic by vehicles, motorists shall bepenalized. • Pedestrian and cycle tracks shall be provided to connect to Railway Station/Hospitals/Market Area/Parking faciltiy Nodes Metro Stations /BRTS Stations to ensure comfortable last mile connectivity. • Sufficient space to be provided for Bicycle Sharing /Park and Ride concept at all prime location of city.
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Integrated Freight Complexes • In the freight management plan goods delivery time in the core city need to be restricted during 7 am to 10 pm and it is estimated that about 4 truck terminals are required for the year 2030 as shown apart from improving the existing truck terminal at Transport Nagar and total 6 truck terminals are required by the year 2050. • To decongest the existing Transport Nagar, CMP has proposed six new IFCs at the same location of truck terminal proposed at periphery of the city. complex, with all facilities of wholesale markets, loading/unloading facilities, parking workshops etc. Heavy goods traffic entering the city would be stopped there itself and light/small goods carrier vehicles will be used to transfer goods within the City
OTHER PROPOSALS OF CMP 2050 • Concrete roads with different texturesfor pedestrians/cyclists wherever required. • Best practices for road infrastructure shall beadopted. • Synchronization ofSignals. • Identification of Black Spots and taking appropriate countermeasures • Installation of speed governors on all buses plying in & through thecity • Incorporation of recycled plastic blended with bitumen to improve durability of roads. • Use of advanced pavers, geo grid membrane, for pavements. • Use of recycled aggregate to build roads as is being practiced in developedcountries. • Ensure proper drainage or roads, failure of roads occurs due to improper roaddrainage • Further widening of roads at the expanse of pedestrian pathways recommended. To achieve this objective in addition to traffic pattern study, coordinated effort shall be made with adjoining cities of Barmer ,pali, Nagaur and Jaishlmer to mesh their public bus service (as and when introduced) with Jodhpur Transport Undertaking so that the entire city public transports system functions as a single coordinate unit. It is clear that with the CMP project schemes the transport system would witness a sea change. By the year 2050 several land use developments that pose substantial impact on the transport system are likely to happen. The CMP has identified several infrastructure projects that are required to not only address the demographic pressures but also generate a shift from the personalized transport towards public transport which is sustainable and environment friendly.
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Chapter 6
Implementation Plan
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6.1 Cost Estimation
The mobility plan elements discussed in the previous sections were considered in the estimation of block cost estimate for implementing the elements in the future. Summary of the costs including the phasing of investments is presented in Table. The rates are assumed based on consultants experience on similar studies in the past. The approximate capital cost for implementing the mobility plan is approximately Rs. 8985.90 Crores over the next 30 years. The PPP potential is expected to be 50 percentage of total estimation. Major share of the investment is for developing public/mass transportsystems.
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. A larger role of the private sector is also visualized. Urban transport Policy of the Ministry of Urban development 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.
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Summary of Costs
No. Schemes Details Unit Quantity PaotaCircle Nai SadakCircle 1 Junction Improvements Sojati GateCircle Nos. 14 Shani TempleCircle Main Pal road Nehar Road Junction Chopasani Road first Puliya Bhati circle Circuit house circle Ratanada circle Medical college circle Jaljog circle Soorsagr chopar Dauji hotel T junction basani flyover Karshi mandi mod, Sarswati Nagar The Bus shelters are planned to provide at 0.5 km spacing in 2 Bus shelters & Bus bays Nos. 320 commercial areas and 1 to 2 km spacing in other areas. Proposed Mobility Corridors and other significant roads of 3 Footpath cum drain JDA km 320 1.City Police Tiraha - Manak Chowk – Panna Niwas – Teja Matha Mandir – Bata Tiraha – Ghas Mandi Tiraha Traffic 2. Jalori Gate Chauraha – MGH Road – Station Road upto 4 Management Railway Station LS Measures –one 3. Service Road leading to Central Bus Stand – Part of way schemes Raikabagh Station Road – Part of High Court Road 4 Sardarpura B road
5 Flyovers/Underpasses/ROBs ProposedFlyoverat Flyover at Main pal roadand AIIMS Road Junction Nos. 15 Flyover at Main 12th road Dalle khan Circle Shastri Nagar Thana, Under Bridge at Medical Chouraha Junction, for through Traffic Movement Under Bridge at Circuit House Right Turning Traffic Movement Flyover at Bhati Circle to Panch Batti Circle Road
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Flyover at the 12th Road Circle Junction (Residency Road) ROB at Manklav railway level crossing on Mathaniaroad. Flyover at PaotaCircle Flyover at Nai SadakCircle Flyover at Sojati GateCircle Flyover at Jalori GateCircle Flyover near ShaniTemple Flyover at 5th Road Flyover at Bombay Motor circle Flyover at Akhaliya Circle
1. Skywalk between Central Bus Stand & Raikabagh Railway 6 Foot Over Bridges Station Nos. 7 & Skywalk 2. Akhalia Chouraha to Kayalana Road 3. FOB At Gandi Hospital&Jalori Gate 4. Skywalk at 12 th Road circle 5. FOB/FUB at FOB at MDM Hospital 6. FOB between Shani Temple to Jalori Gate Cirlce 7. Karshi mandi mod, Sarswati Nagar 7 1. Near Rajiv Gandhi Statue at Nai SadakCircle Off-street Parking sites Nos. 7 2. Old Municipal CorporationBuilding 3. Rai ka Bag Bus Stand and Railway Station (Multi Story Parking) 4. Main Railway Station (Multi Story Parking) 5. Bhagat Ki Kothi Railway Station 6. Multi Story Parking at Main Hospitals i.e. MGH Hospital, MDM Hospital] Ummaid Hospital and AIIMS Jodhpur 7. Ummaid Udhan 8 Augmentation of Bus fleet for the period 2020-2050 Nos. 1700
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No. Schemes Details Unit Quantity 9 Chopasani Housing Board to 5 th RoadCircle Agolai to BalsamandLake BRTS Daijar toVinayika Mogra to cazriRoad km 320 Agolai to AkhaliaCircle Banar Road to MandoreRoad Jaisalmer Bypass on NH 112 to Daijar Chopasani Housing Board to Daijar Paota Circle to Dangiyawas Barkatullah Stadium to Khejrali Kankani to Paota Circle Pal to Jaisalmar Bypass on NH 112
Road widening ( 2 to 4 10 Road widening Proposed under this study includes those roads which lane & 4 to 6 lane) includes km 160 proposed in Annexure-… of widening of roads (26 major roads ) Tourist route Hawkers management, Encroachment Management, Parking 11 Core Area Plans LS Management, Enforcement of Trafficrules New Links & Road New Links Proposed under this study such as various stretches of 12 along Nalla that Inner Ring Road and Outer Ring Road km 82 includes Ring Roads 13 1. Improvement of Central Bus Terminal 2. Pal Road 3. Pali Road Bus Terminal 4. Nagaur Road 5. Jaipur Road Nos 5 14 1.JaisalmerRoad 3.BanarRoad Truck Terminals Nos. 6 2.MandoreRoad 4.New PaliRoad 5. Barmer Road 6 Ring road 15 All mobility corridors,Along Nalah River and some areas inside the Bike Lane kms. 320 old city 16 Development of Heritage path as per city Heritage Route LS 17 Metro rail .Jaisalmer Bypass on NH 112 to Daijar km 25
18 Inter modal station PaotaCircle Nos 2 Bombay MotorsCircle
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6.2 Phasing
The investment is phased into two periods as shown in Table, such as 2020- 2030 and 2030-2050. About 75 percent of the investments as per the CMP are aimed at improving the public transit system in the JDA area.
The first period (2020- 2030) basically focuses on public transit system enhancements including bus terminals, traffic management measures, including some pedestrian grade separated crossings etc, along with development of mobility corridors. All traffic management measures are taken up during thisphase.
The second phase seeks continued improvements in the mass public system enhancements, bus augmentation, additional mass transit system enhancements and road capacity augmentation continue, along with construction of ringroads.
Rs. In Phases % Crores Phase 1 (2020-2030) 1323.80 14.73%
Phase 2 (2030- 2050) 7662.10 85.27%
Total 8985.90 100%
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Year 2020-2030 Break- up of Cost Estimates 2020-2030 The break-up of costs for 2020 – 2030 are shown in Table
Priority should be given to the following investments. Rate in Crores Total No Item Unit Rate Cost 1. Traffic management along with core area plans that are focused on Quantity non-motorized traffic andpedestrians. 1 Junction Improvement 8 No. 0.35 2.8 2. Construction and improvement of footpaths, pedestrian crossings for 2 Bus shelters and bus bays 100 No. 0.25 25.0 safe flow of pedestrian traffic, and accessibility to transitcorridors. 3 Foot path cum drain 100 Km 0.60 60.0 Traffic & Pedestrian 3. Junction improvements to encourage flow of traffic and reduce conflict, 4 Management measures LS Km 10.00 thereby taking into account safety and also minimizing emission (due (Signages and Markings) tocongestion). 5 Flyovers/Underpasses/ROBs 2 No. 75 150.00 4. Public transit augmentation and improvement. Implementation of high 6 Pedestrian Crossing 2.50 capacity mass transport options for 245 km of road sections this also Facilities (grade separated) 3 No. 7.5 would include Route Rationalization Study, feeder services, bus skywalk/FOB 7 shelter and bus bays, high density bus corridor etc. BRTS services Off-street Parking sites 2 No. 8.0 16.0
should be made operational. This would help in enhancing the transit Augmentation of Bus fleet 8 0.6 along with Route 1000 No. 600.0 share, and reduce dependence on privatevehicles. Rationalization Study 5. Parking Management Plans along with construction of some parking BRTS 9 120.0 Km 1.5 180.00 plazas is important at this stage and will complement the core area Road Widening (2 to 4 lane 10 44.0 132.0 plans and pedestrianisation efforts of someareas. & 4 to 6 lane) Km 3.0 6. As automobile ownership and usage levels would not reduce 11 Core Area Plans LS 5.0 12 New Links 10.0 km 6.0 60.0 overnight, selected junctions with significant anticipated congestion 13 Bus Terminal 2 No. 7.5 15.0 problems are identified for flyovers until capital intensive public 14 Truck Terminal 2 No. 5.0 10.0 transportation schemes are inplace. 15 Bike Lane 50.0 km 0.75 37.50 16 Heritage Path LS 5.0 17 Intermodal Transfer Facilities 1 No. 8.0 8.0 Total 1323.8
Rate inRate Crores in Crores Rate in CroresRate inRate Crores in RateCrores in Crores Total Total Total Total Total Total No No Item Item No UnitNo UnitItemRateNo RateNoCost Item Cost Item Item Unit RateUnit CostRateUnit RateUnitCost RateCost Cost QuantityQuantity Quantity QuantityQuantity Quantity JODHPUR DEVELOPMENT AUTHORITY1 Junction1 Junction Improvement Improvement 1 2 Junction2 1No. Improvement JunctionNo.0.351 Junction0.35 Improvement1 0.70 Junction Improvement0.70 Improvement2 No.2 0.352 No. 0.7020.35 No. 0.35No.0.70 0.350.70 0.70 2 Bus2 sheltersBus shelters and bus and bays bus bays 2 100Bus 100 shelters 2No. Bus andNo.0.252 shelters bus Bus0.25 bays2 25.0shelters and Bus 25.0bus shelters and bays100 bus and bays busNo. 100 bays 0.25 100 No. 25.01000.25No. 0.25No.25.0 0.2525.0 25.0 3 Foot3 pathFoot cum path drain cum drain 3 100Foot 100 path 3Km cum FootKm0.603 drain path Foot0.60 3cum path60 Foot drain 100cum60 path drain100 cum drainKm100 0.60100 Km 100600.60Km 0.60Km60 0.6060 60 TrafficTraffic & Pedestrian & Pedestrian Traffic & PedestrianTraffic &Traffic Pedestrian &Traffic Pedestrian & Pedestrian
4 4 4 4 4 4 ManagementManagement measures measures LSManagement LS Km Management Kmmeasures Management 10 measuresManagement 10 measuresLS measures KmLS LS Km LS10Km Km10 10 10 (Signages(Signages and Markings) and Markings) (Signages and(Signages Markings)(Signages and (SignagesMarkings) and Markings) and Markings)
Comprehensive Mobility Plan for Jodhpur
Year 2030-2050 Break- up of Cost Estimates 2030-2050 The break-up of costs for 2030 – 2050 are shown in Table Priority should be given to the following investments. Rate in Crores Total No Item Unit Rate Cost Quantity 1. Public transit augmentation and improvement should continue, 1 Junction Improvement 6 No. 0.35 2.10 along with focus on mass transit options on the mobility 2 Bus shelters and bus bays 220 No. 0.25 55.0 corridors feeder services, bus shelter and bus bays, etc. Focus 3 Foot path cum drain 220 Km 0.60 132.0 should be on high dense bus corridor and mass transit options 4 Traffic & Pedestrian LS 5.0 (Monorail/BRTS). This would help in enhancing the transit Management measures share, and reduce dependence on privatevehicles. (Signages and Markings) 5 Flyovers/Underpasses/ROBs 13 No. 50.0 650.0 2. Focus in this phase should include building up of bus terminals,
and also intermodal stations, as needed, along the mobility 6 Pedestrian Crossing 4 No. 10.0 Facilities (grade separated) 2.5 corridors; this would encourage public transit usage, and skywalk/FOB increase the public transitshare. 7 Off-street Parking sites 5 No. 8.0 40.0 3. Up gradation of the roadway system to mobilitycorridor
8 Augmentation of Bus fleet standards should also be a priority during thisphase. 700 420.0 along with Route No. 0.60 4. Focus on construction and improvement of footpaths along Rationalization Study with Grade separated pedestrian crossings should continue BRTS 200 300.0 9 Km 1.5 for safe flow of pedestrian traffic, and accessibility to transit Road Widening (2 to 4 lane 116. 348.0 10 Km corridors. & 4 to 6 lane) 0 3.0 11 Core Area Plans LS 10.0 5. Missing link roads and new roads that enhance mobilityin the JDA area also should be given priority in thisphase. 12 New Links 72.0 km 6.0 432.0 13 Bus Terminal 3 No. 7.5 22.5 14 Truck Terminal 4 No. 5.0 20.0 15 Bike Lane 270 km 0.75 202.5 Heritage Path LS 5.0 16 Metro Rail 25 5000.0 17 km 200 18 Intermodal Transfer Facilities 1 No 8.0 8.0 Total 7662.1
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6.3 Sources of finance Agencies / Department involved in the development and Maintenance of Transport Infrastructure in the Jodhpur Development Area (JDA) can be broadly grouped into roads. Rail, public transport terminals, road, enforcement etc. The approximate capital cost for implementing the mobility plan is approximately Rs. 7198.20 crores over the next 30 years. The prime funding option for mobilizing a larger share of the cost is throughannual budgetary allocation to the various agencies by the state govt. secondly the private sector participation is also a potential source of finance because the ( Public Private Partnership ) PPP potential for implementing the CMP schemes is expected to around 50 percent of estimated cost. Following sources have also been conceived as alternate options for funding.
Government funding Support from central and State Government. Fuel cess for the fuel sold at outlests in JDA. Additional cess on new vehicles during registration in JDA. Octroi for vehicles on entry to JDA Issue of municipal bonds/ Debentures Loan from financial institution and Multilateral funding agencies.
Government Funding Support : Government funds including, Viability gap fund (VGF) by planning Commission, etc are the Possible funds for transport infrastructure. The Funds will be provided on the basis of project reporting. Also planning Commission GOI is providing VGF support to infrastructure project to the maximum of 20% of the capital cost. Similary there are few specific programs focussing urban infrastructure investment which can be used for appropriate transport projects. Considering all there it is assumed that 30% of the cost can be funded through government support in term of grants. Fuel cess: Another source of funding is by introducing an additional cess on fuel sold in fuel outlets located within JDA limits. It is suggested to put an additional cess on fuel at 50 paise/litre. It is assumed that around 10% of the project cost can be mobilized from the source. Cess on Vehicle registration ( One – time fee on Vehicle registration) Another revenue option is imposing an additional one time fee on new vehicles getting registered with in JDA region it is assumed that around 5 % of the project cost can be mobilized from the option. OCtrai On Entry. Another source of revenue generation is by levying an entry fee for all commercial vehicles entering JDA Area. It is assumed that atround 5% of the project cost can be mobilized from this option.
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Comprehensive Mobility Plan for Jodhpur Additional Resource Mobilization (a) Land Value Capture :- The Transit Oriented Development (TOD) can contribute to sustainable mobility systems and can also be source of funding the required investment by way of land value capture i.e., collecting a part of the land value appreciation due to TOD led densification and increase in Floor Area Ratio (FAR) whenever there is a land transaction or development in the TOD impact zone. In addition, an appropriate infrastructure cess on approvals for newer layouts and building plans in the city in general is recommended as another means of land value capture (b) Parking fee :- High and graded parking fee, based on the location, reflecting the economic cost of parking infrastructure is recommended to fund the infrastructure as well as to fund infrastructure development for alternate and sustainable modes like pedestrian/cycling infrastructure, public transport, and also to implement other travel demand management measures that could help reduce reliance on private vehicle usage. (c) Congestion fee :- Congestion fees on the use of private vehicles and IPT during specified peak hours on specified arterial and major roads with vehicle to capacity ratio of more than one is suggested. The collection of the congestion fee should be entirely unobtrusive by using appropriate telemetry and camera-based detection technology (such as automatic number plate recognition technology) and prior mandate- based automatic collection from bank accounts linked to the vehicle registration. (d) Revenues from advertisement on Public Transport Infrastructure :- Advertising provides a good revenue source and should be encouraged. Such advertising in eco- friendly manner without hampering the traffic safety is taken-up in all major Roads, The revenues from such advertisements can be a significant source of funds for operations and maintenance of public transport. (e) Public Private Partnership (PPP):- To supplement funds from budgetary sources and the need of fast tracking the investments in infrastructure, PPP is recognized as one of the possible options. Accordingly, as a matter of policy, it is being promoted so that the infrastructure development can keep pace with the requirement for economic development. Different PPP modes, ranging between low and high levels of private participation and involvement, can be utilized based on suitability to the project needs. The four major “families” of PPP modes are: Lease Contracts Under this model, asset is leased, either by the public entity to the private partner or vice-versa Concession This model involves the responsibility for construction (typically brownfield / expansions) and operations with the private partner while ownership is retained by the public sector Build-operate-transfer (BOT) :- Under Build-Operate-Transfer (BOT) Contracts, the responsibility for construction (typically Greenfield) and operations with the private partner while ownership is retained by the public sector.
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Chapter 7
Institutional Framework
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7.1 Present Institutional Set-Up
The prime agency responsible for planning and development of transport infrastructure (road) including finance & investment of Jodhpur city as well as the surrounding region is the Jodhpur Development Authority. Public Works Department (PWD,NH,NHAI) and Nagar Nigam Jodhpur is responsible for any planning and development in the road transport sector including financing and investment outside Jodhpur Urban area. Traffic Police is responsible for traffic safety and operations in the town. The Regional Transport Officers (RTO) for Jodhpur is responsible for licensing of vehicles and drivers in the district.
Public transport need of the town is handled by Rajasthan State Road Transport Corporation (RSRTC) and private agencies. Other than RTO, there is no other agency/authority to control/manage private bus operations.
7.2 Proposed Institutional Framework
The responsibilities for policy making, planning, investment, operations and management should be stream lined and strengthened. An empowered body should coordinate, over-see and regulate the entire transportation project. Frame work is critical for effective Public Transport. It should address all the functions, clearly assign responsibilities and be responsive to the policy concerns of all citizens (mobility needs, air quality, and trafficsafety). In this regard, the Institutional Framework suggested for Jodhpur is as follows; Tier I: Jodhpur Traffic Control Board
The Jodhpur Traffic Control Board is sole participating in actually undertaking studies and updating all land use and transport studies, including the Comprehensive Mobility Plans (CMP), every 5 years. They will coordinate one-to-one with the JDA, NNJ, RTO,Traffic Pol ice public transit operators (bus, BRTS) and other stakeholders with respect to their plans and implementation, so that all plans are co- ordinated and form part of the comprehensive planning process for the city. Their responsibility includes preparation of the Comprehensive Mobility Plan, Traffic Impact Assessments, Traffic System Management, Travel Demand Management, and other existing duties. All departments should be made responsible for mobility and should play an active role in promoting public participation including all stakeholders to influence transport policies. They will need to have two different cells, one the technical cell undertaking studies and the other coordination cell coordinating the recommendations of the study with the other stakeholders.
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There should have a team of experienced land use/urban planners, transport planners, bus system and mass transit specialists, along with transport economist and financial specialists. Traffic Control Board will need to form a Multimodal Task Group (MTG) having members from all stakeholders and the technical team to decide on Route and fare fixation, integration policy for different modes with respect to routes, fare and other facilities. This task force will also initiate a PPP policy framework to be taken up bythe bus operators, and other organizations for implementation of their plans. The team determines the routes, timings and service-mix and will pay the operators by an agreed rate. At the same time, it is at this level that decisions about the quantum and quality of para-transit services, such as auto-rickshaws, etc., are taken.
Tier II: Implementors and Operators
The Nagar Nigam Jodhpur and Jodhpur Development Authority will be responsible for having its own comprehensive plan that will be a subset of the larger regional plan of the JDA. It has to be coordinated and synchronized with the regional plan. It will continue issuance of Building Permits, and other current existing duties. NNJ and JDA should have a small team of transport planners, transport economists and management staff. RSRTC will be responsible for transit planning, bus service management and also a facilitator for PPP initiatives. Since the police commissioner regulates traffic, an important task at this level is to ensure a forum for coordination both for mobility and for safety with the enforcement authority. The NNJ and JDA will be responsible for providing the necessary infrastructure in the shape of bus stations and bus stops. PWD, NNJ and JDA will continue as the responsible agency for construction and maintenance of roads and other road infrastructure. It is essential that agencies has to work in coordination with all other urban infrastructure departments. The Regional Transport Office will continue being the licensing authority. The Traffic Police will need to have co-ordination and input with respect to the town’s TSM and TDM Plan. It is again at this level decisions should be taken, in consultation with the Jodhpur Traffic Control Board, on the type of buses – mini – or regular – buses, their desired age, passenger- friendly entry and exit fitness, etc.,If there are environmental and pollution-preventing measures they should be supervised. by PCB The Traffic Police will have a small team of transport and finance personnel, who will implement the overall transport plan prepared by Jodhpur Traffic Control Board. This team will be effectively supervised by Jodhpur Traffic Control Board and is constantly guided in respect of all technical guidance, while it works administratively.
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Comprehensive Mobility Plan for Jodhpur
Chapter 8
Capacity Building Programme
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8.1 Road User Education
Special traffic drives are to be planned by the traffic police of Jodhpur for making the public aware of the traffic rules. Also the procedure for imposing fines at the spot for defaulters may be reviewed in view of large backlog of pending traffic offence cases. Periodic road safety public campaigns including exhibitions, lectures and film shows are also necessary for road user education in Jodhpur. The target audience shall include all road users including drivers of public vehicles. The Road Safety programs should be aimed principally at road users and serve three main purposes:
. To inform the public of new regulations or changes to the traffic regulation system . To influence the attitudes towards roadsafety . To persuade road users to change their behavior in relation to identified causal factors in road accidents Benefits . Improves road sense among theusers . Betterenforcement Training In order to enhance the knowledge of engineers, planners and other staff of the municipality in the field of transportation, it is necessary to conduct training programs in the form of workshops. The workshops should cover the basics of urban transport planning process, the surveys to be conducted, forecasting the future traffic etc. in their agenda. Training and awareness program should be conducted by the Traffic Police at schools, employment centers and also residential hubs. The training should be focused on adherence to driving rules and safety during driving (importance of helmets, even for pillion drivers). Benefits . The people working in the field of transportation will get the knowledge of the transportation needs and methodologies for arriving at thesolutions . The knowledge learnt at the workshops will be disseminated to other departmental staff . The public will be exposed to the traffic rules and the importance of the adherence toit. . The Engineer who have got training in road safety, will design and construct the roads on which possibility of accidents will be negligible . The road users/ public will be aware of road safety and traffic rules, which will lead to freedom from traffic jams and ultimately the concept of pollution free city will come true.
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Annexure 1
Comprehensive Mobility Plan for Jodhpur
Population Data Annexure 1.1 1. JODHPUR NAGAR NIGAM 1056191
2. PAL 20621
3. BANAR 4341
4. SANGARIA 22853
5. MANDORE 1814
6. DAIJAR 3329
7. SALAWAS 6592
8. BORANADA 5428
9. JALAMAND 15127
10. CHOKHA 6881
11. BARLI 2243
12. KUDI BHAGTASANI 38429
13. TANAWARA 2844
14. MOGRA KALLA 4049
15. MOGRA KHUD 851
16. GANGANA 2753
17. BUJAWAD 1067 18. DOLI 5163 19. KERU 9523 20. NANDARI 20827 21. MATHANIA 14939 22. MANAKLAV 4674 Total 1250539
Comprehensive Mobility Plan for Jodhpur
Annexure 1.2 BUSES FROM RSRTC DEPOT JODHPUR
TO FROM Numbers
JODHPUR JAIPUR 74 JODHPUR NAGOUR 78 JODHPUR PALI 101 JODHPUR PIPAR MERTA 30 JODHPUR PHALODI 30 JODHPUR OSIYAN TIWARI 11 JODHPUR BHOPALGARH 19
JODHPUR JALORE 32
JODHPUR BARMER / SANCHORE 43
JODHPUR SANCHORE 18 Total 436
Comprehensive Mobility Plan for Jodhpur
Annexure 1.3
Jodhpur City Private Bus Route Detail (Per Day) S.no. From To No. of capacity Route Buses 1 Paota Nagaur ROAD 20 50-52 Paota -Banar -Jaipur Road 2 Paota Jaipur 45 50-52 Paota-Mandore -Nagaur Road 3 Residency Road Pali Road 55 50-52 Residency Road-Bheru Choraha-Pali Road 4 Near Rasala Bridge Bhopalgarh 28 50-52 Jodhour -Banar -Bhopalgarh Road 5 Near Rasala Bridge Merta,Degana 20 50-52 Jodhour -Banar -Jaipur Road 6 Near Rasala Bridge Nagaur 12 50-52 Jodhour -Paota-Mandore -Nagaur Road 7 Near Rasala Bridge Pali 2 50-52 Jodhpur-Circuit House-Bheru Choraha-Pali Road 8 Below Bhadwasiya Rob Osiya,Phalodi 30 50-52 Jodhour -Paota-Mandore -Osiya Road 9 Below Bhadwasiya Rob Baori,Khimshar 30 50-52 Jodhour -Paota-Mandore -Nagaur Road 10 Near Satelite Hospital Paota Mathaniya,Tiwari 16 22-24 Jodhour -Paota-Mandore -Mathaniya-Tiwari Road 11 Near Satelite Hospital Paota Osiya 3 22-24 Jodhour -Paota-Mandore -Osiya Road 12 Bombay Motar Bada Jaisalmer 45 50-52 BOMBAY MOTOR -Aakhliya -Chopashni Road-Jaisalmer Road 13 Mandap Resort Sadari 13 35-40 Jodhpur-Residency Road-Bheru Choraha-Pali Road 14 Near Stadium Gate Balotra 30 50-52 12 Vi Road -Boranada -Barmer Road 15 12 Vi Road Choraha Balotra 32 50-52 12 Vi Road -Boranada -Barmer Road 16 Dalekha Chakki Siwana 31 35-40 Dalekha Chakki -Boranada -Barmer Road 17 Dalekha Chakki Patodi 14 35-40 Dalekha Chakki -Boranada -Barmer Road 18 Dalekha Chakki Dhundara 8 35-41 Dalekha Chakki -Boranada -Barmer Road 19 Dalekha Chakki Kalyanpur 9 22-24 Dalekha Chakki -Boranada -Barmer Road 20 Aakhaliya Choraha Jaisalmer 8 35-40 Aakhliya -Chopashni Road-Jaisalmer Road 21 Pratap Nagar Jaisalmer 30 35-40 Pratapnagar-Jaisalmer Road Total 481
Comprehensive Mobility Plan for Jodhpur
Annexure 1.4
LIST OF CAR & TWO WHEELER VEHCILE FROM 2010 TO 2019 (RTO JODHPUR)
Sr. vehicle class/Year 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 Growth No. Rate in % 1 CAR 7422 8293 10446 9746 8377 8952 9055 10709 10234 10406 871 2153 -700 -1369 575 103 1654 -475 172 11.735 25.962 -6.701 -14.05 6.864 1.1506 18.266 -4.436 1.6807 4.0 2 M-cycle/scooter 33973 46895 53325 51805 53313 56607 54992 55669 57075 55242 12922 6430 -1520 1508 3294 -1615 677 1406 -1833 38.036 13.711 -2.85 2.9109 6.1786 -2.853 1.2311 2.5256 -3.212 6.0
Comprehensive Mobility Plan for Jodhpur
Annexure 1.5 LIST OF REGISTRED VEHICLE AS PER RTO JODHPUR FROM YEAR 2010 -20 Avg. Sr. growth No. vehicle class 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 Rate in % 1 Adapted vehicle 15 9 38 3 46 0 3 2 5 12 2 Agricultural trctor 2772 4573 7860 5648 3917 3079 2883 2790 2404 2280 3 Ambulance 19 26 51 39 29 19 34 33 15 20 4 animal Ambulance 1 1 1 3 1 0 847 0 1 1 5 Articulated vehicle 665 514 357 181 472 963 344 596 857 494 6 bulldozer 1 7 Bus 275 295 321 373 196 188 8 291 123 210 8 camper van/trailer 2 2 1 1 4 0 46 0 1 0 9 cash van 1 0 50 0 1 10 construction equipment 1 2 3 6 7 0 3 368 432 11 crane mounted 47 154 17 19 21 12 0 9 18 25 12 dumper 13 30 38 31 27 21 0 26 496 459 13 earth moving equipment 82 201 46 37 50 41 0 65 26 31 14 educatinal institute bus 30 81 5 19 23 62 84 23 119 96 15 e-rickshaw 8 41 45 5 19 16 e-rickshaw with cart(g) 2 15 5 15 17 excavator (commercial) 44 25 448 322 343 381 390 464 0 0 18 excavator (NT) 6 2 8 13 10 11 7 7 181 48 19 Fire fighting vehicle 2 1 2 2 1 1 0 0 1 1 20 fire tenders 1 2 21 Fork lift 2 2924 0 1 1 1 3 3 22 good carrier 2592 1 4210 4054 3415 3671 3115 2713 2649 3017 23 Hearses 1 3 1 4 5
Comprehensive Mobility Plan for Jodhpur
24 Maxi cab 22 29 56 57 81 41 52 8 358 363 25 M-cycle/scooter 33955 46874 53315 51789 53299 56596 54781 55631 57005 55236 26 M-cycle/scooter with side car 18 21 10 16 13 8 210 34 70 1 27 moble clinic 1 0 0 1 28 Moped 23 40 863 207 808 613 288 134 27 21 29 Motor cab 466 490 738 782 445 552 427 606 215 153 30 Motor car 6883 7706 9327 8518 7768 8326 8594 10049 10006 10237 31 Motor cycle/scooter- side car (t) 1 0 0 0 0 32 Motor cycle/scooter-used for hire 4 3 2 3 6 4 4 83 60 52 33 Motorised cycle 2 5 8 34 Omini bus 73 97 381 446 164 74 34 54 13 16 35 road roller 1 0 0 0 0 0 2 0 36 Private service vehicle 2 1 0 0 0 0 0 0 6 9 37 Private service vehicle(individual use) 1 534 0 0 0 0 0 0 38 three wheeler (goods) 462 374 759 710 634 521 534 382 403 508 39 three wheeler (passenger) 134 5 450 628 583 817 803 969 1053 1097 40 three wheeler (personal) 4 10 3 1 1 3 2 1 5 0 41 tower wagon 1 0 0 0 0 0 0 1 42 tractor (commercial) 4 11 5 9 11 28 0 2 43 tractor trolly (commercial) 16 138 10 16 44 tractor (Agricultural) 12 1 12 2 3 0 10 0 45 trailer (commercial) 2 0 0 46 trailer (Agricultural) 3 1 1 0 47 vehicle fitted with compressor 5 6 4 1 0 0 14 6 2 6 48 vehicle fitted with generator 1 1 0 0 0 0 0 0 49 vehicle fitted with ring 15 17 5 6 2 5 22 22 6 19 Total 48652 65061 79338 73921 72381 76061 73649 75209 76526 74914 Vehicle Increase 16409 14277 -5417 -1540 3680 -2412 1560 1317 -1612 Percentage Increase 33.727 21.944 -6.828 -2.083 5.0842 -3.171 2.1182 1.7511 -2.106 5.6
Comprehensive Mobility Plan for Jodhpur
Annexure 2
Comprehensive Mobility Plan for Jodhpur
Table ADT of Location No.:1 (Ch. 01+520)
Location: Near Nai Sadak Circle, Chainage:01+520 Sr. Type of Vehicle No. ofVehicle Adopted %Contribution No. per Day PCU PCU per Factors Day
1 Sc / Mc 6071 0.75 4554 7.89%
2 3 – Wheeler 1773 1.2 2128 2.31%
3 Car/Jeep/Taxi 67048 1 67048 87.18%
4 LCV 1682 1.4 2355 2.19%
5 2 Axle truck 145 2.2 319 0.19%
6 3 Axle truck 18 2.2 40 0.02%
7 Multi Axle truck 62 4 248 0.08%
8 Tractor with tailor 44 4 176 0.06% Tractor without 9 64 4 256 0.08% tailor
Total Vehicles per Day 76907 77124
Total CVPD per Day 2015 3394
Table ADT of Location No.:2 (Ch. 05+580)
Comprehensive Mobility Plan for Jodhpur
Location: Mandore road near Krishi Mandi circle, Chainage: 05+580 Sr. No. Type of Vehicle No. of Adopted % Vehicle PCU PCU per Day Contribution per Day Factors
1 Sc / Mc 12918 0.75 9689 31.39%
2 3 – Wheeler 1703 1.2 2044 4.14%
3 Car/Jeep/Taxi 23788 1 23788 57.81%
4 LCV 1668 1.4 2336 4.05%
5 2 Axle truck 589 2.2 1296 1.43%
6 3 Axle truck 137 2.2 302 0.33%
7 Multi Axle truck 156 4 624 0.38%
8 Tractor with tailor 61 4 244 0.15% Tractor without 9 130 4 520 0.32% tailor Total Vehicles per Day 41150 41150 Total CVPD per Day 2741 5322
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Table ADT of Location No.:3 (Ch. 08+940)
Location: Chopasani Road, near Akhaliya Circle, Chainage: 08+940. Sr. Type of Vehicle No. No. of Adopt % Vehicle ed PCU per Day Contributi per Day PCU on Factor s 1 Sc / Mc 6409 0.75 4807 8.76%
2 3 – Wheeler 1392 1.2 1671 1.90%
3 Car/Jeep/Taxi 64440 1 64440 88.12%
4 LCV 477 1.4 668 0.65%
5 2 Axle truck 166 2.2 366 0.23%
6 3 Axle truck 28 2.2 62 0.04%
7 Multi Axle truck 69 4 276 0.09%
8 Tractor with tailor 48 4 192 0.07% Tractor without tailor 9 99 4 396 0.14%
Total Vehicles per Day 73128 72878 Total CVPD per Day 887 1960
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Table:-Annual Average Daily Traffic
Annual Avg. Daily Traffic Annual Avg. Daily Traffic (AADT) Annual Avg. Daily Traffic (AADT) (AADT) Location-3 (Akhaliya Location-1 (NaiSadak) Location-2 (Krishi Mandi) Circle)
Sr No .
Type of Vehicle
PCU PCU PCU
No. of No. of No. of No. of No. of No. of
Factor Factor Factor
Vehicle Vehicle Vehicle
Seasonal Seasonal Seasonal
1 Sc / Mc 0.96 5828 4372 0.96 12401 9301 0.96 6153 4615
2 3 – Wheeler 0.96 1702 2043 0.96 1635 1962 0.96 1336 1604
32183 3 Car/Jeep/ 0.96 32183 0.96 11418 11418 0.96 30931 30931 Taxi (50%)
37212 Car/Jeep/ 4 1.11 37212 1.11 13202 13202 1.11 35764 35764 Taxi (50%)
5 LCV 1.11 1867 2614 1.11 1851 2593 1.11 529 741
6 2 Axle Truck 1.11 161 354 1.11 654 1439 1.11 184 406
7 3 Axle Truck 1.11 20 44 1.11 152 335 1.11 31 69
Multi Axle 8 1.11 69 275 1.11 173 693 1.11 77 306 Truck
Tractor with 9 1.11 49 195 1.11 68 271 1.11 53 213 Trailer
Tractor 10 Without 1.11 71 284 1.11 144 577 1.11 110 440 Trailer TOTAL 79162 79577 41699 41792 75169 75090
;
Sr. Total Traffic In TMC TMC Location Peak Hour No. PCU's Chainage 1 05+520 NaiSadak 13:00 to 11077 14:00 2 06+640 Jalori Gate Circle 13:00 to 10111 14:00 3 09+254 Akhaliya Circle 15:00 to 8389 16:00 4 07+840 5th Road Circle 15:00 to 7976 16:00 Table Analysis of 5 08+500 Bombay Motor 15:00 to 7240 Turning Movement Counts Circle 16:00 6 03+860 Paota Circle 18:00 to 10724 19:00 7 00+740 Krishi Mandi Circle 18:00 to 3764 19:00 8 03+660 Paota B Road 18:00 to 6361 19:00 Ranchoodas Ji 9 06+180 18:00 to 4982 Mandir (T- 19:00 Junction) StationRoad 10 18:00 to 9921 05+820 (Y-Junction) 19:00
; Sr TMC Name Chainage Intersection Arms PCU Percentage N No. o Leg-A Leg B 3283 74.97 (Towards Leg C 873 19.94 high court) Leg D 223 5.09 Leg-B Leg A 2768 69.72 (Towards Leg C 1171 29.50 NAI Sojati Circle) Leg D 31 0.78 1 TMC-1 05+500 SADAK Leg-C Leg A 1140 44.76 (Towards Leg B 1367 53.67 Nai Sadak) Leg D 40 1.57 Leg-D Leg A 97 53.30 (Towards Leg B 53 29.12 Mohanpura over bridge) Leg C 32 17.58 Leg-B 0 0.00 Leg-A Leg-C 1071 40.86 (Towards Leg-D 910 34.72 Sojati circle) Leg-E 317 12.09
Leg-G 323 12.32
Leg-A 181 8.84
Leg-B Leg-C 665 32.49 (Towards Leg-D 764 51.31 Olampics Leg-E 275 13.43 road) Leg-G 162 7.91
JALORI Leg-C Leg-B 158 18.44 (Towards 2 TMC-2 GATE 06+660 Leg-A 130 15.17 Gole Building) Leg-D 102 11.90 Leg-E 309 36.06 Leg-G 158 18.44 Leg-B 439 14.06 Leg-D Leg-A 1619 51.84 (Toward Leg-C 408 13.06 s Leg-E 391 12.52 Chopasani Leg-G 266 8.52
; Road) Leg-B 203 24.40 Leg-F Leg-A 172 20.67 (Towards Leg-C 178 21.39 Fatak Polroad) Leg-D 237 28.49 Leg-G 42 5.05 Leg-B 85 13.51 Leg-A 47 7.47 Leg-G Leg-C 203 32.27 (Towards Leg-D 245 38.95 Olampic Leg-E 49 7.79 road) Leg-A Leg B 1211 54.57 (Towards Chopasaniroad Leg C 1008 45.43 AKHALIYA ) 3 TMC-3 CIRCLE 09+254 Leg-B Leg A 2292 54.75 (Towards Bombay Leg C 1894 45.25 circle) Leg-C Leg A 687 34.61 (Towards Soorsaga Leg B 1298 65.39 r)
Leg-A (Towards Leg-B 22 0.96 Jalori Circle) Leg-C 37 1.61 Leg-D 984 42.91 Leg-E 1150 50.15 Leg-F 100 4.36 Leg-A 82 5.79
Leg-B Leg-C 38 2.68
(Towards Leg-D 514 36.30
Geeta Leg-E 648 45.76 BhavanRoad) Leg-F 134 9.46 Leg-A 12 14.46 5th ROAD Leg-C Leg-B 16 19.28 4 TMC-4 CIRCLE 07+840 (Towards Leg-D 31 37.35
; Kabristan Leg-E 12 14.46 ) Leg-F 12 14.46 Leg-A 1394 53.37 Leg-D Leg-B 919 35.18 (Towards Leg-C 85 3.25 Akhaliyacircle) Leg-E 105 4.02 Leg-F 109 4.17 Leg-A 1005 73.20
Leg-B 295 21.49 Leg-E (Towards Leg-C 3 0.22 12th Road Leg-D 4 0.29 Circle) Leg-F 66 4.81 Leg-F Leg-A 9 4.52 (Towards Leg-B 10 5.03 5th Road Leg-C 7 3.52 Circle)
Leg-D 104 52.26 Leg-E 69 34.67 Leg-A Leg B 2051 90.79 (Towards Leg C 208 9.21 BOMBA Y 5th Road MOTOR Circle) 5 TMC-5 08+500 CIRCLE Leg-B Leg A 1382 41.50 (Toward s Leg C 1948 58.50 Akhaliya Circle) Leg-C Leg A 409 24.77 (Towards 12th Road Leg B 1242 75.23 Circle) Leg -A Leg D 2262 82.28 (Towards Leg E 487 17.72 KrishiMandi) Leg -B Leg A 659 54.73 (Towards Leg D 237 19.68 Baldevram Mirdha Circle) Leg E 308 25.58
Paota Leg A 2561 66.71 6 TMC-6 03+860 Leg -C Circle (Towards Leg B 801 20.86
; High court) Leg E 477 12.43 Leg -D Leg A 1422 62.04 (Toward Leg B 130 5.67 s Leg E 740 32.29 Ratva Flyover) Leg-E (Towards Leg D 641 100 Rasala Road) Leg-A Leg B 1725 90.08 (Towards Leg C 190 9.92 Mandore)
Krishi Leg-B Leg A 1249 87.96 7 TMC-7 00+740 Mandi (Towards Paota) Leg C 171 12.04 Leg-C Leg A 274 64.02 (Toward s Leg B 154 35.98 Vijayraje Sindhiya Circle) Leg-A Leg B 1088 31.34 (Towards Paota Leg C 2294 66.07 Paota B Circle) Leg D 90 2.59 8 TMC-8 03+660 Road Leg-B Leg A 577 77.35 (Towards Krishi Leg C 92 12.33 Mandi Circle) Leg D 77 10.32
Leg-C Leg A 1769 88.72 (Towards Leg B 111 5.57 Paota BRoad) Leg D 114 5.72 Leg-D Leg A 54 36.24 (Towards Hazrat Leg B 49 32.89 Makhdum shah baba dargah) Leg C 46 30.87 Leg-A Leg B 358 14.21 (Towards Leg C 2162 85.79 Ranchoda Jalori gate) sji Mandir Leg-B Leg A 311 41.86 9 TMC-9 06+180 (Toward (T- Leg C 432 58.14 Junction) s Railway Station) Leg-C Leg A 1325 77.08
; (Towards Leg B 394 22.92 Sojati Gate) Leg-A Leg B 2651 54.21 (TowardsNai
sadakcircle) Leg C 2239 45.79 Station Road (Y- Leg- B Leg A 2949 94.22 10 TMC-10 05+820 junction) (Towards Jalori Leg C 181 5.78 gate Circle)
Leg-C Leg A 1804 94.95 (Towards Station Road) Leg B 96 5.05
;
Table O-D at Location 1(Nai Sadak) (Ch. 05+520)
Origin Destination Trip Vehic Type Reg No. Village / Lengt le Village / Town h Type Town (Km)
Car RJ19CD5854 Jalori Gate Mandor Mandi 7.6
Passenger Car RJ21UA2696 Sardar Pura Nokha 200
Car RJ19CE4403 Nehru Park Paota Circle 5
Bus RJ19PA9394 Pal road Mandor Mandi 32
Bus RJ19PA9774 Chopasni Mandor Mandi 35
Car RJ19CF6674 Shivaj Gate Mandor Mandi 12
Car MH15GX5671 Jaisalmer Shaktinagr 300
Car RJ19CF4385 Shastri Nagar Mandor Mandi 4
Bus RJ19PA4054 Ghanta Ghar Khudi 25
Bus RJ19PA5522 Jodhpur Jaipur 358
Bus RJ04PA5645 Dhorimana Kota 595
Bus RJ04CA6888 Jodhpur Bharatpur 500
Car RJ19CD5854 Jalori Gate Mandor Mandi 7.6
Car RJ21UA2696 Sardar Pura Nokha 200
Car RJ19CE4403 Nehru Park Paota Circle 5
Bus RJ19PA9394 Pal road Mandor Mandi 32
Bus RJ19PA9774 Chopasni Mandor Mandi 35
Car RJ19CF6674 Shivaj Gate Mandor Mandi 12
Car MH15GX5671 Jaisalmer Shaktinagr 300
Origin Destination Trip Vehicle Type Reg No. Village / Lengt Type Village / Town h Town (Km)
Car RJ19CF4385 Shastri Nagar Mandor Mandi 4
Bus RJ19PA4054 Ghanta Ghar Khudi 25
Bus RJ19PA5522 Jodhpur Jaipur 358
Bus RJ04PA5645 Dhorimana Kota 595
Bus RJ04CA6888 Jodhpur Bharatpur 500
2-Axle Truck RJ19VB4581 Paota Chopasni 469
2-Axle Gujrawads RJ19PA1432 Chopasni 40 Freight Truck Khurd
2-Axle Truck RJ04PB5382 Pali Dhahava 95
LCV RJ19GC6306 Jalorigate High Court 4
2-Axle Truck Rj19GS1842 Pratap Nagar Ghanta Ghar 2
2-Axle Truck RJ27CB8724 Mathura Transport 216 Nagar
3-Axle Truck RJ19PA9990 Pali Nursar
Table:-O-D at Location 2 (Krishi Mandi)
Origin Destination Trip Vehicle Type Reg No. Length Type Village / Town Village / (Km) Town Bus RJ19PA7848 Mandor Palroad -
Car RJ27CC4134 Daijar Airport -
Auto RJ19PB6578 Krishimandi Paota -
Bike RJ19MS2352 Aman Hos. Highcourt - Road Bike RJ19SA4665 Bjf Campus Paota -
Auto RJ19CF6002 Lal Sagar Road Krishimandi - Auto RJ19GO2323 Mandi Hagori Gate 3
Bus RJ14TE6760 Krishimandi Pratap Nagar -
Car RJ19TA7815 Krishimandi Paota 3
Bus RJ19PA4839 Mandor Pratap Nagar - Passenger Bus RJ19PA9990 Mandor Palroad - Bike RJ19BU4839 Marted Hops. Paota - Car RJ14UH0407 Mehrta Jaipur 450 Car RJ19CE2668 Palroad Mandor 17 Bike RJ19M1879 Paota Mandor 7 Car RJ19TA7217 New Road Mandor - Circle Car RJ19UB9911 Paota Zalodi 160 Auto RJ19JP1825 Station Krishimandi - Auto RJ19PB7905 Paota Krishimandi 3 Car RJ19CC3039 Bombay Circle Mandor - Bike RJ19BL8806 Badasiya Krishimandi 2
Auto RJ19GB1016 Shastri Nagar Mandor
Car RJ19CB9887 5th Road Circe Krishimandi
Car RJ19CF1364 Chopathi Mandor
Table O-D at Location 3 (Akhaliya Circle) (Ch. 09+254)
Origin Destination Trip Vehicle Type Reg No. Village / Length Type Village / Town (Km) Town Kamala Car RJ19CC060 5th road 5 naheru 7 Nagar Car RJ19CC391 Jodhpur Abu road - 1 Kamala Car HR26BK004 Bansdi - naheru Nagar 0
Bus RJ19PB5412 Chopad Bhatinda 40 Bus RJ19PA3941 Banad Chopad 35
Bus RJ15PA2899 Mandor Chopasni - Bus RJ19CE5348 Mandor Chopasni -
Car RJ19CH973 Bombey CTC Curvet - 8 Motor Passenger Kamalanaheru Bus GJ21PA5007 Jalori Gate - Nagar Kamala Bus RJ39PB0157 Jalori Gate - naheru Nagar Bus RJ19PB7704 Palesar Jethan 22 Car RJ19CE5909 Jaisalmer Jodhpur - Kamlaneharu Car RJ19PA7405 5th Road 5 Nagar Kamlaneharu Bus RJ15PA2487 Sardar Pura - Nagar Car GJ19PA6141 Nomile Kangana 7 bhata Car RJ19TC9106 Chopasni Mandor 6 Car RJ19CG948 Pratap Nagar Mandor - 4 Car RJ19CJ4256 Chopasni Mandor - Car RJ19CG818 Pratap Nagar Mandor - 3
Origin Destination Trip Vehicle Type Reg No. Village / Length Type Village / Town Town (Km) Car RJ19CG7789 Palesar Paota - e Bus RJ19PA7898 Pratap Nagar Paota 35 h e Bus RJ19CF6132 Pratap Nagar Paota 35
LCV RJ19GD0256 5th Road Pratap nagar 8
2-Axle RJ43GA0149 jalori Gate Pratap nagar - Truck
3-Axle RJ20GC1630 Bombey circle Pratap nagar - Truck
Tractor RJ04CA1443 12th Road Pratap nagar -
2-Axle RJ07GC6698 Jodhpur Ram Ghar 50 Truck Freight 2-Axle RJ19GG0321 Chopad Ratanaad 22 Truck
Tractor RJ19PB7537 Housing board Sardar pura - 2-Axle Kamalanaheru RJ19GO5279 Sardar pura - Truck Nagar Kamala LCV RJ19GJ6214 Shivaji 6 naheru Nagar LCV GJ19TA9082 Chopasni Station 2.3 LCV RJ19PA7578 Baldev Nagar Sursagar 7
Table Growth of Vehicle Registration in Jodhpur District Transport Non-Transport
Year LMV LMV Two Omni MAV Buses Taxes Wheelers Cars Jeeps Tractors Trailers & Goods Passengers Buses
2005 22748 3982 4615 4716 1162 265240 2256 12114 0 35302 7241 8
2006 24116 4589 4818 5142 1183 287814 2550 12791 0 36571 7731 5
2008 30431 6343 5489 6561 1211 371082 3562 14741 0 39899 7784 9
2010 33301 6758 5935 7189 12000 404487 4030 16097 0 42240 7875 9
2011 37184 7184 6304 7778 12195 446131 4780 17333 0 44886 7884 3
2012 56454 8901 8164 13511 16838 607449 6074 24808 0 62954 8625 7
Table Capacity Augmentations at Km 00+740
Total Year Year Total PCU PCU 2019 73161 2036 133878
2020 76729 2037 137389
2021 80480 2038 140999 2022 84423 2039 144200
2023 88472 2040 147480
2024 91793 2041 150840
2025 95247 2042 154284 2026 98838 2043 157813
2027 102572 2044 160992
2028 106456 2045 164243
2029 109726 2046 167565 2030 113103 2047 170959
2031 116590 2048 174430
2032 120192 2049 177595
2033 123914 2050 180822 2034 127144 2051 184116
2035 130464 -
Table Capacity Augmentations at Km 05+520
Year Total PCU Year Total PCU
2019 30529 2036 58046
2020 32091 2037 59709
2021 33740 2038 61428
2022 35482 2039 62959
2023 37205 2040 64534
2024 38688 2041 66154
2025 40234 2042 67821
2026 41851 2043 69537 e 2027 43541 2044 71088 h e 2028 45306 2045 72680
2029 46802 2046 74313 2030 48352 2047 75988
2031 49960 2048 77708
2032 51630 2049 79283
2033 53363 2050 80894
2034 54875 2051 82543
2035 56435 -
Table Capacity Augmentations at Km 09+300
Year Total PCU Year Total PCU 2019 68870 2036 123191
2020 72131 2037 126251
2021 75547 2038 129389
2022 79126 2039 132164 2023 82840 2040 135001
2024 85842 2041 137901 2025 88954 2042 140865
2026 92180 2043 143893
2027 95526 2044 146614
2028 98996 2045 149388
2029 101908 2046 152216
2030 104908 2047 155099
2031 107998 2048 158039
Year Total PCU Year Total PCU
2019 68870 2036 123191
2020 72131 2037 126251 2021 75547 2038 129389 2022 79126 2039 132164
2023 82840 2040 135001
2032 111180 2049 160714
2033 114459 2050 163436
2034 117297 2051 166206
2035 120207 -
Table Capacity Augmentation on Krishi Mandi Circle (Ch. 00+740)
Dominant PCU Dominant PCU Total PCU (Peak Year Car/Jeep/Taxi Car/Jeep/Taxi hour)
GDP (50%) INCOME (50%) (100%) Growth Rate 5.01 4.69 2019 1487 1487 2974 2020 1562 1557 3119 2021 1641 1630 3271 2022 1724 1707 3431 2023 1811 1787 3598 Growth Rate 3.86 3.57 2024 1881 1851 3732 2025 1954 1918 3872 2026 2030 1987 4017 2027 2109 2059 4168 2028 2191 2133 4324 Growth Rate 3.13 2.89 2029 2260 2195 4455
JODHPUR DEVELOPMENT AUTHORITY, JODHPUR
Dominant PCU Dominant PCU Total PCU (Peak Year Car/Jeep/Taxi Car/Jeep/Taxi hour)
GDP (50%) INCOME (50%) (100%) 2030 2331 2259 4590
2031 2405 2325 4730
2032 2481 2393 4874
2033 2559 2463 5022 Growth Rate 2.64 2.43
2034 2627 2523 5150 2035 2697 2585 5282
2036 2769 2648 5417
Table :-Capacity Augmentation on Paota Circle (Ch. 03+860)
Dominant PCU Dominant PCU Total PCU Year Car/Jeep/Taxi Car/Jeep/Taxi (Peak hour)
GDP (50%) INCOME (50%) (100%) Growth Rate 5.01 4.69 2019 2379 2379 4758 2020 2499 2491 4990 2021 2625 2608 5233 2022 2757 2731 5488
Table Capacity Augmentation on Nai Sadak Circle (Ch. 05+500)
Dominant PCU Dominant PCU Total PCU (Peak Year Car/Jeep/Taxi Car/Jeep/Taxi hour)
GDP (50%) INCOME (50%) (100%) Growth Rate 5.01 4.69 2019 3026 3026 6052 2020 3178 3168 6346 2021 3338 3317 6655 2022 3506 3473 6979 2023 3682 3636 7318
JODHPUR DEVELOPMENT AUTHORITY, JODHPUR Table Capacity Augmentation on Jalori Gate Circle (Ch. 06+660)
Dominant PCU Dominant PCU Total PCU Year Car/Jeep/Taxi Car/Jeep/Taxi (Peak hour) GDP (50%) INCOME (50%) (100%) Growth 5.01 4.69 Rate 2019 1265 1265 2530 2020 1329 1325 2654 2021 1396 1388 2784 2022 1467 1454 2921 2023 1541 1523 3064 Growth 3.86 3.57 Rate 2024 1601 1578 3179 2025 1663 1635 3298 2026 1728 1694 3422 2027 1795 1755 3550 2028 1865 1818 3683 Growth 3.13 2.89 Rate 2029 1924 1871 3795 2030 1985 1926 3911 2031 2048 1982 4030 2032 2113 2040 4153 2033 2180 2099 4279 Growth 2.64 2.43 Rate 2034 2238 2150 4388 2035 2298 2203 4501 2036 2359 2257 4616 2037 2422 2312 4734 2038 2486 2369 4855 Growth 2.28 2.09 Rate 2039 2543 2419 4962 2040 2602 2470 5072 2041 2662 2522 5184 2042 2723 2575 5298 2043 2786 2629 5415
JODHPUR DEVELOPMENT AUTHORITY, JODHPUR Table Capacity Augmentation on 5th Road Circle (Ch. 07+840)
Dominant PCU Dominant PCU Total PCU Year Car/Jeep/Taxi Car/Jeep/Taxi (Peak hour) e GDP (50%) INCOME (50%) (100%) h Growth 5.01 4.69 e Rate
2019 1189 1189 2378 2020 1249 1245 2494 2021 1312 1304 2616 2022 1378 1366 2744 2023 1448 1431 2879 Growth 3.86 3.57 Rate 2024 1504 1483 2987 2025 1563 1537 3100 2026 1624 1592 3216 2027 1687 1649 3336 2028 1753 1708 3461 Growth 3.13 2.89 Rate 2029 1808 1758 3566 2030 1865 1809 3674 2031 1924 1862 3786 2032 1985 1916 3901 2033 2048 1972 4020 Growth 2.64 2.43 Rate 2034 2103 2020 4123 2035 2159 2070 4229 2036 2217 2121 4338 2037 2276 2173 4449 2038 2337 2226 4563 Growth 2.28 2.09 Rate 2039 2391 2273 4664 2040 2446 2321 4767 2041 2502 2370 4872 2042 2560 2420 4980 2043 2619 2471 5090 Growth 2.01 1.84 Rate
JODHPUR DEVELOPMENT AUTHORITY, JODHPUR
Dominant PCU Dominant PCU Total PCU
Year Car/Jeep/Taxi Car/Jeep/Taxi (Peak hour)
GDP (50%) INCOME (50%) (100%)
2044 2672 2517 5189 2045 2726 2564 5290
2046 2781 2612 5393 2047 2837 2661 5498
Table Capacity Augmentation on Bombay Motor Circle (Ch. 07+840)
Dominant PCU Dominant PCU Total PCU Year Car/Jeep/Taxi Car/Jeep/Taxi (Peak hour)
GDP (50%) INCOME (50%) (100%) Growth 5.01 4.69 Rate 2019 1717 1717 3434 2020 1804 1798 3602 2021 1895 1883 3778 2022 1991 1972 3963 2023 2091 2065 4156 Growth 3.86 3.57 Rate 2024 2172 2139 4311 2025 2256 2216 4472 2026 2344 2296 4640 2027 2435 2379 4814 2028 2529 2465 4994
JODHPUR DEVELOPMENT AUTHORITY, JODHPUR
Growth 3.13 2.89 Rate 2029 2609 2537 5146 2030 2691 2611 5302 2031 2776 2687 5463
Table Capacity Augmentation on Akhaliya Circle (Ch. 07+840)
Dominant PCU Dominant PCU Total PCU (Peak Year Car/Jeep/Taxi Car/Jeep/Taxi hour)
GDP (50%) INCOME (50%) (100%)
Growth Rate 5.01 4.69
2019 1752 1752 3504
2020 1840 1835 3675
2021 1933 1921 3854 2022 2030 2012 4042
2023 2132 2107 4239 Growth Rate 3.86 3.57
2024 2215 2183 4398 2025 2301 2262 4563 2026 2390 2343 4733
2027 2483 2427 4910
2028 2579 2514 5093 Growth Rate 3.13 2.89
2029 2660 2587 5247 2030 2744 2662 5406
JODHPUR DEVELOPMENT AUTHORITY, JODHPUR
Table Capacity Augmentation on before and after Each Junction
(PCU) (PCU)
PCU#
Major (PCU)
Section Ending
per Day
junction
Before Junctio n After Junctio n
Chainage
Start Diversion / Addition (PCU)*
Total PCU
Peak Hour
Variation in
Homogeneous Homogeneous
Krishi Mandi 1 0+000 2+400 0+74 3439 3299 -140 circle 0 41150 3045 3+87 Paota 7389 3839 -3550 124% 0 circle 2 2+400 6+90 Naisadak 5+52 8384 8673 289 118% Circle 0 77124 5120 6+66 Jalori gate 4770 5381 611 -45% 0 5th Road 7+84 72878 5743 4795 4249 -546 -11% circle 0 9+500 3 6+900 Bombay 8+52 4050 6623 2573 -5% motor circle 0 Akhaliya 9+30 6694 5197 -1497 1% circle 0
# % indicates the variation in PCU between two intersection
JODHPUR DEVELOPMENT AUTHORITY, JODHPUR
Table Capacity Augmentation on before and after Each Junction
Design Service volume for Arterial Road (PCU per Hour)
(PCU)
Start Ending
Chainage
Major junction
Through Traffic
divide d
Peak Hour(PCU)
4 lane 6 lane
Total PCU per Day
divided
Homogeneous Section
Krishi Mandi 1 0+000 2+400 0+74 41150 3045 circle 2974 0
3+87 Paota 4758 0 circle 2 2+400 6+900 Naisadak 77124 5120 5+52 3600 5400 Circle 6051 0 6+66 Jalori gate 2529 0 5th Road 7+84 circle 2378 0 Bombay 3 6+900 9+500 8+52 72878 5743 motor circle 3433 0 Akhaliya 9+30 circle 3503 0
JODHPUR DEVELOPMENT AUTHORITY, JODHPUR Annexure 3 Nagar Nigam Jodhpur Parking Annexure 3.1 A. Two and Four Wheelers Parking Operating By NNJ Gandhi Maidan Under Ground Parking Umaid Udhyan Parking AIIMS- out Side parking Shastri Nagar First Block Parking Near Rawan Chabutra Parking National Handloom Pratap Nagar Front Parking National Handloom Pratap Nagar Side Parking
B. Paid Private Car- Parking New Sarak Priya Hotel and Girdhar Mandir Road Near Umaid Hospital, North Side Mahesh School Kalpatru Parking no. 44 In front of and opposite of Kalpataru and Bioscope cinema In front of Kamla Nagar Hospital HDFC And ICICI Bank, Basni Road
C. Auto- rickshaw Stand = 600 Nos D. Loading auto rickshaw stand = 1055 Nos E. Taxi Car Stand = 470 Nos
Jodhpur Bus Service Limited Route - (Total=5) Annexute 3.2 Route no. 3 = Banar To Chopasani Village Route no. 5 = Mandore to Salawas Route no. 6 = Banar to Kali beri Route No. 13 = Magra Punjla to Chopasani Housing Board Ist Puliya Route NO. 14 = RTO office to Chopasani Filter House
Total Nos of JBSL Buses - 39 Nos.
Total Passenger Traveling Per Year = 20,000 passengers.
Total Population Covered Under Above five routes = 9.0 lac
JODHPUR DEVELOPMENT AUTHORITY, JODHPUR
Annexure 4
JODHPUR DEVELOPMENT AUTHORITY, JODHPUR
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tks/kiqj fodkl izkf/kdj.k ,;jiksVZ ls ikcqiqjk Hkwfe miyC/k ugh gS 1 2.00 17.51 8.755 QkWj&ysu 4.16 0.75 12.60 12 oha pksjkgs ls cksjkukMk Vksy miyC/k jksM ok;k Mh-ih-,l- pkSjkgk N% ysu rd lMd] lqn` 4.50 13.14 2.920 12.11 1.03 JODHPUR DEVELOPMENT AUTHORITY, JODHPUR v.knkjke pkSjkgk ls Mkyh ckbZ miyC/k eafnj ls jktho xak/kh uxj 3 2.00 1.44 0.720 QkWj&ysu 1.10 0.34 rd lMd 3.00 2.17 0.723 1.66 0.51 d`f’k e.Mh pkSjkgk ls ljLorh miyC/k 4 uxj ls tSlyesj ckbZikl 2.00 4.10 2.050 QkWj&ysu 3.39 0.71 2.00 4.10 2.050 3.39 0.71 jksVjh pkSjkgk ls U;w ikyh jksM miyC/k 5 ,El rd 3.90 13.35 3.423 N% ysu 12.50 0.85 “kkL=huxj Fkkuk ls U;w ikWoj miyC/k 6 gkÅl jksM 2.10 7.00 3.333 N% ysu 5.33 1.67 pkSikluh jksM vk[kfy;k ls Hkwfe miyC/k ugh gS tSlyesj ckbZ ikl rd 6 ysu N% ysu 7 4.90 19.23 3.924 13.85 5.38 0.00 lMd lqn` JODHPUR DEVELOPMENT AUTHORITY, JODHPUR egky{eh LohV ls va/kks dh Hkwfe miyC/k gS Ldwy ok;k nkm dh 5.00 16.87 3.48 15.15 1.72 ¼v½ fd-eh- 0@0 ls 3@700 Hkwfe miyC/k rd pkj ysu ls pkj ysu ,sEl frjkgk ls lkykokl jksM e; isOM 'kkWYMj 17 ok;k lkaxfj;k pkSjkgk 15.00 36.67 2.27 ¼c½ fd-eh- 3@700 ls 30.40 6.27 15@0 rd nks ysu ls pkj ysu vkax.kok xkao ls Hkksikyx< Hkwfe miyC/k 18 jksM ¼tkthoky czkge.kk½ 9.50 8.89 1.18 ,d ysu ls nks ysu 8.89 dkyoh I;kÅ ls cukM¼,u-,p Hkwfe miyC/k 19 125½ jksM [kks[kfj;k QkaVk rd 7.50 48.52 5.80 pkj ysu ls N% ysu 43.02 5.50 Hkwfe miyC/k dkyoh I;kÅ ls ikap crh lM+d pkj ysu@N% ysu dk 20 pkSjkgk ok;k lfdZV gkml 5.00 23.28 4.80 lh-lh- isoesaV 23.28 tqfMfl;y ,sdsMeh ls ckluh Hkwfe miyC/k cSank gksrs gq, chvkjvks ckbZikl ,d ysu ls nks ysu 21 3.30 6.09 2.19 6.09 rd JODHPUR DEVELOPMENT AUTHORITY, JODHPUR jktdh; Hkwfe 2-40 fd-eh- yEckbZ esa nks miyC/k] ysu ls pkj ysu ] e.Mksj ls lwjlkxj pksiM rd ou@[kfut 1-80 fd-eh- yEckbZ esa 5 foHkkx ls lM+d 22 lM+d foLrkj 5.14 16.19 2.97 ehVj ls 10 ehVj lM+d 15.27 0.92 pkSM+kbZdj.k dk;Z] pkSM+kbZdj.k dh 0-94 fd-eh- yEckbZ esa 4 ysu vuqefr dh vko;'drk 2-00 fd-eh- yEckbZ esa pkj Hkwfe miyC/k ysu] ,sEl ls iky jksM rd 1-10 fd-eh- yEckbZ esa rhu 23 3.90 16.97 3.57 ysu ls pkj ysu] 13.94 3.03 0-80 fd-eh- yEckbZ esa nks ysu ls pkj ysu cukM ls xksjk gksVy ¼ch-vkj- Hkwfe miyC/k vks- ckbZikl½ ok;k ukUnMh] nks ysu ls pkj ysu 24 14.90 27.60 2.10 27.60 mfp;kjMk vkaf'kd :Ik ls djoM ls pkS[kk ok;k Hkwfe miyC/k] Hkwfe nks ysu ls pkj ysu 25 e.MyukFk 24.30 46.97 2.48 46.97 vokfIr dh vko';drk Hkwfe miyC/k e.Mksj pkSjkgk ls e.Mksj jsyos nks ysu pkSM+kbZ esa lM+d xzsM 26 QkVd ok;k ;wdks cSad 1.05 6.01 10.10 lqn`<+hdj.k dk;Z 5.05 0.96 ;ksx 160.19 476.54 105.69 419.82 0.00 41.37